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Un des symboles suivants apparaftra sur la dernlAre image de cheque microfiche, selon le cae: le symbols — ^signifie "A SUIVRE", le symbols V signifie "FIN". l\/laps, plates, charts, etc., may be filmed at '!ifferont reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams Illustrate the method: Les cartes, planches, tableaux, etc., peuvent Atre fllm6s A des taux de reduction dif .'Arents. Lorsque le document est trop grand pour hire reproduit en un seul cllchA, 11 est filmA A partir de I'angle supArleur gauche, de gauche A droite, et de haut en bas, en prenant le nombre d'Images nAcessaire. Les diagrammes suivants illustrent la mAthode. 1 2 3 32X 1 2 3 4 5 6 L 1357 5-' 7F GRAND TRIK RAILWAY COMPANY OF CANADA. % I > X \ On Tuesday, the 29th September, at one P. M., the Fourth Annual General Meeting of the Stockholders in this Company was held at the Rossin Ilutel, Toronto ; the President, the Hon. John Ross, occupyini; the ession of a ■h the pre- ailway, the under tlie es Iluttou accd in his ide an ela- ^ery Share- respect til objects, i( er capital, nee of the sterling to and other 1,500,000, C. Deben- The Directors recommend that these Di-benlures be created on the following terms, viz : that they rank immediately ffter the existing Debentures of the Company, and bear interest a* the rate of 7 per cent. |'cr annum, and that one- third be repayable in five years, one-third in ten, and oiu'-tliird in fifteen years In 1850 an independent Comp uiy, called the Ora'id Trunk Junction li.iilway Company, obtained an Act for the constru per mile, in-jluding rolling stock, and which is included in the sum i' ailablo iiiuler t!ie relief Act of 185f). The Act of last Session, a copy of which has been alrcaily forwarded to each stockholder, having dispensed with the Guvermniut Directors, a reorgauizati' n of the Board becomes necessary : and it is recommended that tlie number of the Di- rectors be fifteen, ten of whom shall be re>ident in Canada and five in England. Thai the order and manner of rotation in the Board shall be decided by ballot, and that five members actually present in Canada with two London Directors present in person or by proxy, and three m< inbers actually present in London, sliall be quorums for the Boaids. At present tliere are but eight elective Directors in Ciinada, an.d it is a recom- mendation to the meeting of the Shareholders, in order to make up the reqtiired number, tiiat Mr. Bidder, the General Manager, and Mr. Blackwill, recently recommended by the London Board, as a Director, be e'ected Dirt'ctors, The engagement with the Engineer-in chief has expired, and the Direc'ors in order to maintain the confidence of t!ie English proprietors, have thought it expedient to secure to the Company the services of a gentleman on the Direc- tion who would be willing to devote his whole time to the Company, and while possessing the confidence of the English shareholders, would be enabled to exer- cise a general supervision over the management of the Railway, especi illy in the Engineering and Financial de|iartments, and would co o[)erate with the Directors resident in Canada, in the promotion of the general wel'are of the undertaking ; and this arrangement is submitted for the ap[iroval of the share- holdeis at the present meeting. The retiring Directors are tlie Hon. Jolin Ross and Messrs. Holmes and Craw- ford, of the Canada Board, and Messrs. Thomas Baring, M.P., George Carr Glyn, M.P., and K. D. Hodgson, M.P., of the London Board, all of whom are eligible for re-election, and offer themselves "or re-election accordingly. JOHN ROSS, President. JOHN M. GRANT, Asuistant-Scc. GENERAL MANAGER'S REPORT. Mr. Grant then read the following Report, fvmn Mr Bidder : — Gentlemen : — Herewith I beg to submit for \our iiiformation a report of the operations of the Railway during the past twelve months. 8 1 Imvc »o ri-fi-r with |»I('(iHiir(! to tlin very cffic'iont workinjr of tlio trains iIiumikIioiiI iI iilii" liiii'H (Inriiif^ llio |)HHt ycjir, and with gratitude to the i-xciii|iiiiiii III' the rofid diiiinj^ that |iiii(id from any ceiioufl caniiHlty. 'I'hi' l/iHt wiiitiT wiiHon*! ofiiiiiiKiial wovoiity, and confcqiientiy brought with it in II (^ivaily iiM'i'ciiHid |iro|iuitiiin, all tin; xttoiidHtit difHculticH of' working a railroad in tJM'Nc liitiliidi'N, wlii(di wi'ro again (•onnid(!ral)ly angiin-nted by the hasty man- in r ill whii'li till' ini|iorlant H('(;lioii holwocn lirockville and Oshawa was opened, (lo aviiil raiming a gi-ni-ral difii|i|poiiitni(fnt to th<, travelling conimiinity, in not iiiiviiig, MH iiroiiiiHi'd, n railway coiiiniiinir'ation during the winter between Mon- Inal and 'lomiito) ; and having in addition to employ in numerouH instances a hlad'hol piiipiTly oiganiK'd by previous experience. But, notwithstanding all Ihemi tilc-laileM, the trains were run with n regularity wliioh was not sur- piiMhed, and in the maiority of cum's not ecpialled by any railroad on the eon- liiiiiil. And im nincn ilm opening of this seetion so much additional knowledge hah been galiird, it is aiitieijiated that little or no difficulty will be encountered ill running the trains during the ensuing and following winters witii almost the hiniie re;;nlarlly lliat they ar»> now run during the summer months. Sliwd the date of ihe last report no additional mileage has been opened, and till' HhaieholderH will bear in mind that the line still remains in unconnected heelitiiiH, a fm'l which l\illy accounts for the btiMncss of the road being almost allogether of a local character. (•n relernng to the tiallic returns herewith submitted, it will be seen that out t fa total of (t(l;l,0'.'H pa^sengeis, r).^,^,012 were local ; ftUil out of 375,221 tons (if I'lvlgbt .llfl.dDK were also local ; figures which nmst be considered as gratify- ing in n giird lv» the local resources nf the railway, and as amply confirmatory {>{' llio expci tHti(ins of local traffic given in my previous rejwrts. It has already been said tfial the Comoanv's lines are still disjointed — that ibe line fn>m t!io (ireat West to the Atlantic is still incomplete, not only at Sarnia and London, but also at Toronto and Montreal ; and that as a consequence the through traflK- nntmally ^till seeks the old channels in proference to the new iv'Ute with its, at present, nemeroiis transhipments; facts sufficiently explanatory by tluMUselves ef the me!(gi\' ivooipfs from througli traffic ; .«»nd when coupled with these it is borne in miiul that the g*'ner!d depression in the commerce of the whole o( liie Northern portion of the Continent h;»s been such that the ordinary tiavel ef the ni Vui raiUvavs of the neighKurinij repuMt<', as well as of the Great \\\'s!otn i>f Canada, has decreased fioiu 1- to 'JO {vr cent, as comparoi with the c\»vi\ spend iiig p^'riod ot' the onst year — it may fairly l>e said that for the present no cvstinutto can be fonvitvl of what the tratRc wiil be when the hnes are con- neetevl, iuvd the ordiitary comnuMce of tle.^ country is unchecked by any such dcoi\>ssi<»», as th.Ht through which the whi.Je community hss just passetteu tlust oi;e oi the anticipated principal source* of rvNeiute on the Vlasijent sectkuis ot the rv\t'' \h : Lumber, has been a!mc"-«t en- tirety withdrawn wnc^ 1W4 and \^o, wher ^••^« depres^skni in that *ta[-le of the coutitvy was so great thst the subsetjuent p • of two years h;i< barely «alEce! to ics'vve it to itN foruivr imoortaiKc in the ^ . lucts of the Pf.'vince. "Hie pn.vs ee's are Uv^w, however, of a mn-h trh're cheerin^j chara.:ter. The hiks which have been refern;>d to as wawttn;; in- rhe chtin of I'omma- eicHtion '> lu \\\v. to K;is'.are the KspNra'o iu l^-ont of the City of Toronto, (oNcv whtVh will be mate the connei.-tioii betweert the M^ntrear ancf Top.into and •he To'oiuo ar.d Stva ton.?, Loritiinding all as not 8ur- on tlie c'on- I knowledge enconiitt'red I ahnost the opened, and mconneeted eing almost !en that out 75,221 tons i as grafity- oiifirmatory inted — that lot only at onsequenee to the new ?Tplanatory en coupled lerce of the le ordinary the (^rea't oi with the the present s are con- r anv such source* of !i!rn.'>t en- *[-le of the iy *afficei] :»f '"'■'rama- f T'.Tonto. .>n.iaro aini t. T!ii:n:i*. and tlio Victoria Bridge, all of which are now being pushed forward witli thv utmost vigour. Tlie total length of railway now open is 849 miles, and in view of iho very large incresse of traffic wiiich may be expedited this winter, it has been found necessary to increase, not only the rolling stock by 47 additional engines and 400 box cars, but also the station accommodation, particularly as regards the freight arrangements, which have had to be considerably extended, especially in die west. Additional '* stables " for the new engines ordered are now in course of construction at Toronto, Belleville, Brockville, Longueuil, and Island Pond ; and even with this extra expenditure which the requirements of tlie traffic have necessitated, more still remains to be done if the main features of this great enterprise be carried out as originally intended, viz: the making of this Trunk Line the h-ghroad for the oonveyaiieeof the breadstuffs of the illimit- able corn fields of the West to the ocean : and I have therefore now to advise tlie Directors of the necessity for immediately erecting commodious granaries at such points as Kingston, Prescottand Montreal, without which accommodation it woulii be in vain to attempt to compete 8uc(;e8sfully with the rival routes on the opposite shores of the water communication ; and I earnestly recommend that no time should be lost in the speedy completion of these works. In drawing atteniion to tlie Revenue Accounts for tlie past half-year it will be seen that the total receipts have been £289,468 198. 7d, currency, whilst the expenditure has reached the sum of £284,688 lOs 7d, leaving a balance of £4,780 9s. which with the balance of the half year ending December, amounting to £.32,829, makes a tottil of £37,609 9s. to the credit of the revenue account for the year. This excess in the estimated amount of expenses for the mile run is almost solely attributable to the very large expenditure which has been necessitated in " extraordinary repairs " in the leased lines from Montreal to Portland, in the re- rolling and re-laying of lengthy sections of rails, and in the ent re renewal of bridges ; and I have still to inform the Directors that these works of renewal on this section are still going on, and will require an amount of nearly £50,000 before it is put in the same safe and sufficient state which characterises the other sections of the Grand Trunk line, built by the English and Canadian contractors since the amalgamation. The amount thus spent in the re-erection of stations, and in the renewal of bridges and rails during the past few months has been upwards of £30,000, and but for which extraordinary expenditure the working expenses would not have much exceeded the estimate given by the Locomotive Superintendent and myself, viz : £10 per mile per week, an amount which we still believe will, on the completion of these extraordinary repairs, be sufficient to earn a receipt of J620 per mile per week. The Locomotive expenses have been, since the arrival of Mr. Trevitliick, re- duced by one cent and a half per mile run ; a saving amounting to nearly £5000 in the six months working and which that gentleman still hopes to be able to improve. Whilst' referring to the large outlay for " extraordinary repjiirs" which Las been charged against the revenue ; it is pi'oper to state that in my opinion this expenditure was legitimately chargeable to capital ; but as the money had bt-en expended through the monthly accounts, and had been carried through the books in the same manner as a charge against revenue, it has been allowed to remain bo ; but it is for the Directors now to determine whether this amount of ':uuiiiiuii.i!iiiiHiii 10 £.11,000 ahnll bo cnrricil into tho cnpitnl accounts of the Company, mid the half- yt'iiily revenue bo hereby relieved of r burden it should never have been saddled with. Tho Directors are aware that a company called tho South Quebec Wliarfnge and Dockage Company has obtain«>d an net of incorporation for the purpose uf building wharves and docks at the Point Levi tei minus ; and that as ttucb ncoommodation is alisolufely necessary, and will be of the greatest advantage in developing the traffic of tho St. Lawrence route, I would carnoslly recommend the cordial cooperation of the Directors in the speedy accompli>hment of these works, arrangemenlH, I am happy to say, being now in tho course of adjust- ment for their inunediate prosecution. The Emigration arriving at Quebec has received during the past year my especial attention, and I have to state that the through-booking arrangements, «» completed by Sir Cusack Roney, in fliigland, have been productive of the most beneficial results as regards the comfort and expedition with which the Kmigrants have been conveyed to their places of destination after their arrival in the St. Lawrence. The number wlio have availed themselves of " Through Tickets " has been up to the present time, nearly one third of the total number of Emigrants who have arrived ; and I may also mention that over 100,000 books, maps, and general information circulars, with reference to Canada as a home for tho emigrant, have been gratuitously circulated from tho London Office of the Company, and throughout the British Isles, Germany, Norway, and Sweden. And, in addition to the al)ove, I beg to refer to the following facts, not only as indicative of the rapid development of the Country, but also as affording abundant proof of tho speedy advent of that foreign traffic upon which tho success of the whole undertaking so much depends : — First, a weekly line of fast Screw Steamers, from Liverpool to Quebec in summer, and to Portland in the winter, (with which an agreement has been entered into which will make this Steamship Line, in connection with the Rail- way, not only the cheapest but by far the quickest route between Liverpool and all parts of the Canadas and the Northern and North Western States of the Union.) Sccondli/, an alditional lino of auxiliary Screw Ships from London to Mon- treal. Thirdly, a monthly line of Screws from Liverpool to Portland. Fourthly, a proposed new line of Screw Steamers between Glasgow and Que- bec, and lastly, the " Great Eastern," steamship which, as it is now generally known, will make her first trip to Portland, in connection with the through- booking arrangements of the Grand Trunk Railway Company. In conclusion, I have only to again reiterate my conviction that all past antici- pa'.ions will still be realized upon the completion of the original schem.;; in its in- tegrity, and the vast through business attracted to this new and direct channel, between the Old and tho New Worlds. I have the honor to be, - i., , Gentlemen, Your most obedient servant, S. P. BIDDER. 