IMAGE EVALUATION TEST TARGET (MT-3) 1.0 128 M 2.2 I.I g US 110 m 11 1.4 1.6 Hiotographic Sdences Corporation k *v ^^ :/. \ ^ % iP <> ^ sion. or tho back covor whon appropriata. All othar original eopioa ara filmad boginning on tho firat paga with a printad or illuatratad impraa- sJon. and anding on tha laat paga with a printad or illuatratad impraaaion. L'axamplaira film* fut raproduit grftca i la g^nAroaiti da: Division das manuscrits Archives publk|ues du Canada Laa imagaa auivantaa ont 4ti raproduitaa avac I* plua grand aoin, eompto tonu do la condition at do la nottoti do l'axamplaira filmA. at 90 eonformiti avac laa conditiona du contrat da fflmago. Laa axamplairaa originaux dont la couvartura an papiar aat imprim^a aont fllmte un eommon^nt par lo promior plat at an tarminant soit par la damiAra paga qui comporto uno amprainta d'Impraaaion ou d'illuatration. soit par la sacond plat, salon la eaa. Toua laa autraa axamplairos originaux sont filmte an commandant par la pramMra paga qui eomporta una amprainta dlmproaaion ou dllluatration at mn tarminant par la damiAra paga qui comporto uno taila amprointo. Tha laat racordod framo on aach mierofieha shall contain tha symbol ^^i^ (moaning "CON- TINUED"), or tho symbol y (moaning "END"), whichavar appilaa. Un daa symbolaa suh/anta apparaltra sur la domiAra imago do chaquo microficho. salon lo caa: lo symbolo — » signifio "A SUIVRE". lo aymbolo ▼ signifio "PIN". Mapa. plataa. charts, ate., may bo filmod at diffarant raduction ratioa. Thoaa too larga to bo antiraly Ineludad in ono axpoaura aro filmad baginning in tha uppar laft hand comor, loft to right and top to bottom, aa many framaa aa raquirad. Tho following diagrama illuatrato tho mathod: Laa cartaa, pianchaa, tabloaux, ate pauvant Atra fllmAa i daa taux da rMuetion diff irants. Loraquo lo documont aat trop grand pour 4tra raproduit on un soul cllehA, il aat film4 i partir do I'anglo supAriour gaucho, da gaucha k droito. oc do liaut an baa, an pranant la nombra d'imagaa n4eaaaaira. Laa diagrammaa suivants iliuatrant la m^thodo. 1 2 3 1 2 3 4 5 6 7738 OTTAWA CITY PASSENGER RAILWAY OOMi^ANY. PROPOSITIONS MADB BY THB JOIMT OOHBIITTBB TO THB OTTAWA CITT PASSBNOER R aILIVAY COM- PAMT. Ist. That but one track be laid in any street in tlie city, except by special agreement in writing, between the Railway Company and the Corporation. 2nd. Tbat the right 0/ the city to repair the streets, open drains, lay gas or water pipes, lie acknowledged by the railway com- pany in writing, and that the company shall have no claim against the Corporation for damages while such repairs or works are m progress. * 3rd. That no traftk be laid across the Sap- pers' Bridge while it is in its present state, but that the Directors of the Company, and the Corporation, shall use joint exertions to have it widened, and a new bridge erected from Wellington to Bideau-sts. 4th. That the company shall use sleighs, instead of oarriagea, from the commencement of the sleighing until the end thereof. Henrt J. Friel, John P. Feathgrstun, Charles QouLDEN, A. Pp.att, C. W. Bangs, Robert Hunter, Georqe Hay, F. McDoCQAL, Thomas Hunton. w OttavTa, 25tb March 1868 7739 On the 26th March tlie fulK^wiDg letter was received by the Chairman of tlie Joint Com- tnittee, viz : Office of the Ottawa C. P. R. R. Co'v, New Edinburgh, March 2Gth, 1868. To H. J. FiuEL, E?qr., Mayor of Ottawa, and Chtfirnian of the Joint Committee on Street Railway. Sir, The Committee of the Board of Direc- tors of the Ottawa City P. R. R. Co'y., to whom the question of conference with the Joint Committee of the Corporation and certain citizens has been referred, have had under their consideration the Memorandum submitted by the Joint Committee yesterday, and before bringing the same under the notice of the Directors, beg leave respectfully to solicit some expla- nations with regard to the Ist Proposition — In the event of the Company consenting — 1st. How is it proposed to compensate them tor any loss sustained on material already provided for the double track? — atd 2nd. If upon trial it be found that a single track cannot be made self-sustaining (that is, can- not earn enough to cover the daily working expenses,) would the objection to a double track still be persisted in ? — and if so, is it proposed then to compensate the Street Rail- way Company ? With regard to the 2nd proposition : — Is it proposed to acquire the right to stop the traffic on the Street Railway entirely for any length of time, and how lon^? or would the Company be allowed to shift