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Lorsque le document est trop grand pour Atra raprodult an un saul cllchA, 11 est ffiimi A partir de I'angle supArieur gauche, de gauche A droite. et de haut en has, an prenant la nombra d'imagas nAcessaire. Les diagrammes suivants lllustrent la mAthode. 1 2 3 12 3 4 5 6 HEP OKT ON THE GREAT WESTERN RAILWAY, CANADA WEST, TO TOE PRESIDENT AND DIRECTORS. BT CHARLES B. STUART, CHIEF EN0IN3KR. September 1, 1847. ir- {|..< 1 s •«*<«■■■ %' % „^, ,..^.A.M->««MiiMcwxfn^>«««We<««-(^«Sr^«!)j' *l. ! ^.,- r /, . /it.ird.. Jc/I. JO li" r_ so 4i ffr h — ^^T *^H miti WITH mNc omtarib lilfy af/^SDunil. wr r i I \ K s ■*' Ij •mhH wm K I Vj, I rui ,7 Hi "i R i: r 11 T UN TIIK GREAT WESTERN RAILWAY CANADA WEST, TO THE PRESIDENT AND DIRECTORS. BY CHARLES B. STUART, CHISP aHUINEBB. SEPTEMBER 1, 1847. E E P 11 T. TO THE PRKSIPFNT AND DIRECTORS OF IKK GREAT WESTERN RAILWAY COMPANY. Gentt.kmkn, — In submitting to your Board a report on the great work which it has been my duty to locate, I lee! compelled to admit my inability to do justice to its unrivalled claims either as a national or com- mercial enterprise. The stockholders of this Company control the destiny, and may appropriate the profits, of a line of railway two hundred and twenty- eight miles long, under a liberal charter, with a right to exact toll without legal restriction, to make various important branches- running through a district of country highly favoured by nature, and occupying a site, which, for the attainment of speed, and the future economy of working, is unsurpassed in this country or Europe. Commencing in the West, at the head of Lake Erie, where daily steamers connect it with all the shores of the great upper lakes, and the fertile lands of the Northwestern States, and a railway now nearly finished, completes the line through the heart of Michigan, —touching in its route, and by its tributaries, at convenient ports on Lakes St. Clair, Huron, and Ontario,— and terminating in the east, on Niagara River, where two railways and a noble canal form ■ 1 4 its continuation to New York and Boston ; and Lake Ontario and the St. Lawrence furnish an independent channel to Montreal and Quebec — this work seems destined to absorb the traffic of a wider region than often falls to the share of any single enterprise. All these great tributary trunks, radiating from the eastern ex- tremity of your line, to every prominent point on the New England seaboard, and westwardly almost to the confines of civilization, are now finished, and many of them among the most productive of the works of internal improvement on the continent ; while your road concentrating, and in a great measure absorbing, ihe traffic of all, is the unfinished link in the greatest continuous chain of railway com.- munication in the world. This immense chain, attracting in its course numerous tributa- ries, extends from Portland to Boston, thence westwardly to Buf- falo and the Falls of Niagara, Detroit, Chicago, and on to the valley of th: Mississippi — all the links of which, over a space of seven hundred miles eastwardly, are finished, and to the west, nearly one hundred and fifty miles arc in operation, and the remaining portion under contract, or on the point of commencement. And such is the fortunate position of your improvement, that it must form an essential part of another great, though more northern line, commencing at the head, and extending along the Canadian shores, of Lake Ontario, through Toronto and Kingston, and thence on the borders of the St. Lawrence River to Quebec and Halifax ; with branch lines reaching out from Oswego to Syracuse, from Cape Vincent to Rome, from Ogdensburgh to Boston, and from Montreal to Portland ; portions of each of which are now in progress of construction. It is not professional skill that has placed thj location of your railv/ay on the precise ground that will enable it to control the trade and travel of such a vast portion of the Canadas and the prosperous American States, east and west of its termini. It owes its value and all these incomparable advantages, to the physical formation, and great geographical divisions of the country. The direct line of travel