7o / Sill seasol ofNc Thl % -m 11 M\(\ the half- btiuu saddled ec Wlinrfiige the purpose tliat as ttuch ftdvnntaj^e in r rccoininoiid uciit of these ie of ndjust- ast year iiiy rraiigcments, etive of the b which the their arrival as been np to Is who have and general 10 emigrant, )inpany, and cts, not only as affording n whiuh the Quebec in it has been th the Itail- verpool and pates of the on to Mon- w and Que- V generally e through- past antici- i . in its in- ct channel, DDER. VICTORTA BKIDriE. Tu tlw President of the Grand Trunk Railway Company ; — Montreal, September 22, 1867. Sir, — In my report of 28th August last year, 1 stated that by the end of the season the two abutments and nine piers would be compk-ttd, and by the 12th of Noven)ber following this had been accomplished. The progress inU'ndcd for the present year was limited to seven additional jiiers, the dams for whiih wore commenced as early in the season as the state of the river, by its freedom from ico, would permit, and to the present time two piers have been completed, and the m.-iaonry of two more are now in a forward state. The remaining three d«ms commenced this year are completed, and the masonry will bo forthwiih commenced, and I have every hope that by the mid- dle of November all these piers will be finished, the time hitherto occupied in comjilcting a pier afier the masonry is commenced seldom exceeding six weeks, somelimes only five. The iron work for one tube is now in course of erection, and will be finished Iiy the Ut of November. Material for the second tube is in course of transit from England, and I am advised of the preparation for eight more tubes, to bo despatched early in the ensuing 8ea80",so as to reach here in time for erection next year. The embanked approach on the North side is made up to its full height and nearly to its full wiiith, that on the South side is in progress, and will be brought up above winter's water level before the close of the season. As regards the future, the requisite measures will be taken during the winter to secure the placement of six dams for the completion of as many pieis (includ- ing the two centre ones,) next year, which will leave only two piers to construct in the following year 1859. The erection of the tubes in the meantime will progress rapidly, so as to leave only four to finish after the completion of the two piers in the last-mentioned year. I am, Sir, Yours respectfully, ALEX. M. KOSS. TO THE PRESIDENT AND DIRECTORS OF THE GRAND TRUNK RAILWAY COMPANY OF CANADA. Gentlemen, — In compliance with your request that I should lay before you a report of the working of the Locomotive and Carriage Departments for the past twelve months — the period during which these departments have been under my superintendence — I beg to submit the following statement : — At the time of my appointment, the oidy district opened for trafiic on the north side of the St. Lawience was that between Montreal and Brockville, a dis- tance of 125 miles. On the subsequent opening of the remaining portions of the line, making a total length of 419 miles west of Montreal, the number of Loco- 12 motive Enjfinos in ponsoiwion of the Company nmountod to 100. It soon booamo apparent, howovor, that this niiinl>ur waa qtiitu iimulHtriuiit to meet tlio tratlic ri'<|iiirciimntH, ami arrant^onton's were iinmo come upon dieted. Tlie ratifying to le feature in raging, and 18 that was the expending of a large amount of money in the erection of new bridges on the Montreal and Portland line. NevertheloHn every nhareliolder who had had an op|)ortiinity of hoHring the report, and who bore in mind the awful Hacriflco of valuabl(( lift' in the De-ij.irdinn IJridge catastrophe, would agree with the Directont that they could not be too careful in examinint,' every portion of the lin(i where wooden structures had been erected. The resnit of that examination was the removal of these wooany. Tliat tlioy other- be held in (ermined in in Septem- September, ice supplied ling annual >L'eii lonijcst iccoi'dingly. Directors the lioard :\Ir. Biack- •inine. All of London, ected elec- TRUNK ansmitting it Toronto, on the 25th proximo (in lieu of the notice for a Meeting on the 29th instant, whicli had been sent in error from Canala), avail themselves of the opportunity to submit to the Sliaroholilcis the following statement of the events of the la-t twelve jnonth«, and of the present position of the CompanVf The sections ot the lailway tliat were mifinished at the date of the last report, namelv, from Onelph to Stratford, 25 miles, and from Brockvi lie to Toronto, 210 miles, wcie completed for traffic in Octolier last year, thus making the total milcMge of the Company 849 miles, Previoii.-.ly to the opening of the above sections, the Chief Engineer of the Company reported that the original estimates for Engines, Rolling Stock, and Sidings, as revised by the Railway Committee of the Canadian Legislature in 1852, were iiisnflicient, and that to carry on the traffic with etfect, a considerable addition to this stock, and further sidings and i 'ation accommodati(ni, would lie required. It has therefore Vicen found necessary to take active measures for obtaining a large addiiionid suj^ply of Fn,'ines, as well as ofl'Mssenger and Goods Cars. Orders have accoidingly been given for forty-seven Engines; of these, eight have been or are in course of being built in England, thirty two in Canada, and seven in the United S'at's. The number of a Iditional Goods Waggons ordered this year has been -iCO, ol which 100 were or.lereil at Ilaniilton, Canada West, 100 in the United States. and 200 at the Company's workshops, Montreal. x\bont one-half of the foregoing stock has already been delivered, and the remainder will be completed during the present summer. ii portion of the a'iditional station accommodation has also been provided, and fu: liie-r accommodation will be added as the development of the business of the railway may render it necessary. The London Directors, coinciding wi'h the Government of Canada, deemed it of great importance that they should be in possession of a rei)ort from an Engineer of high standing, wholly nneonnccted with the previous ojieraiions of the Company, upon the construction of the Railway, the charac'.er of the works, and the (luality of the Rolling Siock sujip'led under the contracts. They there- fore made arrangements with Mr. Charles Ilutton Gregory, C.E., for this purpose. Mr. Gregory left Kngl md last April, and the Directors learn by their latest letters from Canada, that he has nearly eonipleled his inspection, and that his return to this country may be expected before the close of the present month. Immediately after Mr. (Gregory's arrival in Englanrl the fullest information on the matters referred to him will be given to the shareholders. The Directors desire, in the meantime, to state their belief that the report will be of a very sh- tisl'aclory character. The works of the Victoria Rridgc have been carried on successfully np to the close of last season. The two abutments and nine of the piers are now com- j'lcted, and the iron-work for the tubes is in a state of iiroportionate progress. Li the statement which the London Directors submitted to the Proprietor-* last year, the ailoption of the Relief Act, pMssed in 1856, was recommended, and it ^^as left to the Directors to nrrx- upon the Government such modifications as might be considered advisable. Accordingly, in the last session of the Canadian Parliament, application was made to the Leudslature representing that the Act of 1856 did not atlbrd that relief to the Company which its re(|nirements demanded : and an Act has been passed, a copy of which is transmitted herewith (Appendix A), by wdnch, under certain conditions, the claim of the Province upon the Company in respect of the 16 debt of upwards of three millions, is postponed to the payment of dividend to the Shareholders at the rate of 6 per cent per annum. The effect of this most important concession, for which the thanks of the shareholders are justly due to the Canadian Government and LeLjislatiire, is to place the share and debenture capital in the most favorable position, as will ap- pear from the following statement, showing the comparatively small amount of capital per mile at which the Grand Trunk Railway stands as affecting the ques- tion of future dividend. The whole Capital on which Interest is payable at the present time, exclusive of the rent for the Atlantic and St. Lawrence Railway, is £5,144,990, made up as follows : Preference Bonds created in 1856. Amount paid up to 30th June. £216,190 Debenture Capital issued. 1,888,100 Share Capital 3,040,700 To this must be added : Balance of Preference Bonds created, but not yet issued, and balance of calls on Preference Bonds issued £1,783,810 Balance of Debentures to bo issued to Messrs. Peto and Company on account of Victoria Bridge 61 ,300 Balance of Shares, ditto, ditto 174,950 £5,144,990 2,020,060 , , £7,165,060 Thus making the whole Capital, inchiding the cost of the Victoria Bridge and the otiier Works required by the Act of 1866, viz: the Extensions East of St. Thomp.s and West of St. Mary's, and the contributions to the Three Rivers, Otta- wa and Prescott, and Cobourg and Peterboro' Railways. . . .£7,165,050 in lieu of £12,900,000, the amount of Capital authorised. A detailed state- nient, showing how this diminution has been effected, will be found at Appen- dix B. The Shareholders will remember, that the creation of £500,000 of C Deben- tures was authorised last year. These Debentures arc now only held in depo- sit as security for a part of the Liabilities of Jie Companv, asset forth in Appen- dix C. Tliese Liabilities amount to £681,605, and the sum required as perstatcment (Appendix D), tor additional Rolling Stock, Station, and other accomodation is £503,621. The accompanying notice of Meeting specifies that the sanction of the Share- holders will be asked for an increase of capital to the extent of two millions of pounds. The resolution, however, that will be submitted to the Meeting will only seek for authority to issue an amount not exceeding one million and a half, in Debentures, £500,000 of this issue to be in substitution of the C Debentures created l^t year, which will be cancel M> if ' :^' I jf dividend to llmnks of the ;islatiire, is to on, as will ap- lall amount of sting the ques- ;ime, exclusive 44,990, made le. £216,190 .. 1,888,100 .. 3,040,700 £5,144,990 — 2,020,060 £7,165,050 ^f f .£7,165,050 etailed state- id at Appen- of C Deben- leld in depo- th in Appen- )er state ment locomodation jf the Share- ) millions of VIeeting will n and a half, Debentures 17 The Directors recommend that these Debentures be ere. . u on the following terms, viz. : that they rank immediately after the existing Debentures of the Com- pany, and bear Interest at the rate of 7 per cent, per annum ; and that one-third be repayable in five years, i nethird in ten years, and one-third in fifteen years. The Directors lelieve that no circumstances are likely to arise which will make the issue of the surplus Shares, the amount of which is £1,683,200, necessary; and nothinsr will be done by them, with reference to this capital, without the sanction of the Shareholders, given at a General Meeting. In 1855, an independent Company called " the Grand Trunk Junction Rail- way Company," obtained an Act for the construction of a railway from the Grand Trunk Line at St. Mary's, nine miles west of Stratford, to London, a dis- tance of twenty-two miles. The Directors of that Company have offered to transfer its rights to the Grand Trunk Company, at par, and as by means of this short line an impoitant con- nci tion will be made with the Railways centering at London, it is very desira- ble that the sanction of the Shareholders should be given to the amalgamation of the two Companies, and to an agreement whii.'h has been made for the con- struction and equipment of the radway with responsible Canadian Contractors. 'J'he cost, being at the rate of £8,000 a mile, including Rolling Stock, is in- cluded in tbe sum available under the Relief Act of 1856. The accounts for the half-year ending the Slst of December, 1856, are sent herewith (Api endix E.)* The transmission of these accounts has been delayed, owing to the desire of the Directors, to be able to slate, at the same time, the result of their npplication for relief to the Canadian Legislature. A copy of the accounts for the half-year ending the 30lh ult., will be forwarded to each Share- holder immediatt.'ly after their receipt in London. It is unnecessary to say that time is required for the development of traffic in a new country such as Canada, and for the realization of that remunerative return upon capital which eventually follows. It is, however, the opinion of the Directors, having regard to the rapid progress of Canada, as well as of the regions further westward, from which the Grand Trunk must derive a large portion of its traffic, that there is no reason for doubting the future prosperity of the Railway. It is obvious that the infancy of so large a system can afford no real test of its future greatness, and it is satisfactory to be able to add that the weekly returns of the current year show a considerable increase in the Passenger traffic. The following, among other arrangements now in progress, cannot fail to add largely to the revenue of the Railway : A h'\\\ was passed in the last se-^sion of the Canadian Parliament, granting a subsidy tor a weekly line of Fast Screw Steamers from Liverpool to Quebec in summer, and to Portland in winter. The Provincial Government has, it is understood, entered into an agreement with the Montreal Ocean Steam Company for this service, and the uiaimer in which that Company hes hitherto fulfilled the conditions of their existing con- tract for the fortnightly line, affords ample security for the future. The Directors learn by their last advi.es from Canada that a traffic agree- ment of a very satisfactory character is nearly completed between, the Montreal Ocean Steam Company and the Grand Trunk Company. A monthly line of Screw Steamers, from Liverpool to Portland, calling at St. John's, Newfoundland, and Halifax, was established at the commencement of • These have been replaced by the amounts for the half-year ending June 30th. ^Vly*^ . 