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((

DIRECTORS REPORT.

The Directors of tho St. Lawrence and Ottawa
Grand Junction Railroad Company, in laying before
iheir Stockholders and the Public the Report of their Engi-
neer in Chief, avail themselves of the opportunity to place
record a brief summary and explanation of the origin,
progress, and present prospects of their undertaking.

The Charter of Incorporation under which this Com-
pany exists, was obtained from the Legislature in 1850,
by the Montreal and Lachine Railroad Company, with a
view to the extension of the Road they had then in opera-
tion in the direction of Prescott. The charter, which is
an exceedingly liberal one, authorized the company to
construct a Railway " from any convenient place in the
" Parish of Lachine, to some place at, or as near as
" conveniently may be to Prescott, in Upper Canada ;
" either in the direction of St. Anne's, Vaudreuil, Rigaud,
" and towards Hawkesbury, and thence to some place
" at, or as near as conveniently may be to Prescott — or
" in the direction of St. Eusta^he, St, Andrews, Gren-
ville, and tnence to some place at, or as near as con-
veniently may be to Prescott, aforesaid, in whatever

»!

r«KTW»**-^

" line may, by the said company, be ^ found most con-

" venient." The Act also authorizes the company to

construct and run steamboats in connection with their

road upon either or both of the rivers Ottawa and St.

Lawrence.

The capital stock of the Company is fixed by the Act

at £750,000 currency, or about £7,000 per mih, of road ;

and authority is given to borrow a further sum of

£750,000, and to pay a rate of interest as high as 8 per
cent, for the same if required.

The Act further provides :

1st. That the road may be divided into sections, and
any section may be made and v/orked before the other
sections are commenced — and for this purpose parties
may subscribe conditionally for a particular section.

2nd. The Directors may establish and regulate from
time to time, the tolls and charges to be levied for the
transport of goods and passengers.

3rd. The Company are allowed until the 10th of
August, 1856, to commence, and until 10th of August,
1863, to complete their road.

4th. All Corporations, whether ecclesiastical or civil,
are authorized to take stock i/t. or loan money to the
company.

5th. A quorum of the Directors is empowered to
unite, conne'jt with, or purchase any other railroad now
or hereafter to be chartered in any portion of the country
between Montreal and Prescott, and thereupon farther to
increase their capital stock to the extent of that of the
road purciiased.

6th. Lastly, the Act docs not contain any provision

and L\

)st con-
lany to
th their
and St.

the Act
»f road ;
sam of
as 8 per

)ns, and
he other
I parties
ion.

ale from
d for the

10th of
August,

or civil,
py to the

yered to
"oad now
e country
further to
lat of the

provision

authorizing the Government to assume possession of the
road upon any conditions, as is the case in the charter of
most other companies.

The charter above described was granted on the 10th
day of August, 1850, to the Montreal and Lachine Rail-
road copipany, but that company were too much en-
gaged with the extension of their road from Caugh-
nawaga, to avail themselves at once of the powers
conferred upon them. The agitation of the Trunk Line
to Kingston and Toronto, which ensued in the following
year, tended still farther to delay action under the
ci.arter until this line also should be definitely located.

Apparently in anticipation of these contingencies, the
Legislature provided in the charter that, if the Montreal
and Lachine Company declined, or were unable to pro-
ceed with the road, it would be competent for certain
gentlemen therein named, to organize an independent
company, who should possess the powers and privileges
. of the charter so soon as the latter was formally relin-
quished by the Directors of the Montreal and Lachine
jfoad. This relinquishment having been duly made, the
present company has been organized without loss of
time, and — inasmuch ns the charter contemplated the
extension of the existing road from Lachine westward —
the new company, among their first act-^ , have availed
themselves of that provision of the charter, expressly
made to meet the case, which authorized them to connect
with other roads, and have entered into a written agree-
ment with the Montreal and New York Railroad for the
use of thai portion of their track lying between Montreal
and Lachine ; by which act the St. Lawrence and Ottawa

Grand Junction Railway Company have secured all the
advantages of a cerminus within the City of Montreal.

The Directors would here take occasion to state, that
throughout the initiation and organization of thip Com-
pany they received the unanimous support of the Press,
and they believe, of their fellow-citizens generally, and
their project was hailed with satisfaction throughout the
line of the proposed Road. The Prospectus and public
notices were printed in both languages, and to those
documents the Directors would now appeal, conscious
that no subsequent act of the Company has in a""^ way
conflicted with the principles therein expressed.

Shortly after the election of Directors and appointment
of the OflSicers, an opposition sprang up in JViontreal,
wherein exception was taken to the position of this Com-
pany upon the following grounds :

1st. It was objected that the Charter only authorized
the construction of a road from the Parish of Lachine up
the Ottawa, and thai therefore the road could not termi-
nate in Montreal.

In reply to this objection, the Directors would state
that they took the Charter as they found it — that it was
the then only existing one under which an Ottawa Rail-
way Company could be organized — that ihey had organ-
ized under it with the full approbation of the Press and
public of Montreal, and had given the fullest publicity
to the origin, nature, and provisions of the Charter. It
would therefore have been more just to them had this
objection teen raised at an earlier date. This objection,
which was a necessary consequence of the independence
of this Company^ has been entirely removed by the

I I I lllll

all the
real,
te, that
p Com-
I Press,
lly, and
tout the
1 public
those
)nscious
i"";^ way

sintmenl
iontreal,
lis Com-

ithorized
chine up
lot terrai-

uld state
lat it was
iwa Rail-
ad organ-
Press and
publicity
larter. It
L had this
objection,
lependence
id by the

agreement made with the Montreal and N^w York
Railroad.

The second objection raised was, that the Lachine
route would divert trade from the City of Montreal.

The reply to this objection will be found in the Report
of the Chief Engineer. The Directors would in addi-
tion state, that had the charter been retained and acted
upon by the Montreal and New York Company — it
might have been assumed that an undue preference
would have been shewn to the southern connections of
that line : but that company having placed the charter at
the disposal of the citizens of Montreal, and an indepen-
dent company having been organized, the latter is as free
from extraneous influences as it could possibly be made.
With respect to the Lachine route, as a route, the
Directors are convinced that it is the only one by which
an Ottawa Railway should enter Montreal. But while the
Directors believe it to be the true interest of the road to secure
to it all the advantages of an uninterrupted communica-
tion with the city of Montreal, they are not unmindful
of the other interests of which they are the guardians —
nor can they suppose that there exists upon the part of
the citizens of Montreal a desire to place a great high-
way of communication with the Ottawa upon any other
footing than one of liberal and enlightened commercial
mtercourse.

The last objection raised was, that the road ought to
go direct to Bytown, instead of striking the Ottawa trade
at Kemptville. To the Engineer's Report the Directors
would again refer for a full and complete reply. This
company have proposed to avail themselves of the powers

of their Charter, by connecting with the Bytovvn and
Prescott road at or near Kemptville, because such a
connection was manifestly contemplated — these two
roads having been chartered at one and the same time,
— and because the two roads coming from Kemptville
and Grenville respectively toward Prescott, would neces-
sarily approach near to each other for some distance
before reaching the latter point. The proposed junction
therefore would create the least interference between
these re ,ds and alr^o with the Grand Trunk Line.

The Directors therefore with confidence affirm that
the exceptions taken to the policy of this company by
certain parties in Montreal, are not only untenable, but
that the so called objections are in fact strong arguments
in favor of the commercial importance and value of this
road. It will be proper however, to allude to the action
taken by the dissentients and its bearing upon the posi-
tion of this Company. Petitions were signed in Montreal,
Terrebonne, and Bytown, for a charter for a road which
should leave the former city by the route of the north east
end of the Mountain, and passing through the county
of Terrebonne, ascend the Ottawa river to Bytown. Such
a route would not have interfered with this company —
even if there existed any reasonable probability of its
being carried into operation. When however the new
Bill was printed, the Directors of this company were
surprised to find that although the preamble described
such a route as being the object sought for by the petition-
ers, the enacting clauses gave the chartered parties power
to construct a road between Montreal and Bytown upon
any route which might be deemed expedient. While this

company could not but feel flattered that their route was
thought worthy of being embraced within the provisions
of the charter of the new company, the Directors felt it
their duty to the stockholders to oppose a measure which
would have enabled the Montreal and Bytown Com-
pany to locate their line upon the precise track of this
company as far as Grenville. This they have done suc-
cessfully ; — but, waived all opposition on condition that
the new Company were confined to the route for which
they had petitioned, viz : " by the north east end of the
Mountain and through the County of Terrebonne." This
amendment was made accordingly — but in the event of the
Bridge over the St. Lawrence being placed much above
its proposed site, the Terrebonne line has been empowered
to abandon its entrance into Montreal, and reach the bridge
by connecting with the Grand Trunk Line at or above
Lachine. The occurence of this remote contingency would
bring the Terrebonne line into competition with this com-
pany for the trade of St. Eustache only, — for all other
points, the superior directness and character of the St.
Lawrence and Ottawa Grand Junction route would defy
competition. But there is every reason to suppose that
♦he trade of Terrebonne will seek the line of this company
by a connection at St. Eustache, rather than incur the
unnecessary expense of another line between this point
and Lachine.

Turning from this unfortunate but they trust temporary
dissension in the city of Montreal — the Directors congra-
tulate the stockholders and citizens at the hv^arty approval
and welcome with which this enterprise l":o been received
by the agricultural districts along the line.

*«■■■

^^mmmmfifmmmmm

The counties council of the United Counties of Stor-
mont, Dundas and Glengary offered to subscribe £50,000
to the stock of this company if a particular route
were adopted. Following this, the council of Two Moun-
tains have passed a resolution for taking £100,000 stock
in this road, and have applied to Parliament for the ne-
cessary powers to enable them to do so. The inhabitants
of the county of Prescott have expressed a willingness,
by vote at a public meeting, to subscribe £15,000 ; — and
lastly, three Townships, Lochiel, Finch, and Winchester,
on the line between Hawkesbury and Kemptville, have
subscribed, in the necessary legal form, £35,000 to the
Stock of this Company.

