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Tous les autres exemplaires originaux sont filmAs en commen9ant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par la derniAre page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la derniire image de cheque microfiche, selon le cas: le symbole — »• signifie "A SUIVRE ", le symbole V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent itre film6s A des taux de reduction diff^rents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est film* i partir de Tangle sup6rieur gauche, de gauche A droite, et de haut en bas. en prenant le nombre d'images n^cessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 ^-^7^' '»:as2g£s^ WITH uB, sooTTB ooHPLnfiorra. REPORT ON THS irtAILKOAD OF Ci^iSif^ M 4i. K> I % !■!! ( I ! '!■ !-*».'#r^t*^.*..»fl ^*^*^' ^•1 i1 ':.« ^ 'iy* SUIUTiOrj^ |';lwiiid llu- ij 4 i "A , ' ;'i I i4 MMMMavwMMBMMMMwpninMMMM ':>• il r I' fl < ■ i«»a I'!m«I T'I .1 M 'I t I'll II II 1 I III lltirU 4 y (f — X- .1 *ii V,\\\\ I'hi II III' 'I'll II Ml I ml'. .Mill V • / / •'J / *' \ 7^- >^^ (roJ^S S((l«(Hi 4)1" IIm- llivcr Driioil n r a r A in li (• r s l> II r li ll <• \V I II «t I) lull II < I'll 'I'll II II r I i; i; OSS K I s 1. 1-; , ■«' «j> 7 IVY I: t. r.f.o \.\iin\ I ' ,-<"" ||' / \ \; ••^:-, l.rri> ' /' ttiiitr « I'll n < III I I I n II I / hii/ftin Li I" 1^1'' f> L'lf'i- ''" 11'"'" III '/•' III' 'I D'ht'l I III I'! .11 ih PLiilY^ Sit 3JStJTiDi'^I \ V Hll)l\« IMII till \l/ (/( :ni III sill I' I I • ■•■• '/('■ /■"■'/ DETROIT RIVER linn \>\\\VA\S\\\ WV- ■^ I ^k. * ) r //, /,/ , '',.'■'./' S.;,/, .I'lhnu.l \, llliiil S,,,/i 'f .\i,h. „ I A in li f r s l> II r li II. I ly I "I'll ^I'll) /' )iiiil< !,.„)■"'■■'■• V ^ •'•^- Uixk 'ii\.\t:i. ;i I, II ) I It It V i.ii \ I. /ill// IIIIIlM, / ,11 / ' ' / /„ , 1 ' ■>■: '"' ,1 \''' it 'ill mil M / 1 1, \ I- I I r .■ mstm -m*, '■*-^. mmmmmmmmmtm ti»- K 1 : P O H T ON TUB SOUTHERN RAILROAD OF CANADA, TO niK uni(ip»litit!> of t^t Countus of (Bsta anb jltnt, , AND .V \ ♦'' - '.J INHABITANTS OF THE TOWN OP AMHERSTBURG. BY WILLIAM SCOTT, C. E. FEBRUARY 14, 1855. L '/h' Sillllii rii ^tlli'i'fil Htlilii'V fliKi/ I'-nL '/an Tin 1,1 > el II, ^/i I >' .':„,l-„\ /'■///. V./T ///, fjiYf,,,/ '/)>'„/< .. r,,f,„i.ii,„, 'I I,, /li.^lii'-' ilOiiiiln linh/l lilii. l,,/iit,i' III! /,i'ii u„n,/v >„, /,',// lln s„i. .,!,,<,' A/.V/v// /,„/,,/ I'mk /.,f„,7„ II,, /i/vw/ /),,/,//, rn„/ I/,, <,nlh,n, I,,,,,,,/,, /.■',"! "/'//' //" A///,. ^;//«//i '>l"/'/'i s,IU,,/ „„,i ,1 II, ml' III,' I //,,1,-fli •■ ■''III 7 III,/ 'liiiiik "III/ fill, i/- iyij/i III li'iiiiiiii' '" "7.. . . i: r> (III III II I 1 1 Ihlriil 1 1 .IV. I'iiUa h Hill f/lUVIIfl 1 1 1 1 If If l/ 1 ll fill Sr„l, ,1 Sl„l ■ Mil- Ml Vl nil' fhirnrfi /i fii Amiu rsliiiiif/' i; :^ .\ / I- > > A f'liiiiitii 1 1 hi I If 1 1 y'Si'Mi/ir hilnil '' Xi'iifilit /'tif/.y !.i(l ■■ .. /■'fiU.i h H'ltlnlf ?/ ■■ JS'l Tilfil Its III, 'if iVrshrii liiiih fflllVlf/l 1 1 I'l I ' ill Tflfilf !■ /lull of' ^'ft; Mills 'inn ■i jfj 7'f O^fn^ "" Iff '^l"-" /•''■nil fhirnrfi f/ fii/,i>i/f'ti U7 '/»/''< iiiUnrsli'i'Vf' A V/V/'//;/// 'i'ill .__ AV? JfJ^^ ^y ^x'J"'" 1^'fHlllf/" /:'"'/" "\ SKIIil T(»\ MAI* Slll\Mll«» lIlC jUlSlllOll ' /■ IIk jin jii.'