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J, yt^ « • '.- ■"vC 'I . ^s. fi } \s< Mf A r' r*-« ^••^ ■ %^' ■>i ^• ■,%; ifi ?f^> \^.'*>. i: -s^T i4> K ",^M ' To THE Chairman and Directous of the Granu Trunk Kaii,way Company of Canada. Gentlemen, — In compliance with the instructions conveyed in your Secretary's letters of February 12th and April 23rd, 1857, 1 left England on April 25th ; and on July 1st, having completed the necessary examination of the Works and Rolling Stock, I left America for this Country.* The Railways comprised in your System are : the Atlantic and St. Lawrence, (under lease,) from Portland to Island Pond, 149 miles ; the St. Lav/rence and Atlantic, from Island Pond, by Rich- mond, to Longucuil, opposite Montreal, 143 miles ; the Quebec and Richmond, from Richmond, (72 miles short of Longueuil,) by Chaudiere to Point Levi, opposite Quebec, 96 miles ; the Quebec andTrois Pistoles, from Chaudiere (8 miles short of Point Levi), at present open to St. Thomas, 40 miles ; the Montreal and Toronto, 333 miles; the temporary Line through Toronto, about 2 miles; and the Toronto and Sarnia, at present open to Stratford, 87 miles. The Atlantic and St. Lawrence, and St. Lawrence and Atlantic Railways, (which will be the subject of another Report, in accordance with Instructions I received from you while in America,) were opened in Sections, the connection between the Atlantic and the St. Lawrence being completed in July, 1853. The Quebec and Richmond Line was opened in November, 1854 ; the Section of the Quebec and Trois Pistoles, between Chaudiere and St. Thomas, in December, 1855; the Sections of the Montreal and Toronto Line, between Montreal and Brockville, (129 miles;) Toronto and Oshawa, (33 miles,) and Brockville and Oshawa, (171 miles,) in November, 1855, August, 1856, and October, 1856, re- spectively ; and the Sections of the Toronto and Sarnia Line, from Toronto to Guelph, (49 miles,) and from Guclph to Stratford, (39 miles,) in July, 1856, and August, 1856, respectively. It will be remembered that the lengths from St. Thomas to Trois Pistoles, eastward, (113 miles,), and from Sf.i*atford to Sarnia, west- ward, (79 miles,) rcMjvifi'to }fc qo)nj}ktc>!) bcticlcs. ihc, 'mportaut con- ■■'•'" ■■ • ■• ■ '■■■''• ■ ■•■ I 51808 9 nectior; of the Victoriji Briilgc over the St. Lawrence, and a .functiim Lino of iibont 3 miles between the Victoria Bridge and the St. Lawrence and Atlantic Section ; the river St. Lawrence at present breaking your Railway Communication east and west of Montreal. The general tenor of my instructions required me to report whether the Contracts executed by Messrs. Jackson, Peto, Brassey, nnd Betts, the English Contractors, and by Messrs. Gzowski and Co., the Canadian Contractors, have been satisfactorily carried out, whether the amounts charged as extra have been legitimately so treated, and whether the apportionment of payments in respect of Contracts only partially completed, is J stifled by the amount of work executed. Before proceeding to the investigation of these questions, it may be desirable to call your attention to certain circumstances of a general nature which ought not to be lost sight of in an equitable consideration of what has been done. The various Lines of Railway now incorporated in the Grand Trunk Railway of Canada, were originally separate Schemes ; and rontracts, more or less complete, and more or less corresponding with tliose under which the works have been carried out, had been initiated by the separate Companies previously to the Amalgamation. In settling the provisions of these Contracts, the lengths of Sidings and the amount of Rolling Stock were in some cases reduced by the intervention of the Canadian Legislature, some of whose Members actively co-operated in all the arrangements, and in the details of the Contracts. In other respects, limitations were made in the specific requirements of the Contracts, with the view of keeping down the cost, and in some particulars, a necessarily partial knowledge of what had to be done may have led to omissions, while the extremely limited extent of Railway operations in Canadl, gave no adequate precedents of the form? of construction best suited for a climate of exti'eme severity and vicissitudes. These circumstances will help to explain alterations and additions which subsequent experience may have; proved to be necessary, and at the same time to show the reason uliy the Directors have been unable to realise the assurance expressed in the Appendix to the Prospectus, that tlie whole Railway, fully equipped and complete in every respect, would bo delivered free from any further charge whatever. -••• , V § • • * ■ < • • t • • • • • » • « • • • 3 The varioud Contracts, while aiming at a guaranteed amount, aro nevertheless occomponicd by specific proviHions ; and where these provisions have been exceeded, extra cost has of necessity arisen. In reference to these extras on the Montreal and Toronto Lino, the report of