m 
 
 
 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-S) 
 
 .<i' 
 
 /^. 
 
 s^ 
 
 
 «5 
 
 l!l 
 
 1.0 :r«s« m 
 
 I.I 
 
 1.25 
 
 Z2 
 
 li: ii£ 12.0 
 
 1.8 
 
 U i 1.6 
 
 y] 
 
 <m 
 
 6^ 
 
 / 
 
 
 W j^ 
 
 
 Photographic 
 
 Scuices 
 Corporation 
 
 ^w 
 
 t^ 
 
 4^ 
 
 A 
 
 \ 
 
 ^ 
 
 ^9> 
 
 ^ 
 
 
 o^ 
 
 23 WEST MAIN STREET 
 
 WEBSTER, N.Y. 14580 
 
 (716) 872-4503 
 
4^ 
 
 
 & 
 
 CIHIVl/ICMH 
 
 Microfiche 
 
 Series. 
 
 CIHM/ECMH 
 Collection de 
 microfiches. 
 
 Canadian institute for Historical iVlic>oreproductions / institut Canadian de microreproductions historiques 
 
 1 
 
 O' 
 
 1981 
 
Technical and Bibliographic Notes/Notes techniques et bibliographiques 
 
 The Institute has attempted to obtain the best 
 original copy available for filming. Features of this 
 copy which may be bibliographically unique, 
 which may alter any cf the images in the 
 reproduction, or which may significantly change 
 the usual method of filming, are checked below. 
 
 n 
 □ 
 
 D 
 D 
 D 
 D 
 
 D 
 
 D 
 
 Coloured covers/ 
 Couverture de couleur 
 
 Covers damaged/ 
 Couverture endomrragee 
 
 Covers restored and/or laminated/ 
 Couverture restaur^e et/ou pelliculde 
 
 Cover title missing/ 
 
 Le titre de couverture manque 
 
 Coloured maps/ 
 
 Cartes g^ographiques en couleur 
 
 Coloured ink (i.e. other than blue or black)/ 
 Encre de couleur (i.e. autre que bleue ou noire) 
 
 Coloured plates and/or illustrations/ 
 Planches et/ou illustrations en couleur 
 
 □ Bound with other material/ 
 Relie avec d'autres documents 
 
 □ 
 
 Tight binding may cause shadows or distortion 
 along interior margin/ 
 
 La reliure serree peut causer de I'ombre ou de la 
 distortion le long de la marge interieure 
 
 Blank leaves added during restoration may 
 appear within the text. Whenever possible, tlieeto 
 have been omitted from filming/ 
 II se peut que certaines pages blanches ajoutdes 
 lors d'une restauration apparaissent dans le texte, 
 mais, lorsque cele 6tait possible, ces pages n'ont 
 pas 4ix6 film^es. 
 
 Additional comments:/ 
 Commentaires suppl6mentaires: 
 
 L'Institut a microfilm^ le meilleur exemplaire 
 qu'il lui a 6X6 possible de se procurer. Les details 
 de cet exemplaire qui sont peut-dtre uniques du 
 point de vue bibliographique, qui peuvent modifier 
 une image reproduite, ou qui peuvent exiger une 
 modification dans la m^thode normale de filmage 
 sont indiqu^s ci-dessous. 
 
 I I Coloured pages/ 
 
 D 
 
 Pages de couleur 
 
 Pages damaged/ 
 Pages endommagdes 
 
 Pages restored and/oi 
 
 Pages restaur^es et/ou pellicul^es 
 
 Pages discoloured, stained or foxe( 
 Pages ddcolor^es. tachetdes ou piqu^es 
 
 Pages detached/ 
 Pages d^tachees 
 
 Showthrough/ 
 Transparence 
 
 ality of prir 
 
 elite in^gale de I'impression 
 
 ludes supplementary materii 
 Comprend du materiel supplementaire 
 
 idition available/ 
 Edition disponible 
 
 I I Pages damaged/ 
 
 I I Pages restored and/or laminated/ 
 
 I I Pages discoloured, stained or foxed/ 
 
 I I Pages detached/ 
 
 I I Showthrough/ 
 
 n Quality of print varies/ 
 Qj 
 
 I I Includes supplementary material/ 
 
 [ I Only edition available/ 
 
 I I Seule 
 
 Pages wholly or paitially obscured b' errata 
 slips, tissues, otc, have been refilmed to 
 ensure the best po. sible image/ 
 Les pages totalement ou partiellement 
 ohscurcies par un feuillet d'errata, une pelure, 
 etc., ont 6t6 film^es i nouveau de facon d 
 obtenir la meilleure image possible. 
 
 This item is filmed at the reduction ratio checked below/ 
 
 Ce document est film6 au taux de reduction indiqud ci-dessous. 
 
 10X 14X 18X 22X 
 
 12X 
 
 16X 
 
 J_ 
 
 20X 
 
 26X 
 
 30X 
 
 24X 
 
 28X 
 
 n 
 
 32X 
 
The copy filmed here has been reproduced thanks 
 to the generosity of: 
 
 National Library of Canada 
 
 L'exemplaire film§ fut reproduit grSce d la 
 g6n6rosit6 de: 
 
 Bibfiothdque nationale du Canada 
 
 The images appearing here are the best quality 
 possible considering the condition and legibil-ty 
 of the original copy and in keeping with the 
 filming contract specifications. 
 
 Les images suivantes ont 6td reproduites avec le 
 plus grand soin, compte tenu de la condition et 
 de la nettetd de l'exemplaire film^, et en 
 conformity avec les conditions du contrat de 
 filmage. 
 