.iil SOUTHERN CANADA RAILWAY /„ ,-,11111 1 In II mill lilt (I IT, 1 1 III nh \ I'l inn llic GREAT WEST in.»:». \ '* tl TO I hi: municipalities or niij COUNTIES OF ESSEX AND KENT, 1 '» 1 1 IXIIAUITANTS 01-' THE TOWN OP AMHERSTBITRG, PROVLNCE OF WESTERN CAiNALA: (Jr.N'rLEMEX, — In acc'oifliuice witli tlie trust reposed in me to Tor- \7;u(l your inlcic^ts in my profesnional character an ail Kii'L'.incrr, in ohlainin^ a Charter I'or a Railway in the Soiitheiii poi'tion of the Upper Province of Can- ada al()ii,i;- the northern .chores of Lake Erie, 1 he<; to pre-;ent y u with the aeconipanying Ileport with map, plans and estimates, which 1 pr;.pose, in obedience to your instructions, to lav before the Provincial Parlia- nient and their Committee on Pvailways, 1 will do this \\\v iiiiire cht't-rrully, knowing that 1 have the ac- tive su]>j)')it of youv worthy members, A. Eankin, Esq., l()r Essex, and E. Larwill. Esq., fur Kent, as wt'll as all the members for ('ounties on the line of rouU'. who, I nii(h'r>lan(l, are all pledged to use their endeavors to ol)tain this Charter. I have the honor to be, Gentlemen, Your most obedient servant, WILLIAM SCOTT, Civil EnginQer. Windsor^ Canada West, > \Mk February, 1855. \ REPORT It would almost sccMti su])(M'lliioti.< to oiitor here into 1li(^ histofv ot th(; jKist, wore it not that some of our Le- i^islatnrcjs jin' said to have taken a stand against grant- ing a cliarter to this line of road, and deem, either in tlunr wisdom or their selfishness, that no person ought to liave a good thing except themselves, and that tluH District should b(! without a direct line of Railway, and th(} argument they use, "Oh, it will l)e a cojupe- ting line to the (ireat Western Railway! and the country cannot support two lines." To those who are inhabitants alojig tlu; line of route from Amherstburg to BuHido, and cut olf from all direct access to the great mark(its, no aiguments are necessary to convince you of th«! iidlacy of such reasonings, as you daily prove it by your toil and expenses in struggling over bad roads to bring yourselves and produce to market, I hope also to be able satisfactorily to prove to all upright and Just men, that you not only re([uire a Railway (Jhartei-, but you also recpiire the Railway, and that you are so nuich in earnest al)out the mat- ter, that you are willing to pay your share in that road. I will also be enabled to convince them that it is not a comp(;tIng lin(; to the Great Western Railway L6] as I am fully as^^urod if tlioro wcro three lines nm- ning parallel across the peninsula to the Niaujiira river, with proper eonneetions IVoni the West, the whole three, if well managed, would get more than they could carry. In looking to the history and settlement of U|)])er Canada, we lind that it is of very recent date, as the population thirty years ago amounted to oidy 107,o")l inhabitants, iind in 1852 had increased to lHi2,(IO(l; — this population being spread over a large extent of country, the want of good common roads has been eeverely felt, and even up to this hour has not been remedied! Who that has traveled has not often tloun- dered in the mud for six or- oight houi-s going a dozen miles duriu'i; the whole period of the Autunni and Spring, and often in Sununer and Winter .' Western Canada wants good common road."