The towns of Perth, Merrickville and Kemptville, have
in consequence of the organization of this company, ap-
plied for a charter for a railway connecting these towns,

and thus bringing them in direct communication with
Montreal.

The Directors have now only to announce that the
preliminary surveys have been completed as far as Gren-
ville, and that the location surveys are nearly completed.
Tlie result is extremely favorable, inasmuch as there will
be no gradient as high as thirty feet per mile — tiie earth-
works are of the lightest description, and with the
exception of the crossing of the Ottawa, the mechan-
ical structures are few in number and of slight import-
ance.

In virtue of the provisions of their charter they have de-
cided to take up that section of the line between Lachinc
and Grenville, running through St. Eustache, and
thence through the heart of the county of Two Moun-

of Stor-
£50,000
r route
o Moun-
)0 stock
r the ne-
labitants
lingness,
; — and
ichester,
le, have
10 to the

tains, to St. Andrews, Carillon, Chatham, and Gren-
ville.

The preliminary exploration of the route between the
Ottawa River and Kemptville has also been commenced.
This section will be talcen up as soon as the action of
the Municipalities along the routes is finally known ;
provided that such action (as there is every reason to
believe it will) encourages the company to proceed
further at present under their charter.

All of which is respectfully submitted.

WM. F COFFIN,

President.

ille, have
any, ap-
le towns,
ion with

that the
as Gren-

)mpleted.

there will

the earlh-
with the
mechan-

it import-

' have de- f

1 Lachine \|

che, and J
7o Moun-

ymmm*

ST. LAWRENCE AND OTTAWA

GRAND JIISCTIOS RAILWAY.

WM. F. COFFIN, Esq.

L. H. HOLTON, Esq.

Bixtttati,

Hon. peter McGILL.
Hon, THOS McKA\.
Hon. JOHN YOUNG.
Hon. CHAS. WILSON.
WM. MOLSON, Esq.
JOHN TORRANCE, Esq.
WM. DOW, Esq.

D. L. Mcpherson, Esq.

DAVID DAVIDSON, Esq.
JOHN McKINNON, Esq.
H. H. WHITNEY, Esq.

G. F. COCKBURN, Esq.

(Snsintn in €ltitU
THOS. C. KEEPER, Esq.

Caututel.
A. CROSS, Esq.

Dmitri.
BANK OF MONTREAL.

ST. LAWRENCE AND OTTAWa'*''^''^-^^^^^

GRAND JUNCTION RAILWAY.

ENGINEER'S REPORT.

TO THE SECRETARY ST. LAWRENCE AND OTTAWA GRAND
JUNCTION RAILWAY COMPANY.

Sir.

I nave the honor to report the completion of the Survey
of the Saint Lawrence and Ottawa Grand Junction Rail-
road as far as Carillon. The company were in posses-
sion of minute surveys of the sections between Lachine
and St. Eustache by one route, and between Carillon
and Grenville by no less than three lines. The present
survey has therefore been directed to the connection of Si,
Eustache and Carillon (which has been done by two lines)
— and also to the examination of a line from Montreal to
St. Eustache by the route of the north-east end of the
Mountain. This latter survey was undertaken for the
purpose of ascertaining whether this route would be pre-
ferable to one via Lachine, in orderthat, if circumstances
should render such a course desirable, the company
might take steps for the necessary alteration of their char-
ter ; but if otherwise, to satisfy the public that the southern
route via Lachine was not adopted without full conside-
ration and substantial reasons.

Exception having been taken to the route for approach-
ing the other terminus of the road, viz. : that via Kempt-
ville— I have been requested to report to the company

mmm

whether it -would be desirable for them to change their
line by amending their charter so as to make By town the
terminus.

Since my instructions were received, the advocates for
a Montreal and Bytown route via Terrebonne have ob-
tained a charter to enable them to carry out their views ; —
this company is therefore relieved from those importunities
which always beset the location of every important Rail-
way. It is proper that parties in favor of a route and
policy differing from those entertained by this company
should endeavour to carry out their own views, rather
than to lay hold upon both ends of the Ottawa and St.
Lawrence Grand Junction Railway and convert it
into an inferior and wholly different project altogether.

In attempting to carry out a great project such as the
present, connecting different localities, holding diverse
and perhaps adverse views as to their own interests, it
cannot be supposed that the views of one only of the
parties to the question will be adopted by the other con-
tributors to the enterprise. The interests of town and
country should be identical, but k unfortunately, from the
too exacting assumptions of either party, these be arrayed
against each other, material injury is inflicted, which
falls heaviest upon the most dependent of the two. It
would be extremely unfortunate therefore if by any action
of the citizens of Montreal, the agricultural districts upon
which she is dependent should be led to believe that any
exclusive monopoly of their trade would be attempted by
forced routes and inconvenient terminal arrangements in
this city. Nor would it be politic to make such a con-
fession of weakness or admit anything so derogatory to
the just pride of every citizen, as that the commercial
metropolis of Canada — the largest city of British North
America, would force a railway to enter her suburbs be-
hind a mountain, for the acknowledged purpose of evad-
ing the rivalry of an Indian village not ten miles from

her seaport. The impolicy of thus estranging the feel-
ings of the agricultural districts lies in the fact that Bos-
ton and New York are not only open to them as markets,
but that both these cities are making extraordinary ex-
ertions to establish a direct trade with every country town
in Canada, thereby sapping the foundations on which the
prosperity of this city must rest. It is also evident that
the agricultural districts will not sympathise in the mis-
taken fears entertained by some respecting the diversion
of trade from this city. They are sufficiently alive to
their own interests to perceive that if Lachine gives them
a choice of markets or even the slightest semblance of
advantage, this would be to them the strongest argument
in favor of that route.

These remarks are made not in dispara^jCment of the
proposed line of railway connecting the northern part of
this city with Terrebonne and Bytown (wliich if practic-
able is a laudable project in itself) but in defence of the
route of the St. Lawrence and Ottawa Grand Junction
Railroad Company which has been assailed as one in-
tending to divert trade from Montreal by means of the
ferry at Caughnawaga, a charge which is equally ap-
plicable against the Grand Trunk or any other railway
which is compelled by the natural formation of the island
and mountain of Montreal to enter this city by the
southern or Lachine route. This charge has been prac-
tically withdrawn by the amendment of the charter of
the Terrebonne line so as to enable that line under certain
conditions to embrace the facilities afforded by the La-
chine route. Under this amendment the Terrebonne
line may, to a certain extent, be brought into competition
with this company, and as that line has claimed especial
favor at the hands of the citizens of Montreal by propos-
ing to protect them from Caughnawaga competition by a
"north-east end of the mountain," terminus, it is to be
presumed that if it abandons this route for the one via

ill

Lachinc, both projects will stand upon an equal footing
before this city.

It may be iirj^od, however, that the St. Lawrence and
Ottawa GraiidJuiiclion Company propose to unite with
the old Lachine road for the purpose of entering the city,
and that they thereby become identified with the
Caughnuwaga interests of that road to the prejudice of
Montreal.

The articles of agreement recently entered into be-
tween these two companies secure the complete inde-
pendence of the St. Lawrence and Ottawa Grand Junc-
tion Company, by enabling it to run in and out of the city
with the same facility as the Lachine Road, and upon
terms much more favorable than the alternative of con-
structing an independent track.

Every consideration of prudence would dictate the
husbanding of capital by making use of a track which
at present is not half employed, upon a rental rather than
laying out over £100,000 at the outset of a new enter-
prise (requiring all its available resources) to secure the
game object.

The St. Lawrence and Ottawa Grand Junction Company
might have applied for powers to construct an independ-
ent track, and have obtained tliern as readily as they
were granted to the Montreal arid Kingston and the Grand
Trunk Go's., but such apropofition would liuve betrayed
an extravagance of management little likely to induce
confidence on the part of the municipalities who were
to be invited to aid in the enterprise, and who, so far
from partaking of any jealousies of Lachine, naturally
prefer a route which, they have high authority in Mon-
treal for believing, will give them a superior market.

But if the Terrebonne line avails itself of its amended
form, and becomes a branch of the Grand Trunk at or
above Lachine, in what respect is it more a Montreal
project than the other .' If one is under the influence of

the Canglinawaga route, the other is under iho double
influence of the Grand Trunk and of the St. Lambert
one. The bridge will carry the trade intended for New
York and uoston, to be transhipped at St. Lambert instead
of at Lachine. Under this view of the case, llie project
of a railroad intended to secure the Ottawa trade from
the competition of Ogdensburgh, degenerates into a
rivalry between two companies on the south side of the
St. Lawrence for the lion's share of the carriage of this
freight. It would be simply a transfer of a well known
rivalry now existing upoa the south, to the north side of
the St. Lawrence.

If the St. Lawrence and Ottawa Grand Junction is con-
sidered a branch of the Montreal and New York road,
(the greater a branch of the less — which is absurd) still
more must the Terrebonne line in its amended form, be
looked upon as a branch of the Grand Trunk and of the
Champlain and St. Lawrence roa( .j. The former line
has an advantage in that it offers but one diversion of trade,
whereas the lattergives atleasttwo. The transhipment from
the broad to the narrow guage will take place eitlier at
Lachine or St. Lambert ; the one is by railway practicrlly
as near the city as the other, and it is difficult to see that
either point should have any preference in the eyes of
citizens not interested in those localities.

The presumption then is, assuming the charge of depen-
dence against the Ottawa Company to be sustained, that
the interests of Montreal are as safe in the hand^ of the
Montreal and New York Company composed of her own
citizens and having one terminus at least in this city, as
in those of the Grand Trunk Company, whose interests
would lead them (as far as they could control the direction
of freight) to carry every thing past here and make Point
Levi, or Green Island the seaport — instead of Montreal.