 Original copies in printed paper covers are filmed 
 beginning with the front cover and ending on 
 the last page with a printed or illustrated impres- 
 sion, or the back cover when appropriate. All 
 other original copies are filmed beginning on the 
 first page with a printed or illustrated impres- 
 sion, and ending on the last page with a printed 
 or illustrated impression. 
 
 Les exemplaires originaux dont la couverture en 
 papier est imprimde sont filmds en commenpant 
 par le premier plat et en terminant &oit par la 
 dernidre page qui comporte une empreinte 
 d'impression ou d'illustration, soit par le second 
 plat, selon le cas. Tous les autres exemplaires 
 originaux sont film6s en commeriqant par la 
 premidre page qui comporte une empreinte 
 d'impression ou d'illustration et en terminant par 
 la dernidre page qui comporte une telle 
 empreinte. 
 
 Thd last recorded frame on each microfiche 
 shall contain the symbol —*" (meaning "CON- 
 TINUED "), or the symbol V (meaning "END"), 
 whichever applies. 
 
 Un des symboles suivants apparaitra sur la 
 dernidre image de cheque microfiche, selon le 
 cas: le symbole — ^ signifie "A SUIVRE ", le 
 symbole V sigitifie "FIN". 
 
 Maps, plates, charts, etc., may be filmed at 
 different reduction ratios. Those too large to be 
 entirely included in one exposure are filmed 
 beginning in the upper left hand corner, left to 
 right and top to bottom, as many frames as 
 required. The following diagrams illustrate the 
 method: 
 
 Les cartes, planches, tableaux, etc., peuvent Stre 
 filmds d des taux de reduction diffdrents. 
 Lorsque le document est trop grand pour etre 
 reproduit en un seul cliche, il est filmd d partir 
 de I'anglo supdrieur gauche, de gauche d 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 
 
Tc 
 
 
 Ma 
 
.: w; 
 
 /*- 
 
 /t 
 
 
 
 INDUSTRIAL EXHIBITION, 1888 
 
 3 /^ 
 7 
 
 Joropto a^d Q^or(^\aY) Bay 
 Sl7ip I^ailu/ay 
 
 ^-^■'?y?/3^'3'^y^^ 
 
 FAGTS reR THE PEOPLE 
 
 /^^i: 
 
 Mali /od Department, Toronto 
 
mm 
 
 ,16/ if ( 
 
 
 
 
 cV^^ 
 
 Sv*: 
 
 
 ^;^ 
 
 .^b' 
 
 ci Vt. 
 
 i^4 
 
 r-.«-.v 
 
 1*^ 
 
 iv^^^ 
 
 Z5- 
 
,M 
 
 OeographlcftI 
 
 MllM. 
 
 Main I.ing — Montreal to Port Mostly. 
 All Rail Route (unilfr construction,) - 2,6! 
 
 From Xrw Torn to l»oriT Mnonr, via 
 UrockviUo andOan. PiiciflcU'y., • - S,74fl 
 
 Trom Nrw York to San rnANCiiiro.ttrt 
 Ceniial and Union Paoillo Itailwats, 
 and dhorffst cntmeoting lines ilirouVh 
 tlie Ciiui'd State*, 5,89© 
 
 From LivEitpooL to NBnr YoDK, - • - S.OSO 
 
 From Liverpool to Port Moody, via 
 Montreal aud Can. Fac. U y., - - • &,IM 
 
 From I.ivEnporti.toSANFRANciRCO.mn 
 sliortfdt connecting Unei ta thu IJ.ti., A,880 
 
 From l.ivrRPooL to Tokohama (Japan), 
 Via MunuiJulandCau. Pou R'j.f • • 9^40 
 
 From Liverpool to TononAMA (Japan), 
 via New York and San Francisco, - • 10,420 
 
 The distances, via tho Canadian Paolflo 
 
 Railway, are by the Kuil aud 
 
 Lake Uoute. 
 
 15. 
 
 70 
 
-^ 
 
NKWFOUNDLANl) 
 
 Table of Comparative Distances. 
 
 olograph ic*l 
 
 .MllM. 
 
 Main I.lne — Montreal to Port Moody. 
 All nailRouce (under coastruoiion,) - 2,620 
 
 From Nrw To?.K to PfinT Moonr, via 
 liiookville aiidCan. I'aciflo Il'jr., • - S,74S 
 
 From New Vonxto San FnANriiipo.irtn 
 ('entral and Union PAi'iHti Kiiiltvavs. 
 and Hhortcjt conn«cttug lines tliroti'gh 
 tlie IhiitcdStatiia, • 2,890 
 
 From LivinrooL to Niw Touk, • ■ • S.OSO 
 From I.irEnpooL to PoBT MooDt, via 
 MoMtreul and Can. I'ac. II jr. , • • - &,160 
 
 From I.ivEnponi. toSANFnANciaco,CT<» 
 ahuriesc couuecting liaei Id the Vii., &,S80 
 
 From Liverpool to YoiconAHA (Japan), 
 via MuuuealandCan. Poo. B'j., • • tfiW 
 
 From Liverpool to ToRonaMA (Japan), 
 iitaNew York and San Franciaco, ■ -10,426 
 
 The distances, via the Canadian Paolflo 
 
 Railway, are by the lUil aiid 
 
 Lalio itoute. 
 
 40 
 
 25. 
 
