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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 li n »! 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 8 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 9 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 10 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- i I I 1 of Stor- £50,000 r route o Moun- )0 stock r the ne- labitants lingness, ; — and ichester, le, have 10 to the 11 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 f m mmm 14 tl 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 15 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 16 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 hi 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 B •II i ] ! \ mmm^ RPP ■■■■■ IP ^mm 18 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 19 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 f ""^ "p-'""f''*win»""^ •^•^mrnmm SO 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". an 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 I ' vh 22 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 > 28 > 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" *^-^ ■• S4 'ii m 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 wmmm 25 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 / f fit!:^'MMmmem0Jttt miimiitrmimmmimmmmi* t6 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 27 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. lti»lfi ' i|(f.>l'.tf i||.t>> :t%tll4t, II I' ..««.«ll>< 7P«H llW nil 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. 29 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. )i so 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 : SI 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- 92 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 ^ 33 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 ; c »'H,''-imPM'.if"^-,'"' »piVH'-**"^''^'*'M-'")WJiy!fVII' 54 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 35 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 36 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. I 37 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 38 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» more carry i 39 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 40 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 m 42 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 " 43 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" 44 (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 ^ C' IT —t O' ; ti^ g o y ^ ! to 3 •fc -> GO CO I Ui C. CI— V i» o ts ::i| g S r§ I* '« — t.1 '■i to "^ 'Ji Cl W V m o c — ta Hi — *. o g »— ^ to O — I* t^ to — I« — W CJ VI *. :.j i U CO l« 2^2 Cheese— lbs. Beef— bbl9. Pork— bbU. Wool — lbs. Fulled Cloth, yards. Flanni'l nml iiiiful- led Clotli— ynrils. ^ 09 ^1 r*3 g C/2 p o •-* n w 1-^ g p. o O 1-^ r» n '^ o ^ c P s M- o rt) 2 ^^" 3 ri & Ch a c-o g ■S «-•' i-« 1 o p w s p p a. h-» p ^ ^ r <:» ^ ^ H" en 0) B- a r* F-» a- s? re ffi O X f-*- CO p $i p o p p s ? O' ^ !/2 rti • a" tr •** P ^ ^ &3 O cr o ffi H h-» ^ ^ s ^ O r^ m •-( o ^ t &- 3 TJ r* &: tr Q P zn s • !► .'"^.T- 51 ^ 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 40 200 144,184 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^ k 62 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 J 18,924 403,860 422,784 Cotton Manufac 1 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 88 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 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 12,396 19,600 32,316 Sugar, . . 586,604 125,804 712,408 278,468 990,876 Molasses . 60,968 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, . . 101,176 101,176 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 38,916 12,680 51,596 Coffee, . . 13,632 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 It for U.S. . 755,588 755,588 755,588 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. t r ¥ % ) ^l^o^y^r' .^i^^f> II t ¥ (i ,/ jStatkmknt aliotviii^r iIiq valm: nf Iinpnrti iiitn I'linnila fruni lUc Unitcil VOMTH. 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