1 have not entered into these comparisons of position
because I attach any importance to them, or have any

•II

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fears that the trade which legitimately belongs to this city,
when once upon the island of Montreal, will be diverted
from it by the fact that a ferry is here, or a bridge there, or
■hut a railway enters in a particular suburb, or leaves
town by a particular street. The trade of a district like
the Ottawa which has (by means of Ogdensburgh) a
choice of markets, can only jo retained for Montreal by
making it the interest of that district to trade here. There
is v^ry little sentiment in commerce ; the republican dol-
lar, will outweigh the sterling half-crown. We have the
advantage 3 of proximity, affinity of interests social and poli-
tical, and it is o:;ly by utter neglect or bad policy that we
can be deprived of what is as surely within our reach as are
the suburbs of Boston, New York, or London, to tho^is
cities. By offering the facilities of a railway and the
enhanced markets attendant upon it to a district which has
the means of supporting one, and which at the same time
possesses no equally advantageous channel of communi-
cation, we cannot fail to secure its trado to such a road.

Believing that unless an imiiediate home market be
ottered to the trade of the Ottawa, by a railway commu-
nicating directly with this city — that trade will go to
Ogdensburgh — I propose to consider what route is most
reliable for effecting this object, and what one is th^
most feaaiblH in execution. The question is a public
one of the first importance to this city, and must be
treated without reference to the interests of proprietors
upon competing routes, or the rivalry of railroad com-
panies.

If Caughnawaga be a superior market to Montreal, no
effort upon the part of the latter can prevent the trado of
Two Mountains, &c., from reaching the former. The
route between them is favourable, and nothing further is
needed to produce the inevitable result, i have said I
attach little importance to the ability of railrob. .! com-
panies to divert the Ottawa trade from Montreal whfin

burgh
something more

©ncc it has started for this point. If it is intended for
Montreal it will come here ; — if not intended for this mar-
ket it is surely no worse for Montreal that it should go
south, via Laehine or St. Lambert, instead of via Ogdens-
on the contrary, Montreal may hope to derive
than incidental benefii; from a trade
brought so near her. The railway which is a mere car-
rier, controls the route of export and import only when
there is no competition, but in the present case, it is the
shipper or owner of the freight who decides whether he
will send to Montreal, or via Montreal to the south, in-
stead of via Ogdensburgh.

I consider that the business of Laehine and Caughna-
waga, of St. Lambert and Longueuil, will be as truly a
Montreal business, as that of Brooklyn or Jersey city is
a New York one. The principal terminus cf the great New
York and Erie road is Piermont, (many miles from the
city), on the Hudson. A mother might as well be jealous
of her child as Montreal of Laehine. Instead of this
internecine warfare, the true policy of this city is to en-
courage all such, and make them thriving suburbs in
order that she may have home customers to depend upon
instead of foreign ones. There is no prosperous city
witl out suburban villages, — and in no intelligent com-
munity will such be looked upon as rivals; — on the
contrary, if offshoots thrive, their prosperity must react
upon the parent stem until in time they become united
within a common boundary.

I propose to show why this company should not seek
to enter the city by the north east end of the mountain,
— or change their course from Grenville to Bytown in
preference to Kemptville ; and further, that the route pro-
posed for the St. Lawrence and Ottawa Grand Junction
is unobjectionable with respect to excellence of charac-
ter and economy of construction, — that its commercial
prospects are superior, — its feasibility in a financial point

""^

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of "view greater, — and its influence on the trade and
prospects of Montreal more extensive and valuable than
any other route which has been or can be proposed for
the purpose of securing the Ottawa trade.

In examining a route leaving Montreal by the northeast
end of the mountain, I felt restricted to the shortest possi-
ble line, inasmuch as the survey was exposed to a com-
parison with the Lachine route. Lines were therefore
run, a single glance at which would be sufficient to
prove their unfitness, but as it had been asserted that
Logan's farm offered a feasible route — and as I was well
aware that unless an actual survey were made of every
possible route which was shorter than the one adopted,
exception would be taken — I commenced by running a
line from Visitation street at its intersection with the line
cf Craig street produced, up the gully on Logan's farm.
It hus been stated in the public prints that a point has
been discovered on this form only sixty-six feet above Craig
street. From the C6te h. Barron reservoir, to the toll
gate on the Papineau road, the level of the ground is very
uniform and is 130 feet above the harbor, or 100 feet above
Craig street at the Viger market. That part of Logan's
farm above the c6te is one hundred instead of sixty-six
feet above Craig street, and beyond this farm there is a
further elevation of sixty feet to be encountered before the
summit at the quarries is overcome. The summit upon
this route is 194feet above the harbor,and the route involves
grades, exceeding seventy feet per mile, and these can only
be obtained by cuttings and embankments of twenty feet.

The second line starting from the same point crossed
the Papineau road at the foot of the hill below the toll
gate, and struck the C6te de la Visitation road three-fourths
of a mile north of the junction of these two roads. On this
line the summit is 190 feet above the harbor, and the
grades over seventy feet with twenty feet cuts and fills.

The third line ascended the cdte about half-a-mile north

.■,•■>

4".

of ihe Papineau road, and cr jssed the C6te de la Visitar
tion road about half a mile to the northeast of the second
line. On this line the summit is 188 feet, but th^ grades are
reduced to fifiy-one feet with cuts and fills as above.

It was evident from inspection, that neither of these
lines above described would have even been surveyed by
any engineer designing to take a road out cf the city by
th<5 northeast end of the luouiitain, — because if this route
were once decided on. a line with easy grades and a low
summit would be selected, for the same reason that the
Grand Trunk lengthens its route, between St. Ann's and
Montreal, by passing around the cotes, vikLachine, instead
of attempting to climb over ihera and come in direct, via
Monklands, and Dorchester or Sherbrooke streets. The
first three lines above described were surveyed therefore
not with the expectation of their proving feasible, but for
the purpose of allaying all further agitation of them.
Neither the grades or summits are insurmountable, but aft
both are to be avoided by lengthening the line, they would
be unnecessary, and would not be seriously entertained
after the question of a competing route was settled. The
principal reason for condemning these lines, however, is
the position ci the grades and curves rather than their
strength. Any railway at a main terminus should have
a a approach of a mile or more which ought to be level or
' r; ctically so ; but each of these lines, for the purpose of
y .'tt iig over the spur of the mountain, must start out of
V ;t/ limits with grades varying from fifty to seventy feet,
aiul with curves at the foot of these grai es.

A fourth line was then run on the shortest route which
could be found to attain a line of a certain character,
vii : — one on which the grades would not exceed forty feet
by employing cuts and fills of twenty feet. This line run»
north 10'' east, for a distance of three miles from Visitation
street before it ascends the c6te. Then bearing north west
it stiikes the Cdte de la Visitation road about two and a

quarter miles north of its junction with the Papineau road.
The summit on this line is at C6te St. Michel, and is 140
feet above the harbor. The point where such a line can
round the north east end of the mountain is about
five miles north of the Place d'Armes. The whole
distance to St. Eustache by the north east end of
the mountain, starting from the Place d'Armes as the
centre of the city, will be greater than that from the same
point by the south west end of the mountain, in the pa-
rish of Lachine. The summit of the northern route is forty
feet higher, and i ; u nmum grade, with the same cuts
and fills, three time ivier than that via Lachine.

With respect to the general question of a terminus for
thp Ottawa road at the north end of the city, the survey
made shews that this route would be longer from any
central point m the city, would be inferior in grades, and
more expensive to construct mile for mile than one via
Lachine. The passenger terminus could not be placed
further ofl'than the Viger Market, to reach which the right
of way must be purchased through one and one-fifth miles
of city pr<5perty, cutting the lots diagonally, before any
street could be made use of. A freighf-terminus should be
in connection with the navigation, for which purpose it
would be necessary to run a branch to Hochelaga Bay, and
construct the necessary wharves there. These wharves
would be subject to the drawback of being overflowed in
winter, and would not therefore be adapted for permanent
warehouses, without which any railway wharves are of
little value.

As, however, the bridge must be above the harbor, and
the general railway terminus at Point St. Charles, any rail-
way entering the city by the north must connect with these
points, in which case it will be unnecessary to construct a
freight terminus at Hochelaga, because Point St. Charles
offers much better facilities for such a purpose. At Point
St. Charles, docks, basins and permanent warehouses can

be anangcd communicating with railway tracks, all above
the winter floods of ice. Starting from this Point the
Lachine route is two miles shorter than the northern one.
To reach Point St. Charles the road must be extended
from Viger Market through Craig street to the commence-
ment of St. Antoine street, thence crossing Bonaventure
St., and passing north of the Lachine station, so as to avoid
crossing the trai.k of liiat road, its shortest route vi^ould
be to cross St. Joseph street a little beyond Dow's
brewery, and strike the junction of Seminary and M'Cord
streets. From Craig street to this point, a distance of
about half a mile, the route must be opened through
valuable city property. The traffic on such a route could
only be conducted by means of horc ; power. The
numerous and constant crossings on the line of Craig
street, which divides the city almost equally, would for-
bid the employment of locomotives. This consideration
alone should be sufficient to induce the Company to
abandon any idea of entering the city by the north ; — but
exclusive of this burden on ihe traffic, and without taking
into account the greater length and inferior grades of this
route, there is, in my judgement, a conclusive reason for
adopting the Lachine one ; and this is the relative amount
of capital required upon the two routes.

No consideration of utility, commerce, or convenience
gives a preference to the northern route. In every
respect it is inferior to the southern one — but it is presumed
that the city of Montreal would aid t'.iis route from fear of
the Lachine one. I cannot believe that after investigation
a majority of the citizens of Montreal will prefer a northern
route ; but should prejudice prevail over reason, the highest
amount which the city of Montreal could under any cir-
cumstances be expected to contribute to such an under-
taking, would fail to compensate this company for the
additional outlay required upon the northern over the
southern route: — because it would be necessary to expend,

^"t iirn" *^-^ ■•

'ii

in the purchase of property, &c., within the limits of the
city, more than Montreal would contribute. So far, there-
fore, from entertaining the northern route, the company
will find it their interest to take advantage of the track
already laid to Lachino ; for if their means are limited they
will find that without aid from Montreal they will reach
St. Eustache with less financial difficulty ; and if their
means are abundant, it would be policy to pay a heavy
contribution to escape the disadvantages of the northern
route.