their Tracks so as to keep their cars running? Willi rejrHn? in the .In! pr(ipo«ition, — flx this involves an indefinifp Piis^penpion of the Street Railway undertaking, — Ist. Is it proposed to compensate the Company for interest on outlay already incurred pending the delay ? and for any loss which may arise from decay or ilepreciation of Timber? In case a nev or wider bridge is not provided before the expiration of tne Company's Charter, will the Corporation support a fur- ther extension of time? Please have the goodness to submit thpse queries to the Joint Committee, and wlien their answer is received the Directors will be able to reply fully to all the propositions submitted them on behalfof your Committee. I have the honor to be, Sir, Your obdt. servt., (Signed) Robert Surtees, Secy. 0. C. P. R. R. Co. ' City Hall, March 30, 1868. To the President and Directon of the Street Bailiceiy Company. Gentlemen, In reply to your communication of the 26th instant, the Joint Committee of Corporation and Citizens have to say, that they are not instructed to consider any question of com- pensation for any alleged probable loys in the 7740 8 -a- Itlie it for ling nay ler? filled kny'p i'ur- ofieratidtifa of the Street Railwuy undor the proposed change.s suggested by the Joint Conamittee, nor can the Committee suppose that any well founded claim exists for such Considerations. So far as the 2nd proposition, the Commit- tee believe that no right is sought to stop the R.iihvay traffic at any time, and if necessary there can be no objection to the shifting of the Tracks. All the Committee desire is the right to repair and open atreets when neces- sary, without being subject to the caprice or claim for damages of the Company. If tlie Company agree to the propositions of tiie Comn)ittee, and place them in legal shape, the extension of time will not be op- posed by the Corporation, if the suggestions of the Committee prevail. A prompt reply from the Directors is sought for, as the Committee desire to report, and recommend further steps at the meeting of the Corporation on Monday next. (Signed) T. Hunton, C. T. Bate, F. McDouGAix, Committee of Citizens. (Signed) H. J. Friel, Chairman. R. Hunter, J. P. Feathebston, A. Pratt, C. W. Bangs, C. GOCLDEN, I. Traversey, Committee of Corporation. RBjb*LY OF THB DTRICCTORg O.C.P. R.R. Co.y TO THB PROPOSITIONS OF TUB JOIITT CUMAIITTBB. Office of the Ottawa City Pas- «engor R.R. Co., New Edin burgh, April 4, 1868. The Directors have had under consideration the propositions ofthe Joint Committee, sub)- n>itted on 25ih March, and the explanations of same of 30th March. Of the four propositions, the first three only are important, t)ecau»'e as to the fourth there would be no difference. Two of the propositions, those relating to the double track and Sappers' Bridge (the Ist and 3rd) may be urged on stronger grounds than tlie remaining one (the 2nd) which relates to street repairs, because that simply involves the question whetiier the Corporation of Ottawa, or the Street Railway Contpany, shall sustain possible charges which the Legislature of Canada has not imposed upon the Street Railway Company. As thin irt the least important proposition, it may «:> v>rice be disposed of. Tlie proposition is two-fo i, it seeks the acknowledgment (by the Street Railway Company) ofthe right of the city to do certain things in the street, a right which this company is not empowered, and never has intended, to dispute ; and secondly, that •' the Company shall have no claim against the Corporation for damages, while such repairs or works are in progress." The Company can only be damaged by the interruption of its traffic. As a matter of fact, it is not found to be necessary in other cities to interrupt traffic for the purpose of street repairs or works. The traffic of the Street Railway is of such public importance that every effort is made, and no difti'""!