 , 
 
• ■ ' s • 
 
 .'^ 
 
 4 
 
TORONTO AND GEORGIAN BUY 
 
 SHIP RAILWAY 
 
 FACTS FOR THE PHOPLli 
 
 IN the eiifly history of Cantulii. when Indiiin niiioes, and later on 
 Durhnin boats, were the only iiKsans of conveyance by whicli the 
 I liver St. Lawrence and the Gieat Lakes were navij^ated, the prin- 
 cipal portage Ijetween Lake Ontario and the Georgian Bay, an 
 arm of Lake Huron, was from i^ort Toronto, or l?ouille as the Frencli 
 originally called it, by Lake Simcoe, and the Nottawasaga and 8(!vei'n 
 ]{iv(^vs. The site of Fort Toronto has been preserved through the 
 exertions of 1 >r. 8cadding and the York Pioneers, by the erection of a 
 monument on the Exhibition Grounds, which was unveiled last year by 
 His Excellency the Marquis of Lansdowne, the late Governor-General of 
 Canada, at the opening of the Exhibition 
 
 The of r portages were by the River Trent to Lake Himcoe, and the 
 Severn lliver to Georgian J3ay, and by the Niagara River, between Lakes 
 Ontario and Erie, and from the latter lake through Lake ^^. Claii- to 
 Lake Huron. 
 
 The portage from Montreal, the ancient Ilochelaga, to Lake Huron, 
 was by the Ottawa River and Lake Nipissing. 
 
 The portage by Toronto, however, was the most fre((uented by the 
 Indians; Fort Frontenac, now Kingston, was established by the French, 
 and Fort Oswego by the English, for the purpose of trading with the 
 Indians. Later on, Forts Niagara and Toronto were established by the 
 French. 
 
 Tiie sheltered waters of the North Channel leading from Lake 
 Superior and the St. Mary's River, and the Georgian Bay, the latter 
 forming a deep indentation from Lake Huron towards Lake Ontario, and 
 the short portage to Toronto by Lake Simcoe, were no doubt the 
 principal inducements in the selection of this route by the Indians from 
 the North-West, in preference to the circuitous route by Lakes St. Clair 
 and Erie to Fort Niagara. -.____. ^ ^ __^. I. 
 
Toronto was selected by Lieut. -Governor Sinicoe in 1704 as the 
 future seat of Government, and in 1796, the construction of Yonge Street 
 was commenced, extending j rtli iVom Toronto to Holland Landing at 
 Lake Simcoe, thirty miles in length, and for many years, until the opening 
 of the Northern Railway in 1855, it was the main line of communication 
 to the north by Lake Simcoe. ' .; 
 
 CANALS. 
 
 When the Jirie Canal was opened in 1825, the trade of the St. 
 Lawrence was largely diverted to the Hudson River, and the cermini of 
 thr canal, BuH'alo and New York, have become large and important 
 cities. On the opening of the Erie Canal, and in order to retain a 
 portion of the early trade, the construction of the Welland Canal across 
 the narrow isthmus, 28 miles, between Lakes Ontario and Erie was 
 commenced, by the exertions of tht. late Hon. AV. Hamilton Merritt, 
 of St. Catliarines, and completed in 1829. 
 
 The llideau Canal was commenced in 1826, as a military work, and 
 to avoid the rapids of the River St. Lawrence. It is a fact worthy of 
 being long remembered, that the corner stone of the locks at Bytown, 
 now Ottawa, was laid )jy the late lamented Sir Jolin Franklin, R.N., in 
 1829. -,- .-; 
 
 The navigation of the Ottawa and St. Lawrence Rivers "\Vas also 
 improved by the construction of short canals, to avoid the rapids on these 
 rivers. 
 
 The Welland and St. Lawrence Canals have been enlai'ged from time 
 to time, the enlargement of the latter being still in progress, but all these 
 improvsments liave failed to d'vert even a moderate portion of the 
 westerr traffic from the Erie Canil. 
 
 The Erie Canal was also enlarged from time to tim'^, the latest 
 enlargement having been completed in 1862, and the whole expenditure 
 for tlie cost of construction, m;i,intenance and operation of this can.al and 
 branches to 18SG, has been $133,000,000. 
 
 The cost of construction and enlargement of the canals by the . 
 Doruinlon of Canada to .Tune, 1887, not including maintenance and 
 repairs, has been $51,000,000: the \\'elland Canal, now completed, 
 having cost $23,000,000. The construction and enlai'gement of the Erie 
 Canal was a loss to the State of New York of $36,000,000, and the tolls 
 on the Canadian canals are about 50 per cent, of the cost of the repairs 
 and maintenance. 
 
 In 1883 the State Legislature of New York declared that, "no tolls 
 shall hereafter be imposed on persons or property transported on the 
 canals," and after twelve months' experience the State Engineer in his 
 report for 1884 declares that the experiment for increasing the tonnage by 
 
tlie abolition of tolls, to have been an entire failnn'. A partial reduction 
 of tolls has been also tried on the Welland and St. Lawrence Canals with 
 alniost the same result ; the report of the Coinniissioner on Inland 
 Revenue for 1886 states: "Notwithstanding the large increase in the 
 volume of trartic, and the refund of 18 cents per ion on grain passed 
 down to Montreal, the quantity passing through the canals from Lake 
 Erie to Montreal during 188G was 128,886 tons less than in 1880." These 
 results arc in a great measure attributable to the increased and constantly 
 increasing traffic on railroads. 
 