It has been urged in support of the northern route that
St. Helens island is a probable site for the bridge. A
bridge connecting St. Helens Island with the cily musr
be at least 100 feet over the water. The bridge would
therefore be inaccessible from any point until it were ex-
tended over the city to strike the level of Cote a Barron, at
which point it could not be reached by the Grand Trunk
at all, with the grades and curves adopted upon that line.
For all the benefit Montreal would derive from such a
bridge, it might as well be at Lacbine, for no railway
coming down to the level of our streets could reach it in
much less time. The above considerations are sulTicient
to shew the absurdity of the St. Helens site, but it may
also be remarked that the necessary piers to carry a rail-
way bridge, if placed in St. Mary's current, would put
our wharves under water ; and further, that a bridge or
a railway to be of any use to this city must be in im-
mediate connection, and upon the business level with
our warehouses and our harbour.

The only argument then which can be urged in favor
of a northern route is the assumption that it will divert
less trade from this city than one via Lachine. There is
far more reason for supposing that a route by the north-
east end of the mountain through Terrebonne would
divert trade from Montreal to Quebec, than that a southern
one would divert it to Caughnawaga. Quebec is the

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natural market for the lumbering districts — all their con-
nections are there. The travel in connection with the
lumber trade between the Ottawa and Quebec is now
conducted wholly through Montreal and is one of the
most important resources of our hotels, steamers, shop-
keepers, and carters. Quebec has not hesitated to de-
clare her desire to push the north shore line up the Ottawa
behind Montreal, and has fortunately refused to unite in
the northern route scheme. If Montreal aids in bringing
down an Ottawa line into Terrebonne, will not the connec-
tion between such a line and the " north shore" railway,
by the north of river Jesus^ inevitably follow — and turn the
Quebec and Ottawa traffic altogether away from this
city ? Thus we would throw away a trade which is well
known to exist, and of which we have felt the benefit, in
an attempt to flee from the imaginary evil of having
a trade which we do not possess, carried on through
Caughnawaga.

No bridge will be built above the Lachine rapids — and
for all trad(^ g"i'ig across a bridge below this point, it
cannot be supposed that the Caughnawaga ferry will be
able to compete with abridge if the latterbe liberally man-
aged ; nor can it be shewn that Montreal will derive any
more benefit from what goes directly over the bridge than
if it crossed at Lachine.

Again, the attempt to evade Lachine by a northern route
is as unavailing as it would be unwise. If a long line of
traffic is brought down the Ottawa it must pass within
twenty or twenty-five miles of Lachine, and if Caughna-
waga offered the attraction, the "tap" would be inevit-
able as soon as it was shewn to be desirable.

Having examined the question of the route approach-
ing Montreal from Grenville and St. Eustache, I will
now take up that of the extension of the same from
Hawkesbury westward so as to secure the largest share
of the Ottawa traffic and the most economical route : — also

1 1

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one which proffers the largest amount of municipal aid,
thereby uniting in a common bond of interest the
greatest population for customers to he road and to
Montreal.

The proposition to make Bytown the terminus of the
route, inslea'l of seeking the trade which supports Bytown
at KemptviHe, arises from the supposition tliat the former
is the centre of the trade and population of the Ottawa —
because it is the largest Town. The passenger travel
with Bytown wiU be important, but as this is nearly all
which a direct route from Grenville to Bylown could de-
pend on, it will not authorize the construction of sixty
miles of railway, particularly when this passenger traffic
is as effectually secured by following a route which can
also supply a good way business.

A railroad through Two Mountains can be made to
pay good dividends upon the capital invested, and can
be arranged so as to earn a large revenue from the trans-
port of raftsmen from Carillon to Grenville. At this lat-
ter point it strikes steamboat navigation and will com-
mand the trade of both shores of the Ottawa until we ap-
proach Bytown. To continue the road upon either bank
of the Ottawa lo Bytown, will be unnecessary, except for
the purpose of gaining an hour's time for the passenger
travel to that place. The population on the banks of the
river between Grenville and Bytown is insignificant, and
wholly insufficient to support a post road — much less a
railway. On the north shore the rivers have never been
bridged, and the commonest road is yet wanting. On
the south shore it is only within the last three or four years
that a waggon has been able to pass from Bylown to
L'Orignal. The Bytown business therefore must be
shewn to be sufficient to authorize the construction of
sixty miles of road upon a rougher and more expensive
route than is usually found in Canada. It may be pre-
sumed that a railway at Bytown, would command the

export trade of the Ottawa country, but this is an error.
Bytown is in this respect altogether difTurent from any
other town of similar importance. Prices are as high
there as in Montreal ; the purchases are not for exporta-
tion but for a local market : it has therefore no exports
to give a railway. Produce from Lanark and the rear
townships of the St. Lawrence counties is taken back
to Bytown to be forwarded up the river for the supply of
the lumbering shanties. It is in these townships there-
fore that the exports for a railway are to be sought — thosi.
immediately around Bytown not producing enough for
their own market.

Unless a railway from Montreal penetrates the surplus
producing townships south of Bytown, their produce when
not required for the latter market will go to Ogdensburgh ;
to which point, on the opening of the Bytown and Pres-
cott railroad, the cars (being on a similar guage), will
be transferred upon barges constructed for the purpose.
It must be remembered that almost all that is valuable of
the Ottawa country, lies between the Ottawa and St.
Lawrence rivers — not north of the former. Bytown is
the northern and Prescott the southern limit and the ex-
port markets are to the south. It is evident, therefore
that a Railway at Bytown would not attract produce
away from Ogdensburgh, to seek Montreal via BytowUy
for the simple reason, that this produce would reach
Ogdensburgh as cheaply as it could reach Bytown, and
would be worth more for exportation at the former than
at the latter place.

In the appendix I give some extracts from my unpub-
lished report on the Montreal and Kingston railway.
The same arguments which I then jirged against the
Bytown route for the trunk line apply with equal force
against the Grenville and Bytown route. The trunk line
must run through the front townships of the St. Lawrence,
in order to maintain its directness. With several hundred

i iy.

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miles of feeder from above, it will have full employment,
and will not be able to afford the facilities to, or exercise
that influence upon the development of the rear town-
ships, which it is important for Montreal to secure.
With the trunk line running on the St. Lawrence which
is populous, it would be manife^'.ly absurd to attempt to
remedy the inability of that line 1o open up the interior
by running a line upon the sparsely populated banks of the
Ottawa. We would thus have two "coast lines," with
the interior or heart of the country untouched and bul
slightly influenced by their construction. If the back
townships are obliged to go out to the front for a market,
— as it will be but a few hours furlh<.»r drive, the neigh-
bouring stations upon the Ogdensburgh road will ofl'er them
one nearly, if not quite as good as that in Montreal, and
probably better than that at the way stations upon the
Grand Trunk line. Viewing a railway up the Ottawa,
therefore, in the light of the purest selfishness, it is evi-
dently the policy of Montreal so to locate this road as to
bring the largest amount of traffic directly into this city.
We have seen that the route as far as Grenville is a most
desirable one, but that to continue upon the Ottawa river
beyond that point, would be skirting the extreme northern
edge instead of penetrating the interior of the desirable
district. Moreover, it has been shewn that this northern
route will not bring up produce from the townships south
of it ; and further, that these townships are the only quarter
from which supplies are to be expected. The true coarse,
therefore, is to bear down into these townships and secure
their trade, which we can do without losing any of that
to the northtvard. A line from Hawkesbury, which will
command the trade of the rear townships of Glengarry,
Stormont and Dundas, will not only prevent this trade
from reaching the Ogdensburgh road, but will pick up
all the trade to the north of it, that of By town included^
and, by offering a better route, turn it to Montreal.

The following statement shews the population of the
townships upon the banks of the Ottawa, between Grenville
and Hull, on the north side — and between Ilawkesbury
and Bytown, on the south side of that river.

NORTH SHORE.

Seignory of Petite Nation, 3,356

Loohaber, 1 ,082

Lochaber, Gore, 225

Buckingham, 2,204

Terapleton, 1,711

Total, 8,578

SOUTH SHORE.

Seignory of L'Orignal, 1,406

Township of Alfred, 584

Township of N. Plantagenet, 1,202

Township of Clarence, 508

Township of Cumberland, 1,659

Township of Gloucester, 3,005

Total, 8,364

The frontage on the Ottawa, occupied by the above po-
pulation, is about sixty miles, and the depth back from the
river will average upon the north side about fifteen miles,
on the south about ten, giving 900 square miles for the
8,578 souls on the north side, or a population of less than
ten to the square mile ; and on the south shore 600 square
miles for 8,364, or under fourteen to the square mile.
Another generation must pass away before the ban'-s of
the Ottawii, between Granville and Bytown, can support
a railway.

The township of Gloucester is given to the south shore
road, but as the Bytown and Prescott road passes through
the most populous part of this township it would un-
doubtedly receive the greater share of its business. For
the business of Bytown, and that of the townships of
Nepean and Gloucester, the Montreal line must compete
with the Prescott one. But giving this whole popula-
tion, viz. :

The town of Bytown 7,760

Township of Nepean, 3,800 11,560 and ad-
ding population of south shore as above, 8,364 we have

a population upon the route of the

railway amounting to 19,924,

but from the competition of the Bytown and Prescott
line, not much more than half of this population could
be claimed for the Ottawa river route.