from the Atlantic coast of the New England States, to the Mississippi, has been controlled by that dis- tribution of hills and valleys, which formerly ruled the location of the Erie Canal, and conveyed that work due west through the central and richest portions of New York — in a region where great cities have since grown up, and the highest grade of national prosperity has been already approached. This line of trade and travel is brought to the Niagara frontier, a little south of the western end of Lake Ontario, and a little north of the eastern end of Lake Erie, where Nature seems to have provided for its further progress by bringing the opposite cliffs so near toge- ther, that it is practicable there, and there only, to pass over all the waters discharged by the cataract of Niagara, by a single arch. This westward line cannot be deflected to the south, for Lake Erie lies in the way ; and it cannot diverge to the north, for Lakes Ontario and Huron intervene in (hat direction. It must pass be- tween the Lakes, below the Falls, and along the succession of valleys and level plains which are found in the same parallel, and pursuing the same direction, in West Canada. It cannot deviate from this course until it again encounters the narrow channel that connects the northern lakes with Lake Erie, and that separates Canada from Michigan. After passing this channel, the same succession of level plains is continued into the fertile and almost boundless region known as the Valley of the Mississippi, — that immense field which is now ab- sorbing the surplus population of the kingdoms of Europe, and in- creasing in influence and wealth with a rapidity that has hitherto been without a parallel in the history of the world. It is this work — connecting with these inexhaustible feeders, and hereafter to furnish the means of intercourse between the States which are east, and the States and Territories west of Lake Erie — 6 ! that it has been my duty first to explore, and subseriuently to esta- blish, by extensive and accurate surveys. It is a work running through the western peninsula of Canada, which depends for its support (as will be hereafter exhibited in greater detail) : 1st. On the trade and travel of the St. Lawrence and Lake Ontario, brought from the east by numerous steamers, to the mouth of the Niagara River, and to the city of Hamilton, at the head of the Lake : 2d. On that of the State of New York, brought by the Erie Canal to the foot of Lake Erie, and Niagara River near the Falls : 3d. On that brought by existing Railways, from the cities of New York and Boston, and the other ports of the New England States, through tiie centre of New York to Buffalo and Niagara Falls, des- tined for Michigan and the Northwestern States : 4th. On the traffic and travel brought by steamboats from liakes Michigan, Superior and Huron, to the western termini of your road : 5th. On the trade and travel of the States of Michigan, Illinois, and the Mississippi valley, brought to the same point by the Michigan Central Railway, soon to be completed to Lake Michigan opposite Chicago. These are the great contributors to the support of your work — the lines already in activity which diverge from its extremities towards the east and west — quite independent of the wealth and resources of the immediate district traversed by the improvement itself — by far the most populous and fertile portions of Canada West — which this line must control without rival, or the probability of future rivalry. Ample surveys, which have been extendt^d over every route, offering any pretension to authorize its exploration, have led to the conclusion that there is no appropriate ground on which to place a competitor on either side of that which has been recommended for your adoption. 