*, f>ut from their ex- tent it is too hite to begin them until hei- Railway system i^ complete. One hundred jears would not complete her lines of internal comnumieatiou, as laid down by the provincial authorities : are her Farmers to stand with folded arms, or tlounder through the nmd lor want of good and sutlicient Kaihvavs, when the\ can be SO cheaply made, and let the prize lu'ld out by our recent treaties with the U. States pass away, and into the hands of the Western States, while the}' of Canada, hundreds of miles nearer the markets, and a line soil and climate, are obliged to leave their lands untilled or to allow their stuff to rot on the soil? It is a well established fact, that if V(ju carr\- 30 bushels of wheat by wagon, on a good common road, 130 miles, the cost of transportation will cat up the proceod-j; and 40 buslu'ls of oats cannot hv. carried over 50 or GO miles (roni tlic same cause ! Now, tlie (ireat AVestern Rail- way carries one bushel of wlu-at or y wagon renders Farmer No. 1 nothing, wliile Farmer No. 2 pays only $2.25 cents and pockets the })ro(,'eeds, 827.75 cents. The line of the ;!Vo])osed route will, on an average, be over 20 miles from ihe route of the Grea,t Western Railway, with bad cross-rotids and only tluce points to approach it from the southern Townships betwitoii Windsor and London, 110 miles; east of that point. a srrcat manv would not ])e ut a less distance from it than 25 or 30 miles. Now, if our Lii.'gislature will only look to this, they will see tliat tlie southern Townships will lose half their proceeds in cairiage, and instead of adding to the wealth and happiness of the people, will only take them long ji»urneys from home, and leading them into what, by all means, shonld be avoided — spending their hard earnings in road-side taverns, as well as valua))le time that could be protitably employed in increasing their wealth and the prosperity of the Province. The number of inhabitants that will be more or less accommodated by this line of road, will be 180,000, nearly one-fifth of the whole population of Upper Canada, and their rateable property amountfi to nearly I L8] ;t9,000,000 (MUTcMicy. It would not bo tuo much to say that out of this, one-ninth, (2(),()00)iire Farnier.s, heads of llunilios, imcIi (uiltivatin^- (JO acres of hind. Now, this wouhl amount to I, :i()0.t)()l) acres under cul- tivation of one kind or another. (Jive these people Railway com mnication and iiuiilities of carryinj^ oif their produce, and one half will annually yield grain to the amount of ;)0,i;i)0,(l()0 bushels, which, after i^upplyinij;' the wants of the poj)ulation, will leave a hirge surplus for market; Avithout Railway comnumi- cation, (having next to no roads.) their prosperity will advance in a very slow ratio indeed. A word now about the exchisiveness which wants to be put on the Great Western Charter, this was first granted to the Londcmand Gore Railway, March Gth, 1834, and by another March 4 th, 1837, their powers were extended from London to the Detroit River; but prior to this extension on the 2t)th of April 1836, the charter had been granted f )r a line of Railway from the Niagara to the Detroit River, and which charter was identical with the one now sought for by you. By this you will see that the Great Western had no priority, but rather the reverse, and yet the Legislature grant- ed their competing line twelve months afterwards. A glance at