The route of the St. Lawrence and Ottawa Grand Junc-
tion Railway will command the trade of the following
townships :

Hawkesbury, E. and W., 6,694

Lochiel, 4,174

Kenyon, 3,842

Roxboro', 2,141

Finch, 1,450

Winchester, 2,565

Mountain, 2,764

South Gower, 863

Oxford, 4,496

27,989

It would also be the best outlet for the business of the
following townships :

Osgoode, 3,050

Russell, 503

S. Plantagcnet, ... 643

Caledonia, 958

Montague, 3,356

Marlboro', 2,053

Wolford, 3,259

N. Gower, 1,777

15,599

43,588

The people of Perth, Mcrrickville, and Kcraptville,
httVe declared in favor of a railway to join the Bytown
and Prescott one at the latter place — this would place the
whole trade of Lanark with a population of 27,317 at the
command of a Monircal and Kemptville road.

By referring to the accompanying map on which the
population of each township is laid down, the command-
ing position of the St. Lawrence and Ottawa Grand
Junction is at once apparent, and also the importance of
Kemptville, which is the centre of a circle embracing
within a radius of thirty five miles, a larger population
than any other similar circle between Montreal and
Toronto.

Kemptville lies upon the navigable waters of theRideau
canal ; directly beyond it are the villages of Mcrrickville,
Smith's Falls, and the county town of Lanark — Perth.
The townships on each side of the Rideau are amongst
the most fertile and populous of any in the valley of the
Ottawa. This rich country, the only surplus producing
section of the Ottawa, must find a market either by a
direct road to Montreal, or through Ogdensburgh. Upon
the opening of the Bytown and Prescott road Kemptville
will become the centre of their trade, and unless they
find there the means of reaching Montreal, they have no

'v^^^^^^WW

1 rf' .. ■ ■.^...■^.■.>- , V i"tn'||iyi|fariri-iiri-

other resource but to take the cars of the Bytown and
Prescott road, whicl'. being on the narrow guage can be
transported to the Ogdensburgh line. Without reference
to the St. Lawrence and Ottawa Grand Junction Railroad,
the people of Perth, Smiths' Falls, and Merrickville, will
most probably connect with the Bytown and Prescott
road at Kemplville, instead of building a new line to
Brockville — because they can reach Kemptville in less
distance — upon a more populous route — and when there,
secure a road both to the Ottawa and St, Lawrence.

It is vain to hope that the Grand Trunk Line at Prescott
can turn this trade via Montreal; — the break of guage there
is fatal to the interests of the latter. Ogdensburgh is in
continuous railway communication with New York and
Boston, via Lake Champlain, and will soon have another
connection with Watertown, Roma, and the interior of
New York ; and, lastly, is projecting a far more formida-
ble line than either, which will give the Ottawa country
direct communication with the city of New York. Tht
following extract from the Prescott Telegraph shews what
Montreal has to expect.

OGDENSBURGH SOUTHERN AND WESTERN RAILROAD.

We commend, says the Ogdensburgh Republicariy to
the attentiuii of our readers the subjoined article from the
Prescott (Canada) Telegraph, of ihe 23d ult., on the sub-
ject of a southern railroad from this place. We trust
the proposition will receive a hearty response along the
projected route. The city of New York has a great
interest in thio enterprise. Boston capital has i.ot only
built a road to this place, but is aiding in the construction
of the Prescott and Bytown road.

" Our neighbours across the St. Lawrence are agitating
the question of a southern and western railroad con-
nection. Several routes are talked of, viz : Rome, Uticaj

and Ilcrldmer. As we on this side have a groat interest
in this matter, perhaps quite as much as they, and as a
good natured discussion ot" the subject can do no harm,
but may be productive of good by exposing the merits
of the projected lines, we shall be indulged in presenting
a few simple facts for consideration.

Application is to be made at tiie present session of
Parliament for a charter of the railway from Bytown
westward up the Ottawa, in continuation of the Bytown
and Prescott railway.

The distance from Bytown to New York, in a direct
line, is no r^^roatcr than from Montreal to New York.

Prescott is the best, if not the only point on the St.
Lawrence for an uninterrupted communication between
the States and Canada, the river seldom if ever freezing
at the point which has been selected as the southern
terminus of the Bytown and Prescott railway ; and the
distance to the opposite shore is only one mile.

With these facts before us, it is evident that if a direct
railway can be had from Bytown to New York, via
Ogdensburgh, the trade and travel of Ihe Ottawa and the
intermediate country, for many miles east and west,
must come to Ogdensburgh, to say nothing of that which
will take die trunk railway east and west at this
point. The question then is, can a direct line be obtained ?
Let us see.

Miles.

Commencing at Bytown, we have the Bytown and
Prescott railway, soon to be completed, which
brings us to T'rescolt, say, 53

Thence from Ogdensburgh through the counties of
St. Lawrence, Lewis and Herkimer, following the
valleys of Black river and west Canada Creek,
to Little Falls or Herkimer, say 130

This would give us ihe most direct connection with

the presen* railway lines leading to New York ;

»'H,''-imPM'.if"^-,'"' »piVH'-**"^''^'*'M-'")WJiy!fVII'

but continue the line through the counties of
Schoharie, Greene, Ulster, aud Orange to Goshen,
a station on the New York and Erie railwa:y, say

from Herkimer , 1 30

Thence to Jersey City by the railway already con-
structed 70

Miking a line from Bytown to New York, of 383

and from Ogdensburgh to New York, of 330

against the one via Rome and Troy, of 380

a difference in favor of the former, of 50

The accompanying map will more clearly illustrate
this new attack on the " preserves" of Montreal.

The tone of the Prescott paper indicates clearly that
the sympathy of every river and lake town is more with
their trade across the St. Lawrence to the United States,
than with that to Montreal. Thus Brockville is projecting
a line through Smith's Falls and the county of Lanark
to Arnprior on ihe upper Ottawa. This line is not
intended as a " feeder " for the Grand Trunk ; but is in
connection with a magnificent scheme for bridging the St.
Lawrence, which (upon the strength of a couple of islands
in the river opposite) is entertained by that ambitious
little town. This bridge is to be connected with the
jine of railway leading to Albany a. id Buffalo.

From similar views of policy Kingston proposed in
1851, to arrest the trunk line at that point and transfer
its trade to cape Vincent. Belleville is taking stock in a
line of steamers to the American ports. Cobourg and
Port Hope have regular communications with Rochester
opposite, and look more to the American trade than
to the trunk line for the success of their back lines to
Peterboro'.

In the appendix will be found some special and
yaluable returns taken from those prepared for the United

States Senate, in connection with the Reciprocity ques-
tion. Those tables give information not to be ol)lained
in our ollicial returns, and shew the extent of the trade
between ports above Montreal and the United States,
giving the quantities and vahies of both exports and
imports, and also a comparative exhibit of the sea and
inland trade of Canada.

•r
n
o

The broad guagc system was adopted by the province
with the expectation tlmt it would turn the trade of Upper
Canada through Montreal to Portland. The lililc city of
Portland — v/hich possesses more public spirit, energy and
shrewdness liian populaiion or trade — clearly foresaw
that if the narrow guage were adopted for the Montreal
and Portland line, no effort of theirs could prevent Boston
and New York, by tapping such a line in the valley of
the Connecticut, from "reaping where they had not sown."
They foresaw that trade, if not trammelled by guage,
would as certainly gravitate toward the larger markets of
New York and Boston, as that the larger cloud attracts
the smaller one. It has never been shown ihat any
practical advantage has been obtained by the broad over
the narrow guage: — on the contrary t latter has the
majority, as well as the best of the opinions ij, itr> favor. If
**Ionlreal were the only route of communication b< i i-en
Upper Cani'da and the United Slates, a break of guag
here would be an advantage to her. But as there are a
dozen, or more, ports above her on the line of the Grand
Trunk, all of which have facilities for transhipment and
connection with American lines of railway opposite, —
the result of a necessity for transhipment here will
simply be to enforce it above us at the point where the
produce is collected, and send it by a shorter route.

Again, if Montreal were a market of sufficient magni-
tude to attract the trade of Upper Canada, in preference
to New York or Boston, a break of guage here would bs
comparatively unimportant ; but as the reverse is the case

I 'J.

and the markets of ihe latter control ours, it is evidently
vain to attempt by extraordinary guages — to furnish a
substitute for a market. The cities of New York and
Boston, and the manufacturing districts of New England,
are not only the best markets, but, for coarse grains, vege-
tables, poultry, &c., &c., and the great bulk of those
articles which will constitute railway freight, they are the
only maikcts large enough for Canada. We cannot
export these products by sea, nor will they find a market
(even if they could bear the railway carriage) on the
route toward Halifax. But although Montreal cannot
furnish the market for the immense supplies of Upper
Canada, it will be her own fault if ^he does not furnish
a route to that market.

The effect of a bridge over the St. Lawrence at this
city would be to turn a very large portion of the trade,
between Upper Canada and her markets in New York
and New England, via Montreal, if the cars could pass
between these points without transhipment. Montreal is
not upon the direct route between Upper Canada and her
markets, but the facility of crossing the St. Lawrence
without break of guage would more than compensate
for the increased distance. But if cars londed in Upper
Canada for a southern market are obliged to breiJc bulk
here, they will in preference make the transhipment at
once above us, and take the shorter route of the American
narrow guage lines. The true policy of Montreal under
these circumstances is to push forw ard an interior line
away from the St. Lawrence, and oj)enupthc back town-
ships. One of the principal advantages which Canada is
promised from the construction of the Grand Trunk by
English stockholders, is that the resources of municipali-
ties will be applicable to their local wants. There are
two ways in which the back townships may obtain
railroad facilities, and Montreal is deeply i'''ercsled in
the selection which they may make.