 The State Engineer for Xew York, the Hon. Silas Seymour, in his 
 report for 1884, u;.der the head of Railroads 7'.'^. Canals, further .states: 
 " In any event it may l)e safely assunied, that canals as a successful and 
 necessary means of transportation have outlived their usefulness; and 
 also, that as Ijetween railroads and canals, when considered with reference 
 to their relative merits, as affording the means for rapid and economical 
 transport, it must be regarded as a foregone and ine^■itaule conclusion 
 that the canals must ^s^^o. Tliis is \erified V)y the report of the Hon. E. 
 Sweet, State Engineer in 1886. In 1862 the tonnage of the canals was 
 5,598,785, and in 1886, 5,293,982. In 1862 the tonnage of the railroads 
 was 3,020,388, and in 18S6, 25,443,353. Indicating a large and rapid 
 increa.se in favo. of railroads. The remark which the writer nsade 31 
 years since is still applicable to the wx.^tern trade, but at that time the 
 conspetition with the railroads liad barely commenced, it therefore 
 applies with greater force to the trade at the present i.me: "Judging 
 by past experience it appears rea.^onable to suppose that the bulk of t'.e 
 western trade having passed the St. Clair River, and reached the eastern 
 end of Lake Erie, will find its Avay to New York by the Erie "^aiial, the 
 diversion must therefore be attempted further west than Bulfelo." Tiie 
 writer also stated in a letter in 1857 to the Hon. J. I*. Robinson, late 
 Lieut.-Goveruor of Ontario : "I cannot avoid expressin^/ my belief that 
 the enlargement of the Welland Canal will not divert the western trade 
 from the Erie Canal, through the St. Lawrence to the Atlantic Ocean. ' 
 The statistics which have been prepared in connection with the canals 
 and v/estern trade, which will l)e found in the latter portion of this paper, 
 fuily justify the above remarks. 
 
 ( )n looking at the maps of Ontario in connecti(m with the eastern 
 and western portions of the United States, bordering on Lakes Huron 
 and Ontario, it will be at once perceived, that a great saving in distance 
 would be effected between the east and west, if a communication could be 
 established by the ancient portage between Cieorgian Bay and Toronto 
 previously described, and which modern surveys have demonstrated to be 
 428 miles. The Toronto and Georgian Bay Ship Canal was surveyed and 
 
repoi'ted on as practicable, and was strongly advocated as a ni<>ans hy 
 which tlie western trade wouk. be benefited, by facilitating the passage of 
 grain laden vessels, and reducing the cost of transportation, but the groat 
 cost, $24,000,000, as the result has proved, was fatal to its construction, 
 AVhen tlie late Capt. Kads was in Toronto in 18S1, he examined the 
 plans and niodel of the ship canal, and though satisfied as to its practi- 
 cability, he made the following remark : " ff Lake navigation is to hold 
 its own you n^ust figiit railroads with I'ailroads," The usefulness of 
 canals is gone. • ' ' . - 
 
 SHIP RAILWAYS. 
 
 The following description of the Ship Railway was written by the 
 late Capt. Eads for .Johnson's Universal Cyclopedia. 
 
 "After the publication in 1879 of the estimates made by the Ship 
 Canal Convention, which met at the solicitation of Count de Lesseps in 
 Paris, the Avriter wjis led to investigate the practicability of the transit 
 of loaded merchant ships of the largest class by railway, to ascertain if a 
 moreecononuc method of transit than by canal could not be thus secured. 
 It was generally known that the transportation of sea-going craft over 
 land had been accomplished by the Athenians at the Isthmus of Corinth, 
 400 B.C.; that in the middle ages, the Turks had transported ships of 
 war in a similar manner ; that a hundred years ago Swedenborg had carried 
 three vessels of war across one of the peninsulas of the Baltic ; that before 
 the construction of the Suez Canal was commenced, a ship railway was pro- 
 posed inlieu of it by Brunleesand \Vebb,two English engineers of note; that 
 they had also in 1872 proposed and made plaiis for the construction of a 
 ship railway across Central America for ships of 1,200 tons burden; and 
 that in 1875, Mr. H. (l. C. Ketchum proposed a ship railway across the 
 Isthmus of Chignecto, between the Bay of Fundy and the (iuli of St. 
 Lawrence, for vessels which would weigh, with cargo and machinery, 
 about 2,000 tons. Hence the idea of transporting ships by rail is not a 
 new one. The plans hitherto proposed for this purpose did not contem- 
 plate, however, the liandling of the largest merchant ships. Crude esti- 
 mates of the cost of the practical devices for this method soon gave 
 assurance of great economy, in both money and time, in favor of the 
 ship railway. Further studies led to such improvements in the carriage 
 on which to transport the ship, and the docks necessary to place it on 
 the carriage and railway, as assured tlie absolute safety of the largest 
 loaded ship during transit." 
 
 In 143S-9 Sorbolo, an engineer of Venice, with the assistance of a 
 large number of soldiers and oxen, transported two first-class and four 
 second-class war vessels, triremes, of 300 tons each, and twenty-five light 
 barks, from the River Adige to tiie Lago di Garda, a distance of about 
 
• 
 
 50 miles, over a Iiigh mountain, to relieve the City of Brescia which was 
 besieged by the ^lilanese, and the Venetians were victorious. The 
 hydraulic lift is certainly not an experiment. Tt has been in use ever 
 since the erection of the Brittania tubular bridge over the Menai Straits. 
 Tt is in use at Anderton, Cheshire, England, for transferi'ing laden vessels 
 from the Trent and Mersey Canal to the River Weaver. Vessels with 
 cargoes have been raised and lowered by this means a height of 50 feet 
 for many years without the slightest accident or delay. The lifts at the 
 Thames graving docks on the North Woolwich Railway near London, 
 where large vessels have been raised out of the water for repairing pur- 
 poses, have been in use for over 25 years. 
 