4 The " Pelimm Heights" and deep ravines cutting through the Queenstovvn Ridge, prohibit a location on the table-lands south of Hamilton, to reach Niagara Falls,— an idea once seriously enter- tained, but finally dispelled by the examinations recently completed. The result of the extensive surveys which I have conducted, vv^ith explanatory charts and profiles and estimates in detail, have already been submitted to your Board in my report as Engineer of Location. I have therefore now only to exhibii the character- istics of the line, which, on the authority of these surveys, I have recommended for the definite location of the Great Western Rail- way, and those evidences of its future success which, in my view demaiid its construction. LINE OF LOCATION. The annexed Map exhibits the line of location, from the site of the proposed Suspension Bridge over the Niagara River, to Wind- sor, opposite the City of Detroit, crossing the Niagara, Gore, Brock, London and Western Districts of Canada West, and pass- ing through the City of Hamilton and Town of London, agreeably to the provisions of the Charter. It exhibits also, the branch to Port Sarnia, at the foot of Lake Huron. In the location of the work, careful surveys have been made of the country between the Niagara and Western Frontiers, em- bracing nearly fifteen hundred miles of instrumental examination, and resulting in reducing the length, and improving the gradients and curvatures of former surveys in a remarkable degree ; a saving of thirteen miles having been effected in the aggregate distance, and the maximum grade, previously established at eighty feet, havmg been reduced to forty-five feet per mile. On the whole distance of 228 miles, over 217 miles is perfectly straight, and the length of the located line, differ i less than four 8 miles, from an air line drawn between the same points. (See note A.) I know of no case in this country or elsewhere, comparable with this, and it is doubtful whether another location of the same extent can be found on the Continent, so well adapted to the attainment of high velocity, and great economy of transportation. GRADIENTS. On a long line of Railway, forming a link in an extended chain of communication, where great speed and punctuality are essential, easy gradients are of the highest importance. A reference to the annexed map and profile shows that there is but one summit between the waters that flow into Lake Onta- rio, and those flowing into the Thames, Detroit, and St. Clair Rivers, and that the approach to this dividing ridge is through valleys which afford long and gentle slopes for reaching its summit. The belt of country extending from the Hudson to the Missis- sippi, through the centre of New York, Canada West, and Michigan, is the most even and uniform that is to be found in any parallel between the western waters and the Atlantic coast. This entire distance of nearly one thousand miles, may be tra- versed along the valleys of rivers, over extended plains, or on the shores of lakes, without interruption from any considerable range of hills. The gradients of the line will compare favourably with those of any railway of the same length in Europe or America. Approach- ing from the west, the summit, three hundred and sixty feet above the western terminus, is reached by grades of twenty feet per mile : going from the east, the maximum grade is forty-five feet per mile, and the whole length of this grade is found in a space of twelve miles. (See note B.) (See 9 The maximum grade is considerably below that of all the rail- ways in the United States, designed as great thoroughfares between the " West" and the seaboard ; and much below many of those on the line between Albany and Euflalo, a district of country remark- able for the evenness of its surface. To sum up the general results briefly, it will be seen by refer- ence to the tabular statements, that the line of location presents the remarkable feature of having ninety-five per cent, of the whole dis- tance in tangent lines, and two-thirds of the remaining five per cent., on curves of which the radii vary from 5,730 feet to 11,560 feet: while 183 miles is either entirely level, or exhibits inclina- tions of less than five feet per mile, and 54 miles presents slopes of less than 20 feet per mile. There is no grade on the Port Sarnia branch exceeding 10 feet per mile. RIGHT OF WAY. The right of way has been gratuitously released for a distance of nearly one hundred and eighty-two miles, embracing two thou- sand four hundred and sixty-four acres of land, exclusive of ground given for " depots." From the liberal spirit of the charter, whicli