One system is by the construction of branches to join
the Grand Trunk. As this line is on the front of the
lake and river townships, — those in the rear have not
only to build a road through their own townships, but also
through the front ones to make their connections ; and as the
destination of their exports is eastward ihey axe no nearer
this point when they reach the Grand Trunk than when
they started for it. Again, these short branch lines
could not give the required facilities unless they were con-
structed through every tier of townships ; and, although
within ten miles of each other they will be separate and
independent roads, having each their stations and termi-
ni, their engines and cars, and expenses of management,
so that with the highest rates charged but few of them
could hope to pay dividends. The only escape from this
is to have them leased or worked by the trunk line ; in
which case the back townships a';er building their own
roads will have their trade controlled not according to
their wishes but for the i.iierests of the main line. But
if the independence of these branch lines be maintained, —
in winter always, and in summer, (unless they terminate
at some shipping port upon the St. Lawrence where
they can have access to Americfia routes opposite), the
trade which they drop upon the trunk line will be sub-
ject to any tariff which the latter may establish, before
it can reach its market.

The system of l)ranches to the main trunk lino, there-
fore, is the most expensive, and to the back townships
the least satisfactory mode of getting to a market : but if
another policy is followed, about one half of the number
of miles of railway will produce a much better result.
The back townships instead of short and expensive
branches running north and south, will have a great
ccitral route running east and west, putting them upon a
main Telegraph line, with the most direct route to Mon-
treal and the west.

■^"fitaifisist

This policy Toronto has successfully applied to Ilamil.
ton. Instead of allowing the Great Western railway, by
branch lines, to take the trade of Guelph, Stratford, Surnia,
&c., she has pushed a parallel line north of the Great
Western, making its main outlet at Toronto. This line
is MOW to be made a section of the Grand Trunk. By a
precisely similar policy, if Montreal would make an ef-
fort to regain that Upper Canada trade which is fast slip-
ping away from her through the frontier ports, shesiiould
strike for the interior of the country where she is sure to
obtain the sympathies of the back townships, and their
cordial co-operation in aiding her to carry out so import-
ant a project.

No better instance of the propriety of this course can
be cited than the result of the agitation of the Montreal
and Kemptville route ; while meetings were held in
Bytown tendering sympathy and advice to a Bytown
and Montreal " direct " railway, and appropriating £250
to a Bytown and Pembroke survey, the intelligent and
spirited inhabitants of three of the back townships, on the
line between Hawkesbury and Kemptville, have passed
their by-laws for subscribing £35,000 to the project —
condemning the branch line system, and enunciating
their preference for direct communication with this city.
Shall this appeal to the wealth and intelligence of Mon-
treal be disregarded ? or must these secluded settlers be
told that the merchants of this city disdain their trade,
and will leave them to find their way to the Ogdensburgh
road ?

The best indication of where a route for securing the
Ottawa trade should be laid, is this — the money test.
Bytown will approve but not endorse by the necessary
subscription, the river route to Grenville. The inter-
mediate townships upon the banks of the Ottawa we
have shewn to be incapable of subscribing. Montreal

road to Grenville,— so that»

carry i

in agitating the extension beyond that point, this import-
ant consideration of financial practicability is the first
thing to be considered. There is every probability that
one hundred thousand pounds can be raised by local sub-
scriptions on the route from Ilawkesbury lo Kcmptville,
while there is little probability that one tenth of this sum
can be raised upon the river route to Bytown.

Thus, while the Kemptville route proves, by the sub-
scriptions upon the line, that therelhere is a people to aid
in constructing, and to sustain by their trade after con-
struction, a railway, the river route up the Ottawa pos-
sesses neither of these indispensible requisites. The time
will come, undoubtedly, when the route between Montreal
and Bytown should be shortened, but a direct route can
now neither be carried out, or sustained if constructed,
nor is it indispensible, since an indirect one secures not
only the same results, but far greater ones — and ones
which a direct one would altogether fail to attain.

Montreal will be sure of the co-operation of the back
townships through which the line will run, and since
the front townships are not interested in the Trunk line,
but are great landowners in the back townships they
may favor a central route. The tendency of our legisla-
tion is toward establishing the system which prevails in
New York and the Western States — that of a general
railroad law enabling parties to construct roads where-
ever capitalists are willing to invest their money in them.
This is the true test of the expediency of a route ; for un-
less this central line can be shewn to be a desirable
and necessary one, it will not be undertaken ; but if it be
proved so, and parties are disposed to carry it through,
it ought not to be impeded.

This great central line will not stop at Kemptville or
Perth, but will be in time continued to Peterboro', Lakes
Simcoe and Huron. It will be sufficiently distant from the
Grand Trunk to give each an independent area for

9amu

support. That company cannot consistently oppose
such a route, nor can the Government do so upon the plea
of a provincial interest in the Trunk line — because, with-
in the last session a charter has been granted to the To-
ronto and Sarnia lino, which is a much closer compe-
titor to the Great Western — one of the oldest sections of
the Trunk line. This parallel line north of the
Great Western has not only been established with
the consent of the Government and the Grand Trunk
Company, but is to be, by proclamation, made the Trunk
line par excellence, without benefit of guarantee.

In the appendix will be found the statistics of the Up-
per Canada Counlies lying between the Ottawa and St.
Lawrence, — on this side of Kingston. An inspection of
this table, together with the map, will prove, that neither
a St. Lawrence or an Ottawa River route can satisfy such
a country ; nor, considering its proximity to Montreal, can
any thing short of direct communication be accepted.
The questions now to be decided are, whether the time
has arrived for such a line, and upon what route it should
be constructed. The present juncture, when the ten-
dency of the large supplies of the precious metals derived
from California and Australia is to reduce the valr.e of
money and increase that of real estate and stocks of
every description, — when Canadian stocks and bonds are
in good repute, and while the municipalities are yet not
committed too deeply to the branch-line system, — seems
to be the most favorable one for the commencement by
Montreal of such an enterprise.
I have the honour to be,
Sir,
Your most obediant Servant,

TIIOS. C. KEEPER,

Engineer.

APPENDIX.

Extract from lifporl on Montreal and Kingston Hail tea >/, daicdJaniiary, 1S52.

That a railway from Montreal throu;?li the Ottawa valley to By_
town, and tlieuce by Perth to Kingston is desirablu, will be admitted,
but that such a route is preferable to one by the St. Lawrence, or
that in faet it would be, in the present position of the Ottawa countiy,
justifiable at all, requires pioof. With respect to the intermediate
proposition of a route via Grenville, and thence direct to Kingston, as
this appears to have been abandoned for the more comprehensive
scheme via Bytown and Perth, it may hardly be necessary now to
allude to it ; but as it constitutes a t/iird candidate for a part of a trunk
line which can only embrace one, il may be advocated by some as a
sortof compromise between the two. It is natural that where one
line only can receive the advantages connected with the grand trunk,
every effort should be made by different localities to secure those be-
nefits to themselves, but it would be a great and fatal error to assume
that, because thevo is only one "grand trunk " there will never bo
more than one railway, and therefore to locate this grand trunk with
a vain attempt to satisfy all local interests, and all present and future
prospects. To future roads may be assigned the care of future in-
terests, and we should do as we have done with more ordinary coirr-
municatiorrs — construct the first where they are most generally
useful.

The Ottawa, as a lumbering district, could not, for some time, con-
tribute any considerable amonut of agricultural exports jaiul its staples
timber and hunber cannot afford railway transportation in competi-
tion with the river. At present the amount of freight going up is
greater than that shipped dowir from Bytown. Compared with ex-
ports, our imports are the least profitable for a railway, because, al-
though the value may be equal or greater, the bulk, or weight,
(which is the measure of the cost of transportation,) is about 3 to 1
of the former as compared with the latter.

The products of the forest, which form the staple of the Ottawa ex-
ports, will not, with the exception of ashes, bear railway transporta-
tion, and those of agriculture are required for home consumption in
the prosecution and extension of the lumber trade. Those townships
of Carlton and Lanark from which would come a surplus for a dis-
tant market, are the nearest to the St. Lawrence route, and to the most
of these this route to Montreal will be as short as one via Bytown and

Grenville. Rytown has taken stops to provklo an outlet for horsolf,
aii'l the routo to Montreal for Perth is as sliort by the St. Lawrence
as by the Ottawa.

Upon the Ottawa the pursuits of agriculture and Uimbering are
mingled, often to the prejudice of both. The St. Lawrence counties
are almost exclusively agricultural. They have a surplus for export,
which will never go back to an Ottawa road for shipment to Mon-
treal so long as iho Ogdensburgh road lies in front of them. To
adopt the Ottawa route would, therefore, be virtually to surrender the
most populous and wealthy counties to a foreign and a rival road.
The St. Lawrence route, on the contrary, secures the front without
losing the rear, and sound policy suggests that we should first secure
that trade which is in jeopardy, even though we are thereby compel-
led to neglect that which is less exposed.

Notwhhstanding the fact that the road would derive a much
greater support from the exporting front counties, than from the im-
porting lumbering ones of the rear, I must repeat that the real argu-
ment in favor of the front route in a purely local view, is that all the
export and import trade of the rear must cross this route, and its posi-
tion is therefore such as to secure the larg-est amount of business
which any one route is capable of doing.

The population of the country lying behoeen the Ottawa and the
St. Lawrence, including the counties of which Kingston and Mon-
treal are the capitals, numbers — upwards of one quarter of a
million of souls tributary to this line.

A statement taken from the returns of the Ogdensburgh Customs'
District, may also be useful as shewing the extent to which
this road is becoming an outlet for the " back country" of Montreal.

Comparative Statement of principal entries of Canadian Produce
at Ogdensburgh Custom House for the year ending 3Ist December,
1851, and half year ending 30tri June, 1851.

Desceiption of Aeticles.

Oats, Bushels. ,

Potatoes, do .,

Barley, do . ,

Eggs Dozen . ,

Butter, lbs. .,

Cattle, (neat) .... No. . .

Swine, No. .,

Wool, lbs. .,

Rags lbs. ,.

Sawod Lumber, Feet B. il.,,
Undressed skins, value,

Year ending
81st Dec.,

1850.