18 this ycfir, fincl tlio Directors are informed that it is about to be converted into a fortnightly line. Other Steam Ship proprietors have been in communication with the Company on the subject of running vessels in connection with the Grand Trunk Railway, and it is scarcely necessary to assure the Shareholders that all proper encourage- ment will be aflbrded to such arrangements. At the commencement of the present year, a through traffic and Emigration Department was organised in the London Office. The number of sub-agencies in connection with it in England, Ireland and Scotland is rapidly on the increase, and a large amount of information relating to Canada and the Through Book- ing systom has been diftused among the Emigrating classes. Many of the per- sons who have already travelled with through tickets, purchased previously tc their leaving Gieat Britain, have communicated to their friends at home the ex- cellence of the arrangements for their protection, and the comfort and speel with which they have been conveyed to their destinations. There can be but little doubt that the Through system will extend greatly when it becomes better known. Hitherto there has been an impeilin)ent to its general adoption on the continent, in consequence of there being, in several States, stringent laws against the system, but there is reason to hope that these will be relaxed, as regards the Grand Trunk Company, when the respective Governments are made aware by the reports of their Consuls and of emigrants themselves, that it is worthy of confidence. The period for the services of the Chief Engineer having expired the London Directors propose to select a gentleman from this country to act on behalf of the English Shareholders in Canada, who, having a seat at the Board there, and representing the London Directors, will exercise a supervision over the ma- nagement of the Railway, and cc operate with the Directors in Canada, for tiie promotion of the general welfare of the undertaking. (Signed) By order of the London Directors, Offices of the Grand Trunk Railway Company of Canada, 21, Old Broad Street, London, E.C, July Wth, 1857. C. P. RONEY, Secretary. V An :-S^ jonverted into a h the Company Trunk Uailwav. opcr encoiirag"- and Emigration of sub-agencies on the increase, Through Book- [any of the per- l previously to at home the ex- ifort and speel ere can be but becomes better adoption on the int laws airain>»t , as regards the made aware by it is worthy of ed the London !t on behalf of ! Board there, n over the ma- Danada, for the Secretary. 19 APPENDIX A. An Act to dispen'Se with GovEnsMEXT DiREcrons in the Grand Trunk Railway Company of Canada, and to facimtate the completion of THE Company's Works from Uiviere on Loup to Sarnia. Whereas it is expedient to dispense with Government Directors in the Grand Trunk Railway Company of Canala, an 1 to gr.inf firtlior faoilities to the Com- pany in order to enable them to lomplete their Railways uml works in the man- ner and to the extent contemplate;! by the Legislature as necessary to ensure to the Piovince tlie full benelii to be expected fiom tho uiulei tiking : Therefore, Her Majesty, by and with the advice and consent of the Legislative Council and Assembly of Canada, enacts as follows: L So much of tiie Act of 1852, cliapti-r 37, rolMting to the said Company, or of the Act of 1854 amending it, or of any other Act, as authorises the appoint- ment of any Directors thereof by the Governor of ihis Piovince, is luroby re- pealed ; and the present Directors of the Compiiny appointed by the Governor ishall go out of office at the fiii-t General Meeting of the Shareholders for the • election of Directors; and all the [oweis vested in the Directors shall tlierealter be vested in the elected Directors. ' IL The Company shall render half-yearly (and oftcnet if requited by the (Governor) to the In^pectoi-Ceneral, a full statement of their uft'aiis with a ba- lance-sheet, the correctness of wliidi sta'cment and balance-sheet shall bo at- tested under oath by the Book-keeper, Accountant or other officer of the Com- jiany having a knowledge of tluir accounts. III. It shall be lawful for the (governor from time to time to empower " The . Hoard of Audit," or any member or meuibors thereof, to ask tnr the production of and to inspei-t thu Books, Accoiin's and Vouchers of the Company, at tht office or offices of the said Coinpjuiy liufing business houis, and to report to the Governor on the same: and the said Board of Audit shall have the same powers in relation to the said Company and tht ir account-* its are now vested in them with respect to Institutions supported by Public FunJs under an ' by virtue of the Act 18 Victoria, chapter 78, intituled: An Act to secure the more efficient auditliiff of Public Accovnts IV. On coinlitiou and providcil tlint the said Company by means of the Pre- ferential Bonds mentioned in the Act of 185G, chapter one hundivd and eleven (i')V granting additional aid to the said Conipany), or by means of any other loans effected or to be etiected for such puiposcs, cumplete their Railway from Rivi6re du Lonp to Stratford, and thence by St. Mnry's direct to Sarnia, includ- ing the Victoria Bridge and the other work's, undertakings, and engagements ntentioned in the said Act of 1856, and supply the said Riilway with sufficient jdant, rolling stock, and appliances to work the same efficiently, witiiin the limits of time named in the said Act of 1850, or within such extension thereof as is liereinafter stated, and so long as they maintain and woik the same regu- larly, t!ie Province foregoes all interest on its claim against the Company, until the earnings and profits of the Company, including those of the Atlantic and St. Lawrence Railroad Company, shall be sufficient to defray the following charges: — 1. All expenses of managing, woi kit. g, and maintaining the works and plant of the Company. — 2. The rent of the Atlantic ami St. Lawrence Railway, and all inteiest on the Bonds of the Company, exclusive of those held by the Province. — 3. A dividend of six per cent, on the paid up share capital of the Company, in each year in which the surplus earnings shall admit of the same, — And then in each year in which there shall be a surplus over the above 20 named char-os, surli surplus shall be applied to the payment of the interest on the I'rovince Loan accruing in such year: — The bonds and share capital herein mentioned, shall be held to include and consist of all loans and paid up capital, wliiih the Company have raised or may hereafter raise, bona fide under the authority of any Act of the Provincial Legislature passed or to be passed, for any purpose autliorised by any such Act. V. The said Company are hereby authorised to receive from the Receiver General of the Province, and expend upon and for the several works and pnr- pof^es mentioned in the Act last cited, the proceeds of the Preferential Bonds therein mentioned, as such proceeds are paid in, provided the sum so expended upon each work bears the same proportion to the total sum allotted to it as the sums paid in bear to the whole amount authorised to be raised by the said Act, and that each of the several woiks mentioued in the said last cited Act shall be proceeded with simultaneously and in the same proportion. VL The time allowed by the Act last ciicd for the completion of the said several works is hereby extended for one year from the periods fixed by the said Act for the completion of the same respectively. VIL This Act shall be deemed a Public Act, and the Act last above cited and this Act shall be construed with reference to each other, and the third sec- tion of the said Act shall apply !is if re-enacted herein. Loa Sun For Loa Les ill APPENDIX B. TASULAB STATEMENT OF THE SHASE AND DEBENTURE CAPITAL OF THE OBAND TBUNX BAILWAY COMPANT OF CANADA. SHARE CAPITAL. Canadian Shares, Grand Trunk A Series, Ditto B " Reserved Shares for Canada, Original Amount as per Prospectus,. A Shares Forfeited, Total Forfeited and Unissued, DEBENTURE CAPITAL. Canadian Bonds, Quebec and Richmond, Grand Trunk A Series, Ditto B " Reserved for Canada, . Province Bonds, Original Amount as per Prospectus,. Province Bonds, further issue, Preferertial Bonds, Grand Trunk C Bonds, Total Amount authorised, Add Province Bonds Postponed, Total Amount Unissued, Extinguished, or Post- poned, Amount Authorised. £ 683,400 1,811,500 1,811,500 558,400 4,864,800 233,000 100,000 905,800 905,800 279,200 2,211,500 9,500,100 900,000 2,000,000 500,000 £12,900,100 Amount Unissued. £ 60,700 20,300 943,800 558,400 1,583,200 65,950 1,649,150 28,300 166,900 279,200 500,000 2,623,550 3,111,500 £5,735,050 Total Amount of present Share and Debenture Capital entitled to Interest or Dividend, in priority to the claim of the Province, , Present Capital. £ 622,700 1,791,200 867,700 3,281,600 65,950 3,216,660 233,000 100,000 877,500 738,900 2,000,000 To be Extinguished EST To( To! To< To! To( For For For Rol For £7,165,050 i 91 the interest on capital herein aid up capital, Ide under the be passed, for the Receiver orks and pnr- irential Bonds 1 80 expended ed to it as the f the said Act, d Act shall be n of the said ed by the said t above cited the third scc- rTHEOBAlTD t d. Present Capital. roo :00 100 00 £ 622,700 1,791,200 867,700 100 50 50 3,281,600 65,950 3,215,650 233,000 100,000 877,500 738,900 2,000,000 To be Extinguished APPENDIX C. LIABILITIES or GRAND TBUNK RAILWAY COHFAlTr. IN CANADA. Loans, 161,322 7 Sundry Accounta for Stores, &c., j 60,000 For payment of Interest on Capital held in Canada, . . ! 41,448 Currency, Sterling, IN ENGLAND. Loans, X336,021 1 Less — Credit on releases of Preference Capital, 264,708 — 71,313 Bills payable, 211,130 3 Balance on 8 Engines, Messrs. Peto & Co., 8,000 For payment of Interest on Capital held in England, 165,178 Sundry liabilities (say) 10,000 I s. d. 202,780 7 7 215,983 17 5 465,621 3 1 681,605 6 APPENDIX D. ESTIMATE OF AMOUNT REQUIRED TO COMPLETE THE EXTRA SIDINGS, ROLUNO STOCK, &e., AS PER STATEMENTS LAID BEFORE THE LEGISLATIVE ASSEMBLY OF CANADA, 23rd APRIL, 1857. To extra Sidings- -Mont-eal to Toronto, . . 10 miles Toronto to Stratford,.. 4 " Montreal Eastward . . 3 " 17 miles To Station at Point St. Charles. To other Works required there . . To Station at Toronto To other Works required there For extra Works along the Line — Montreal to Toronto For extra works along the Line — Toronto to Strat- ford For extra Works along the Line — Montreal Eastward Rolling Stock — viz : 30 Freight Engines at £2,500 10 Passenger ditto at 2,000 10 1st Class Passenger Carriages at 700 30 2nd Class Passenger Carriages at 300 600 Box Cars 145 For Replacing Bridges on Montreal and Portland Section :— Outlay required in the present year Ditto ditto from 1858 to 1860 Ditto ditto from 1860 to 1877 ... . Currency Sterling.. . I £7, 165,050 at £3,000 25,000 10,000 25,000 10,000 £51,000 35,000 35,000 25,000 15,000 25,000 75,000 20,000 65,000 7,000 9,000 87,000 198,000 29,930 53,830 61,780 145,540 119,621 18 4 £503,621 18 4 •mmr illi. TO THE CHAIRMAN AND DIRECTORS OF THI GRAND TRUNK RAILAVAY COMPANY OF CANADA. Gentlemen, — Tn complifiiice with the iiistriictions conveyed in 5'onr Secre- tary's letters of Fi-bmary 12th ami April 23rfl, 1857, I left Englaml on April 25t.h ; and on Jnly bt, having completed the nec(ssnry examination of the Works and Rolling Stock, I left Am< rica for t)iis Country. The Railways* compiised in your system ai-e : the Atlantic and St. Lawrence, (under lease,) from Portland to Island Pond, 149 miles; the St. Lawienee ind Atlantic, from Wand Pond, hy Richmond, to Longueuil, opposite Montreal, 143 miles ; the Quebec and Richmond, from Richmond, ("72 miles short of Lon- inieuil,) by Chaudiere to Point Levi, opposite Quebec, 96 miles; the Quebec and Trois Pif^toles, from Clmudiere (8 miles sliortof Point Levi), at present open to St. Thomas, 40 miles; the Montreal and Toronto, 333 mile-*; the temporary Line through Toronto, al out 2 miles; and the Toronto and Sarnia, at present open to Stratford, 87 miles. The Atlantic and St. Lawrence, rtkI St. Lawrence and Atlantic Railways, (which will be. the subject of another Report, in accordance with Ins" ructions I received from you while in America,) were opened in Sections, the connection bttwcen the xVtIantic and the St. Lawrence being completed in July, 1853. The Quebec, and Riclimond Line was opened in November, 1 854 ; the Sec- tion of the Quebec and Trois Pistoles, between Cliaudicre and St. Thomas, in December, 1855 ;, the Sections of the Montreal and Toronto Line, between Mon- treal and Brockville, 129 miles;) Toronto and Oshawa, (33 miles,) and Brock- ville and Oshawa, (171 miles,) in November, 1835, August, 1856, and October, 1856, respectively; and the Sections of tlie Toronto and Sarnia Line, from Toronto to Guelpii, (49 miles,) and from Guelph to Stratford, (39 miles,) in July, 1856, and August, 1856, respectively. It will be remembered that the lengths from St. Thomas to Trois Pistoles, eastward, (113 miles,) and from Stratford to Sarnia, westward, (79 miles,) re- main to bo completed, besides the important connection of the Victoria Bridge over the St Lawrence, and a Junction Line of about 3 miles between the Victoria Bridge and the St, Lawrence and Atlantic Section ; the river St. Law- rence at present breaking your Railway Communication east and west of Mon- treal. The general tenor of my instructions required mc to report whether the Con- tracts executed by Mossi's. Jackson, Peto, J^rassey and Betts, the English Con- tractors, and by Messrs. Gzowski and Co., the Canadian Contractors, liave been satisfactorily carried out, whether the amounts cha'ged as extra have been legi- timately so treated, and whether the apportionment of payments in respect of Contracts only partially completed, is justified by the amount of work executed. Before proceeding to the investigation of these questions, it may be desirable to call your attention (o certain circumstances of a general nature which ought not to bo lost sight of in an equitable consideration of what has been done. of plJ beb Ihl anj Cil arJ W( kei of exl foij sitl hII . j.!i„ J ij.'jia 23 fADA. ronr Sccre- I'l on April tion of I he I-awronoe, ivieiicc ind ntreal, 143 5rt of Lon- lic Quel)ec vpent open teniporaiy , at present ; Railways', i'riiclions I connection 1853. ; the Sec- .'honias, in vcen Mon- nd Brock- 1 October, line, fronj miles,) in 8 Pistoles, miles,) re- •ia Bridge ween the St. Law- t of Mon- the Con- lish Con- avo been )een legi- •espect of 3xecuted. desirable ch ought ano, The various Lines of Ralway now incorpoiiite 1 in the Grand Tronk Railway uf Canada, wore orifjinally separate Schemes; and Contracts, more or less com- plete, and inoie or less corii'spondin;^ with those unU-r which the works have been carried out, had been initiated by the sejiarrile Companies prcviuiiwly to the Amnlganiation. In settling the provisions of these Contracts, the Kngths of Sidings and the am unit <>f llolling Stock were in s )mc cases rediccd by the inlervcntiuu of the Canadian Lej;islature, S(»me of whoso Members actively CDopeinted in all the arranii;emo.iits, and in the details of the Contracts. Tn oilf r respec's, limitations were male in the specific rcqiiirome.its of the Contracts, with the vie«v of keeping down the cost, and in some paiticuhirs, n necessarily partial knowledge of wliat had to be done may have led to omissions, wl.ile the extremi'ly limited extent of Railway operations in Canad i gave no adequate |)recedeiits of the forms of construciion host suited for a climate of extreme severity and vicis- situdes. These circumstance^ will help to explain alterations and additions which sub- sequent experience may have proved to bo necessary, and at the same time to show the re isni why the Direct(»r6 have been unable to realise the assurance expressed in the Appendix to the Prospectus, that the whole Railway, fully equipped and complete in every respect, wouhl be delivered free fruni any fur- ther ehavge wl'atever. The various contracts, while aiming at a guaranteixl amount, are nevertheless accompanied by specific provisions; and whore these provisi ins have been exceetled, extra cost has of necCfsity aris n. In ref'eienco to these extias on the Montreal and Toronto Line, the report of Mr. A. M. Ross, the Engineer-in-chiel^ dated Febrnary 2l8t, 1855, gave full explanation, before the extra works them- selves were constructed ; and as it has been stati'd that no authority was given to him to carry them out, it is only due to him to state that I have not learned that any orders were given that the extras referreo f.