Mr. A. M. Ross, the Engineer-in-chief, dated February 21st, 1855, gave full explanation, before the extra works themselves were constructed ; and as it has been stated that no authority was given to him to carry them out, it is only due to him to state that I have not learned that any orders were given that the extras re- ferred to should not be incurred, either at that time, or when the accounts for them began to come in, Coincident with tlie progress of the bulk of the work, a great increase arose in the cost of labour, amounting to at least 50 per cent, above the price of labour in England. To this effect the car- rying on of such an extent of liiiilway Work at the same time, no doubt, largely contributed. It has been stated to me that out of a l)opulation of about one million and a quarter, in Upper Canada, there were at one time, in that portion of the Province, about 16,000 Workmen on the lists of the Contractors, in daily employ on the actual works, in addition to quarrynien, " lumberers," and others, engaged in preparing materials. At the same time, it must not be forgotten that the greater portion of the works under consideration has been carried out under circum- stances of extraordinary financial difficulty, and that they have, notwithstanding, been conducted by the Contractors with energy, and in some cases with extraordinary rapidity. There cannot be a doubt but that to the perseverance thus exhibited must bo ascribed the avoidance of the embarrassment, complication, and loss which must have ensued from the abandonment of the work. The Company has thereby been enabled to fulfil its obligations to th^ Province and the public, to an extent and in a manner which, I vc; ture to think, should command the fullest consideration froni the Country so greatly and permanently ben.fited by these exertions. With these circumstances prominently in view, you would doubt- less feel that the Contractors merited at your hands such indulgence as might not be inconsistent with justice to your Shareholders. Assuming extra payments to be fairly pajable under the con- tracts, one way of calculating the rates to be paid would be by reference to such prices as would make up the total amount of the contract. The agi'eement with the English Contractors, dated 4 July 23i'il, lMr>'>, pruviiloil tliiit in the event of tli'» abnndonniont of the nnfinislied portion of tiio Quebec and Troia PiatolcH Line, any additional works required should be paid for at rates equivalent to those of the suspended works, which, I believe, would bo found to bo ronuinerative. IJy the ngrccnicnt with the same parties, dated August, 185r» provision was made for certain shares being written np to them, in payment of additional works, at prices to bo determined by arbitra- tion in ease of difference. I understand that all payments made to the English Contractors for extra works are in securities at a considerable depreciation in nominal value ; and there can bo no doubt that any arbitrator, in fixing prices for work, would take into account the real value of the medium of payment. The Canadian Contractors being paid in cash for extra work, would not be entitled to ask a similar mode of calculation ; but they would perhaps urge that tho rise of prices should form an element of consideration in the payment of any work beyond tho contract. In tho examination of railway works in Canada, the" peculiar inclemencies of climate must not be forgotten. Previously to tho setting in of tho winter, tho ground is usually charged with wot ; during the winter there are heavy falls of snow, and occasional thaws ; and when the frost finally breaks up, the ground, which had been frozen to a depth of three or four feet, is so disturbed, where the material is of a pervious nature, that the whole surface is set in motion ; and even where there may bo no serious slips, the rapid thaw, and even the rains of summer, produce irregularities in almost all earthwork, such as are only seen in the worst soils in England. This movement is diminished in extent after a few seasons, but it is so considerable for the first year or two, that it has not been usual to soil and sow the slopes of Canadian Railways when tho lines are made, nor did I observe sown slopes on tho Railways of the Northern States; and in places where it was tried, in the first formation of the Grand Trunk Line, I observed that most of the soiling had been washed away. With a predisposition, therefore, to regard such soiling and sowing as a necessary accompaniment of good work, I subsequently came to the conclusion that, for tho most part, it would at first have been labour in vain ; and while I observed in those parts of the Grand Trunk Line, last completed. Unit the Hlopos had evidently been ^^nlshed oft' with care, I was ubli^ud to rucognixo the unroasonahlcncsn of expcotiiif; in Canadian UuilwnyH tlint finiahed nnd regtdnr appearance of earthwork baUast and drainage, for whieh an English Engineer wonld look. lleMidoH the