 The writer, when serving his time as a Civil Engineer, prepared all 
 the working plans and superintended the construction of a patent slip 
 at Limerick, Ireland, in 1840, on which a vessel of 1,500 tons was hauled 
 out, by manual labor with a windlass, repaired and launched immediately 
 after the slip was completed. Tt was not considered a very extraordinary 
 work, as several larger slips had been constructed previously for the 
 purpose of hauling out and repairing vessels. The slip was built of solid 
 masonry a "id out stone with heavy iron rails on which a strong cradle 
 rested. Pa ent slips and floating docks for repairing the largest vessels 
 are now of such common construction that it would be useless to multiply 
 instances, the only new improvement as suggested by the late Capt. Eads, 
 is the extension of the rails of a patent slip on the level, or with easy 
 grades, and the employment of large locomotives. 
 
 Tn an article on Ship Railways, Ancient and Modern, by Gen. J. L. 
 Hagadorn, of Chicago, published in Harper's Magazine for February of 
 this year, it is stated, " The ship railway is simply a proposition to carry 
 greater burdens than have hitherto been carried on ordinary railroads" ; 
 also, with our modern appliances in view, the intervening space between 
 the Atlantic seaboard and the Great Lakes is a mere portage; and the 
 necessities of the hour require not only the safe and expeditious transit 
 of war vessels and heavily laden propellers and barges over our inland 
 peninsulas and isthmusses, but also from the ocean to the lakes. Tf a 
 vessel can safely carry a heavy freight over stormy seas, where half her 
 hull is sometimes out of water, pounded by the angry waves that break 
 upon her decks, or drive upon her abeam, tossing her in their fury from 
 crest to crest, and dropping her suddenly into great troughs of the sea,''' 
 it is idle to suppose that she cannot safely car»'y her burden when lifted 
 gently into a " cradle" and borne smoothly and steadily along over solid 
 rails of steel. In the same article there is a concise description of the 
 several ship railways designed and in progress. The ship railway in pro- 
 gress has already been alluded to as having been proposed by Mr. H. G-; 
 C. Ketchum^ to cross the Isthmus of Chignecto between the Bay of 
 
.: ' . 
 
 Fundy and tlie Gulf of St. Lawrence, a distance of 18 miles. Under an 
 amended Act of tlie Dominion Go\ M-nment of last session, a subsidy of 
 $170,602 a year for 20 years was granted as a guarantee of 7 per cent, 
 interest on its cost, after the completion of the works, and a syndicate 
 of English capitalists is now proceeding with the work. Tlie Baie Verte 
 ship canal has been before the public for many years, and the cost of 
 consti'uction has been estimated by various engineers from 8 to 12 
 millions of dollars. The ship railway is only estimated at $5,500,000. 
 Mr. Ketclium in his report of 1881 states, "I will i-efrain, however, from 
 making the comparison with the canal ; that scheme is dead and buried — 
 Requiescat in pace. Let us erect on its gra%e a monument of engineering 
 skill and commercial enterprise more worthy of the nineteenth century." 
 The projected ship railways, as described by Gen. Hagadorn, are, "between 
 Georgian Bay and Toronto, on Lake r)ntario; a ship railway to avoid the 
 dangerous navigation at The Dalles, on the Columbia Kiver, AVashington 
 Territory; another project is the Michigan Peninsula Railway, from 
 Michigan City opposite Chicago, to Toledo, on Lake Erie. A ship rail- 
 way has also been surveyed across the Florida Peninsula to save 600 
 miles of distance around and through the straits. This is a most practi- 
 cable route, and the railway can be l)uilt foi" about one half the cost of a 
 ship canal. But the great work in all this programme, both as to the 
 magnitude of its construction and its results, is the Tehuantepec ship 
 railway of Captain Eads, now in the hands of Captain E. L. Corthell, as 
 Chief Engineer." Speaking of this, the London T/'w^'j' says : "We have 
 said this scheme is a bold one, but it is not more remai'kable for its bold- 
 ness, as well as for its originality, than for its engineering soundness, and 
 for the perfectness with which every detail has been worked out, a;n,d every 
 possible contingency provided against. A careful inspection of the 
 details of this great work, the drawings of which are exhibited with the 
 topographical model of the Toronto and (reorgian Bay ship railway, will 
 convince the most skeptical that the project is botn possible and practi- 
 cable. 
 
 The Tehuantepec ship railway will be from 100 to 110 miles in 
 length, with grades from 30 to 40 feet per mile, to transport vessels of 
 5,000 tons, at an e.stimated cost of .^75,000,000. The subsidies guar- 
 anteed are $2,500,000 annually from the United States for 15 years after 
 the railway has been completed, $1,250,000 by Mexico with other privi- 
 leges, making a total for a guarantee of 7 percent, of $3,750,000. Whe^, 
 the revenue exceeds 7 per cent., the difference to be returned to the 
 United States and Mexico. 
 