allows benefits to offset damages, and from the great interest manifested by the land- holders generally throughout the entire line, in favour of the work, it is anticipated that most of the remaining portion will also be ob- tained without expense. The item of land damages, therefore, has not been included in the estimates of the cost of the work. DEPOT GROUNDS AND BUILDINGS. Suitable grounds for passenger and freight depots, have been donated to the Company, in nearly all the important towns and 2 10 villages on the line, and also at both of the Western termini of the railway, at Windsor and Port Sarnia, amounting in the aggregate to over two hundred acres. In all instances adequate provision has been made in procuring sites for stations to cover the present, and probable future business, of the country. The plans and estimates for the various depot buildings and necessary shops, have been prepared with a view to the erection of substantial and durable structures of stone or brick, sufficiently ex- tensive to accommodate the anticipated trade and travel for several years after the completion of the work. WHARVES. The grounds given the Company for the construction of wharves and docks, to accommodate the business of the lakes, are ample, presenting a front of nearly one mile on the waters of Burling- ton Bay at the city of Hamilton, of one-third of a mile on the De- troit River at Windsor, and of about the same extent on the St. Clair River at Sarnia. The estimates of cost include permanent wharves at Hamilton, two thousand feet in length, at Windsor (opposite the eastern ter- minus of the Michigan Central Railway) of one thousand feet, and at Port Sarnia of five hundred feet. PLAN OF CONSTRUCTION. The estimates are made for a single track, with turnouts at proper intervals. * To provide for a thorough drainage, the cuts are estimated for twenty-four feet, with side ditches five feet wide. The embank- 11 ments arc fourteen feet, in width on top, and proportionally wider, where they exceed twenty-five feet in height. The road-bed is to be covered with a ballast of coarse gravel or broken stone, two feet in thickness, on which white oak ties, six by twelve inches, and eight feet long, are bedded, at intervals of thirty inches from centre to centre. On these ties is spiked an iron rail, of seventy pounds to the yard on the Central Division, and sixty pounds to the yard on the Eastern and Western Divisions, and the Sarnia branch. These rails are firmly secured at the joints, by cast-iron chairs of twenty- five pounds weight. The culverts, viaducts, and bridge abutments, are intended to be of permanent and durable masonry. The grade line through all the towns and villages on the route, and at all the public roads and farnfi crossings, has been established, so as to allow the travel to pass over the Railway by bridges, or under the track, by culverts, — an arrangement necessary to remove the danger of collision on a work intended 'or frequent trains at high velocity. The estimates provide for a substantial fence five feet high, free from bars or gates, on both sides of the track. ESTIMATED COST. In making the estimate of cost, great care has been taken to ascertain with accuracy the quantities of ei.rth and rock to be re- moved or procured for the formation of the road-bed, and the quality of the materials to be excavated. The principal streams have been sounded for the foundation of the culverts, viaducts and bridges, and the quantity of masonry in the different structures has been calculated from special plans made for each locality. The prices adopted have been derived from the actual cost of 12 works of similar rliaractcr in the United States, but to which has been aciclcd a liberal per-centage for incidental expenses, and interest on the instalments during the construction of the work. The soil throughout the whole distance from the Niagara River to London is generally composed of sand and gravel, well adapted to the formation of a substantial and durable road-bed. West of London the soil is more mixed with clay, but gravel ridges are still found at convenient intervals to furnish an abun- dance of dry material for ballast. The cost of stone and timber