7,051
517

140

62,033

2,875

186

6,879

7,056

195,573

$113

Half Year,

ENDING 30til

June, 1851.

21,934
11,735

2,652
15,137
37,182

1,753
363

5,649

14,015

230,735

$203

Annual Ratio of
increase.

620 per cent.
4,500
26,000 "
22,000

40 "
25 "
380 "
62 "
400
240
360 "

It will bo seen that this statemont incliulos noaily every artiola of
ajjriciiltiiral produce, and is an index of tiiu fiitur-- -v-iy ^aliie of tho
route. In addition, I may add tliat porisiiablo articles for immediate
consumpti '1 in Montreal, frcsli meats ami tisli, vej^etaMos, fruits
and milk, will all be Important items of way tnUrie. Al-o marble,
pressed hay, charcoal, fuel, and ail the minor manufactures of wood
for which the timber and water power upon this route allord every
facility, and for which Montreal should b(! a market of supply instead
of demand. From its proximity to the city, the way ireiijht upon
this section must bo more comprehensive and profitable than upon
more distant sections of tho Trunk line.

In up freight, tho saving of time and cartage would give all the
supplies for tho villages upon and north of the line to the railway,
and would offer new urticles of consumption to these counties. Tho
extension of this road to Toronto, and the country to the north-west
of that city will give this line a preference in the export business of
the whole north shore of Lake Ontario during tho suspension of navi-
gation.

Tho monthly statement of receipts of produce at Montreal shew
that the greater portion reiiches here ftc/orc the first of August, and
is, therefore, the produce of the preceding year which has been held
over during winter in Upper Canada. This fact must have an im-
portant bearing on the freighting business of the Canadian railways,
and paiticularly of tho one under discussion, as it will be the winter
outlet of tho nearest section which now affords any important surplus
for market. That it will be so used can hardly be doubted, because
it will enable this city to become a perennial produce market, which
she must become to maintain a position in competition with other
markets, IJoston, New York, Philadelphia and Baltimore, all of
which have now secured uninterrupted communication, throughout
the winter, with tlie produce regions of the west. With three rail-
ways leading from the St. Lawrence into the consuming districts
south of 45 ° , it is impossible that this city can supply any continued
demand, during the five months In which the St. Lawrence is closed,
without such a road. The energies of this city will have been directed,
hitherto to the destruction of her foreign commerce, unless some
adecuate ** feeders" be provided to replace the vacuum caused by
the southern exhaust pipes. The railway enterprise looking toward
the Atlantic can but have the effect of destroying her independent
position as a seaport.

The surplus wheat crop of Canada, in 1851, probably exceeded five
millions of bushels, and as the consumption must have been nearly

I I

nmf"

(loiiblo this amount, this proviiico now holds equal rank with the
first whoal producinj^ Stales of Amoiica. Canada West furnishes
not only tho whole of the surplus, but fully a million of bushels to
supply the deficiency in Canada East ; there cannot, therefore, bo a
better point to strike out for than tlio western section of this pro-
vince, or one which holds out so inimy inducements to Montreal.
Compelletl by considerations of climate to hold over the irn^ater part
of hnr surplus, guarded by the St Lawrence and Lake Ontario from
the inroads of American lines, the whole fertile stretch of country
from Montreal to Gnelph at least, is placed on advantageous terms,
within the reach of the enterprise of Montreal during those montha
in which all her energies may be concentrated upon this trade.
About ten millions of bushels of wheat are required to supply the
flour markets of New Englaml, and that part of New York adjacent
to the Canada line. Now, surrendering the seaports of the Atlantic
and the southern portion of New England and the Hudson, to other
routes, there is yet hero at our very doors, a maiket suflicicmt for our
present surplus, an exporting as well as a consuming market, and
which therefore must have an uninterrupted supply by immediate rail-
way communication, from the nearest quarter from which that supply
can be obtained. Tliis quarter is the north shore of Lake Ontario —
from Belleville to Guelph. Tho principal agricultural products of
the whole of this district will bear railway transportation to a winter
market. The present is the first winter in which the New York
central line of railways has been permitted to carry freight free of
tolls, and according to a BuiFalo "paper, freight is piled up at that
point, beyond the ci.jiacity of even those well equipped lines.

In connection with this subject, I g-ivo a list of articles which con-
stitute winter freights from the southern shores of Lakes Ontario and
Erie to New York, and the prices of which these articles are carried
to that city from Capo Vincent, opposite Kingston. The prices are
per 100 lbs., unless otherwise mentioned

Pelts 77^

Poultry 82

Pork and Beef in bbls..57
Do do Fresh.... .63i

Apples, green or dried.. 70

Butter una Cheese 64 J

Lard and Tallow 04 i

Eggs 69|

Leather fiO

Plax Seed 64J

Pot and Pearl Afhes. .56^

cents

Whiskey 56 J cents.

Wheat, Rye, Peas,

Beans and Potatoes,

per bushel 21 "

Corn 10 "

Barley 18 "

Clover and Grass Seed. .16 "

Oats 14

Rye Malt 16

Barley <lo 15

Flour, per barrel 70 "

In Mr. Shanly's report on the Bytown and Prescolt railway there

is tho following; statement : — " IVTnny of tho principal Mcrohnnts of
Toronto, Flamiltim and other rising towns in Western Canada are
beginning to import thoir gootls by way of Hoston, bringing tliem
through in bond over tlie Ogdennburgh road. Tiio ([iianlity of de-
benluro gomis tiiat havo beuMi brouglit, and aru now undurtoiiiiact to
como over that road this season irt enormons. Tliuro aro forwarding
houses in Boston now making contracts with IVTorchants in Tontnto
and (,'lsowhuro in VVestorn Canada, to dolivor goods direct from Kng-
land at £5 per ton, or if brouglit per mail Steamer as " express
goods" for £S per ton, to be delivered at Toronto in sixteen days from
Liverpool.

If this business can be dono from Boston, via Ogdensburgh. and
thence by water to Toronto, to better advantage, than via JMonlreal,
and thence by water, it is high time tho Montr' "' and Kingston road
wcri) constructed. Tho Ogdensburgh roulo for upward freight is not
necessarily cheaper than the Montreal one, but it is quicker, and
this recent element of ti)ne, is encroaching so rapidly on tho ancient
one of cost, that for the future greater attention must bo given to it.

Taking a more extended view of tho euterpiise, and viewing it — as
the similar great works which connect the Atlantic cities with tho
west are viewed — as the main link which will connect Montreal
with that great centre of comrnerco, the western lakes, we may
consider it in connection with our great canal system, both because
there may bo presumed an approach to antagotnsm, and because
justice cannot bo dono to the one interest without the aid of the
other. From the report of the directors of the Ogdensburgh road,
June, 1850, the following extract is taken : <' ConsiJerable has been
said during the past year in relation to tho construction of a ship
canal from the St. Lawrence to Lake Champlain, and it has been
supposed by some that if this project was carried out it would be
detrimental to the interests of this company. Very dilTerent opinions
are entertained as tn the practicability of constructing- such a canal,
but whether practicable or not, we are satisfied that no evidence ex-
ists that any such work will be carried out. Should such a canal be
made, it would have a beneficial, rather than injurious effect upon
our road, as it would essentially aid in turning western trade in this
direction. Trade is always accompanied by travel, and whatever
might be the course of the freight, tho travel would all pass on the
railroad."

The last two paragraphs are worthy of all attention. The Ogdens-
burgh road can be considered a rival only for the local business of
the Montreal and Kingston line. For the great western trade that

■ I

road is a powerful ally. Tiic battle between the St. Lawrence and
the Eric canal ami railroad is, as Mr. Ex-Comptroller Flagg, ob-
serves, to be fought upon the lakes. If it can be bronght into the St.
Lawrence, and must then stop at Ogdensburgh; it will only be be-
cause it oiighl not to come to Montreal. " Trade is always .accom-
panied by travel" — the hu:jristhe railroad's monopoly — and it mignt
have justly been added that trade cannot be maintained where there
are not facilities for iravel. Where competition is so close in price,
and the choice of routes so numerous, slight personal considerations
will govern tlie direction of shipments, and even there were no risks
attached to shipments by the St. Lawrerice, at the precise period
when such shipments are heaviest, (I mean in November), at that
period travelling by water is unpleasant, by land, insuppoitable ; and
the mere want of a railway for the " travel which accompanies
trade" would be fatal to the route. But when the vessel loaded at
Chicago, dcoiiesto pass Bullalc and Oswego, and make the attempt
to reach Montreal, prudence decides 'n favor of the New Yoik
canals, — where a cargo " frozen ^i" can bv. transhipped and forwarded
by rail.

But, if by means of the railways south of the St. Lawrence, the
wholesale si'.pplies of Montreal be kept at the summer level, and
access to these supplies from Upper Canada be perfect, there is
every inducemcut for the western dealer to maintain his account
here, in prefesence to purchasing in the Atlantic Cities. Wiiat the
town is to the country, Montreal si.ould be to the Province, and as
the country dealer does not find it his interest to import his little
stock direct, so th*' Provincial dealers generally will find it their in-
terest to repair to their commercial metropolis, provided they be en-
abled to do so upon equal terms with other quarters — because that
metropolis should be by position, tlie best market for their consign-
ments in exchange ; and because they may thereby avoid the in-
convenience and extra expense of comparatively small imports under
foreign regulations ; — and lastly, because their interests are protected
by familiar laws over which they can exercise some control.