«irly jijiyaMo under tli(! contracts one way of cnlduliitiiig tliu rates to be paid wuuM bo by reference to 8ucli prices ua would make up tlie totiil amount of tbe contract. The a^jrcenient wiih tbe Englirth Contractors, dated July 23nl, 1855, provided that in tlic event of tlm abandon- iiiciit iif llic unfinirtlied portion of the Quebec and Trois Pisiolos Line, any addi- tional works required Hhould be paid for at rates equivalent to tlioso of the suspended works, which, I believe, would be found to be reniunorativo. liy the agreement with ttie same parties, dated August, 1855, provision wns made fur certain shares being written up to them, in payment of additional works, at prices to be delei mined by aibitration in case of diflerenco. I understand that all payments maiic to the English Contractors for extra works are in sccurilies at a considerable depreciation in nominal value; aneJ there can be no doub; that any arbitrator, in fixing prices for work, would take into account the rtal value of tbe medium of payment. The Canadian Contractors being paid in casli for extra work, would not be entitled to ask a similar n.odo of calculation ; but they would pe-rhaps urge tlu.t the rise of prices should form an element of consideration in the paymentof any woik beyond the contract. In the examination of railway woiks in Canada, the peculiar inclemencies of climate must not be furgotten. Previously to the setting in of the winter, the ground is usually charged with wet ; durii g the winter (here are heavy falls of snow, and occasional tliaws ; and when the frost finally breaks tip, the ground, which had been frozen tu a depth of three or four feet, is so disturbed, wliere the material is of a pervious luiture, that the whole suiface is set in motion ; and even where there may be no serious slij)s, the lapid thaw, and even the lains of summer, produce irreuuhirities in almost all earthwork, such as are only seen in the worst soils in England. This movement is diminished in extent after a few seasons, but it is so consi- derable for the first year or two, that it has not been usual to soil and sow the slopes of Canadian Itailways when the lines are made, nor did I observe sown slopes on the Railways of the Northern States ; and in placi s where it was tried, in the first formation of the Grand Trunk Line, I observed that most of the soiling had been washed away. With a predisposition, therefore, to vegarii sucli soiling and sowing as a necessary accompaniment of good work, I subse- quently came to the conclusion that, for the most part, it would at first have been lalior in vain ; and while I observed in those paiti of the Grand Trunk Line last completed that the slopes had evidently beei? fiijished off with care, I was obliged to recognize the unreasonableness of expecting in Canadian Railways that finished and regular appearance of earthwork, ballast and drainage, for which an English Engineer would look. Besides the inclemencies of the Canadian climate, which must have frequently cpposed most discouraging obsta'^les to the prosecutioi; of works of art, tbe greater part of the work had to be carried out in a country which is as yet de- tective in its means of infernal communication, and in those facilities for con- stiuction which are found in this country. I have alluded to these considerations at some length, because I feel tiiat those at a distance should understand some of the difficulties which have been en- countered, and that without a knowledge of all the circumstances of the case it would be impossible fairly to ap])recijile what has been accomi)lished. For the infurmation of the l^ciivd, and for future reicrence, I thought it de- sirable to request the Engineoi-in-Cliief to prepare Plans and Scjtions of the vf Th Mt (5 U, Olio w«y es as Would lie Eiiglirth abamloii- uny nddi- IO80 of the '0. ovision WW tuldititiiial for oxtrn value; ami would take iM not be IllgO tlli.t iientof any ^nioncies of winter, the vy falls of lie ground, , where the >tion ; and ho laiuH of nly seen in is so oonsi- nd sow the Serve sown t was tried, K)st of tlie to regarii k, I subse- fiist have IVunk Line »fe, I was liailways linage, for fiequently •f art, the 48 yet de- i for con- sevoral Lino!>, enlarged Plans of the Stittions, and Drawings of tlio Principal Works of Art, to accompany and illustratu this report. that those been the en- case ht it de- ls of the QUEBEC AND UICIIMOND SECTION. The Quebec and Richmond Scc'ion was execute 1 bv the English Contractors, under a contrat^t made with the tlien Quebec and Uichmond Uailway C'ompany, dated October 20th, 1852. Appendix A. is a brief abstract of the principal conditions of tlie (!oii)ract and Specitic ation, which provided that tnc Contractors should complete the Line according to s, soin*' claim niit^ht Lave hii'ii jiirttifiul)l«! fur tlicfto, I tliiit no extra payiiw iit Iihs hci-ii allowi'd. Many of tlio culvnitH liavo hoi'ii made willi tiuiltor lojis to facililato tlm clear- iiipf of (hem, and I do not coiif' ' r tliin variation from tlu' Sjx'cilicafioii to Iki ol>ji'( t'oiialdc, wliilii tlu! siviiig til llic '^'"ntractni!*, wlu'io any oxiMts, .vould bo incoti'«iili'r.d>lc lU'lwccii point Levi and (Ihaiidiorc tlicro arc sevoral under Uridgon, for farm coiuIh, of nuijrli ni.isoiiry with lind)C'r tnpn ; tht'y wero not well conHtrnoti'd, and fomo of tlio al)ntni( nts and piers linvo I'lackod. Tliesc were built by tlio first Contractors, before the Kniflisli Contraetora took to the work. In the hridgcs and (.'\dverts executed by the English Contractors, a cloRe scrutiny only iiiaMed uie to discover comparatively few places wlieie even uniniportant failures could bo seen in the work, and these were almost exclu- sively contined to the smaller structures. In some < ascs tiiubor tops have been allowed for road bridges over the Hail- way, but it wotdd appear by the contract that level crossings jnight have been suiistituted, which would have been less Ralisfactoiy. Of the larirer works of art, a list is annexed in Appendix!), a reference to which will siiow that many of them arc large and important works. Taken an a whole, they are works to which Kngineer and Contrac'ors may alil«3 point without lear of criticism, and many of them are far superior to constructions of a similar (•hara feci and one of 4U t'eet ; the Chaudiere liiver bridge, with ton spans of 0.3 f-ct ; the HcciiiKruiii River bridge, with three spans of 100 fte( , liie Du l.oup liiver iiidgo, with two spans of 100 fei't ; the Nicolet Arth!ilKi.,ka River bri'ige, with two spans of 100 feet ; Ellis Brook bridge, with one .pan of 100 feet ; and Nicolet haiiville liiver bridge, v\ith two spans of bO feet. The wrought-iron tubes and girders used are of excellent design and manu- facture, and in those wliic h I tested, the dertection did not exced half an inch. While the Specitication proviilod for ten river bridtjes of a total opening of 2,135 feet, seventeen river bridges have, in fact, been erected, with a total opening of 2,535 feet. For those additional works no extra jmce has been allowed, although I beliuve that the clause in the contract which allowed the Company to require more oxpensi". o works than were shown in the section, Avithout ex:ra charge, would not strictly apply to such works as these, distinctly enumerateil in the specitication, but was intended to apply to alterations in the (■Ovation of the line. TIki Woodsheds liavo not been carried out exactly as specified, but sheds have been placed where most convenient, so as to niako up the contract amount. Of the water supply, the only complaints, that have reached me appeared to have arisen from the unusi;al dryness of last autumn. Taken as a whole, the extent of Luce" otive Engine Uouse accommodation slipulaied has been exceeded. The vc'V convenient ras^engcr and Goi.- ^':'Tion at Quebec was you, are aware, burnt down Although quite f!(|ii"ii ro . ) reonivements of the t;afiie, it di ! not come up fidly to the extent of iieco'ii.Miaal.ion specifjed. In some of t!:o other stations also, altlioui:h as ranch u oomm (iition has b on given, as tin tiaffic would appear, by all ac' omits, to be likely to require, the specified dimciifti Ueficieiii excess (I The cificaii' of the (. for the of the To t ft later this Si'( pentlix varie 1)0 vould Ih) rcH, for farm "iK'ti'.J, and ^y llio first "IS, n close wlioie even most oxclu- 'er (ho Kail- t have been efcrenfc to Taken a» alil*3 point itiuctions of two spans, ■1» ton spans ft ; ( tie Du •:».ika River pnn of 100 and mnnn- an inch, opening of ith a total lias been I lowed the le section, , distinctly ons in the liods have lonnt Of d lo have iniodaLion you, are t;afHe, it Poine of in, ns the specified 27 'dimonflionn nre not fully nipnlied. 1 IielicVf, however, that the vnliu^ if the defioimicy in statioim wouM bo covered by the value of the river brid^vs, in excess of what wh* h|H'cirt»'d, Till! I'it r works ni Hadlow Cove were not constnu'ted accordinjf to tl ■ Spe- oificalion, but olhcrs cubstituted at Point lievi, and n di^luction niado in rtspec.t of the omitted work, in stHtlini^ the pum at which the nirrcenieiit fixed iIm! price for the Tibbct'» Cove Kxtenhion, to vshich refoienco will b« nnide when treating of the Accounts in Ap|i(!ndix F. To thi" j^cncrnl character of the Rollinj; Stock I proposcto refer rh a whole, In A later part of ibis rcpoit. The nunibci .fj iigines and Curriaj^cs Hiip|)liod on this Section, an conniuriMl with thoRc i iv d, 't'ill be found carried out in Ap- pendix E. The lotal nund)erH suii ie • t. tii • same, but their dcHcription wa« varied, an to the C rhnctors tiio selection of tlu Line, subject to the sanc- t'oii 'T t> ' -.einnient. Inc length of the entire Line is to be 153 miles. The Section made and oiM>ned is 40 miles in length. Many of the requirements of the Contract have therefore to bo adapted to the shorter length. In cousidei ing the due fulfillment of the Contract, the first question for inquiry was the judicious selection of the ! ine. Seeing the success^ion of villages along the banks of the St. Lawrence, I was inclmed to think thti Line ought to have followed its course more closely; on cnreful examinsiion, however, I found that the difiicuUies of j)assing close to the river wei so great, that I do not think a Railway Company, in laying out the Line for themselves, would have thought it reasonable to adopt that course. 28 The Line chosen I believe to be, all things considered, the best engineering Line, so far as it has been carried out. It leaves the Quebec and Richmond Section as soon as that Line has attained the level of the table land south of Point Levi, and then passes in a direction generally parallel to tlie St. Lawrence, running near the inland population, and gradually descending from the table land, and approaching the river as it conies nearer to St. Tlioinas. In this Line also, I find a similar liberal provision of Land to that on the Quebec and llichniond Section. Land fur a double line has been provided, and Appendix H, shows that the quantitiis at Stations vary from two acres to nearly seven acres. The Earthworks have been made as specified, and, in accordance with the Contract, the road bed has been generally kept above the level of the ground where desirable and convenient, Appendix I, gives the abstract of Gradients and Curves. 