the map will show you that if there are any real ground lor members of the Legislature to take their stand on compet'ng lilies they would not as late as the 30th. of Aug.ist 1851 have granted the charter to tlu^ Grand Trunk Railway, to run from Toronto to London and Sarnia, and in the plenitude of their povvers, actually gave two Charters to rival 1 •► I Comimnit'H; to nm irom Loiwloii to Siirnia ovor a very thinly populated coimti'y. Tlio laud Ijctwccu the (!raud Tiuuk and (ileal \\ e-ti'iu tinted lilue, is scaivc- \y liali' the area of the laud between the (Ircat West- ern and the pro[)osed Southern Raihvay, which is tint- ed pink, while in •t'ttlein-nt, unnil)''!' of inhaliitants, and "wealth, the hhie is far heliind. This is where the competition may ht' expeeti'd. if iiuy. I think 1 have clearly demoustraled liial tiiere e in be no eoiupetition from the Soulhe/n lino, ;i-; there is am[)le room f)r both. That the (ii'eat We.-tern llaiiway is not capa- ble of doinu' hali' the Detroit busiues.- can be ck-arly demousli'ated. Till! rollowiiiii' )(r()|M'rly, iut'): iiarruls Mour :;•_', CDK Biii'rels Tork iiiid ]iw[ _ :,,•_' 1 :5 IJarrcls Lanl \A\\ BanvU A i-lic's .V,) liuslu'ls ill iMfis "Jli.Trj.s Biislifls in Imlk. in .M. ('. I;. It. Wlicai J1,,iim', iia,,i ui' which will rt'iiiain unlil lli" ojn'iiiii'^- of iiaviijalioii 50,000 ■ Kc'irs JJiittcr ihOO Bales Shuoi) Pelts. -iOO Hides r)00 Tons .Misfeliaiieoiis .Moreliaiidise 200 Dressed Hoys at ilo))ot, and on their way from ChicaLiii. . ;i,OUO LiveJloi^'s — 'J, DUO in dilleivni yard-- in' Detroit, ami 40(» oil their way iVoiii the country li.l'OO And even while 1 now write the i)(;ck at Windsor, Home GOO ieet; knig. by (ii) feet wide, is covere!] willi Fk)ur and Hogs, three or four tiers hio-!i. 1 eiaild nuil- tiply instances, but it woidd swell my ri'port to a greater size thtin recpiisite. 1 shall (pi!)te only tlmr from the Deti'oit i)apei's. [See paue IS.] IndeiK'iKk'ut of this the Southern llailwav will not I- t, draw its supplies from the Centrid Michigan. It is I in intondod to put this lino dI' U;iihviiv in I'oniKM'tiKti with till' Sotitlu'i'ii Micliiuim lliiiiwav, wiio cnniiot iiiid outlets sullicicnt for tlu'ii- seasons tfullie, which a- moinits to S'iO.OdI) [km' month, more than liie Oential Railway. And how uladly they would a\ail tliem- .selves of it. may be irathered from the fact that the new route thus opened would he liftv-two miles shorti-r from Chicago to nulValo, than l»y the South Shore Iload: hi'sidcs, wiien the [)cople (»f J'lrie tal;e of the localities, enables me to })Ut lliith in those surveys. I therelbre recomnieml that the line be constructed troni Andii'rst- berg to Bullldo, as laid down on the map, and that it join the Bull'alo and Brantford Road at Dunnville, and either run over that line by agreement, to JJulfalo, or else that an independent line be run along side of it. Should the former be adopted, it will save the con- struction of some thirty-five or thirty-six miles of Railway. 1 11] 'riiLT*' is ti particiiliii" Irntiiic in tliis Hrht'inc to Nvliich 1 wtnild wisli to iliiiw Mmr imi'ticiiiiir atten- tion — thiit is. ii |)rt)|nisiil Id |»ii-' iiiKJt'r tlic Detroit Iiivi'i' at AmIici'stlM'i'i;' Its a Tmiiu'l. or, rallicr, two I'minels. NVIm'II I ln-jiiaii l'iili\ In di'/c-l liic heai'iiiL^ and <'.