has been carefully ascertained at the diflerent points where heavy masonry and bridges are required, and the utmost confidence is felt, that the quantities and prices are sufficiently liberal to meet every probable contingency. The line touches several points where vessels can deliver the iron, and thus save much expense in its distribution. It may be noticed that railroad iron, delivered in Canada, costs Jive pounds less per ton, than the same quality and pattern, manu- factured in, or imported into, the United Stales, making a differ- ence in favour of the Great Western Railway of over £500 per mile, or an aggregate of about £125,000, or $500,000 for the whole work. 13 ESTIMATE. The cost of the work, by the detailed estimates now submitted, IS as follows, viz. : EASTERN DIVISION. FROM NIAGARA RIVER TO HAMILTON CITY. 42-10 miles in length. Graduation as per estimate, &c. S570,048 or £142,512 Superstructure, including branches, . 395,040 « os'oio Total amount, . . . acr roo .. «. ' - - uo5,088 " 241 422 Add 6 per cent, interest for six months, - 28,970 '« 7,245 Total cost, .... Equal to $23,682 or £5,920 per mile. $994,658 « £248,667 CENTRAL DIVISION. FROM HAMILTON CITY TO LONDON. 75-84 miles in length. Graduation, «fec., as per estimate, - $1,328,800 or £332 400 Superstructure, including branches, - 722,000 '« 180,'500 Total amount, 2,050,800 « 512,700 Add 8 months' interest, at 6 per cent. - 82,286 « 20,571 Total cost, Equal to 827,067 or £6,767 per mile. $2,133,086 " £533,271 14 WESTERN DIVISION. FROM LONDON TO WINDSOR. 109'95 miles in length. Graduation, &c., as per estimate, - 6002,00.5 or £150,741 Superstructure, including branches, - l,01)2,rj00 '• 273,125 Total amount, ... Add 6 months' interest, per cent. 1,095,405 " 42.3,800 50,804 « 12,710 Total cost, $1,740,329 " £430,582 Equal to $15,875, or £3,909 per mile. PORT SARNIA BRANCH. 49-85 miles in length. Graduation, &c., as per estimates, - - 8233,752 or £58,438 Superstructure, including branches, - - 412,500 " 103,125 Total amount, .... Add per cent, interest, for months Total cost, .... Equal to $13,312 or £3,328 per mile. 040,252 " 101,503 19,387 " 4,847 $005,039 "£100,410 16 SUMiMARY. DIVISION. Length in miles. ESTIMATED COST. Tom! Hnliliix Qrailuatiiin. BuperilrueturA. je98,910 180,500 273,125 Intereit. Currency. Eastern, .... Central, .... Western, .... Main track, • . • Port Sarnia Branch, Total 4210 75-84 109-95 X142,512 3J-J,'J00 150,741 X"7,245 20,571 12,716 40,532 4,847 i;248,(i67 533,271 456,582 227-89 49-85 277-74 625,453 58,431 5.52,5?5 103,125 1,238,520 iw;,4io 683,884 655,660 45,379 1,404,930 From the foregoing summary it appears that the cost of the main line from Niagara River to Windsor will be £1,238,520, or $4,954,090, and including the Port Sarnia branch, £1,404,930, or 85,019,720. Should it be deemed expedient to complete the Eastern and Western Divisions as speedily as possible, and use the Plank and McAdam Road, between London and Hamilton, during the pro- gress of the grading of the Central Division, the cost, as estimated, would be as follows : — Eastern Division, 42*10 miles. Western Division, 109-95 " Total, 152-05 miles. - £248,007 450,582 £705,249 It thus appears that two-third? of the main line can be completed for 56 per cent, of the total cost of the whole, and, from the favour- able character of the work on the Eastern and Western Divisions, la those portions could with economy l)c graded and hroiight into uso in twelve or fourteen iiionlhs. The jieaviest and most costly work is found on the Central J )i vision, which could not be profit- ably completed in less than two years. ^ TirE IKIUTR AND ITS CONNH X IONS. An inspection of the map accompanying this report, showing the route of the Great Western Railway and its connexions, with other primary iniprovcmenls completed and projected, will exhibit its importance, not only in facilitating the interniil trallic of the Pro- vince, but also as the central link in the extended chain of railways reaching from New York and Boston to the Mississippi Iliver. The completion of your Railway simultaneously with the exten- sion of the Central Railway, would connect liake Michigan with Boston Harbour, and leave a break of only 