inclemencies of the Canadian climate, which nuiHt have frequently opposed most discouroging obstacles to the prosecu- tion of works of art, the greater part of the work had to be carried out in H country which is as yet defective in its means of internal cotnminiication, and in those facilities for construction which are found in this country. I have alluded to these considerations at some length, because I foul that those at a distance should understand some of the diftieul- tioH which have been encountered, and that without a knowledge of ull the circumstances of the case it wi^uld be impossible fairly to appreciate what has been accomplished J''or the information of the IJoard, and for future reference, I thought it desirable to request the Engineer-iu-Chicf to prepare Plans und Seclions of the several Lines, enlarged Plans of the Stations, and Drawings of the principal Works of Art, to nccompany and illustrate this Report. (iUEnEC AND RICHMOND SECTION. T\w Quebec and Richmond Section was executed by the Eng- lish Contractors, under a contract m.ade with the then Quebec and Richmond Railway Company, dated October 20th, 1852. Appeiullx A, is a brief abstract of the p/incipal conditions of the ('Ontruct and Specification, which provided that the Contractors should complete the Line according to certain Sections, as a single Hao, with Stations, Plant, and Equipments, described in the Specifi- cation, which was to be taken as a part of the Contract. I have now to state how far these conditions have been complied with in the execution of the work. The Land has been provided on a very liberal scale ; while the Contract is only for a single line, the land is almost everywhere found for u double line, without extra charge. The land at stations is ulso very full, and varies from a total of 3^ acres to a total of (t 2Sif acrc^, na Bhown in ApponJlx B. Tliono nrc beyond t!ic average ((iiuiiliticH of lund at Htatiuiis in ICnfi^lnni!, and will allow for consi' dcrabUs cxtcnHions, if necessary, at any future time. Tlio Karthworks appear to have been properly cxcoutod, but tho contract width of IT) feet was found to bo insullleient for tho em- banUnicntn, which wero Hubscrpicntly incrcasod, and tho additional work allowed for in tho final settlement. It was stated to mo that the preliminary ond approximate Section of tho Line, on which tho Contract was let, did not correctly repre- sent the actual quantities of Earthwork, and that partly from this cause, and partly from tho shortening of the Lin:: through difficult country, additional Earthwork was required to tho extent of 1,175,048 cubic yards, of wbich a largo amount was rock. This, ot the rates of tho divisional estimate, would have l/ccn valued at rather more than £100,000. Although it is by no means clear that the clause in tho Contract which required the execution of larger works than were shown in tho Section ought to cover so great an excess, the Engineer-in-Chief decided that ho could not allow any extra payment to the Contractors on this account, but ho very properly allowed it to weigh with him in not claiming any deduction for the shortening of the Line. Abstract statements of the Gradients and Curves will be found in Appendix C, which shows that 8 per cent, of tho gradients are from 40 to 50 feet per mile, and 61 per cent, cither level or under 20 feet per mile ; and that a total length of 8,900 feet near stations has curves of less than 1 ,000 feet I'adius, the prevailing radius of curves being 6,000 feet. These results are satisfactory*. To the Permanent Way I shall allude generally, after considering the several Sections seriatim, I will here only observe that it ap- pears to have been carried out in accordance with the specification, with the exception ox a few miles in which a lighter chair has been used ; the dift'erence, however, was made up on the other Sections. The Drainage is generally satisfactory, the cross drainage being very complete and efficient. Besides the ordinary drainage of the Railway, the Contractors executed four large outlet drains, extending beyond the fence to dis- tances stated to me as averaging tliree-quartcrs of a mile. Al- though, perhaps, some claim might have been justifiable for these, I find that no extra payment has been allowed. Many of the Culverts have been made with timber tops to fticili- *T talu tlio clearing of them, and I do nut cuiihiilur thici vHriutiuu tVoiii tho Hpcciilcation to Ix] objuctionablc, wliilu tliu oiiving to tliu Cuu- tructoi'H, wlicru uny cxistn, would bu incuMsidumblo. Dctwuuii I'oiiit liUvi and Clniudicru tliun; uro auvcral undtu* Hridgcs, for fnrni roads, of roiij;li masonry witli timber top!! ; ibcy woro not woU constructed, and somo of thu abutmoniH mul \ncvn liavu cracked. These wore built by tho first Contractors, before the English Cuntrnctors took to tho work. In the Hridgcs and Culverts executed by the English Contracloi s, n close scrutiny only enabled mo to discover comparatively few- places where