*"'" ■^ n 741 experienced in carrying on street works with- out interrupting it. Tiie Directors believe that any inconve- nience to the making ot street repairs, arising from the railway tracks, will be outweiglied by the greater public convenience of the railway, and they assume that this was the view of the Legislature and of the Corpora- tion of Ottawa, when the charter was granted. The Directors are gratified to find the Cor- poration has not insisted upon the mainte- nance of the streets between and outside the tracks as urged at Toronto, and they take this opportunity of assuring the Gorpovation and the citizens that if they could depend upon earning more than the amount necessary to pay working expenses, they would not object to become liable for items assumed by Street Railway Companies in larger ciiiea. But they feel it would be deceptive on tueir part to promise what they may be unable to perform, and they are sure the good sense of the peo- ple will acknowledge that obligations to bear certain burdens are of no value without there is adequate responsibility. It is in this view that the Company is unwilling to assume burdens it is mcapable of sustaining, and they wish to meet the second proposition fairly. If the Corporation seek the right to interrupt the traffic of the street railway at will, with- out compensation, the Directors are con- vinced that this would be ruinous to the Company, and destructive to the use- fulness of the railway. If this right be not sought, the Directors are unable to see any necessity for the proposition. In any case it is a mere money question of trifling impor- tance to the Corporation, as compared with the Company, and the question is merely which is most able, and which, under all the circumstances, ough.t to bear the cost, if any. With respect to the third proposition, that no track be laid across Sappers' Bridge while in its present state, the Directors feel that this amounts to an indefiniie postpone- ment of the railway without cause, and with- out compensation lor the loss the Compimy may thereby sustain. The rails thenij^elves will not obstruct the traffic any more upon this bridge than elsewhere, and as to a pass- ing car, the track being laid on one side would leave the other free, witli far less ri?k in meeting the car (which is confined to its position) than in meeting any other vehicle. In connection with this matter, the Directors assume that the parapets of this bridge will be removed, as they form an obstruct'on each greater than the combined width of both, for if removed there would be a solid roadway ample for three vehicles abreast. The Directors have purposely reserved the first proposition until the last, because it is not only the most important to both parties, but ihey feel it is the only one point of neces- sary difference. The Directors can only account for this unexpected opposition to the provisions of a charter obtained here less than two years ago, witliout opposition by either the Corpor- ation or any of the citizens, on the assump- tion that the project was so hopeless a one that there was no prospect of its being realized; and that with reference to the double track provision it was supposed that a single track would probably be more than could be accomplished. Experience has established that a double track, while accom- modating the public far better,can be worked at much less cost, and will earn much more money than a single one with its necessary turnouts or switches. The Directors have, therefore, come to the conclusion that it was 774^ ition, that d' BriJge ctors feel postpone- and with' Company heniJielves nore upon to a pass- one side r less rii'k ined to its er vehicle. B Directors bridge will ict'on each of both, lor roadway sserved the icause it is oth parties, lit of neces- nt for this isions of a 1 two years he Corpor- he assump- eless a one it its being snce to the )posed that more than rience has hile accom- 1 be worked niu3h more } necessary ectors have, that it was tnost important to attain the maxim inn of earnings with the mininuun of expenditure, in a case where it wcs problematical whether or not a Street Railway could be maintained. The Directors believe that the interests of the general public will be best consulted by a double track, in preference to a single one with "switches or turnouts." Wherever there is a switch there is a double track, and if it were true, as has been alleged, that a double track would block up the street, the same result must take place with a single track at every place where there is a turnout, because the two tracks which form the turn- out must occupy the same position in the street which a double track will. It is capable of proof, therefore, that a street wide enough for a single track is, as to the ques tion of room for vehicles to stand before the shops, equally wide for a double one. Unless the single track ia placed in tlie centre of the street, (in which case it would probably be over a sewer) it must occupy the same position on one side of the centre, as if the track were doubled. By leaving six feet of the centre of the street as the space between the tracks, the distance