8 per cent, of the length of the Line has gradients of from 40 t) 50 feet per mile; and 70 per cent, of the length is either level or under 20 feet ])Gr mile. The smallest radius of curves is 15,729 feet, and the prevailing radius is 46,057 feet. The Permanent Way has been executed in accordance with the Snecification, with one exception. The Specification names 4 yards of ballast per lineal yard, and the quantity supplied is 2^ yards yev lineal yard. It was explained to me that the quantity named in the Specification was sut down in error, for a double line; an cxpianaticin readily admissible, since it would give for a single line an extraordinary dejith, even if the ballast were boxed up to the rail level. As it is considered necessary generally in Canada and the Northern States to allow room for surface drainage of the ballast by leaving the tops o'^ the sleepers bare, and trimming the ballast down to the sides, 2 i yards of ballast would give an adequate depth of ballast as a bed to the sleepers, and I think the Company may properly accept that amount in lieu of the obviously erroneous one. The Drainage generally is efficient, and the timber tops of the Cidverts are admitted by the specification. The chara'.'ter of the liridges and Culverts correspond with those of the Que- bec and Richmond Section. Details of ihe principal Ihiilges appear in Appen- dix D. The Etchemin River bridge, with six spans of 93 feet, and the Boyer bridge, with two spans of 80 feet, and two spans of 40 feet, are in every respect very fine works. I find that the works on the 40 miles exeruited are of a heavier nature than Mie average of the Line. For the excess of cost in the first Division, no extra has been charged; but a diminution has been allowed in the extent and charac- ter of Station and Engine-house accommodation, which would probably about balance this excess. If the account for this Line be taken as a final settlement, I should set one against the other, as a fair adjustment; but if the Line be con- tinued by tlie Contractors, a reconsideration of station accommodation, to make up the total specified, may become necessary. It is rigiit to obseive that the present accommodation appears to be fully adequate to the requirements of the traffic. The water supply is similar to that in the Quebec and Richmond Section. Appendix J gives fi statement of the Rolling Stock, which shows in its adjust- ment an excess o'" ^14 in favour of the Company. Appendix K contains the abstract of Accounts, with my observations; from which I think you will conclude that the settlenicnt ht,s been a fair one. 29 Subject to the future reservation as to Stations, and due reference being had to the difficulties named in (he earlier part of this Report, I consider that the requirements of the contract have been in spirit fulfilled. MONTREAL AND TORONTO SECTION. This Section was executed under a Contract between the Grand Trunk Rail- way Company and the English Contractors, dated 23rd March, 1853. Appen- dix L gives its leading conditions. This contract agreed in many respects with that for the Quebec and Troi» I'istolos Line. It set up the best English Railways as the standard for perma- nence and substantiality of work, with a like reference to ihe sanction of the lioard of Trade, and the approval of English Engineers. It gave to the Contractois the selection of the Line, subject to the approval of the Government, and with limitations of gradients and curves. It also set aside certain contingencies of rise of prices, change of route, and cost of land, which, under a previo-is contract, might have influenced the price; and pi ovidcd for the completion of the work, with all the appurtenances speci- fied, for the sura of £3,000,000, without additions or deductions of any kind, or un any account. The selection of a Line of 333 miles in length, is a question upon wliich much difference of opinion may be supposed to exist. Without following the course of the Railway in detail, I may observe that in its whole length, there are only two places, namely, Montreal and Kingston, at which I should have been disposed to alter it; and, although in reference to these, much might be said on both sides, it is right to state that the route chosen has been settled by the sanc- tion of the Officers of the Government, after the customary deposit of the pro- po>ed plans in each Township, The Line starts from Montreal, at Point St. Charles, were its position is some- what limited by the situation of the Victoria Bridge, and following a cour.-e generally parallel to the f^hores of the St. Lawrence and Lake Ontario, it passes, in most cases, on the north or land side of the Towns, which have grown up by the Navigation, the original great Thoroughfare of the Country. The Contract nowhere stipulated for a connection with the navigation and the cases where such a connection would be useful are, in my opinion, few. Generally speaking, the Railway, by being placed on the land side of the Towns, is in a position to intercept the productions of the Country before arriv- ing at the Towns, which owed their position to the circumstance of the Trade fioin the back Country flowing to these ))laces for shipment ; and as the Rail- way becomes the main channel of traffic, these Towns may be expected, (as is already seen at Belleville and many other places,) to grow towards the Railway, which here, as usually in England, has not generally been carried through the Centres of the Towns. At Toronto, (he provisional Terminus is near the mouth of the River Don, a trifle over a mile from the business Centre of that City. For a Line from Montreal to Toronto, I consider that situation a reasonable and proper one. Recent arrangements with the Municipality, under which you have already es'a- blishcd a [provisional connection with your Western Line, and a rough tempo- rary Central Station in Front Street, will enable you hereafter to perfect that 5' 80 im communication, and to erect, when tbonglit ciesirahlo, a permanent Central S a- tion for Passenger Traffic running both ways. The Land for the Railway has been alin.>st everywhere provided for a double line. The land at Stations, as detailed in Appendices M 1, and M 2, varies from 2 acres to 30 acres, tlie average of all b 'ing above 1 acres pi-r station. At two Stations, viz, Kingston and the Don Station at Toronto, T consider the land pro- vided to be insufficient, and the Contractors at once u.idertouk to supply more at their own cost. The widths of Cuttings and Embankments were altered by the Engineer to 22 feet for Cuttings, and 20 feet for Embankments ; anl as the Embankments, which were increased, are in excess of the Cuttings, this change was an expense to the Contractors, for which, however, no claim has been in;i le. On many parts of the Line the Earthworks have sutiered much from the effects of the weather, and these will for some time require the careful attention of the Con- tractors f(ir Maintainance. Tlie place which appeared to me to require most care, was along the high ground between Port Hope and Port Britain. There the Line runs near the cliff, and the ground, although extrenudy hard to exca- vate, has been so affected by frost, thaw and rain, that it will require careful draining, and probably some spectial protection, by covering the part most ex- posed to wet with dry material and faggots. The Gradients of the Line are shown in Appendices N 1, N 2, and N 3. 260 miles, or 80 per cent, of the total length, are either level or under 20 feet per mile; and for 67 miles, or 20 per cent, of the length, they are of the maximum of 52-8 feet per mile. For the character of the country, this is not an undue proportion. The Permanent Way has been executed generally according to the Specifica- tion, but there are certain deficiencies which have arisen from the somewha^ premature openings of portions of the Line. The first is a want of the proper quantity of ballast, which, although specified at 4 yards per lineal yard, was intended to bo executed with 2^ yards, for the reasons already given, but in some ]ilaces fell short of tliis latter quantity. On the western portion of the Montreal and Kingston Division, I found the deficiency being made up by the Contractors. At various parts of the Line between Kingston and Toronto I observed a deficiency, which was most marked in the section between Belleville and Oshawa, where sand ballast was frequently used, from the difficulty in obtaining, witliin the limited time, a better material. This deficiency the Contraclois always considered they would have to supply, but I found the Company had begun to make it good. I was informed that this arose from some misunderstanding, owing to ttic absence of the Engineer- in-chief. In explanation of this and other defc'^'te, I would remind you that the lengths where they occur were opened in haste in the autumn of last year; a leiiglh of 23 miles, from Grafton to Novtonville, being, as I was informed, constructed in about five months, although it comprised the Port Hope Viaduct, and about twelve miles of heavy work — an example of energy rarely surpassed. These portions so opened were not sup[)osed to be complete, luit the setting in of the winter put an early stop to all work which they might require. Westward of Oshawa, 1 believe the line to have been for the most part fuUv ballasted, but some of the material used, (a sand which it was believed would stand,) has been wasted by the weather, and damaged by slips. 31 . Central S a- This oansp, and the ck-ficioncy of bsillast (o which I Imve alluded, have, no .l(Milit, coiitiilnitod to the roughness of the road which was observable in the Divisions of the Line last opened. I found between Kingston and Cobourg that many of the Sleepers were small in siz-e. I was informed that suitable timber couM not be got in the locality, in tinio to open the line; but that 30,000 full-sized Sleepers had been subsequent- ly delivered for this length ; which the Contractors left at the disposal of the Company ; iind this, I believe, would make ample compensation for this unavoid- able defect. The Rails on this, as well as the oilier Sections, ap])car to be of a very good (piality, as a whole. For a short d's'ance out of Montred they have been much worn, by carrying over tin m the materials for the Victoria J3ridge, for which the Contractors pay Toll to the Company. It need be no matter for surprise, thai tails have been broken during the severe frosis, especially in those parts of tiic Lhie which weie prematurely opened in an untiiiishcd state. The Rails were used by the Contractors, during the construction of the Line aiul such use is so commonly acknowledged on Railways, both in England and al'road, that I do not consider the Comp:uiy can ground any claim upon it, if the Rails have been fairly treated. The Cross Drainage, generally, is go, d ; but along the portions of the Line last opened, the S.de Drainage was incomplete. Upon so much of this as was due to Construction, the Contractors had begun to work when my Inspection was made. Across the moss between the Lachine Railway and the Blue Bon- nets Station, I found some Timber Structures to carry the Line over small sitreains, or cross drains. From the bad nature of the bottom, I consider this iloviation from the S[iecification to have been judicious. Between Kingston and Grafton several small culverts have shown signs of fail- ure. I attribute this to the difticulty of gctt'ng good materials to the ground, to the bad character of the soils, and to the speed with which the works were carri'Hl on to open the Line. When I saw them, the Contraclors had begun the lucessary repairs at their own cost. The Works of Art upon this Line are of a very first-rate character. The de- tails of the principal bridges are given in Appendices 1,0 2, and O 3. To enumera'e all which are worthy of note, would occupy more space than ran be given in a general notice. The St. Ann's I'ridge over the Ottawa River, with 16 sp.ans varying from 60 feet to 200 feet ; the Vaudreuil River Bridye, with 17 sp ins, varying from 50 to 93 feet ; the Rideau Canal bridge, with 3 sjians of 100 feet; the Salmon River bridge, with 2 spans of 126 feet; tho Trent River bridge, with 4 spans of 100 feet; the Port Hope Viaduct, with 55 spans, varying from 25 feet G inches, to GO feet ; with many other magnitieent works of large size, matiy of them constructed under groat difficulties of various sorts will remain lasting monuments of eueigy and skill. The wrought iron lu'anis and tubes are of excellent manufacture, and those which I tested showed in no case a deflection of half an inch. On the whole Line I fomid no case where any faihu-e of importance had taken {)lace, even upon the worst foundations, while the class of masonry generally used was superior to wdiat most English Engineers would require. On this item the Eugineer-in-Chief might have allowed very great; sr\vings to the Contractois without injustice to the Company. With this imjiortant excess beyond the requirements of the Contract, a small allowance may fairly bo made for those faw instances in which its requ ements, as regards works of art, have not been strictly complied with. n* i 32 At the Vaudreni' Bridge, double foundations, (in anticipation of a second lint' of rail,) have not been put in for the Land Piers. In this case the omission is unimportant, ns it appears that the rock was close lo the surface. In the Rideau Canal bridge I observed the absence of the double foundntion to one pier. Iti the Tort Ilope Viaduct I did not find the double foundations to a-iy of the piers ; the omission in this case is explained by the circumstance of the deviation of the line required by the Company to bring it near the shore of Lake Ontario, having entailed upon the Contractors a much heavier viaduct than would other- wise have been necessary. The Stations and Workshops, as executed, differ widely from those specified. The workshops erected at Montreal are greatly in exce^:s of those shown on the contract plan, having been so ma le with tiie viriw of centralizing there the heavy repairs of the whole system of the Grand Trunk Railway. Thu character of the permanent buildings is first rate, and they are well adapted for the pur- poses for which they are intcndcil. In or !er to meet the anticipated requirements of the traffic, additional S:ations were ordered, while, in a few ctsos, it was considered that le>s acco.ninodation at Stations might suffice. These have, therefore, been thrown into a debtor and creditor acount, in the Report of the Jliig"neer-in-chief, dated December 20 h, 1850 ; and my ob-ervations on the settlement for them will be found in Appen- dix Q. At some of the stations, principally in the lengths last opened, the metalling of the station yards is not com[)lete. This the Cont'actois consider as to be done by them. Cranes arc not furnished in the Goods' Sheds ; the traffic Ma- nager does not consider them necessary for the character of the goods conveyed, and some that were su|)plied have not even been erected. Tlie extent of Water and AVood accommodation supplied t consider to be in conforinity with the spirit of the contract. In some places, often away from the stations, additional tanks and wells, with steam engines, have bc'cn construct- ed to make good deficient sources of supply, which experience had detected in the wells ordered under the Contract. These have been charged as extra. The water supply gave great trouble last winter, partly owing to unobserved defects, but principally from the frost having set in when the ordinary sources of water supply were unusually low. I found the defects of construction in course of re- pair by the Contractoi-s at their own cost. I did not find the extent of Engine Shed room fully up to what, according to my calculation, would be due to the proportion of Engines supplied under the Contract, which would usually be in running order. Tliis deficiency arose part- ly from the Engineer having found it necessary to put the turn-tables inside the siteds, to keep them protected and in working order, during the inclemencies of winter ; but I still think that shed room for six more engines should be provid- ed without charge — a requirement in which the Contractors at once acquiesced. Appendix P contains a statement of the Rolling Stock, in which, by varying the description of Waggons, an excess has been supplied, of the value of £840, according to the divisional estimat s. In Appendix Q will be found abstracts of the Accounts for extra works, with my own comments upon them. I may here remark that the comparatively small amount in which I should uiflfer from the Engineer-in-Chief, is insignifi- cant, when weighed with the extra expense to which the Contractors have been put elsewhere. The works for which allowance has been made, besides the additional road stations, and