even unimportant failures could bo seen in the work, and th provided without cl.irge — a requirement in which tho Contractora at once acquiesced. Appendix P, containo a statement of the Rolling Stock, in wliicli, by varying the description of Waggons, an excess has been supplied, of the value of £840, according to the divisional estimates. In Appendix Q, will be found abstracts of the Accounts for extra works, with my own comments upon them. I may here remark that the comparatively small amount in which I should dift'er from the Engineer-in-Chief, is insignificant, when weighed with the extra expense to which the Contractors have been put elsewhere. The works for which allowance has been made, besides the addi- tional road stations, and the enlarged workshops at Montreal, comprise a great addition to the specified Sidings, — additional Engine Stables, (not contemplated by the contract,) — a capacious landing wharf at Montreal for facilitating the transport of loaded goods wag- gons across the St. l^awrence, pending the completion of the Victoria Rridge, — an extension of the Line at Toronto,"and other works, none of which were specified in the Contract, and which could not therefore be included in the stipulated sum of £3,00(.'«,000, agreed upon as the price to be paid, without additions or dcduc**ans, for the works and conveniences specified. Taken as a whole, I consider that the excess of cost, which appears to be less than 10 per cent, on the total Contract Sum, has been satisfactorily accounted for. Considering all the circumstances alluded to in this Report, and the great physical and financial difficulties which have been successfully overcome, I regard the execution of this Line as a work reflecting the highest credit on the Engiueer-in-Chief, on the English Contractors, and on the able Assistants of both Engineer and Contractors. TORONTO AND SARNIA SECTION. The Works of this Railway, begun in 1852, were ultimately exe- cuted under a Contract between the then Toronto and Guelph Railway Company and the Canadian Contractors, dated March 24th, 1853. 18 The general terms of the Contract, (abstracted in Appendix K,) corresponded in most of the details with those of the preceding Sections, implying n first-class single Line, but omitting any special reference to English Railways as a pattern of substantiality. It gave to the Contractors the choice of the Line, subject to arbitration, in case of diftercnce with the Company. The length of Line already open to Stratford is 87 miles, out of the total 160 miles; and without following its course in detail, I may observe that the selection, thus far, seems to me to have t:>een such as a judicious Engineer, selecting a reasonable line for a (,'oinpany, would have been likely to adopt. At a considerable expense, for which extra payment would no doubt have been admitted by an Arbitrator, and has, in fact, been allowed by the Engineer, ground has been recovered at the Queen's Wharf for the Toronto Terminus, in u situation possessing many recommendations, and a little over a mile from the business Centre of the City ; but the permanent passenger terminus has yet to be made ; for whicli, I understand, you propose to erect a Central Station on the Esplanade Junction common to this and the Montreal and Toronto lines. It is to be regretted that the impossibility of obtaining an ade- quate quantity of Land near your Passenger Station at Guelph, should have removed the Goods Station so far from it. The Land has been provided almost everywhere for a double Line ; and the Land at Stations, as detailed in Appendix S, varies from 4^ acres to 11 acres. The large Embankments have been in some cases increased beyond the Contract Dimensions, for which an allowance has been made. In many places slips have occurred in the Earthwork, since the Line was opened ; but I do not ascribe this to any fault of construction. In the largo Rock Cutting, between Acton and George Town, some protection such as Dry Walling, will, I expect, become neces- sary, to support the upper Rock, and to secure from waste the lower beds, which are wet and shaly. Appendix T, gives the table of the Gradients and Curves. The undulations of the country have necessitated for 10^ miles, the maximum Gradient of 52.8 feet per mile : d3 J^ miles being either level or under 22 feet per mile. The smallest Radius of Curves is 2,865 feet, and the prevailing Padius is 11,460 feet. 1 1 10 I found tho Rnils and Sleepers good, and the Permanent V/ay gonorolly in accordance with the specification, witli tho exception of •onio deficicnccs, for which deduction was made. Tho Drainage generally is of efficient character and extent, hut dome of tho smaller Culverts of brick have shown signs of failure. Tho Bridges aiul Viaducts are very heavy, and comprise almost nil tho largo works of the entire Line from Toronto to Stratford. Appendix U, will ehow that many of them are of great size, and most have been constructed at great cost, with an excellence