 The firm of Emerson, Murgotroyd k Co., constructors of the 
 hydraulic docks at Malta and Bombay, state, " We have no hesitation 
 in guaranteeing the lifting of a fully-loaded ship or steamer of 8,000 or 
 
 I 
 
 th( 
 tw- 
 
 shi 
 To 
 
 loc 
 an 
 m( 
 
(ler an 
 
 idy of 
 r cent. 
 
 dic.ate 
 ( Vertc 
 cost of 
 
 to 12 
 00,000. 
 !•, from 
 uried — 
 neering 
 utury." 
 )et\veen 
 
 oid tlie 
 iiington 
 y, from 
 liip rail- 
 ive 600 
 t practi- 
 30st of a 
 IS to the 
 pec ship 
 'thell, as 
 We have 
 its bold- 
 less, and 
 ud every 
 n of tlie 
 witli the 
 way, will 
 id practi- 
 
 ) miles in 
 vessels of 
 lies guar- 
 ears after 
 jher privi- 
 ► . Whe 
 led to the 
 
 s of the 
 hesitation 
 f 8,000 or 
 
 • 
 
 10,000' tons weight on a railway car from the sea or liar1)or level to that 
 ■of your permanent way in thirty minutes, with absolute safety to the 
 ship and the works, where the lift is not over fifty feet vertical." Sir 
 Edward J, Reed, K.C. B., late Chief Constructor of the British Navy, and 
 N. ljarnal)hy, C. 11, i)resent Chief Contractor, and others have fully 
 endorsed the practicability of the proposed railway. 
 
 Captain Edward Hartt, Ignited States Naval Constructor, stated in 
 a letter to the late Captain Eads, in 1881: *' With a substantial roadbed 
 for your railway, on the easy grades across Tehuantepec, which T under- 
 stand do not exceed one or two feet in the hundred, there can be no 
 mechanical difficulty in the way of transporting loaded ships l)y railroad 
 with entire safety to the vessel whethei- built of wood or iron." 
 
 T\w practicability of raising and lowering larg(> vessels in a lift lock 
 is fully demonstrated by a beautiful model which was prepared in London, 
 by the late Captain Eads' directions, at a cost of $10,000. 
 
 TORONTO AND GEORGIAN BAY SHIP RAILWAY. 
 
 Considering the above mass of evidence in favor of the practicability 
 of ship railways, and that the cost is about half that of ship canals, the 
 question of the construction of a ship railway across the ancient portage 
 at Toronto has been seriously proposed as a sul)stitute for the ship canal, 
 a project which has been for many years before the Canadian public. 
 The question was submitted to the late Capt. P]ads in 1885, and he 
 wrote: " I have carefully examined the profile and route for the proposed 
 ship railway from (Georgian l>ay to Toronto, and from the information 
 which you gave me personally, and from the result of your surveys over 
 the route, I am not only satisfied that the ship railway is entii-ely practi- 
 cable over it, but that it furnishes one of the most remarkably favor- 
 able LOCATIONS FOR SUCH A CONSTRUCTION OF WHICH I HAVE ANY KNOW- 
 LEDGE. The grades are very low and you will be able to secure a px-acti- 
 cally sti'aight line from end to end, which will enable you to work the 
 line with a degree of economy which will surprise the public. I should 
 think from Mr. Corthell's investigations of tlie cost of transportation on 
 the Pennsylvania and New York Central Railroads, that from fifteen to 
 twenty cents per ton would cover the entire cost fiom lake to lake." In 
 a previous letter Capfc. Eads stated : "I am glad you are considering the 
 ship railway matter which you brought to my attention when I was in 
 Toronto in 1881 ; it is undoubtedly the proper solution of that problem." 
 
 Mr. E. L. Corthell also states : " I think you have one of the best 
 locations for a ship railway that there is anywhere, and also one where 
 an immense saving would be effected for commerce." With such recom- 
 mendations, in fact the best engineering opinions that could be had on 
 
8 
 
 Hi 
 
 the subject on the continent, it is not to be wondered at tliat the writer 
 of these facts should be encouraged to urge the project on the attention 
 of the commercial and scientific public, in the hope that the work may 
 soon l)e undertaken and completed. Tiie distance l)etween Lake Ontario 
 and the (xeorgian Bay, from the moutli of the Humber to the mouth of 
 the Nottawasaga Hi\ ei-, is 66 miles, the elevation at the higiiest point in the 
 ridges is 664 feet above Lake Ontario, the heaviest grade south of the 
 ridges would be 30 feet to tlie mile, and north of the ridges 20 feet to 
 the mile, the greatest portion having easy grades, the summit where the 
 ship railway would cross the ridge being only 327 feet above the '^xeorgian 
 Bay. An examination of the topographical model m.ide in 1858 will 
 explain the dillerences of elevations and grades, bearing in mind tiiat the 
 scale of the heights is 66 times greater than the scale of the distances. 
 On wliat is termed the natural scale, viz., '2h miles to the inch, the eleva- 
 tion of 664 feet would be about ^V of 'in inch, the difference being so 
 slight that it would appear quite level. The ship railway would ci-oss 
 five railways over which viaducts would l)e constructed. There would be 
 lift locks, 270 feet in length, 35 feet in width, 14 feet on the sills and 50 
 feet in height with protecting harbors at each terminus, and four turn- 
 tables at certain points along the I'oute, to enable vessels to pass each 
 other, similar to railroad switches, but without curves, as explained by 
 the accompanying diagrams. There would be three railway tracks of 
 the ordinary 4.8^ gauge, but the rails would be from 100 to 110 lbs. per 
 lineal yard. The total cost is estimated at $12,000,000, being one-half 
 the cost of a sliip canal of the same capacity. The ship railway when 
 constructed would be sufficient, with three large locomotives, to transport 
 a vessel of 2,000 tons weight, including vessel and cargo, or i.iore than 
 1,000 tons register, at the rate of ten miles per hour, or seven hours for 
 66 miles. On an ordinary railroad this distance would probably take 
 four hours, and it would require five locomotives with trains of 20 cars 
 holding 10 tons each, to convey 1,000 tons from lake to lake. In the 
 case of the ordinary railroad two transhipments would be required, but 
 the ship railway would save this expense. The above statements are not 
 mere speculations, but are matters of careful and accurate calculations by 
 the late Capt. Eads, as published in several pamphlets. 
 