the enlarged workshops at Montreal, comprise a great addition to m Iti!" he I 33 the specified Sidings, — additional Engine Stables, (not contemplated by the con- tract,) — a capacious landing wharf at Montreal for facilitating the transport of loaded goods waggons across the St. Lawrence, pending the completion of the Victoria Bridge, — an extension of the Line at Toionto, — and other works, none of which were specified in the Contract, and which could not therefore he in- cluded in the stipulated sum of £3,000,000, agreed upon as the price to be paid, without additions or deductions, for tlie works and conveniences specified. Taken as a whole, I consider that the excess of cost, which appears to be less than 10 per cent, on the total Contract Sum, has been satisfactorily accounted for. Considering all the circumstances allu^s single Line, but omitting any special reference to English Railways as a pattern of subsVantiality. It gave to the Contractors the choice of the Lino, sub- ject to arbitration, in cating portions of your system, I believe that a sensible improvement might be effect d by putting in large-sized sleepers at the joint*, and arranging the spaces between the sleepers so as to be least next the joint sleepers. The Crossings of your Permanent "Way are of good construction, and the simple shifting railadoptid for Switches is, in my opinion, the best suited for the climate. . :■ ROLLING STOCK. From the voluminous calcidations prepared ft)r me by Mr. Trevithick, your Locomotive Superintendent, I annex six Reiurns relating to the Rolling Mock and the working of Engines (Appendices Y ], Y 2, Y 3, Y 4, Y 5, and Y 6.) The total number of Engines in stock on all your Lines, on June 1st, 1857, was 172, and their average ago 29^ months. Tlie number of Engines supplied by the English and Canadian Contractors, under Contract, were 03 and 2;{ respectively; the total number supplied by the English Contractors being 09 and by the Cana-'ian Contractors 25. The engines supplied by the Canadian Contractors were made by approved manufacturers, and from an examination of the greater nuiiiber of them I can speak favourably of their construction. ■"Wi i^ 1 N 36 I was also satisfied with the P]ngino'« supplied by the English Contractors, most of which I cxuminod ; but cxtoj>tion having boon taken to 42 of tliem, maniifMctured in England, it is necessary to speak of tho«o features in thcni which have been consiileieo objectionable. In coiniiion with all the other Engines, they have wronght-iron Fire-boxes. Their Tnbo Phites arc wrouglit-iron ; those supplied by the Canadian Contra(!t- ors !ind by some of the American Houses being Copper. Twenty-nine of them have Iron Tubes ; the Engines built in America having either Brass or Copper Tubes. They were built without the " truck " or " bogie " in front. I greatly prefer Fire-boxes and Tube Plates of copper, and Tubes of brass ; but it is light to state tliat iron Fire-boxes, Tube Plates, and Tubes, are frequent- ly used in England, and well thought of by some Engineers of great experience; so that I do not feel that my decided preference for copper and brass would justify a rejection of iron, especially as no specific requirements in regard to such details were to be found in the Contracts. The Iron Tubes gave much trouble during the winter; a circumstance which I ascribe mainly to the .ibsence of " trucks," which, experience shows, save the Engines from the eftectof the blows given by the Permanent Way, when set by frost. These Enmncs were built without " trucks" under the sanction of the EnG;i- neer-in-Chief, and in reference 'o such sanction I may state, that while I soon recomiised the value of " trucks" under the Carriacres, I felt for sometime objections to the use of them under the Engines, which were only overruled by the statements of the experience acquired by your Odiccrs. The Engines made in England are in several respects superior to those maile in America. Their workmansliip, although plain, is more solid. Wrought-iron is used in many parts where the otiiers have Cast Iron. Their Boiler Plates and Tube Plates average y'g inch and ^ inch in thickness, while those of the American Engines average ^'g- inch and ^ inch. I believe that when furnished with '■ trucks" they will be found to last longer than the American Engines ; and the comparison of their Working Expenses shows no inferiority. Of the gencially good character of all the Engines, the following facts may be taken as some confirmation. During the severities of a Noith American winter, when it is not an uncom- mon thing for the whole traffic of a Railway to be stopped, much delay and irre- gulftrity will of necessity occur. From an examination of a Return of the delays of trains on your Line, between December 23rd, 1850, and February 28th, 1857, I find the delays ascribed to Locomotive causes amount to only IJ per cent, of the advertised running time. During the first four months of this year your Engines performed the average daily mileage, of 47 miles; 45 miles being con- sidered a high average daily mileage, including summer and winter, in England ; 33 miles being the average daily mileage on seven Continental Railways, and 5U miles the average daily mileage on the Railways in the Northern States, tabulat- ed in Appendix X. To the well-known intelligence and zeal of your Locomotive Superintendent, much is no doubt due. The Returns in the Appendix show a decrease in the cost of Locomotive power; and when, added to all dilHculties of climate, it is remembered that the present wages of mechani(!s in your Workshops average 37 per cent, more than tiiosc in England, and the cost of lilngine Stores nearly 60 percent, more, you have reason to be well pleased that the Locomotive expenses during the last li.alf-year of 1856, were only 22.70 cents, per mile, and for iha whole year 26.33 cents per mile. 91 On May iTtli, 1857, the total number of Cirriages and Waggons of all sorts, inoliulinn; Snow Plougtia, was 2,3 10. The Carriage and Wagnfon Stock, Rnjipliod by both English and Canadian Contractors, is of good quality : that built at Montreal by the English Contrac- tors, constituting about halt' tlie quantity supplied by them, is of first-rate manu- facture, and decidedly the best whicii I saw in America. I refer you Lo Appendix Z, for my remarks on the charges for Engines used by the Contractors during construction. CONCLUSION. Ill the preceding sections of the Report 1 have intimated my general opinion that full justice has been done you, both by your Engineer-in-chief, and tho Con'rictors. Taking the accounts as a whole, T believe that If the Contractors had adopted a litigious course instead of confiding in the honourable adjudication of the Engi- neer-in chief, the Company would have boon si^rious loscis, I may add, that as far as I could judge ot the compari>ons of co«t with other Railways in Canada which I saw, or of which I obtained particulars, you have obtained your Lines at a more reasonable price, although of a much superior cha- racter. I have not the means of guiding your judgment, as to the necessary ele- ments of comparison with the mileige cost of the American Railways enumera- ted in Appendix X ; but in regard to some of these which I saw, piissing obser- vation of Line." far inferior, led me to a similar conclusion. It is also noteworthy that the pevmaneiiL character of the important Bridges on the Grand Trunk Railway proper, will in the course of years, be productive of great saving, from the absence of those lo^se^ by decay, or fire, or flood, which as you know to your cost, are too prcvelant elsewhere, both in Canada and the United States. While there are some points on the ex'sting Lines at which additional Trafic and Engine accommodation, beyond what c >uld be tiurly required of the contrac- tors, may be desirable, I would venture to suggest that none should be sanctioned the necessity for which is not demonstrated to the Board by the Traffic Manager, or the Locomotive Superintendent At the same time, it will not be forgotten that there still remain Connections and Extensions whose comi)letion will contribute greatly to the development ot the traffic which should naturally flow upon your Lines. The Eastern Extension towards Truis Pistoles, of more advantage probably to Canada and the neighbouriug Province than to yourselves, might justly claim from the Government peculiar consideration and indulgence. At Quebec, I understand that a project has passed the Legislature for estab- lishing extensive deep water Quays, for ocean steamers, in immediate connection with your Line, which may reasonably be expected to increase very materially your traffic from that City. The completion of the Victoria Bridge, at Montreal, by uniting the severed portions of your Railway, will remedy a defect which, at the present time, un- doubtedly opposes a serious obstacle to the ilevelopuient of through traffic. I Wi E 88 I ' It- At no (list.niit peiioil it is to be Imped tliat tlio Miiiii(;i|pality of Montreal may CO opciato with you in some clicap Lino to connect llie piincipal Wharfs of the city with your Line at I'oint St. Charles, which I belicvo would bo i.est atlected by a IIoiso Lino, running; on the common roads, ah)ng Wellini^ton Street lo (Commissioners' Street, which at the minium of coat woukl bring your Lino to the licart of the business population. At I'rcscott, just above tlio head of the Canal Navigation, your existing con- nection with the Trescott and Ottawa Railway, would, i)y an arrangement with that Company for laying down an extra lail for about a mile and adialf along the Line, give .you access to the existing wliarves, and by this means atlord direct communication with the Lake navigation, and tlie Ferry to Ogdensburgh, whence there are lines leading to New York and to liic whole of the New Eng- land States. At Kingston, whenever a branch can be made down to the Quays, further accessions of traflic may jin^bably bo expected. At Toronto, tlio important site you have secured at, the Queen's WJiarf, may ]>erhap8, at some future period, be made more valuable by access to the existing j)ier. Lastly, the completion of the suspended works west of Stratford, may bo rea- sonably expected to develop a trallio to which your undertaking has always pointed. I cannot conclude this Report without expressing my acknowledgments to tho I'resiiicnt, the Vice-President, and Mr. Kose, your Colleague, for tlie time they devoted to me, and much valuable information very courteously communicated. The af^sistance of your Secretary has been of particular service to me, and ho has been most cordially seconded, in Canada, by the Manager, and his assist- ants, the Assistant-Secretary, and the Chief Accountant. To your Engineer-in-chief, and Locomotive Engineer, and to the Contractors, buth English and Canadian, I am greatly indebted for tho perfect candour with which they met my inquiries, and for much personal labour in the collection of materials ; and I must otter similar thanks to Mr. Shanley and Mr. Samuel Keefer, the Resident Engineers, as also to the chief Engineer's Secretary, and lo his and to the Contractors Assistants. I have the honour to be. Gentlemen, Your most obedient servant, CHARLES IIUTTON GREGORY. 1, Delahay Street, Westminster, August 15, 1867. MONTREAL AND rORTLAND SECTION. To the Chairman and Directors of the Grand Trunk Rallnniy Co, of Canada : Genti.kmrn, — Your Socn-tMrv's Icttor of May 'Jntli, lRr.7, wliicli r.'Jichfd inc in Cfiniwlfi, (lirccto'l ino to uvxkv an inspection ot'tluf Kuilway Ix'twccn Montreal and roitlaiifl ; intinntinsj, lio\vev(!r, that you did not desire ho niiniito an cxa- tnination as tliat of the other Sections; but sudi an ono as would eiiaMe you to form a froneral opinion of the present condition of tlic Uoad, the Uolling Stock, the Bridi;o*», and Stations. In accordance wilii the-^c instruolion% I delayed my depaituie to Enghind : and, in my inspections of tlio lines in question, I had the henetit of the Company and assistance of the (general Manager, the f)nufineer-in-('hief and li's Secretary, the Resident EngiuL-er, and the Superintendent of the Atliiniic, and St. Lawreiuie Section. TIk3 lengtlis of thefct Lawrence and Atlantic, and Atlantic and St. Lawrence Sections, are 143 and 149 miles, respectively. The openings of the several portions took place at the folli>wing times : — Longueuil to St. Ilyacinthe in the Spring of 1847. to llidimond in the Autumn of 1850. to Slicrhrooke in August, 1852. to Island rond in .luly, 1853. Portland to Yarmouth in July, 1 848. to Danville Junc'tion in December, 1848. to Mechanic's Falls in February, 1849. to South Paris in .January, 1850. to Bethel in March, ' 1851. to Gorham in July, 1851. to Northumberland in July, 1852. to Island Pond in February, 1853. It it ti « it u «« By my requc=it, the llc3ident Engineers, Mr. Starke and Mr. Bennett, preparwl foj my accomodation and guidance on the ground, Rep iris on the Stations. Bridges, and Permanent Way, of which the details will no doubt be interesting to the Board. I submit these Reports as they stand, considering that a general verification of them, and comment on their results, would meet the Board's reipiircments of a general Report. Both these sections ajipear to me to have been well selected in an Engineer- ing poirit of view, throngh country which at some places, particularly on the Atlantic and St. Lawrence section, oti'ers very gnat local ditliculties; but, like most of the American Railways, the works have not been constructed with the solidity and permanence of English Railways. This latter circumstance has obliged you to lay out large sums of money since the lines came into your possession. 40 The nnnoxcd llotiiriiH propan-d (or mo by your Cliii'f Acooiuitatit, mIkw thnt ill tluf Stiiioim, Works, and IViniHiiciit Way, a Mini of £20 \,M)\ I7s. I Id. has b. til cxiH'iided on tin- Capital Ac( oiiiit on tlii! St. liUwrenco and Atlantic Sec- tion ; and a Hum of X2;»6,84H 1««. 