05 miles to be filled to reach Chicago. The Michigan Centuat. Railway terminates at Detroit, immedi- ately opposite the western terminus of your work at Windsor, 140 miles of which is now in operation through populous and well-cul- tivated portions of the State; and it is already become the channel of conveyance for a large amount of prodt'cls and merchandise. This Railway has been recently purchased by Eastern capital- ists, and is now being relaid with heavy iron, and the western por- tion is under contract to be completed to Lake Michigan by the fall of 1848. The earnings of this work, since its purchase in Sep- tember, 1840, to the 1st of May, as appears by the Company's Report, were for Freight, $140,952 55 Passengers, .... 00,759 89 Miscellaneous, .... 1,587 00 Total, 1(209,300 10 nto ijso 17 It cost to work tho road and pay for re- pairs during tliu Maine timu, Net earnings in less than months, fi.1,47n 4P $1'45,82« 51 ipital- por- the Sep- uiy's The receipts of this railway for the last three years in the month of May, were, — I8ir). «15,tJ24 r)5 184f>. 832,811) 85 lf)47. $11,011 70 showing an increase of nearly tiro hinulrcd ■per cent, in tiro years. 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J-iO ■s^ s. coi 13 o u -a bo* i>i O = S 1 3 CI ID °1« i' » ^ "'SS a J3 s O o S o 10 .S >,J3 S E fe 1$ ■-1 *< rt d 'H tC « " £ s ,e .a s ^8 O 9 ki .s S a .2 4} V V « bebsbfibo nt ■d ca cd 14 cd U t» i1 ^ V tu « .C o > > > > h 4-> Ehop Detroit of 70 tons, in 1796, and up to the declaration of war in 1812, the total number of vessels of all descriptions afloat upon Lake Erie was twelve. The first year after the war (1816) tiie aggregate tonnage of sail-craft upon the Upper Lakes was 2180, embracing about forty sail (two small schooners, only, being over 100 tons burden.) The number of arrivals and de- partures at the port of Buflulo that season, amounted to only eighty — in 1818, when the first steamer was built, they reached 100. In 1846, the number of arrivals and de- partures at tl.e same port was seven thousand seven hundred and fourteen, forming an aggregate of one million eight hundred and twenty-Jive thousand nine hundred and fourteen tons. On the 1st of July, 1847, there were the following number and description of ves- sels owned and running on the Lakes above Niagara Falls, as near as could be ascer- tained by the most careful and extensive research. So B^ 4) O O U bs bo be bo C3 Od Pj td b< bi ll (4 V ai u » > > > > Number and Names. Aggregate tons. Average tons. 35,835 10,295 14,589 47,738 442 332 231 152 31 Propellers, 315 Schooners, Adn Tnfnl .-.-....- 108,457 221 38 There waRan increase of tonnage of about thirty-five per cent, in the last eighteen months. The total roNt of the above vessels is estimated at six millions two hundred and forty thousand dollars, or one million five hundred and sixty thousand pounds — of which amount over two millions of dollars, or fifly thousand pounds has been ex- pended since January, 1846, in the construction of new vessels, and the repairing and enlarging old ones. The following comparative statements of the exports from the Upper Lakes, will mark the rapid change that has taken place within a few years in the West. ARTICLES. 1835. Flour, barrels, 86,233 Provisions, barrels, 6,563 Wheat, bushels, 98,071 Corn, " 14,579 1845. 1846. 717,466 1,280,897 68,100 99,398 1,354,990 3,611,224 33,069 1,179,689 I i r I In addition to the above, the following articles passed through the Welland Canal to Lake Ontario, from the West, and from the Canadian ports on Lake Erie. ARTICLES. Flour, barrels. Provisions, barrels. Wheat, bushels, Corn, " Boards, feet. 1845. 207,555 13,962 1,891,627 22,092 11,584,096 1846. ^To July 1,1847. 273,284 34,211 3,172,969 461,933 14,855,065 211,897 16,608 1,658,093 445,100 13,848,921 PORT OF CHICAGO, ILLINOIS. WHEAT EXPORTED. FLOUR EXPORTED 1845 956,860 bushels. 13,750 barrels. 1846 1,459,599 " 23,045 " Increase, 502,739 » 9,2P5 «• The flour already shipped up to the 31st of July, 1847, exceeds that for the whole year last season. 39 PORT OF MILWAUKIE, WISCONSIN. WH T EXPORTED. FLOUK EXPORTEn 1645 95,500 bushels. 7,500 barrels. 