\tent of tliis liiK> of I'niiiiiiiiiiii-ation, as a link iu'twet'ij the liir west and UnHalo, I loiiiid that (it'ty miles ill ac'tuai distance would lie saved ovei' iinv other « line or route, it then occuntd lo iiie I hat to ;:;iv(' this advanta^'e itn full force and hearinj:', il. would he neees- sar\' to estahlish soini' mode ol' connection other than hy lei'ry ]»;)at, as a comiu'iisation lo llie Suspension ih'id^e at the Kails, I carelhlly esainined all the eircmnstanees, assisted hy the siir\e\ inid soiuidin<;s made hy the corps of 'ro[io;:rapliical l']u);ineei's ol" the United States, and 1 ha\e come lo the conclusion that Tunnelini;" is not oidy practical ImiI will feniain a safe and certain passage when Su-pen-ion llridgcs and other airy structures will he ciumliled into dust. 1 apprehend that this Tunnel will K • entiiel\ in i-ock, and natui'e seems to have de-ivned the -pot I ha\e chosen for some such work. I have ap|ieiided sections and estimates Avhicdi I li'el satisfied will cover the Avork. Should it ])ro\(' to he earth instead ol' rock, then Estimate No. 2, which is a con-idcrahle increase, will be the amount, as tb; tunnel will ihcn rcipiirc to be deeper under the bt>d of tlic livcr. The trains through those tunnels I would pro[)os(.' to haul hy Htntionery pow- er, situated on the Island, which powei' could also be em- ployed to i)umi) the rain water out of tln! tunnels, which would find entrance by the inclines. To n )iie professional readers the inclines may appear rtteep, but I need only I ' L I'-' I mention, Ihc Iiiv( r|MK»l nu'liiics 1 in .'J7, nnd the Olns^ow iind (iK'onoch iiidiiit' 1 in 10, Ihc lirst worked l»v stuli(»n- cry powt'i'. iind IIjo liittcv l)y locomotive, to calm tlitir fi'jirs on that licsid. I wouhl propose to pass niidcr tlio Niaf^ara Uivor near Blaek Rock, Ity similar means, as th(i soundin^rs ajtpear to bo only 21 feet, ami thus make a oompletc liiil; Ixitween Chicap) and New York. Tiiis latter plii . i lirtT« not ex- amino'l so as to W alile to speak ]i)rehend these would he a joint alliur be- tween onrselve.s and tie- n»ir.»,o(;:{ .||^^<|.^ ['.tH,^>H^ I :»•»,!' IT '.'20,H() I Wliil(> ill .Tunc dl' IS.V) j>H(i |S.V|, ii imuiiIIi iisii;ill\ HliK'k ih tnitlic, ilii'ir ivct-ipts \v<1 IS.'.KK; mikI slS"),(i:l~>, It is \v..>ll known with u^-'cttvi' 'Mitlrls ami liicilitil's, this l'i;iil\v:iv ciilild (IntiKlc li( r 'MlsiiK'HH. KSTl MATK OF TI' V K f' I (j . We niiiy, tli(!n'(»»io, ^iili'ly riuicludi! our 1 << '. . (10 licrdiiy (Midi \v;iy. ill 6'I..'H H'.'.t.Ol'O l.diiil.uoo lilil. MiMir. 22 ft- " U'JO.OOO LMI.OIIO lld^'-i , Mtcls. itl.OdO 'Hiroiiuli mill W ' riic-lil, 100.0(10 lni\-, .'^•J.'JO pci- *Jj»HM)0() .Mails and Ivv).: < i.illOO Toiarrniru' 1,-ji-vnm Tn iiri'scntinu' nu iin cstiiniih- of (lie i uahic ciwt ol" lln' line, I \Vi ;i(l In-ix to i'('iiiiirl\ that, I'l.iciiii;- it in i'onipiirison with he works on the Ct\VA\ \^)c',sti'i'n U:iilwii\, there i (lie -tinthnu- (hfiricnci' oi nearl'v t wo-tiiirds ]i' I'oi i!i(; cost ol' constrnetioii, and iriny seem to man/ tti liill short of \\li;it tlie actual cost ma\ he: hut von will I'emeinhcr that tho jiTound in niiieh more l;i\oriihlc lor eonstrnetion. Seventy luih'H of the west end wi 1 re(|nirc little more <;Ta(linj^ tliaii the mere soil throw i Irom the side drains to