6d. on tiii- Atlantio and St. Lawionct- Sec- tion, from tlii' dale of tlio Ainaltjuination np to I)u(eml)t'r Slwl, ]Hhii'. bi'sidcs tlie propoition of Kiij^iiict rinj^, and (Icncral Kxpi'im<», fairly cliarjjcalilu to tlicHo items, you cannot expect ilial extra cxpeiiseH of a Biniiittr nature will entirely oeaHO ftir some tiuie to come. STATIONS. A large nnmlier of tlie Huildin}j;H are of a temporary cliaiaeter : tlio extent of Hccomiiiudatioii i« however, for I lie most part, ample. At St. Jlyaeiiitlie some addition is retpiiied to the Fieifrlit Shed, and at the Danville Junction some ad- dition will prolial)ly be reipiiied at a future time. The Engine accommodation appears to bo .HufHcient, excepting nt I^land Pond, where additional permanent stabling is required fi)r eight or ten Kngines; and at Torlland, where it is proposed to add a space of oU ft. x 50 ft., us a Machine Shop, and SO ft. x 30 ft. as a Smith's Shop. The water arrangements on t!io St. Lawrence and Atlantic Section gave sonio trouble last winter tri>m the shortness of .supply, for the reasois explained in my liipi)rt on the Montreal and Toronto Section. Generally I consider the water arrangements to bo good. At St. Uilaire, and at most places between Kichmond and I'ortland, tlie supply of water is by gra- vitation. At Island Pond an Engine is proposed to be erected to pump the water from the Luko. HKIDGES. It will be observed that the reports of Mr. Starke and Mr. Bennett do not aicree at ail points with the lleport of Messrs. Keefer and Shanley, dated April 4tli, 1857. While I consider it very difficult for any one to predict the exact periods when renewals may bceomi! essential, the detailed examination which I made of all the liiidgi-s ratlier led me to agree with the former gentlemen wh"re a ditierence exists. In smiie ca«es a careful repair of existing superstructure, assisted with stiength- ening arcs at the side or piles or stn.tling from below, may enable the existing timber trusses to Inst longer than is anticipated; but I think you will come to the coiK^iusiuii, on reviewing the conijiarative calculations of Messrs. Keefer «Ji Slianley's Report, that where actual renewal of supei"structure may become ne- cessary, it will be tlesirablo, as far as practicable, to use permanent wrought iron beams, instead of the timber trus'Ses. w.hioh, however decay may be staved otl" by careful selection of materials and by covering in, are mostly exposed to great risk from fire. I found wrought iron girders already ordered for the following Bridges : — 41 iw tlint Id. hui itir Sc'C- ict! Sec- brfiidi'S to tllt'HO onlirely Spaiitiof IftO fiu't, (tuboH.) extent of tlie Komo some ad- iiiil Pond, iiics; and I Muchiiiu pavo sonio lied in my ilaire, and is by grn- puiiip the nett do not lated April !t the txfict on which I smen wh"re :h stiength- the existing ill come to ■i. Keefer & t»e(;ome ne- rought iron e staved oti" it'd to great •« tt JJO It tt It 00 II >t t« 60 It It It fiO tt tt It 00 tt tt !• 00 tl II It 50 tl tt It 00 II It It 00 tt Ricliolieii, Sliin<;lo Urook, Ulack UiviT, Muddy llrook, Slralfur.l Hollow, VVIiittnan's IJridgo, nncon's KalU. Daiivillu Jimction, Cobb's bridge (No. 1), " (No. 2), Tho gilders orden-d for Hacon's Falls wtMO proposud to bo iis.jd at l{olhel, whore a more presmni; necessity had aiiMfii. The cost of wro tght inm girders, fixed, will probably amount to about £34 or £3r) per ton in Canada, and X;t7 or £'SH per ton in America. but the cost ()f works absolutely necessary t'» briilgts is not linii!od to super- structure, for failures of ina>'onry have contiinially <>e.;urrod by the action of floods in the abutment walls, constructe I without s'ufllcicnt care. On the whole I expect that tho necessary repairs to liridi;t.'« during this year will cost from £30,000 to £40,000. For the future, the Kstimate given in the Report of Messrs. Keefer & Shaidey ruay be taken to icpresent approxiinativtiy the expanses which you will have to mcft in bridge renewals ; but the experience of this year's failures leads mo t ) think that soniu extra allowance ought to be made fur nnforeseeu casualties. TFRMANENT WAY. The defects of original construction are pointed out in the Reports of Mr. Starke and Mr. beiinctt, and they have condiiiiedto cause heavy expense.-, which must be continued, to maintain the line in a safe running condition. To remedy the deficiencies of ballast much has already Ix.'en done, while the defective sleepers are in course of renewal, under the maintaiTianco contracts, fo a great extent; the faulty cast iron chairs have been replaci'tl by wrouglit iron ones, either of the Glcndon or the (irainl Trunk | attein. The rails arc failing considerably, and in many plaees at a period tar earlier than they ought to have given way. While there is no doubt I'ie line would bo materially improved by laying in a great quantity of new rails, I came to the conclusiun, conjointly with Mr. A. M. Ross, that tho immediate necessity might be met by the siijiply of 1000 tons of new rails, this year, for the whole length, and a further (pnintity of 1000 tons next Spring. These quantities should be delivered half to each Section ; for althougli the rails have failed to a far greater extent on tlio Atlantic and St. Lawrence Sec- tion, facilities exist in the States for a partial supi)!y by ro-rolling. i idges : — I I 42 ROLLING STOCK. Detiiileil notes on llio Engines nrc to be found in my Ivoport of August 15th, Appenilix Yl. The Engines and Cars generally appeared to me to be of aver- age fair corstiiution. A groat deal of work lias been done in tlie renewal of the pai ts of the Engines, and I consider that their condition and working value lias been improved while in your hands. Li conclusion 1 ihink it ri:>ht to state tliat in my inspection I saw ample proofs of the anxious attention given to your interest by your Engineers ; and although it is not within my instructions to otter any opinion on the Traffic Department, I feel that every department is indebted to the watchful care and activity shewn hy .Mr. Corser, tlie Sujjerintendent of the Atlantic and St. Law- rence Section, in whom your valuable General Manager must find a veiy useful, coadjutor. I have the honor to be, Gentlemen, Your most obedient servant, (Signed) Delahay Street, Westminster, September 10th, l8o1. CHARLES IIUTTON GREGORY. AGREEMENT WITH THE GRAND TRUNK JUNCTION RAILWAY COMPANY. THIS INDENTURE made the Fiist day of October, One Tlionsand Eigbt Hundred and Fifty-seven, between the (tkand Thunk Railway Company of Canada of the first part, and Tiik London and Grand Trunk Junction Railway Company of tlio second part. Whereas an Act was passed in the Session of tlie Provincial Pailiament of Canada, held in the fourteenth and fifteenth years in the reign of lier present Majesty, intituled, " An Act to make provision for the construction of a Main Trunk Line of Railway throughout the whole length of this Province." And whereas, by an act passed in the Session of tiie Provincial Parliament of Canada, held in the sixteenth year of her said Majesty's reign, intituled, "An Act to incorporate the Grand Trunk Railway of Cana'Ja," a Company was incorporated under the name of the Grand Trunk liailway Company of Canada, for making and completing the Railway tlierein mentioned, being part of the said Main Trunk Line of Railway, contemplated by the said last mentioned Act, and whereas another Act was passed in the Session of the said Provincial Parliament, held in the same year, and intituled, "An Act to empower any Railway Com- pany whose R ilvvay forms part of the Main Trunk Line of Railway through- out this Province to unite with any other such Company, or to purchase the property and rights of any such Company, and to repeal certain acts therein mentioned, which Act is hereinafter designated as the " Railway Companrcs' Union Act." And by such Act it was provided amongst other things that it should be lawful for the Directors of any such Company formed, or to be there- after formed for the purpose of constructing any Railway which should form part of the Main Trunk Line of Railway contemplated by the said first mentioned Act, to agree with the Directors of any other such Company, that the Compa- nies they respectively represented should be united as one Company, or that one of such Companies sliould purchase and acquire tlie properly and rights, and take upon itself all the liabilities of the other, and by such agreement to fix the terms upon which such union or such purchase sliould take place, the rights which the shareholders of each company should possess after such union or purchase, the number of Directors of the Company, and generally to make such conditions jind stipulations touching the terms upon which such union or purcliase should take place as might be found necessary. And whereas another Act was passed in the same sessicn, intituled, "An Act to extend the provisions of the Railway Companies' Union Act to Companies whose Railways intersect the Main Trunk Line, or to such places which the said Line also touches, whereby it was enacted that the said Railway Companies' Union Act and all the enactments and provisions therein contained should extend and apply to, and include any Railway Company whose Railway intersected the Main Trunk line of Railway contemplated by the Legislature in pa,«sing the said first recited Act, or touched any City, Town, or place which the said contemplated Main Trunk line of Railway also touched, and which Act is hereinafter designated as the "Railway Company's Union Extcn^ion^ Act." And whereas another Act was passed in the Session of the Provincial Parliament, held in the year one thousand eight hundred and fitty-four called the Grand Trunk Raihvay Act, 185+, and wh^creas by tlie Grand Trunk Railway Act 1854, I 44 the amalgamation of tlie several Companies and undertakings therein mentioned was confirmed, and it was enacted that the United Companies formed by the amalgamation of the said several Companies sliould be known and designated by the name of the Grand Trunk Railway Company of Canada, and that the several works which they undertook and constructed should be known and designated as, and should constitute the Grand Trunk Kailway of Canada, and whereas the Grand Trunk Railway Company of Canada, parly hereto, of the first part is the said united Company. And whereas it was also by the said last mentioned Act enacted, that if thereafter, any other Railway Company should lorm a Union with the Sfiid Company under the provisions of the statutes in that behalf, provided, meaning the said " Railway Company's Union Act," " and the said Railway Company's Union Extension Act," the Corporate name and existence of such other Company should be merged in that of the Grand Trunk Railway Company of Canada, which should thereafier be the name of the United Com- pany, andtlic name '• the Grand Trunk Railway Company" should hereafter include the Railway and Works which such other Company was authorized to construct. And whereas by another Act passed in the Session of the Provincial Parliament of Canada, held in the nineteenth year of her said Majesty's reign, intituled, " An Act to incorporate t!ie London and Grand Trunk Junction Railway Company, certain persons were incorporated under the title of the London and Grand Trunk Junction Railway Company, and were anthdrized to make and complete a Railway between the City of London audthe Grand Trunk Railway, and by the said Act it was among other things enacted, that it should be lawful for the said London and Grand Trunk Junction Railway Company at any time thereafter, to un'te with and become merged in the Grand Truuk Railway Company of Canada, under the provisions of the several Acts relating to the said Grand Trunk Railway Company, and that to any such union and the proceedings preliminary thereto, and the efiects theieof all the provi- sions of the Acts passed in the sixteenth year of her Majesty's rei;rn. and chaptered respectively 39 and 70 (providing for the union of Railway Compa- nies) should extend and apply. And whereas tlie ('apital of the Company so incorporated is five hundred thousand pounds Provincial Currency, in shares in twenty-five pounds Provincial Currency each, and under the provisions of the said Act, one hundred thousand pounds of such capital has been subscribed, and ten per cent thereof, or ten thousand pounds currency has been paid. And whereas it has been agreed by and between the Directors of the said last mentioned Company and the Directors of the Grand Trunk Railway Company of Canada, that the undertaking of the last mentioned Company shall be trana- feried to the said Grand Trunk Railway Company and that the said Company shall be united and amalgamated with, and become merged in the said Grand Trunk Company upon the terms hereinafter mentioned. And, whereas, by an agreement dated the twenty third day of August, One thousand eight hundred and fifty six, and made between the said London and Grand Trunk Junction Railway Company of the one part, and Casiniir Stanislaus Gzowski, David Lewis Macpherson, Luther Ilamilton Ilulton, and Alexander Tilloch (ialt. Contractors of the other part, the said Contractors agreed to purchase the land for, and to make, build, construct, and complete the said London and Grand Trunk Junction Railway, and to equip and stock the same for the sum of Two hundred and fourteen thousand one hundred and thirty three pounds six shillings and eight-pence currency, on the terms and conditions in such contract mentioned, but it has been agreed as one of the terms of such purchase and amalgamation 45 as aforesaid, that the said contract and all the benefit and obligations thereof shall be transferred to and assumed by the said Grand Trunk Railway Company, And, whereas, the said Luther Hamilton Ilollon, and Alexander Tilloch Gait have, with the consent of the said Casimir Stanislaus Gzowski, and David Lewis Macpherson, been released from the said contract, and the said Casimir Stanislaus Gzowski and David Lewis Macpherson are now the contractors for the said construction of the said Line of Railway, but the said contract of 23rd August, 1856, is in no other respect altered. And, whereas, the said Contractors are willing and have agreed that the said Contract shall be so transferred. And, whereas, by an Act passed in the Session of the Provincial Parliament, held in the nineteenth and twentieth years of Her present Majesty's reign intituled, " An Act to grant additional aid to the Grand Trunk Railway Company of (Canada, " that Company were authorized to issue preferential Bonds to the extent of Two Millions sterling, the proceodsof which Bonds were to be appro- priated to the extent of Four hundri-d and fifty thousand pounds to the aid or constr action of the Railways irom St. Mary's to London and Sarnia, and it has been agreed that out of the proceeds of such Bonds, the said Grand Trunk Railway Company shall pay to the Direc ors of the said London and Grand Tjunk Junction Railway Company, fi>r the use and behoof of the several subs- cribers to the undertaking of the said last mentioned Company, who have paid the said Deposit of Ten per cent, upon the amounts respectively subscribed by them, a sum equal to Ten thousand pounds currency, and that the sum of Ten thousand pounds currency being the aggregate amount of the deposit so paid by the said subscribers as aforesaid, or so much thereof as shall not have been bona fide expended for the purposes of the said undertaking, shall become the property of the said Grand Trunk Railway Company of Canada, to 1 e applied towards the construction of the said Railway so to be transferred. Now, there- fore, in