of worknumship far beyond the requirements of the contract. Among these tho 1 lumber Valley Viaduct, with 9 openings of GO feet span ; tho I'iranioHa Viaduct, with 8 openings of GO feet span ; the Grand Ulver llridge, with 2 spans of 9G feet, and 3 of 60 feet ; and the river Nith llridgo, with 4 spans of 60 feet, deserve peculiar com- inondtttion ; and I have rarely seen a work of finer design or exe- cution than tho Credit Viaduct, of an extreme height of 121 feet, with 8 spans of 96 feet. i'he wrought-iron girders and tubes are of very good construction, nnd the small dciluctions I noted corresponded with those on the other Sections. Ono Uoad Bridge at Brampton, and another at the Huron Road, I should have considered sufficiently large structures to make it a qtiostion, whether foundations for a second line might not, under tho Contract, have been asked for. In HDmo cases the Stations did not come up to the requirements of tho Spccilication, for which a deduction has been made ; but on tho whole a considerable increase has been found necessary, which lias beeti allowed for in the accounts. Some extra Watering I 'laces beyond the reasonable intendment of th(5 Contract, have been erected and charged for, often at places away from Stations, and where a more copious supply could be obtained. Appendix V, gives a statement of Rolling Stock, showing that, in money value, the amount specified for the whole Line has been Hupplied to this Section, for which excess credit is of course taken in the Accounts. Upon tho settlement of Accounts I report at length in Appendix "W. I need here only state that in the principle upon vvhioh the ft[)portiomuent has been made between the payments for the tinished and unlinished lengtiis, I entirely agree ; that in the adjustinent of 20 thu nccoiiiitH I Miny, to n coiiiparntivuly Hinnll uniuuiit, ditVcrin huiiiu of tlu; iU'iiH ; but tlint thu general result may bo taken aa a fair (tettleinoiit on account, oinin to a rcadjiiHtntcnt of the Station Account in the KxteuHion of tiie i^ine. 1 consider that this I^ino is a Work of which both Knginccrs and Contractors may justly bo proud. PERMANENT WAV. The description of Permanent Way [specified and executed on your Railway was, I understand, settled after a consideration of the forms and details found to be most successful on the Lines of the Northern States. The action of the severe frosts and rapid thaw?j distorts tho whole structure of tho road to such an extent, that tho English systems of Continuous Bearing, or of cast-irju Chairs with fittings, were alike inadmissible ; and it was necessary to adopt n form of great simplicity. In Appendix X, I give a Statistical Return of some of the prin- cipal Railways in the States of Massnchussetts and New York, (cal- culated in my office from official documents), from which you will Bee that the weight of Rail adopted is greater tlian on most of those lines. The rail of 63 lbs. per yard, which is either of tho form called tho Rridge rail, or that called the single T rail, rests directly on Sleepers, 2 feet 6 inches apart, and is secured to them by spikes. The joints are supported on a wrought-iron Cliair, weighing, in some cases, 8 lbs., and in some cases 12 lbs., the former being the prevailing weight. Simplicity is no doubt thus attained ; and from all tho inquiries I made, I am led to the conclusion that the arrangement adopted is the one approved by most of the local Engineers ; and an identical arrangement has been adopted by eminent English Engineers on the Ilaldiscoe and Halesworth Railway, in England, on t'lie Altona and Kiel, on the Royal Danish Railway, and, I believe, on other l^iuc-i v n the Continent. I r» 1 Theso circumstftnccs nndoubtofUy justified this iidoption of siicli t\ ByHtcin in tlio Specifications. This rond i.s ccrtaiidy superior to tlio rottd laid with light cnst-iron chftir.s, so conunon in the Northern States : and where it is fully biillnstiHl, nnd well nniiiitulued with good liiaterittl, it runs well; but from a study i>f those parts of your Fjine where it has been most severely tried, I Imve eoneluiled that present experience might lead yo' to the adopt idH, in future worKs, of the single T rail, with fished joints, or with Adams's bnirl^et chair of wrought iron, cither of which, I believe, would make a more pei'^ feet road; but it is right to add that oven the first and best known of these was not generally accepted as on improvement when your rood was d< ugned. Meanwhile, on the existing portions of your BViitcfii, r bolievo that o sensible improvement might be eft'ccted by putting in Imge-sized sleepers at the joints, and arranging the spaces between the sleepers so as to bo least next the joint sleepers. Thf. Crossings of your Permanent Way are of good construction, and the simple shifting rail adopted for Switches is, in my opinion, the best 'suited for the climate. ] ROLLING STOCK. From the voluminous calculations prepareu for me by IVfr. Trevi- thick, your Locomotive