Hirni the road hed. I ajii>rc|i iid t li;it •'). (Hid yards per mile will L 11 1 more than iiiako the I'oriiuition. while, in tlie eastern or more hilly portion, I would not uo into any very heavy works to obtam a unilonnitv of •ii'iitle, as 1 con- ft ft' r^ sider an undulating grade, within certain limits, pre- fei'able to either a long incline or a dead level. You will therefore ])erceive that there are 3,000,000 cubic yards nearly, after making the 70 miles, while the t>up])ly of ballast, easily ol^tainable on this route, is ample, giving a depth ot eighteen inc^hes for the whole length. And I ma\' also add. that my experience and opinion on the Great Western Railway were against heavy works, but it was located and in j)i'ogress before I joined that line. I had therefore only to cari'v out the })lans as laid down. I can therefore say that, I feel confident that a judicious laying out, and j)ul)lic letting in sections, will not matei'ially increase tiiis estimate ; and I would remark that the ballasting is pro})osed to be done before opening the Railway for public tralHc. PROBABLE ESTIMATED COST. Estimuti' for the Sontlicrn ('iiiiiida lluilway IVcuii Amherstbcrg to liulUilo 'i'vo Hundred and 'rwciiiy .Milrs: 'J,st)() acri's i)t'laiid (115 \n-v mil<')for riulit of wiiy .^HO jH'r acre, ". . . . .^ IKJ.OOO L'liO miles of grid diiiii;- and rlearing, at $M\0 per mile, 1 10,000 t{20 miles of feneiiii;' at .'riiiOO jH'r mile i;{L*,000 220 miles of White Oak ties. •<7(I0 per mile, 1,')4,(I00 3,254,000 cul lie yards of eartii-work, at 20 ets.per yard (;,')0,S(10 900,000 cubie yards of liallasi, at 2.'i ets. per yard. . . . 22."),O00 Brid;-)(> per ton, '. 1,2:?2,000 'JOO tons of spikes, holts and shafts, at -STO per ton, (si.OOO 220 miles of track laying, at •■? "jOO jjcr mile, 110,000 10 wayside fetation Buildings, at Sl,200 each 12,000 f'jirriod rnrvrnrd, .V>31,S0O [lii] Uroufrhl forwanl $3,03I,rtO0 10 Statinns for woodiiiir and waU'riiii: ami ImildiiigH, 83000 oacli ^ - - :n\m{i Wburvcs, &('., at AmliPislhurir and Waterloo I;i0,000 Wareliouscs, iSce. at termini and intorniLHliati' stations 200,000 :{,111,H00 \i miles of sidlnjrs for stations, kv., inelndinir siirnals, 8 10,000 per mile. 1 40,000 Add 10 per ccut. eontingeuciey, enjfineeriu,!,^ kc, Hr)5,180 Total $3,90(;,980 40 Locomotive en< session of I'iirliiimoiitpass ovor without m, Chiirtcr lor thi.i liiu^ of Uaihvny and I bold- ly assort that it will not only iiillict u pminauont injury on the southerh towashifis, hut on tho whole Province generally, us the o[)[)ortuijity on(!o lost can never bo re- called. Our noij^hbor.s over the water are too active ever to let an opponunity slip that, will in 'reaso their dollars and cents, and it this outlet is (leni(;d them, they will soon find others. I may hoio remark thiit, subsidiary to the niidn line, a branchfrom Sinicoe to Hamilton, would open up the whole of this country to Toronto and to the Grand Trunk Railway. I have the honor to be, (jontlemen, Your most obedient servant, WILLIAM SCOTT. Civil En^iurrr. WimUor, Canada West, Fvh. 1855. L iv APJ^ENDIX. 11 ()(• K . Estimafo Numlicr Oms uf 'rnniii'! umlrr l>ctiiiil Kiwr : 1-11,()0I) ciiliic ymvls (irc.\r;i\;iii(iii in mrk, nt >'],')0 ]n'v yim], . .'. ig211,r)00 14,000 cubic ysirds cil' tiiusonrv in hriclc imd cc- nn'iii.at .