1846 213,448 " 15,756 " The flourishing towns of Racine, Southport and Little Fort, on the western shore of Lake Michigan between Milwaukie and Chicago, will add their share towards swell- ing this immense amount of exports, and will compare favourably with Milwaukie, lying, as they do, directly in front of the best wheal-growing country in Wisconsin. The arrivals and departures at this port, Milwaukie, for 1846, were : ARRIVED. DEPARTED. TOTAL Steamers, . 352 348 700 Propellers, - . Ill 109 220 Brigs, - . 95 94 189 Schooners, . 837 885 1672 1395 1386 2781 To show how rapidly the West is being settled and improved, we have only to note the change that has taken place in Wisconsin alone in a few years. In 1830 the population was 3,245 " 1836 " X '< . 11,686 " 1840 " It tl . 30,945 «' 1842 " ti tc . 46,678 " 1846 " t( tl . 245,928 «« 1847 in July estimated at . 360,000 Up to 1840 Wisconsin imported their supplies of every kind, including provisions. In 1 846 they fed themselves, supplied an army of over 100,000 new emigrants, and of their surplus remaining they exported through the Lakes between three and four millions of dollars in value, mostly in agricultural products. The lead and shot, made in this State in 1846, and which principally sought a market, via the Mississippi, is known to have been very large. 40 J '^ P ® 4) >. 1^ 1 o CO 1— " 1" ■^ ^ »- 3 g s $ J •-H 1- CO f^ ^ 1' ^ p-4 ;2 ] A mo Rai Pro] If 5: CO o ?5 S Cl a « 1 ^ CO X i i IT i ^ eo 1- in i t-^ vd CO •rf •^ •«f 1— I o iR o» v> o O (N PV > s; f tA 1— t »>• 1^ _• w o% ^ la in oo (N } id 00 1-* oo CO 1-^ d oi OO _ eo CJ Ol t f "S g Cl 3v o in 3 a> ■n <* Ci t£ 0^ o o 00 o T|< t; in 5 ci d ■* (d ■^ CO ci to S i ^ £ 1— ( r^ -V •sdoiio JN <£. »- CO la 1- •^ 1- i' Pi • -« ^d vo S5 in 00 ••)• t£> p— CO 6 and com tricts for jum|Dinj\[ w oo iS s I-t S2 g CO CI to § 1^ to 1 n Districts, 1 in these dis 1 fc H s 0^ s 1^ in r-4 s 00 H on O ^ CO s § s 1-^ ta }^ 00 s » ^ Wester ements S iri CO C^ r^ •-H *-4 <<- -2 1^ pj -« 2 ? S 8 in 00 8 ;!2 '2 m 1" CO 1^ o 5 a. 3 e *• a c^ M ^H t 1^ CO CO iri h "^ 2 ^ 00 •-H 00 ai CO d d 00 u y c .> GC oi o vo o eo ei 00 o a t3 _fl r" t 4,614 8,993 5,793 Butter and lard. Kegs and barrels, 271 688 994 Fish, .... Barrels, 560 657 22 Wheat, Indian corn, barley. and rye, . Bushels, 5,693 13,583 981 Hewn timber, - Feet, 224,500 154,000 98,123 Boards, .... II 135,152 16,750 486,400 Staves, .... II 314,000 111,137 99,500 WELLAND CANAL. Statement of some of the principal articles of property passed through the Weliand Canal, during the season of 1845, 1846, and of 1847 from the commencement of navigation until the Hrst of July. ARTICLES. 1845. 1846. 1 847, (to Ju Wheat, - . Bushels, 1,891,627 3,172,969 1,658,093 Corn, . . «' 22,092 461,933 445,000 Beef and pork, • Barrels, 13,962 34,211 16,608 Flour, . II 207,555 273,284 211,897 Ashes, . ii 3,062 4,677 1,141 Salt, ■ • • . " 219,722 237,811 51,391 6 42 ARTTrLKS. BoardN, • Ilcwn timber, RtavcH, . Bhinglci, Pasgengcri, ]mr> iRir.. Feet, It ii,.'iHi,0!ir, M. «.';.'),()(;.'•. 5,119,87fi 2.ri!)l,r)ll ay!»,r)()0 SHii.riOO 3,09a 3,743 1HI7, (to July n. 3.8»H,!I',>1 i,o(>7,()sa 4.W,5()0 TONWAOE. Number of iichoonerii, » tttcamboata and propellers, " BCOWB, .... " rafts, - . . - Tonnage .... 1845. 184C. 1847, (to July 1) 2,041 2,335 1,034 433 400 188 1,147 1,170 47G 104 120 39 312,571 385,969 181,226 A portion of the above returns, comprise Imports and Exports from the Gore District, by the Grand P>vcr, and from ports on Lake Eric, Canada side. NOTE H. WESTERN RAILWAY, MASSACHUSETTS. NUMBER OF BARRELS OF FLOUR TRANSPORTED FROM ALBANY AND TROT. Year. To Boston 1845 181,796 1846 231,920 To other stations. Total number. 146,386 328,183 163,919 396,839 Number of tons transported in eleven months of 1846. Through from Boston to Albany, westward. All other tonnage, 8,358 40,251 Total going west, 48,609 43 'I'liroii|;h (Vom Albany to Bo«ton, oantward, .... 30,103 All other tonnago, 81,382 Total going oast, 117,785 Total number of ton* moved, 106,394 Efiuivalcnt number of tonH carried one mile 15,748,223 Equivalent number of tons carried over the whole road, . . 