Superintendent, I annex six Returns relating to the Rolling Stock and the working of Engines (Appendices Y 1, Y 2, Y 3, Y 4, Y 5, ond Y 6). The total number of Engines in stock on all your Lines, on June 1st, 1857, was 172, and their average age 29^ months. The number of Engines supplied by the English and Canadian Contractors, under Contract, were 63 and 23 respectively ; the total number supplied by the English Contractors being 69 and by the Canadian Contractors 25. The engines supplied by the Canadian Contractors were made by approved manufactui-ers, and from an examination of tho greater number of them 1 can speak favourably of their construction. I was also satisfied with the Engines supplied by tho English Con- tractors, most of wliich I examined ; but exception having been taken to 42 of tlieiu, munufautured in England, it is necessary to 22 speak of those features in them which have been considered objec* tionable. In common with all the other Engines, they have wrought-iron Fire-boxes. Their Tube Plates are wrought-iron ; those supplied by the Canadian Contractors and by some of the American Houses being Copper. Twenty-nine of them have Iron Tubes ; the Engines built in America having either Brass or Copper Tubes. They were built without the " truck " or "bogie " in front. I greatly prefer Fire-boxes and Tube Plates of copper, and Tubes of brass ; but it is right to state that iron Fire-boxes, Tube Plates, and Tubes, are frequently used in England, and well thought of by some Engineers of great experience ; so that I do not feel that my decided preference for copper and brass would justify a rejection of iron, especially as no specific requirements in regard to such details were to be found in the Contracts. The Iron Tubes gave much trouble during the winter ; a circumstance which I ascribe mainly to the absence of "trucks," which, experi(!nce shows, save the Engines from the effect of the blows given by the Permanent Way, when set by frost. These Engines were built without " trucks " under the sanction of theEngineer-in-Chief, and in reference to such sanction I may state, that while I soon recognised the value of "trucks" under the Carriages, I felt for some time objections to the use of them under the Engines, which were only overruled by the statements of the experience acquired by your Officers. The Engines made in England are in several respects euperior to those made in America. Their workmanship, although plain, is more solid. Wrought-iron is used in many parts where the others have Cast Iron. Their Boiler Plates and Tube PLitcs average y„ inch and J inch in thickness, while those of the American Engines average j^,., inch and ^ inch. I believe that when fiirnislicd with "trucks" they will be found to last longer than the American Engines ; and the comparison of their Working Expenses shows no inferiority. Of the generally good character of all the Engines, the following facts may be taken as some confirmation. During the severities of a North American winter, when it is not an uncommon thing for the whole traffic of a Railway to be stopped, much delay and irregularity will of necessity occur. From an examiiuition of a Keturu of the delays of trains on your Lino, belvvecii December 23r(l, 18;>6, ariil February 28tb, IS;")?, f fiiul tlie ilflavs ascribed to Locomotive causes amount to only 1| per cent, of tluj advertised running time. During the first four months of tin's year your Engines performed the average daily mileage of 47 miles ; 45 miles being considered a high average daily mileage, including summer and winter, in England ; 33 miles being the average daily mileage on seven Continental Railways, and 50 miles the average daily mileage on the Railways in the Northern States, tabulated in Appendix X. To the well-known intelligence and zeal of your Locomotive Superintendent, much is no doubt due. The Returns in the Appendix show a decrease in the cost of Locomotive Power ; and when, added to all the difficulties of climate, it is I'cmembcred that the present wages of mechanics in your Workshops average 37 per cent, more than those in England, and the cost of Engine Stores nearly 50 per cent, more, you have reason to be well pleased that the Locomotive expenses during the last half-year of 1856, were only 22*70 cents, per mile, and for the whole year 2G'33 cents, per mile. On May 17th, 1857, the total number of Carriages and Waggons of all sorts, including Snow Ploughs, was 2,346. The Carriage and Waggon Stock, supplied by both English and Canadian Contractors, is of good quality : that built at Montreal by the English Contractors, constituting about half the quantity sup- plied by them, is of first-rate manufacture, and decidedly the best which I saw in America. I refer you to Appendix Z, for my remarks on the charges for Engines used by the Contractors during construction. 