If in addition to her direct tradebysea, the supply of the lower Co-
lonies shipments to Britain, and the West Indies, — Montreal becomes
a flour market for New England, and a depot of her manufactures, as
surely she ought to become, (for to no other point as near New Eng-
land can Hour bo delivered as cheap, pud from no other point can
manufactures for the west be distributed so rapiu'/, extensively, and
with so little injury from transhipment, or land carriage), then
whether the auxiliary assistance of the rail bo invoked in a greater

cr loss degree for this freighting business, the " travel which fol-
lows trade," must be the undivided perquisite of the " swift and
sure" line. About two and a half millions of barrels of (lour, up-
wards of nine millions of bushels of wheat, and seven and a half
million bushels of corn, have gone eastward to a market in 1851,
through Dunkirk, Builalo, Oswego, Ogdensburgh and Montreal. It
has been proved that the New England Markets can bo supplied to
better advantag-e by a route north of Champlain, than by one south
offhatlake, — because of 400,000 barrels of flour which descended
from Lake Erie, (through the VVelland Canal), into Lake Ontario,
270,0(K) came to Ogdensburgh, and only 130,000 stopped at Oswego.
This was American ilour, and while it passed almost in sight of Mon-
treal to a market, 259,000 barrels of Canadian Hour went to Oswego,
and 30,000 barrels to Ogdensburgh. During the last 3 years, 800,000
barrels of Canadian (lour, almost wholly from Lake Ontaiio, and two
and a half millions of bushels of Canada wheat from the same quar-
ter, have gone to Oswego and Ogdensburgh.

On the other hand, the receipts of flour and wheat at Montreal,
shew a respectable increase over the one of 1850, but are still below
the figures of 1845. There is also an important increase in the
export of (lour, corn, pork, and butter, from Montreal to B. N. A.
Colonies. Notwithstanding this, one half of the (lour consumed
in those colonies is imported from New York and Boston, the greater
part of it (irobably being' Canadian (lour from Lake Ontario, sent
through Oswego and Ogdensburgh.

At the present moment flour is carried by railway from Cape
Vincent, opposite Kingston, to New York for 3s. 6d. per barrel.
While these movements are going on around us, while the enemy is
approaching hy parallels to cut ofl our legitimate supplies, and com-
passing us about with numerous rivals, the Portland road is about to
be opened only to find that at the very season when the railway is
most needed it will be powerless: that while — within 24 hours run of
a freight engine from Montreal — hundreds of thousands of barrels of
flour, and all descriptions of provisions and dairy products are stored
in Canada West, these are inaccessible until the navigation opens,
when most probably they will be found to have disappeared, during
th-3 previous winter, by railway through Niagara, Rochester, Oswego,
Cape Vincent, and Ogdensburgh. A barrel of flour may be trans-
ported by railway from Toronto to its market in New England for
about 4s. currency, and we cannot too soon begin to consider the ef-
fect of the completion of the numerous roads which connects our
frontier with the American aea board. It will I believe be found

ill

wssmmrnnammimfmmmsmmmmmmmmmmmmmmi

that throughout the winter a very large and constant freighting busi-
ness will be carried on over these roads, in almost every article
which now supports the navigation, besides many otliers for which
the navigation is too slow. The day has long since passed when
western business can be suspended for 5 months, and the day is
rapidly hastening when the business of these five months will ex-
ceed that which is now done in the seven summer ones. Montreal
must therefore, if she would retain her customers be placed in a di-
rect and constant communication, winter and summer, with that
quarter from which she draws her exports and supplies, and to which
she sends her imports or her manufactures. When the Portland road
is opened we may hope to supply the remaining half of the flour
consumed in the Lower Colonies during the winter months, as well
as those parts of New England where transportation from other quar-
ters is a more serious matter than the American la'-'^S ; and lastly,
we may hope to load the ressels of Maine, Nova Scotia, and New
Brunswick with flour to exchange for the sugar, molasses, coffee,
and fruits of the West Indies or South American ports. But how
shall we supply the flour 1 — for if we thrive as a seaport, our shipping
should carry off what arrives while the navigation is open, and if
not, we cannot, we dare not purchase in the face of a falling market
in November.

With respect to passengers and mails the necessity for immediate
construction of this road is scarcely less urgent. Irrespective of
profits it seems to be demanded by national convenience, and by a
national pride. The travel between the head of Lake Ontario and
Montreal is now limited in winter to a minimum, and even this per-
formed through the state of New York. Little wonder that when
the two sections of the politically united Province are thus physi-
cally divided, there should be both commercial and social estrange-
ment, and that the rapidly increasing wealth and energies of the
western section should be forced into the lap of aliens and rivals.
It has not been proved that there is any inevitable necessity for
this preference, for if Ogdensburgh Is a better route than Buffalo or
Oswego for New England business, we have shewn that Montreal
is not necessarily inferior to Ogdensburgh. The pre-eminence of
New York is not an answer, because those markets which are nearer
to Montreal than to New York, are more than sufficient for the
former.

In a very short time some half a dozen railways between Lake
Champlain and Portland will be put in direct communication with
the St. Lawrence at Montreal. It will be the interest of these roads

to reach the west through Canada, in preference to the State of
New York, because the Capital of the latter State will ere long
draw down o herself the traffic which is found westward of Lake
Chainplain. The Canada route has now the sympathy and, if re-
quired, would obtain the material assistance of numerous corpo-
ratiop.d, representing many millions of dollars, whose roads must
yet look to the St. Lawrence and to Montreal for a large share of
their business.

-I

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Cheese— lbs.

Beef— bbl9.

Pork— bbU.

Wool — lbs.

Fulled Cloth,
yards.

Flanni'l nml iiiiful-
led Clotli— ynrils.

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.'"^.T-

CoHPABATivB STATEMENT OF ExFOBTs, inland and by sea, from Canada in
1851, shewing the principal articles.

Articles.

By sea

frm Men- From
ti-enl and inland ports

Quebec

Ashes, Pot and Pearl,. . . .

Ash Timber

Birch,

Deal Ends

Ehn,

Oak

Pine, white,

Fine, red

Staves, Standard,

Staves, other,

Plank and Boards,.

Spars, Masts <& Hand

spikes

Lata and Firewood,

Shingles,

Cows and other cattle,. . .

Horses,

Wheat

Flour,

Indian Corn,,

Barley and Rye,. . ,

Beans and Peas

Oats

Butler

Eggs,

Wool

Copper, tine and pig, . . . .

Copper ore

Unenumerated,

^766,924

14,896

18,464

18,684

196,420

isg.sTe

1,518,528
416,282

64,488
358,844
937,480

50,216

32,076

260

200

144,184

1,450,148

26,066

440

40,208

2,272

19,5728

35,000
1,339,372

j 7,836,036
From inland ports direct. . i 265,924
From Ga8p6 and New I
Carlisle ' 221,116

$65,992

14,620

160,884

16,524

1,372

774,116

6.116

39,800

20,732

140,176

185,848

491,760

1,181,484

76,596
41,588
135,708
88,004
38,008
41,896
42,752
17,620
1,808,704

5,339,300

8,323,076 i 6.339,300| 13,262,876

Total.

1831,916

14,896

18,464

18,684

196,420

204,496

2,095,644

81,012

360,216

1,711,696

56.332

71,876

20,992

140,216

186,048

635,944

2,631,632

26,056

76,036

81,796

137,980

233,732

38,008

41,896

42.752

52,620

3,168,076

13,175,336
265,924

221,116

The returns of exports inland are very imperfect, and will not correspond
with the United States imports from Canada.

It will be seen at the bottom that there is a " direct export" from inland
ports, which was neither to the United States nor from Montreal and Que
bee. It is to bo presumed that this was cargo sent to sea from inland porta
and not reported at Montreal or Quebec, although such report is compulsory
on all inland craft proceeding to sea.

■«

nimmmm^

Comparative Statement of Imfobts inland, via United States, with
Imports by sea, via St. Lawrence 1851, distinguishing the principal
articles.

Sea.

Total
Imports

Inland
imports

Total im-

Articles.

Montreal

Direct at in-

ports by
Sea and in-
land.

and

land ports

by Sea.

via U. S.

Quebec.

from S^a.

Tea, . . .

. . $152,556

$15,528

$168,084! $893,216

$1,061,300

Tobacco, . .

18,924

403,860

422,784

Cotton Manufac

tures, . . .

. 2,218,364

' 799,96§

3,018,332

565,124

3, .583,456

Woollen do

. 1,719,872

581,944

2,301,816

439,260

2,741,076

Hardware do .

. 1,237,340

389,868

1 ,62t",208

318,844

1,946,052

Wooden-ware,

11,612

ll,6li

53,~^4

65,336

Machinery, .

6,764

6.852

85,7"o8

92,620

Boots and Shoes

6,512

356

6,868

42,592

49,460

Leather Manu

factures. .

26,196

26,960

63,156

47,388

100,544

Hides . . .

1,164

89,204

90,368

Leather, tanned

46,312

128

46,440

126,232

172,672

Oils, not Palm

135,440

268

135,708

47,804

183,5i;

Paper

53,180

12,048

65,228

32.996

98,22s

Rice. . .

12,396

19,600

32,316

Sugar, . .

586,604

125,804

712,408

278,468

990,876

Molasses .

60,968

19,296

80,264

Salt, . .

. . 23,792

2,188

25,980

79,816

105,796

Glass, . .

77,124

1,136

78,260

18,828

97,088

Coal, . .

101,176

38,652

139,828

Furs, . .

. . 82,116

7,916

90,032

44,264

134,296

Silk Manufactu

res. 401,904

5,588

407,492

80,768

488,260

India Rubber

Jo . 156

233,168

233,324

53,960

287,284

Dyestufis, .

38,916

12,680

51,596

Coffee, . .

13,632

116,988

130,620

Fruit, . . .

. . 53,552

752

54,304

81,144

135,448

Fish, . . .

. . 71,260

71,260

17,544

88,804

Unenumerated,

. . 4,159,580

940,608

5,100,188

4,780,372

9,880,560

11,317,412

3,144,316

14,461,728

8,788,712

23,250,440

Goods in Trans

for U.S. .

755,588

12,073,000

3,144,316

15,217,3168,788,712

24,006,028

The large amount of " unenumerated" values renders this statement but
approximate, because the enumeration of sea imports is much fuller than
those inland— where, at some ports, no enumeration of articles is made.

)

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