^!),:»0 pci yiinl ' i:J3,00() 400 cuhii' yanis ( (riKuiicntal Vi\m{< to 'riiiiiiL'ls iuul "Works, 111 !:rl() ])i'r yard 4,000 For Sciilioldin;;'. .-^Iiii'lii-. .\.c 10,000 For jiiiinjis ami lvi;;iic lioii.^c- 2,r)00 Four 10 llorM' I'niii[iiii;'; iji-iiics iVc, roniplcle, 8,000 i'^or |iuiii|i>. At ... 1,200 lO.lOO lineal i\v{ oi' ca t ir.jii iii|ic>', a1 .")() cl.--. per ^l"«)l, 9,700 ITitjOOO cidjie yai'd> (irnn-k-, ci|ii'ii cuttin'.'-, at .'^^l J"'i' Vi'i''!. - - -' - 173,000 4,700 yards of drain at .~-l.;"iO per yard, 7,0r)0 Add I'ur cmilingrncie.s and c'ligineeriii:;- 125,000 $0;»1,250 Total, £172,812.10 EAK TTI W015 K. Estimatn Number 'I'wo. I'or'l'nmiel under the jietroil River : 1.'A. Roceipts of Central Railroad Kov. 30th, 1651. Til" fiilliiwii!;' ;ii''' llii- ri"'ii|'ls ]ii r ('■ ii";il r>iiilr(i;!(l, I'oi i!;c lai-l twi'i.lv t'niir liMurs: Kli.iir liMs . ;l.(M)7 Wlinil In;^. . ,-.03:! (jorii, - . 'MY', Oat.'* :{.l,',") i |oi.r,-, lid tj> Ciitlh', ImmJ, 73 Sliiiri:-, ha;.'.-;, . - 100 ' Market Article of the Detroit AdvertiRcr Dec, 12th, 1G51 'I'Ik; iiiiirkcl )irc,^ciil,-' iKi i'l'atiircs di' iiiicn-.t li.'_vi.;,il the sales uC Hcvcr.'ij lotii of lio'.',- Ill ili'ci'ca.-.Ml I'a'i s. 'i'l'v sujijly i.s lai'^rc, and c.Ki'crds llic |ir('-i'ni (li'iiiaiiil. I'hiTi' wcic .■■csi^ral lot.s .-iiipiicd to fro cast |i_^ llir (iri ,it \\'c,;hTli ll.illi-'a'l \\i' rn/n't tn lie (ilil!;.>:''(l to stall llial tlii- lload i : imt in Midi a ^latr a- m ao-nniiiioduii' t!i<' lai''j:' 1 i,iiiiji(i'c'i:il iiiliri'^ts \\liii'li NS'MiM ,>■ rk tii iim' 11 ti) ti';ui sport jirnuacc llii-iiii'.;ii tlic uiiii")': i,ci' ■■ tlic iii:ina;.'i'nu'!it ^wli a:-> to eii- ('iiiii'a'.'V ill.' Iin|>i' tliat il will li'' ;uiv licthr i-ll wintrr. Willi tlx' hanii' iiicr;;y and |iiarlical knnwlrdL'i' wliirli has niado the MiidiifTiH) (/'('iili'al mad nm 'i|' Mil' lie -I cnuilu'-) i d in tiic \\'(Sl, \vr hcliov"' tlii'iT svinild ] flnow, iind he could nut tell when tliyy would ho got out. Tlie L '^" ] MHiiK' dealer Hii'nl if J. W. Bronks was (Hily at tlio licad of the umn- agotuont (iftliat road, lie would jiurcliasc ten limusaiid liarrcls of flour ill tliis market in less tliaii three uciks Now lie dare not purchase a barrel. These eoiuidaints do not eouie from one indi- vidual. If Mr. Brydnri's will imly \islt JX'troil, and hear the com- plaintH of our nierehants, he will be satisiied, that the '' sleepy hol- lows" of the (Jreat Western niu.s't be v.oke with more enerjretic management than ha.- }et eharaetirizi'd this road, ospeeially in its freight department, and that the revenues nf the Company might as wt'll b(! doubled, or i|u;iilriii»!ed liy ai'tivity and proper manage- ment, as not. We should think that t!ie stuekhulders tliemselv(;s, who have sueh a deep interest in havi'ig the receipts of the winter season larg<,', that their dividends may lie in [iroportion to their great outlay im this expensive road, would pay some aitviition to the very feeble efforts that have beretoi'orc Iven made, to keep the rolling stock of this road up to the re>|uirenie!!ts of I he busines which seeks it as a chaniu'l of transportation. Tliere is certa'nly necessary a thor- ough snd radical change somewhere. As a duty to the interests of this city, we esteem it our j lace to call attiution to this sidtjeet. We have