 As the principle of granting a subsidy for the construction of a ship 
 railway at Chignecto has been admitted by the Dominion Government, 
 a proportionate subsidy could hardly be refused for the Toronto and 
 Georgian Bay ship railway, a work of much greater importance in the 
 interest of lake navigation. With a liberal subsidy, capitalists would 
 undertake the work which would save 428 miles of lake navigation and 28 
 miles of canal between Chicago and Montreal. The construction of this 
 work would give the Dominion Government the command of the lakes, 
 
 sistii 
 
 Thes 
 
 of gr 
 
 wei'e 
 
 Tlie 
 
 own 
 
 first 
 
 ;»n<l 
 
 will 
 
 Can; 
 
 caiT^ 
 
9 
 
 I cross 
 »uld be 
 find 50 
 turn- 
 is each 
 lied by 
 
 and would divert a large portion of the western trade by the St. 
 Lawrence to Montreal and (Quebec, whicli it cannot get at present, and 
 'ouhl not be likely to control in the future. By this route a propeller 
 leaving Chicago would reach Montreal or even Quebec before it could 
 reach Buthilo, consideruig tlmt 428 miles in distance and 28 miles of canal, 
 at least 4 days in time, would be saved. 
 
 The above statement is made on the assumption that the enlarge- 
 ment of the St. Lawrence canals will be continued, so that a vessel of 
 1,500 tons, drawing 14 feet of water, can pass from Lake Ontario to 
 Monti-eal, the locks being of the same capacity as those on the new 
 Welland Cajial. The advantage to the City of Toronto would be tlu; 
 concentration of the trade at this point, about midway between the 
 Straits of Mackinaw and Montreal and between the Straits and New 
 York by way of Oswego. Besides this adA-antage, enterprises such as 
 ship yards, machines shops, and iron foundries would be retjuii-ed during 
 the progress of the works, whicli in all prolMbility would become })erma- 
 nent. 
 
 STATISTICS. 
 
 The City of Chicago is the growth of half a century, havitig be(qi 
 inaugurated in 1837, with a poi)ulation of 4,000, three years after the 
 I incorporation of Toronto with a population of 9,000. Chicago has now a 
 po})ulation of 900,000, and Toronto, which has also made fair progress, 
 has now 150,000. The development of the North-West Territories is the 
 cause of the great success of Chicago, and the cities of BuH'alo and New 
 York have increased in similar proportions, but the latter cities ha^c been 
 built up chiefly by the western trade. As before mentioned, if even a 
 moderate proportion of this trade could be diverted, the cities of Toronto, 
 Kingstf)n, Montreal and Quebec would be largely benefited. Under these 
 circumstances the initiation and growth of this trade is worthy of atten- 
 tion and serious consideration. 
 
 The first shipment of wheat was made from Chicago in 1838, con- 
 sisting of 78 bushels, and in 1839 the next shipment was 3,678 bushels. 
 :, These shipments have steadily increased, and. in 1887 the total receipts 
 I of grain were 139,380,320 bushels, and the shipment of meat products 
 I were 310,039,600 pounds of lard, and 573,496,012 pounds of dressed beef. 
 The tonnage of vessels clearing the port was 3,950,762 in 1886. Our 
 ■I own North-West is also an extraordinary instance of development. The 
 * tinst sliipment of grain tlirough the ^tates in 1875 was 50,000 bushels, 
 and accoi'ding to the l)est authorities the surplus for shipment this year 
 will be 17,000,000 bushels. It is a well-known fact, that last year the 
 Canadian Pacific Railway, which then monopolized the trade, failed to 
 carry off the surplus products of this fertile region, and it is absurd to 
 
10 
 
 'O- 
 
 supposc thnt one raili-oad would ho suilk-ient to meet even present rof|nii 
 nients, 
 
 The tonnage tlnoni^li tlu^ (!nlai«i;('d Sault Ste. Mari(! Canal lias 
 incicascd to 6,000,000 tons, and a lock of nearly double the size of the 
 present large lock is now in piogv(^ss of construction to meet the require- 
 ments of the trade from Duluth, Port Arthur and oth(>r Lake Superior 
 ports. A large lock on the Canadian sidt; will soon be constructed by the 
 Dominion (Jovernment. 
 
 According to the latest returns by the Inland Revenue rt^port of 
 1887, the tonnage of vegetable food carried on each of the lines of canals, 
 and the two principal railways, conqx'ting for the carrying trade between 
 Lake Eri(^ and tide water, for a series of 17 years ended ."Ust T ocember, 
 1887. The returns for 1869 and 1887 are only given here. 
 
 Year. New York Canals Welland Canal N.Y.C. and E.ll.R. Total 
 Tons. Tons. Tons. Tons. 
 