nu'suanceof, and for giving effect to the said agreement these presents Witness, • nd the said two Railway Companies parties hereto, hereby mutually covenant and agree, each with the other, of them in manner following, viz : First. — From and after the day of the undertakings of the said London and Grand Trunk Junction Railway Com- pany, and all their property and eflecls, including the said sum of Ten Thousand Pounds, Provincial Currency, or so much thereof as shall be unexpended ; and all the rights, powers and privileges shall be transferred to and siiall vest in the Grand Trunk Railway Company of Canada, and subject to the provisions of the sixth section of the said Railway Companies' Union Act The said London and Grand Trunk Junction Railway Company shall be united and amalgamated with, and become merged in the said Grand Trunk Railway Company of Canada. Second. — The said Grand Trunk Railway Company shall forthwith, on the completion of such union and amalgamation, pay to the Directors of the said London and Grand Trunk Junction Railway Company, for the use and behoof of the several subscribers to the undertaking of the said Company, who shall have paid the said deposit of ten per cent, the said sum of Ten Thousand Pounds, Provincial Currency ; but the said Grand Trunk Railway Comj)any, and tl.j Directors thereof, siiall not be responsible for the misapplication or aon-application of the said sum by the Directors of the said London and Grand Trunk Junction Railway Company. i 46 Third. — No cliange shall be made in coiiscquenco of the said amalpfainatioii, either in the direction or in the Bye-laws or regulations of the said Grand Trunk Railway Company of Canada. Fourth. — upon the completion of the said union and amalgamation, the said Grand Trunk Railway Company shall have the benefit of the said Contract hereinbefore recited for the construction and equipment of the said London and Grand Trunk Junction Railway, and shall and will a^^sume all the obliga- tions and liabilities attaching to and arising from the said Contract, and shall and will indemnify the said London and Grand Trunk Junction Railway Company, and the ])ircctor3 thereof, from all liability in respect thereof. And the said London and Grand Trunk Junction Railway Company hereby assign and transfer the said Contract, and all the right, title and interest of the said London and Grand Trunk Junction Railway Company, thereto antl therein, and all the benefit thereof, to the said Grand Trunk Riilway Company of Canada. In Witncs^ Rail have our corn and very I Utfr m We the Undersigned, duly appointed Auditors of the Grand Trunk Railway Company of Canada, hereby certify that the Books of said Company have been subjected to a careful examination by competent Accountants of our selection and under our Superintendence, and wc find the same to be correct up to the 31st December last, and that the Books, Cash Accounts and Vouchers connected therewith, have been kept in a business-like and very systematic manner. MoNTHEAL, 24th September, 1867. [Signed) WILLIAM WORKMAN. T. BOUTHILIER. HUGH ALLAN. P^ u I,' i !■• GR> ca: GRAND TRUNK RAILWAY COMPANY » GENERAL STATEMENT Of PASSENGER AND TRAFFIC ACCOUNTS, FOR THE YEAU ENDING 30Tn JUNE, 1857, TOQETHBR WITH CAPITAL AND REVENUE ACCOUNTS, FOR THB HALF-YEAR ENDING 30W JUNE, 1857. Ifi H O Q Hi < H « O GRAND TRUNK RAILWAY. AUDIT OFFICE. Statancjii shnving fhr Nmiihr of Passcvgrrs anil T()7iii of Freight, Inwanh and Outwards, at each Station, FOR THE YEAR ENDING, 30th JUNE, 1857. H s H « O STATIONS. Portland Falmouth Cumberland .. Yarmouth N^rth Yarmouth . Pownal New Gloucester . Cobb's Bridge Danville Junction Hotel Road . . . Empire Road . . Mechanic Falls Oxford . . South Paris . . North Paris . . Bryant's Pond Locke's Mills . . Bethel West Bethel . . . •Gilead Shelburne Gorhara Berlin Falli . . . •Milan .. .. West Milan . . •Starke Northumberland . Stratford Hollow . North Stratford . •Wenlock •Foster's Mills Island Pond . . • No. OF P.\SSi;N(iKlls. INWAllDS. 1 OUTWAllDS. I 60109 1730 lti3Gi 10970} 2543 1000 20G7 380 33190J 51-1 11S0J 4140J 1447J 0278 790J 1870J 090J 3020 383 18J 234 3240 1003 35 320i 7 1790 J 308 1185 54 22 4643i C9i;87.1 1923 1772J 10903 2904 1322 3015 517 38095 055 1418J 4829 108 2 J 8330 772 2140 719 2529 420J 257 2105 1359 394 2280 417 ^353 3778 TONS 01' IKDlOliT. INWAUD.S. I OUTWAIIDB. 110834 234J 'i89 4440^ 3 72 J 1^7J 808J lOOi 35455^ 153i 887J 30751 391i 5039J 869 960J 2053 2348J 195 109J 1145 428J lti7 1092^ 175 J 891i 3G12J 55443J 24J 10O2| 748 11001 10833 080i 217751 4111 1400i 3429J 2528i 31131 1298i 1503J 1048i 1041 953f 50J 4315i 100509 2309J 4912J lYOOi 47941 7019i STATIUNH. o H H CQ < ♦Norton Moiindiiry Liiiu (!oiilifooke C7oin|)tou Wiilcrvillc" ' r.illoxviUc Vm irookc |{r()iu|>t(>n FiiIIb Windsor K'u'liiiioiul Durliiiiii A I' Ion lI;itoii I!rilaniiia Mills. Si. llvui-iiilho ... •Soixaiile St. lliluirc ♦Itouoiierville Mount din •Clmrons Piiiiville Warwick Artliabaska Stantbld Somerset l!ot'aiu'our Motliot's Mills Black River Craig's Uoad Chaudierc •Ktchcmin I'oiiit Levi "St. Joan St. Henri St. Charles •St Michael •St. VaUiero St. Francis *St Fierce 52 No. OF l'.\SSi:VOKRS. 1 TONrt OK KIIKIOFIT. INWAHDH. 37i OUTWAUDH. INWARDS. OUTWAIlDfl r.09 686} 84} 3393i I7!t2j 1855 1749 6279 ltJ84J 1815 1436.] 993} 842] 923 438i 708 10(ia 1130} 616} 1509J 70.30 J 6238 66 60 J 45831 1.545J 2013 3936 J 13814} 590 J 622 1160} 690J 575G 6011} 3913i 1373} 824J 847} 661} 8933J 3125 3154 978i 11846} 2341 J 2387} 606S 10077 1715J 1399 251 20562J 13791 13572 10114J 3931} • 450 6972} 4813} 3519i 13201 • 430 45 2755J 2478} 9053 5016} 829} 913 281 920} 1476} 1464 527} 2105} 1890 1485} 667J 3716J 1958 1975 964^ 3395J 2099 1869 984} G012J 757} 773 116| 2226} 564} 605 109i 3381} 1138 1085} 221i 572} 996 866} 208J 354 • 797 19069} 30732 2399U 4887 • 174} 991 912} 1159} 78i 2082} 1794} 56U 87i • 212} • 195} 1573 1215 413} 501 • 266} 3813} 3137 1113 320} o w Q J Gfl Ki Ki Col Shfl Bci; Tre Bri] Col Gri Col Poi Po; Nc Bol Osi Pol Di Fi A3 •lU'.lOHT. OUTWAUDfl. 3393J 5279 993i 708 , 15091 I 4583J 13814i I 690i , 13731 I 8033i ' 1184GJ ' 10077 205G2J I 3931 i 1320i STATION. No. OK 1'AS8I;N(1EU». INWAHDH. ' Ol'TWAUDS. 4887 78} 871 501 320i O 50161 t-H 9201 21051 J 371Gi 3395J Ed C0l2i O 222G} 3381 J 5721 354 Montreal *Hltio lionneta Point Clairo . . St. Anncs Vaudreuil •Cedars Cotcaii Landing . . •River Beaudette . . Lancaster Siinimorstown Cornwall *Moulinette . . Dickinson's Landing •Aultsville Williamsburg.. Matilda Edwardsburg . . •Prescott Junction Prescott Maitland Brockville Lynn Mallorytown . . Lansdown Gananoque Kingston Mills Kingston Collin's Bay . . . . Ernestown Napaneo Tyondinaga . . . . Shannonville . . Belleville Trenton Brighton . . Colborne. . Grafton . . Cobourg . . Port Hope Port Britain . . Newtownville.. Newcastle Bowmanville . . Oshawa . . Port Whitby . . Duffin's Creek Frenchman's Bay Port Union Scarborough . . York . . . . 515091 I 2951 38381 ; 2051 47141 9051 43221 224 4G20 290 0824 0821 2279} 1129 39041 2549 9551 1871 20906 5311 1G223 1134 14081 1053 17471 328 14120 219 992 5402 850 22081 134801 441U1 4192 377G1 1415 15408 9GGI1 500 1328 3G04 8048} 51G9 8390} 181G 1700} 1137} 210G} closed 451 C0659 3U801 2038} 5127 3503 4007 335 7.305 2912 4595} 2778} 915} 1C217 504} 14902 1197 1397 1252 1888 458} 12877 278 1158 5206} 970} 2289} 14000 4705 3740} 3930} 1.595 14700} 1067G 4.58 1 1325 387(1} 8333} 5404} 8008 1925 2010} 1397} 2148} 499 TONS OK KllKKJMT. INWAUDri, OUrWAHUII. 751271 141 95} 303 4471 7343 lOi 451} 379.t 57G1 3571 4U 355U 591 3088 J 1153 2815 01} 185 16} 1927-1 7 503 4183 251 53 070i 2753 170 100 J 240J 1786 10095 331 50} 3203 990 ,5391 10901 1421 971 CA I 521 2 450541 3248^ 771 12801 l.i83i 12781 101 431 322 10251 892 1941 474U 54i 1461J 71J 35Gi 134) 1731 44i 1881 23 88i 229) 331 180 20071 6271 314{ 443i 408i 2442 1343i 60{ 102 780 1038) 2188} 8271 191i 279J 2.^3 54 it- b HTATIONS. O Q a H w f T i'>nto .. Weston . . Malton .. llratii|it()n (icorgt'town Acton West ItockwooU Oiiulpli .. Holmiitz . . lici'liii .. I't'tiTsliurg Biidon Iliunburpf. . Hliakc'S|K'ro Stratford.. Conductors Total. Pbkioiit. Lumber & Firewood. . 137137^ General Goods 238084 Nu. OF I'AHSKNOKIW. INWARDS. OUTWAI(t)H. 00020 5717 3!)31| 8772 Cr.5Bj 4309 5055 14043i 10851 0004 1238 1223} 3049 2310J 8008] 271G3J GG3023i I 0030231 37522U PAS8EN0fnKOpr Steamer 73 '♦ '• Ottawa and I'rcscott Railway .. 3504 " " Northern ()(j;dpnaliiirK Railway .. 11781 " '• Capo Vincent Hteaniers 22 " *• Rochester Steamers 11} " " Royal Mail Stcnnicrs 1310} " " Great Western Railway C8G9 '• " Ontario, Hinicoe A; Huron Railway. . 4(!l " " Western Uailways 9895 From (Jcncral Agency, Uuffulo, &c 3027 FOREIGN 105011 Totol number of Passengcrfl 66302:4 Total number of Miles Travelled 35939590 Average distance Travelled by each Passenger 54V Total Passenger Receipts $894078 22 Average Receipt per Passenger 1 34^ Average Receipt per Passenger per Mile 21 Miles Travelled by each Passenger Average Receipt per Passenger . . Average Receipt per Passenger per Mile, Decreased 9,\ Increased 22^^^ per cent. STATEMENT SHEWING THE DISTANCE TRAVELLED BY PASSENGERS. Milc^ 80480} l( 10 Miles & under 20 . . i:i49(i5J It 20 II 30 . . 15 72 Til u 30 II 50 . . 120712 [. jE s. d. 645 12 11 25 is" 2 6 lOQ 4 1 PORTLAND DIVISION. £ 8. d. 233 19 5 21 7 6 TOTAL. iJ 3. (t. 9199 2 8 31 5 44 16 3 696 16 11 100 4 10 4534 15 3 4496 3 3 '; 789 16 5 | 255 6 11 ! 10076 1 10 B WORKS AND PERMANENT WAY. Rails,Cliairs,Ties,Fitting3, Sleepers, &c, Way not contracted for . . Bridges, Tunnels, Culverts, Slopes, &c Extra and additional works Signals Ballast and Ballasting . . , Fencing Miscellaneous EASTERN DIVISION. £ s. d. 7 9 5 35 4 10 7 CENTRAL DIVISION. 12540 2 1 4 1 11 269 10 12GG97 9 8 187 9 10 2901 16 9 73 9 3 38 6 4 WESTERN DIVISION. £ s. d. 54 4 4 623 7 122 12 1 23 10 9 549 5 3 25 43 1 3 142(1! 16 S! 1397 13 PORTLAND DIVISION. £ s. d. 454 6 6 86 4 823 13 9 14 15 15 15 57 1 11 56 10 2 TOTAL. £ s. d. 13001 18 144 10 3 1715 15 12C870 1 226 15 3454 2 155 11 95 3 STATIONS, BUILDINGS, AND OFFICES. 1508 6 4 1456G3 17 3 EASTERN DIVISION. CENTRAL DIVISION. WESTERN PORTLAND DIVISION. DIVISION. TOTAL. Temporary Stations Engine Stations £ s. d. 1 1 3 £ s. d. 4'' 11 2 13839 19 2 £ s. d. £ s. d. 230 13 5 111 4 5 133 13 9 591 13 11 283 2 3 1128 1 10 11 925 17 9 1 101 2 8 102 11 3 i : 1014 2 1 £ s. d. 390 10 3 13973 12 11 15920 11 3 20GG0 7 6 10893 4 10 292 14 11 1719 18 3 Passenger ditto l7ni 1 7 Merchandise ditto Wood and Water ditto . . . Offices 1009 IG 10 18520 19 9 50 17 2 9809 7 3 10 3 180 3 5 324 17 6 380 16 8 Wharfs and Depot Grounds 3103 14 7 |5G123 10 11 2978 16 4 1G44 16 1 1 63850 17 11 59 D LOCOMOTIVE STOCK. Engines Tenders Spare Gear Workshops Tools and Implements Snow Ploughs Stationery Engines . . Miscellaneous EASTERN DIVISION. CENT'.Ai. DIVISRi-,. £ s. d. X 8. d. 123 12 11 ,21149 18 8 2 10 1 2 18 6 2 2 5 10 4 2 2 8 2430 8 11 9993 4 7 80 12 4 WESTERN DIVISION. 158 G 6 no 15 6 PORTLAND DIVISION. 4421 3 10 12 5 TOTAI,. £ s. d. 25G94 16 7 4 10 9 2 18 6 2594 7 10 10114 16 8 80 12 4 1 41 8 1 ',33656 5 2 | 2G9 2 | 4425 7 5 i 38492 2 8 E MERCHANDISE CAR STOCK. EASTERN DIVISION. CENTRAL DIVISION. WE X 47( STERN 'ISION. PORTLAND DIVISION. TOTAL. Merchandise Cars Cattle Cars £ s. d. £ S. 22426 9 29 1298 17 201 5 d. 3 5 8. d. ) 5 2 £ a. d. • • • • • * • • • • ■ • 2 9 4 £ 8. d. 22896 14 2 Platform Cars Ballast Cars Car Sheds Workshons 29 3 Implements and Tools . . . Car Sheets 1301 6 9 Misnellaneous 201 5 .... 123955 11 8 1 47 ) 5 2 2 9 4 24428 6 2 PASSENGER CAR STOCK. EASTERN DIVISION. CENTRAL DIVISION. WESTERN DIVISION. PORTLAND DIVISION. TOTAL. First Class Cars Second Class Cars JE s. d. 23"o 11 £ s. d. 191 13 4 107 4 8 105 5 13 6 5G 4 3 14 19 1 £ 8. d. £ 8. d. £ s. d. 191 13 4 130 5 7 105 5 Passenger Car Sheds Work Shops 13 6 Tools and Implements Micifpllfinpoiis .... ■•■■■•■ 56 4 3 14 19 I 23 11 1 488 12 4 1 .... 511 13 3 60 MISCELLANEOUS STOCK. EASTERN DIVISION. CENTRAL DIVISION. WESTERN DIVISION. PORTLAND DIVISION. TOTAL. Furniture, Ac, in General Offices £ s. d. 1 4 10 £ s. d. 341 IR 3 £ 3. d. 7710 £ s. d. £ s. d. 343 1 Furniture, &c., at Stations. Houaea. Ac 1 1 6 1726 2 3 10 2 1 1727 3 6 81 2 : 5 16 6 12067 17 3^ 77 10 1 .... 1 2151 3 9 ELECTRIC TELEGRAPH. Instruments Repairing Implements Line Office Fitti..g3 Batteries Salaries Stationery Incidentals EASTERN DIVISION. £ 3. 5 10 1 11 6 2« 7 9 4 4 33 13 7 CENTRAL DIVISION. £ 3. d. 7 10 67 15 10 13 4 26 43 20 1 9 8 10 7 1 169 9 10 WESTERN DIVISION. £ s. d. 13 17 9 13 17 9 PORTLAND DIVISION. £ 9. d. 2 15 6 5 9 TOTAL. £ s d. 7 10 67 15 10 13 4 34 13 10 44 18 1 52 15 7 15 7 2 9 9 226 1 2 GENERAL EXPENSES. Salaries and Office Expen ses Direction , Rent Taxes Books, Stationery, Adver- tising and Printing .... Insurance Interest and Commission . Ligliting Auditing Law and Notarial Ciiarges Miscellaneous EASTERN DIVISION. jt 8. a. 1084 18 6 1105 12 8 2 10 968 9 26 15 8 2 8 3196 7 10 CENTRAL DIVISION. £ S. d. 16.30 17 10 1658 8 11 1455 6 6 6 25 5 8 WESTERN DIVISION. £ 3. d. 542 9 3 552 16 4 484 4 6 4770 4 11 j 1579 10 1 PORTLAND DIVISION. £ 3. d. 581 5 18 8 9 1 14 TOTAL. £ s. d. 3839 10 7 3310 17 11 2 10 2908 26 15 6 20 11 5 26 19 8 601 7 9! 10147 10 7 61 •--ICOOIOOON . ■>* w o <* «o m 't 00 I— t rH r-t rH rH ^ N !-• »- t- 00 O , © fH rt 00 CO *- M HJ '-0 01 Oi CI in rH • t- O O M rH IM I— I »1< U3 1 727 3 6 81 2 151 3 9 «2 Ch o ; s. d. 7 10 67 15 10 13 4 34 13 10 44 18 7 52 15 7 15 7 2 9 9 226 1 2 J839 10 7 5310 17 11 2 10 2908 26 15 20 11 5 26 19 8 » (^ V C-l 0) t-^ so oT S CO en . 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C^l CO OJ OS ' 13 oj a ja '.VI "^5 3 S - •t; ■*< .2 .2 M ^•^ .S '> a ■J "OS ■CO i-o-^ •■= 3 2-^ ■^3 O -3 I 03 «jj « Ch -w ,;• , to fr;) Ci T3 (y O 3 «e • • -4-1 T3 ^*r e a 13 a i*. ° a 3 5?=^ ® - in . i-H a 9 a.2 -w o<| £ » 2 S cj ^E-it;-a 2 3 a-r 73 -o a ::'a a « S 1=1 fce a S o "'3 °CC «i S'Spj - ■;: o 'o O o c3tiT< cqOH<; wOoq "^ ^ ^ /I? »* 2 o -a a „ S i-X ■*-» •**• O s a, J '^ "" D ^ « O 1 DIRECTORS IN LONDON. THOMAS BARING, Ebq. M.S. | ' H. WOLLASTON liLAKE, Esq , GEORGE CARR GLYN, Esg., M.P. j KIRKMAN D. HODGSON, Eav, DIRECTORS IN CANADA.' < - ^^ -^ ' - i Hon. JOHN ROSS, Prendcnl. 'iti M .'k ; i! f JOntt nOSE, /Esq., Q.O., Vice-President. 'V • • ' >' ■ 'J Hon. PETER M'GILL. , GEORGE CRAWFORD, Esq., M.P.P ' MAJOR CAMPBELL. THOS. G. RIDOUT, Esq. T. E. BLACKWELL, Esq. , E. F. WHITTEMORE, Esq. '' JAMES BEATY, Esq. , S. P. BIDDER, Esq. SECRETARY IN LONDON. SIR C. P. RONEY. ENGINEER. GENERAL MANAGER. S. P. BIDDER, Esq. 00 -c! » i' * _ ■ i\' .:.j"V:f: > ' I .'■• :' ... ,.j. ■ ct'hm ASSISTANT SECRETARY IN CANADA. JOHN M GRANT, Esq. '■ •; CHIEF ACCOUNTANT. W. H. A. DAVIES, Esq.-; AUDITORS, r ^ ' '^: HUGH ALLAiT, Esq. . .,> . , i-o ... WILLIAM WORKMAN, Esq. TANCRBD B<^UTHILLIER, Esq. ; {^-,J>| »0 ^ (, 'cri? .d;>t£M i^iOi; ,.o)n0ioT