our ears ass.ailed day ni'ivv day with com]piaints of the in- ability of this road to accoiuniodate the trade, jiast winter there was .some excu.se fiu' the managers, though we believe then that more could have beeu done, if inm-e ex[ierieneed men had been at the head of ailairs. This winter there is no reason why, at the very commencement of the most i'avorable season, e\'ery boily should be disappoiutcd in the facilities it is aliout to atlord for doing a large business. It .shows a want of foresight somewhere. The receipts per ('cntralliailroad to-day, were: Flour, bbls., 1,406 Corn, bu. ...... 3,7;")0 Hogs, 641 Tork, bbls., >224 Shorts, bags, - - "ioO Wool, lbs, 3.000 Butter, lbs., i.i,-.iOO [21 1 Peckmhkr 14th, 1854. The market {ivosciits sonic ssilcs of priKlucc to-ilay. A fow lots of flour liavc cliaiigril liniid.s. Tlicru is a larjrc .siij.iily of jiork here, and dressed hogs are selliiiu- at lA' Canada to iietil ion for aiiMtncr oliartcr. Tiicv lu-c i'iifnuni"-('il to tlo so l)y all tho cirriinistaiiccti v.liicli Mirroutut lir ni. With jiroju'r nianaL(onicnt th^n; iiiiLflil i'C m nt any i;ii;imil_\ if Hour. >Yh('at. corn and pork oviT that. In, ni ;,.r tin- Mi'.vt luiu- niiiortatlon departninit.>. Tlir iiieican- e,d revenue of the ro;id woulil ea.-^ilv pay i'or il. If, Iii,-tcad of re- eeivin^' a neU. ineouie from fieii;!i; of .-onie 810,000, thry receive §50,000 per month, .^nr( ly it nii':-lit he c iiu,^idered a.s a ijjood invest- ment, to re(!eive at, i.'ond .-ularie:-; ihe .^.'rviecs of eompetent men. lint sve doubt if any such idea.-* can he taken aero.-!.s in the "^an- nit." Tiie reeiipt.< per Michigan < '. uiriil IJnih-oad to-day, are: Flour, bbl-., .... i,,^00 Wheat, bu.-h.. - - - ,''.:',:.', Corn, - . . . . •J,M-jr» Oat,^. bu-ih.. .... .100 liariey. bu,-h., .... 3;j,t lliirhwine.s, ea.'-k.-, - - - 415 Short-;, bag.-;, - . . . tyj^ i'ork, bbls., - . . . ^;0 Dr:eK.Mi;!:R 'J 1st. 1H,')'1. The market is but litile eha.nged to-day. In lio..rs there is rather better demand, with the most of tlio.^c wiileli were on the market cleareil off, and as but few have come in bv raib-oad to supply their places, the iiKpiiry is good. • Mour eonie> forward IVeely, and hopes are' enlt^rtaiiied that ,-onn' of it may b>' .-eiit, iorward. though there is little eniM]uragemei!r as yut. A gi^iilhinaii \siio received and has on hand an order from the Ka. nii t!i(.' doi-k of thu Railroml ('uiiijciiiy, uiii'ovcn.i ami rxpo.scii to the weal In r. .'itid nont' of tlio iifficials (Muld iiit'oriii iiini '.slun it wiuld Lr si'iit Jvistwiird. as tlio f;irs WITH till takdii ii)i witli Ivi.stcru IVvi^'ht "i'ntniii'.r i'nnn tho Falls." Our iiil'srinaiii, waiiinl m 1>imi\v v>l''it WduM 1>» cnrriod back, but lio (■i*!il(l iHifc icani aiiyilii;i:.' Ijcymid tho I'act, that tlu: <'ars wnuld have tu L"> li;iik ''> hrin;,' ihc I']a>t(ini niiiu iiaiidlzc lirst! IK' askid us if it was pns:iiih.' thai thf.-i' iiivu sut w;> oannol hut call att-'iuinu m tho very irrout detri- ment whioh a want of OMjilidonoo in this rnuli' malios in tho l)usincs3 of our oitv. lloro is an ovihr iur oiu- jiroditoo to iho amount of S:')0,000, which, addi'd ti» lair busnios oircuhitinii at the present time, WDuld lio a most )ni|iMriant roliot', but owii;;.' tiER, Agent, Tor OCKFOUD. O ■ -"tg.aai n, " ■ ■■ -j i Mi %. %t ^-^