1 1 CONCLUSION. In the preceding sections of the Report I have intimated my general opinion that full justice has been done you, both by your Engineer-in-chicf, and the Contractors. Taking the accounts as a whole, I believe that if the Contractors had adopted a litigious course instead of confiding in the honourable adjudication of the Engineer-in-cliief, the Company would have been serious losei's. I may add, tliat as far as I eoidd judge of the comparisons of 24 cost with othci' Railways in Canada which I saw, or of which I obtained particulars, you have obtained your Lines at a more reasonable price, although of a much superior character. I liave not the means of guiding your judgment, as to the necessary elements of comparison with the mileage cost of the American Railways enumerated in Appendix X ; but in regai'd to some of these which I saw, passing observation of Lines far inferior, led me to a similar conclusion. It is also noteworthy that the permanent character of the im- portant Bridges on the Grand Trunk Railway proper, will in the course of years, be productive of great saving, from the absence of those losses by decay, or fire, or flood, which, as you know to your cost, are too prevalent elsewhere, both in Canada and the United States. While there are some points on the existing Lines at which ad- ditional Traffic and Engine accommodation, beyond what could be fairly required of the contractors, may be desirable, I would venture to suggest that none should be sanctioned the necessity for which is not demonstrated to the Board by the Traffic Manager, or the Locomotive Superintendent. At the same time, it will not be forgotten that there still remain Connections and Extensions whose completion will contribute greatly to the development of the traffic which should naturally flow upon your Lines. The Eastern Extension towards Trois Pistoles, of more advantage probably to Canada and the neighbouring Province than to your- selves, might justly claim from the Government peculiar consider- ation and indulgence. At Quebec, I understand that a project has passed the Legislature for establishing extensive deep water Quays, for ocean steamers, in immediate connection with your Line, which may reasonably be expected to increase very materially your traffic from that City. The completion of the Victoria Bridge, at Montreal, by uniting the severed portions of your Railway, will remedy a defect which, at the present time, undoubtedly opposes a serious obstacle to the development of through traffic. At no distant period it is to be hoped that the Municipality of ]\Iontreal may co-operate with you in some cheap Line to connect the principal Wharfs of the city with your Line at Point St, Charles, which I believe would be best effected by a Tlorso Line, running on the s \ 25 common roads, along Wellington Street to Commissioners' Street, which at the minimimi of cost would bring your line to the heart of the business population. At Prescott, just above the head of the Canal Navigation, your existing connection with the Prescott and Ottawa Railway, would, by an arrangement with that Company for laying down an extra rail for about a mile and a half along the Line, give you access to the existing wharves, and by this means afford direct communication with the Lake navigation, and the Ferry to Ogdensburg, whence there are lines leading to New York and to the whole of the New England States. At Kingston, whenever a branch can be made down to the Quays, further accessions of traffic may probably be expected. At Toronto, the important site yoix have secured at the Queen's Wharf, may perhaps, at some future period, be made more valuable by access to the existing pier. Lastly, the completion of the suspended works west of Stratford, may be reasonably expected to develop a traffic to which your undertaking has always pointed, I cannot conclude this Report without expressing my acknow- ledgments to the President, the Vice-President, and Mr. Rose, your Colleague, for the time they devoted to me, and much valuable information very courteotxsly communicated. The assistance of your Secretary has been of particular service to me, and ho has been most cordially seconded, in Cawada, by the Manager, and his assistants, the Assistant- Secretary, and the Chief Accountant. To your Engineer in chief, and I>ocomotive Engineer, and to the Contractors, both English and Canadian, I am greatly indebted for the perfect candour with which they met my inquiries, and for much personal labour in the collection of materials; and I must offer similar thanks to Mr. Shanley and Mr. Samuel Kecfer, the Resident Engineers, as also to the chief Engineer's Secretary, and to his and to the Contractors' Assistants. I Iiavc the honour to be, Gentlemen, Your most obedient servant, CHARLES IIUTTON GREGORY. 1, Ddahay Street, WostuiiiistL'V, August 15, 18. 07. ... • ,., • • . • » • . ' • • .« • • • - « • . , . • • . . ..... • . . . . -r- ; :: :■•: .-. v ^^f^T^^f^ MlDOi.L •HEtr . W£Sr SMirtiFl^lD e ^ ^ ^ i ^ AND LOWER PROVINCES OF BRtTISH NORTH AMERICA ir^-^-^ 3* -^ MiDDi.L ■ 'Heir . WEST iMtTliFIELO