between the rail and sidewalk will be 13 feet in a 66 feet street, and 10 feet in a 60 feet street, which is ample for drawing up in front of shops while the car is passing, If a Street Railway is in this respect to be an injury to the shops, it would seem that the only difference between a single and double track, is that in the former case only one side of the street would be affected, except at the switches, while in the other both sides would be on a par. With a single track, therefore, the Company (or Corporation) will be compelled to make a selection of one side of the street for the main track, against the wishes of shopkeepers on that side, and a location of switches equally obnoxious to shops opposite on tiie other side. To the driving public, the switches are the most objectionable feature in Street Railways, because by their connection with the main track at each end the rails cross the street diagonally, and this with the moveable bar, and wing rail, affect the roadway, as far as they go, more unfavorably than the parallel rails of the double track. To the travelling public, the effect of switches is detention. When a car reaches a switch, it cannot pass these, unless the one from the opposite direction has arrived, and it is impossible in the varying conditions of the streets in this climate so to work time tables as to avoid delays. In consequence of the necessity of providing for this probable delay the time table over the whole length must be lengthened, so that a car must be allowed three quarters of an hour to go through on a single line, where half an hour would be sufficient on the double line. It follows from this that to make the same number of trips per diem, or rather to run a car every quarter of an hour, five cars will be wanted instead of four — the extra cerrequiring eightextra horsesand two extra men. There is thus an increase of 25 per cent, in the working expenses, while it is estimated that the loss of fares by the deten- tion of switches is at least 20 per cent. Thus while tiie switches are objectionable, both to the driving public, and the car-riding public, their effect on the Company is to increase the expenses and diminish the receipts. The Directors do not assert that a Street Railway is an unmixed blessing, nor can this be said of steam railways. They assume that the Legislature and the Ottawa Corpo- rations of 1865 and 1866, in view of the great public advantage of a safe, easy, and / 7743 6 Hpeely tran>pj;'t williiti llie roach of all uulhurizeJ llie laying down of rails iii cerUin ' Htreets, auJ in view of the ri-^k to he incurred , (inauciiilly a very favorable chMrtcr was fiMntcii. Under that charter this Company has been organized after giving full publici.y to all its j)rovisions, and not until the enter, j prizo was far advanced, and heavy liabilities : liad been incurred, was there any .vhisper of oppusition. The Directors have given their reasons iu full in explanation of their inability to comply with the propositions of the Joint Cumnuttee, and have now only to say that so far from being desirous of exercising the powers conferred on them rigorously they are desirous of meeting the wishes of all par ties, 80 far as they can do so consistent with the efficiency of the Street Railway for the public, and as a self-sustaining enterprise. They do not look lor profits, though they have the right to do so, but, as responsible tor the success or failure of the enterprise, they claim the right to carry it out, within the terms of their charter, in the manner which, according to their judgment, appears most likely to secure its continuanc2. Hut they are quite prepared to step aside and transier the whole undertaking in its pre- sent shape, with all assets and liabilities, to the Ci>rporation, the Joint Commitiee, or others who may have different views as to how it should be done. They will engage that the Shareholders will transfer the under- taking, without any other consideration than that the Railway, whether single or double track, shall be built, equipped, and brought into use within a reasonable time. The Directors were gratified to hear all the members of the Joint Committee express themselves in favor of a Street Railway, anci they are, therefore, encouraged to hope that the Joint Committee will either accept this ofTer, or if indisposed to do so, assist the Di- rectors in carrying out the work as proposed Thos. C. Keefer, President. J. M. Currier, h. o. bcrritt, Robert Blackburn, W. G. Perley, Horace Merrill, W. McNauguton. r Irectore.