100,950 Number of miles run by locomotives in eleven months of 1846. For passenger trains, . , For freight trains, For giavcl trains^ etc., Total number of miles run, 215,36'J 313,2.59 45,328 573,956 The income of the road for olevon months to November 30, 1846, has been, Passengers, . Freight, . Mails, express, etc., • • • • Total income, $389,861 42 459,365 18 29,191 29 $878,417 87 Expenses for the same period have been as follows :— for Road repairs, . Engine repairs, Car repairs, . Building, etc., Transportation expenses, General expenses, • $80,293 25 48,909 25 40,544 06 16,195 02 202,524 45 24,213 77 Net income, $412,679 80 465,738 09 The amount of earnings for December, 1846, have been $76,000, which, added to the receipts for eleven months, will make the gross receipts of 1846, $954,417 89, and an increase over the year 1845, of $140,937 89. 44 M NOTE I. When IIk* rnilwnyN on tlin iiiohI direct rniitcN from Cliicnf^o to noHtnti and New York nIiiiII all Iw completed iind fiirniiihnd with heavy iron railN, the travcllur can piiHH fVoiii th8 Night » 8 T5 it II 3* 950 Day " 8* lAO II II 5 987 34 53 1039 Miles in 36 To Boston fl-otn ('hicago On the completion of the Great VVestern and the Syracuse and Oswego Railways, the passage may be made from New York to Detroit, via Onwego and Hamilton, in thirty-six hours ; from Now York to Chicago in forty-eight hours ; from New York to the Mississippi River in sixty hours ; and all the way to New Orleans in seven days, as follows : From New York to Albany, " Albany " Oswego, «' Oswego " Hamilton, " Hamilton " Detroit, " Detroit " New Buffalo, •> New Buffalo " Chicago, Total 948 48 From Chicago to Galena in 10 hours, and by steamboat to New Orleans in five days. MILES. CONTEYANCK. HOURS 150 Night steamer 8 168 Day railway 8 160 Night steamer 12 185 Day railway. 7 340 II II 10 45 Night steamer 3 45 New can r* to HTATKMKNT SHOWINrS TIIF, FNCRKASn Ol" BIJSINKSH ON VARIOUS RAILWAYH IN TIIK UNITKD STATEH. s. ay", n, in rork 3 von RS. Name or Railway. Ronton and Iiowoll, • • BoBton and Worcester, • WoBtern, Eastern, RoBton and Providence, • Boaton and Maine, • • NaBhua and Lowell, - • New Bedford ond Taunton, Uticonnd Scheneclada, - Utica and Syracuse, • • Auburn and Rochester, - Camden and Amboy, Columbia and Philadelphia, Yeor. 1836 1842 1842 1842 1842 1842 1842 1842 1837 1843 1843 1833 1835 Amount of Net Revenue. je22,450 45,174 61,517 37,532 30,911 19,150 9,903 8,105 48,198 23,568 22,073 45,250 57,338 Amount of Veor. 1845 Net Revenue Increane. jC44,25(; X'2 1.806 1845 59,431 14.2.')7 1845 110,715 49.198 1845 58.327 20.795 1845 49,457 18,.546 IRI . 33.245 14,091 1845 18.668 8.7u5 1845 12,209 4,104 1845 65,879 17.681 1846 40.297 Ifi.C29 1846 45,901 22.928 1839 106,750 61.500 1840 112,317 54,979 ays. T 46 P r/3 e- P < hJ OS O W ^ S to w s O o E-1 M u o Q H K U >^ a » o (4 Cm CO o % a Q < E-" 03 5 O s B a bo B o U o a E- Cm O Eh a o a ;zi 3 B 1- 3! >« ■»c ^' 5 (N ■^ •"f to V ■^ •<*» •* * 1« ■V >^ 6 o & tn o o r-4 -■> (N 00 ot M IN CO OJ N (N ! > • o cr vo CO ift o •o lO lO T) vo «.* n 9 bo s. m >n >c vo t^ 00 3 vo ys vo vo vo VO to (A o s (-4 ■* 3 r^ o o vo to H, cs ^H o o ■rt o lO o 00 Ci f-< t^ vo «-* N (N (N c* (>* N ^ o f^ fM CO •^ irt vo •V ■>f T»< s T s; « 00 oo OO 00 00 00 >H 1-.* 1—1 1—* 47 WEATHER TABLE KEPT AT TORONTO, SHOWINO THE AMOUNT OF RAIN, SNOW, AND FAIR WEATHER DURING EACH YEAR, FROM 1840 ro 1846, i.,clusive. Year. Number of Wet days. Number of Snowy days. Perfectly fair. Toronto Bay frozen over. Ice gone from Toronto Bay. 1840 97 56 213 Cth Decenber. 28th March. 1841 80 46 239 13th December. 12th April. 1842 89 55 221 Not noted, 17th March. 1843 83 73 209 13th December, but broke up again. 23d April. 1844 106 41 219 18th December. Not noted. 1845 97 47 221 3d December. Not noted. 1846 103 43 219 14lh December. 8th April. Note.— Any day on which rain falls, whether more or less, is noted as a wet day. The same observation applies to snow. Severe cold seldom lasts more than three days successively during the winter ; the weather then moderates for a few days, again succeeded by a sharp frost. It is never BO severe in Canada West as to put a stop to out of door employm.ent. Greatest depth of snow three feet, seldom over two feet, the average depth about one foot. ,;l /«.JP% ">^^ nr it L^ r. ?*!,, > ,./ i\ ""is A- " ^ Ml ^i ^' '^!rA>, ■•s 'J "'i