 1H69 1,302,613 503,860 1,087,809 2,894,282 
 
 1887 1,552,764 394,971 3,847,766 5,795,501 
 
 There are no returns given for the G. T. and C. P. Kailways for 
 
 these years, but the quantity of barley, com, oats, pease, rye and wheat 
 
 arriving at Montreal \ui Grand Trunk and Canadian Pacific llailways is 
 
 reported as follows: for the year 1882, 75,026 tons; and for 1887, 191,760 
 
 tons. This added to the former total would make nearly 6,000,000 
 
 tons. This represents the eastward trallic, but there are no returns 
 
 of the westward traffic of the canals and railroads, these would 
 
 probably amount to four millions, in all 10,000,000 tons. This amount 
 
 would therefore represent the bulk of the trade in vegetable food 
 
 subject to competition. The total traffic on the Erie Canal in 1886 was 
 
 5,293,982 tons, and by the U. S. railways in competition 25,453,313 tons, 
 
 making a total of 30,737,315 ton.s. The total vrathc on the Dominion 
 
 Canals in 1882, the latest procured, was 2,542,843 tons, and on railways 
 
 to Montreal 13,575,787 tons, making a total of 16,118,630 tons; the 
 
 total of western ti-ade being 46,855,945 tons. 
 
 If 3,600,000 tons, one-thirteenth of the above traffic, or about one- 
 third of the tonnage of vegetable food, were diverted, the annual income 
 at 20 cents per ton would amount to $720,000, sufficient to pay 6 per 
 cent, on the total cost $12,000,000. Eighteen vessels a day, of 1,000 tons 
 each, in all 18,000 tons, for 200 working days, would be required for 
 3,600,000 tons, but as the capacity of the ship railway would be 5,000,- 
 000 tons, there would be no difficulty in conAoying the lesser amount at 
 a profit. Should the stream of trade be diverted, it would increase so 
 rapidly that a double track would soon be required, and this at a moderate 
 additional cost would increase the cai)acity to 10,000,000 tons, sufficient 
 to meet the demands of the diverted trade fox- several years. 
 
11 
 
 , 
 
 "The total (luantity of t'roii^'lit passed eastward and westward tliroujili 
 tlie Wfclland Canal from United States ports to United States ports for 
 a period of 7 years is as follows : ISSI, eastwar-d, l)(),2G(i tons ; westward, 
 97,!J07 tons. 1SS7, eastward, l.S<),427 tons ; westward, 151,074 tons. 
 The total quantity of freight passed eastward and westward through the 
 Welland and St. Lawrence Canals from Lake Erie to Montreal during,' 
 the same period is as follows : 1881, eastward, l<i9,213 tons; westwai-d, 
 37,190 tons. 1887, eastward, 213,834 tons; westward, 14,075 tons. 
 Eastward fiei;.cl't was allowed to i)ass thi"ouj,di the St. Lawrence Canals, 
 and westward freight through the AN'elland, free per Order-in-Council 
 April 21st, 1881, and a refund of 18 cents per ton, out of 20 cents, of 
 Welland Canal tolls on grain for 1885, '86 and '87." 
 
 The conclusions from the al)ove statistics are, that 
 
 1. Railroads have beaten the canals in competition for the western 
 trade. 
 
 2. Tiiat the abolition of tolls on the Erie Canal, and the reduction 
 of tolls on the Canadian canals, have not inci'eased the tratlic. 
 
 3. Tiiat tlie enlargement and deepening of the Wi'lhind Canal have 
 been of more advantage to the United States than Canada. 
 
 4. That the eastward and westward traflic has lai-gely increased from 
 and to United States ports through the Welland Canal. 
 
 5. That the eastward tratlic to Montreal has increased in seven years 
 44,621 tons, but the westward tralHc has d(!creased 23,115 tons. 
 
 6. That unless additional facilities ai-e aH'orded, the bulk of the trade 
 fi'om the Western and North- Western States will, as at present, pass 
 through the United States to the Atlantic Ocean. 
 
 All the arguments that have been made use of in advocating the 
 construction of a Ship Canal between Toronto and the Georgian Bay, and 
 there are many persons still in Chicago who still advocate it, may with 
 greater force be applied to the construction of a Ship liailway. The 
 cities of Cliicago aivd Milwaukee, and otiier towns in the Western States, 
 will assist in the work, as it would tend towai-ds lessening the cost of 
 ti-ansportation ; and the remarks of the lion. W. Bross, late Lieutenant- 
 (xovernor of Illinois, are worthy of reproduction : " Let the cities of 
 Canada awake to their true interest, let them unite heartily in this enter- 
 })rise, and great as it confessedly is, it can certainly, I might add, easily 
 1)6 accomplished. It would secure, beyond a perad\enture, for the cities 
 of the St, Lawj-ence, Toronto, Montreal and Quebec, a leading and com- 
 manding position upon the American continent." 
 
 This is the testimony of one of the earliest settlers of Chicago, one 
 thoroughly conversant with the progress and requirements of western 
 tratlic, and completely identified through the press, of which he is a dis- 
 tinguished member, with all the various railroads and projects which 
 
12 
 
 lmv,> placed Chicugo a.n..ngst tlu, n.ost enterprising au.l foremost cities 
 
 of the United States. 
 
 A syndicate will i.robal.ly soon be foru.ed for the puri.ose of con- 
 Htructi.ig the ship railway under an act already on the statute l.o<,ks, 
 and it is contidentlv expected that the public, for whon. these facts have 
 been prej.arcd, will support the syndicate in obtaining subsidies from the 
 Dominion and Ontario Governments to ensure the early construction ot 
 this most important work, which is calculated to restore a p.rtion oi the 
 western trade to the St. Lawrence. 
 
 

 V 
 
 tl; 
 
 I!!