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Les diagrammes suivants illustrent la m6thode. 1 2 3 1 2 3 4 5 6 c ENGINEER'S REPORT IV BEPLY TO THE COMMUXICATIOX FROM THE MAYOR OF OWEN SOUND, AXU THE DEPtTATIOX OF THE COUNTY OF GREY, ON THE PROPOSr.D Toronto aod Oweii Sound Central Railway Route, WITH A BRANCH TO SaUGEEN. ■^-V.-'-N.-^'X. ALSO A SUPPLEMENT COXT.VJ.Nl.VO THE LATEST STATISTICS OF THE rospectibe local aiib ®|jrang^ Craffic, AND OTHER IMPORTANT INFORMATION. TORONTO: THOMPSON A CO., PRIXTEUS, COLONIST OFFICE, KINO STREET, TORONTO. 1 8 O 7 . I .y /I f] IE PHOPO ^^/J iiouri^ \ \ ^ SULL \ [ ELDERSEH/ I /l/A^ ILAND EUPHRiS I \ \ — r- \^ > ^ E Is / \ ^ — -- ""'"~^~>-i,^^\**^^CH I LINE 60 MILES^ \ NORMANDY ECREMONT ^^^^^^ ^ CULROSS CAR^niCK \ ^ '3. I /N^ I -__vi * a' Ik- J! AURTHIIR . *- , Sciffo oJ'.UUe.s [^LITHOGRAPHED BY J.ELLIS 6 KING S^ TORONTO C.w) I AMD EUPHRASIA Srafo oJ'.UUe.s 10 JW ao ;vta:;!aSB?*5'r-!ij'?»»!Vsr-f^*'«»^:-«?^s^i;M"i!^^ LETTER FROM THE MAYOR OF OWEN SOUND. Toronto, 28tli March, 1857. Sir, — The deputation from the Municipality of Owen Sound, and the Warden of the County of Grey, request that you will have the goodness to furnish a Report of what you have ascertained by actual exploration, and from other reliable information, as to the practicability of overcoming any engineering difficulties in the way of constructing a Line of Railroad in connection with the Grand Trunk, from the neighbourhood of Weston, or Brampton, to Owen Sound — the probable length of such line — the probable cost per mile, on the average, and the advantages if any to the City in a commercial view, over the proposed North-west Railroad from Guelph to Saugeen, with a branch to Owen Sound. The Report required is for the information, more particularly, of the Railroad Committee of Parliament, the City Board of Trade, the Town Council of Owen Sound, and the County Council of Grey, and may be published for distribution. Your early attention to this, will confer a favoui-. Y'our obedient servant, RICHARD CARNEY, Mayor of the Town of Owen Sound. KlVAS TULLY, Esq., Civil Engineer, &c., Toronto. TORONTO AND OAVEN SOUND CENTRAL KAILWAV. ToROxVro, March 31st, 1857. Sir, — I have the honour to acknowledge the receipt of your communication of the 28th, requiring reliable information with reference to the proposed Central Line of Railway, in connection with the Grand Trunk Railway, from the neighbourhood of Weston or Brampton, to Owen Sound, to comprise — 1st. The Engineering difficulties. 2nd. The probable length. 3rd. The cost per mile on the average. 4th. The advantafre, if anv, to the Citv of Toronto in a conimer- cial view, over the proposed Nortli "West Railway, from Guelph to Saugeen, with a branch to Owen Sound. THE ENGINEERIXa DIFFICULTIES. My knowledge of the proposed Central Railway route, to connect Owen Sound wn'th Toronto, is derived from the explorations which were made in 1855, along the valley of the Ilumber, from the Town of Weston in a north-Avesterlv direction, Avith a view to the con- struction of a Ship Canal, to unite the Avatcrs of Lakes Huron and Ontario, at Toronto. These explorations extended along the valley of the Humber beyond the summit of the "Ridges" in King and Albion, and from personal observation, as well as instrumental examination, I am quite prepared to state, without fear of contra- diction, that a Railway can be constructed with easier grades, and at a less cost per mile than either the Ontaiio, Simcoe and Huron Railway, or the Grand Trunk Railway to Guelph. M>' present opinion is, that the proposed Line should commence at a point west of the Humber, between Weston and I>ram])ton, thereby taking advantage of the present Railway Bridge at Weston, the route would be in almost a direct line on the Avest side of the Ilumber to Boulton Village, and Mono Mills in Albion, then making a slight detour to the west, toAvards Orangeville, to aA-oid the spur of the Blue Mountains, Avould continue in almost a straight direction to OAven Sound. Whether an extended instrumental examination Avest or even east of the starting point, betAveen Weston and Brampton, Avould indi- cate a more favourable line, I am not prepared to state, and am unwilling to determine that this point should be chosen until such ^Veston omnier- ?lph to connect ? which e Town he con- •on and valley ng and mental contra- ^s, and Huron n-esent lit west taking route aber to slight of the tion to en east d indi- md am ;il such 5 further exploration has been made, but it is sufficient for the pre- sent to state, that I am satisfied a Railway can be constructed from this point to Owen Sound with grades of a much more favourable character, than either of the above mentioned Railway Lines, as the following tabular comparisons v.ill show : TU!-: COMPAKTSOX (;;• (IHADhS. Summit above Lake ' Distance in miles AvernriO evade per Ontario. from Toronto. milo i.i tVet. 971 feet. ! 36 27 G. T. IJaihvay. 750 " ' 30 : 25 0. ^. H. Railway. 705 >^ '__ 34 r^ Central Liiie. Tlie summits of eacli Line have been determined by actual survey, «■' ft.' 7 and the summit of the Central Line through Albion, is corroborated by the survey made in 18o<) by R. lligham, Esq., Civil Engineer, for the Toronto and Lake Huron Railroad Company. The maximum grades on tiie above Railways, and the Great "Western are as follows : — Grand Trunk, Toronto and Guelph 58 feet per mile. Ontario, Simcoe and Huron G3 " "' '' Central Line to Owen Sound -U " " " Great Western ^t5 '- -' '' The maxinmm grade of the Central Line is fror.i the Report of R. Higham, Esq., Civil Engineer, before (pioted. With respect to the curvature, I do not anticipate the comparison can be unfavourable to the Central Line, the proposed route Ijeing nearly parallel with the direction of the vnlley of the Humber, and unlikely to be crossed by any streams of sufficient importance to require many deflections from the straight line. Between the summit of the Ridges in Albion and Owen Sound, I am not prepared to state with certainty what the additional rise wouhl be, not having explored this portion of the proposed route ; Imt, from local information, I am satisfied that it would not exceed 100 feet, making the extreme summit level 800 feet above Lake Ontario, the same level at which Guelph stands, 6 and 171 feet under the summit of the Grand Trunk Railway at Acton. Takino; the level of the hiofli land at Owen Sound at 360 feet above Lake Huron, the summit of the Central Line in Albion will be within a few feet of the same level. The descending grade from this height (360 feet) to the level of L^ke Huron at Owen Sound is unavoidable under anv circumstances, an«l considerinor the necessity of extending the Central Line to Southampton, 25 miles distant, or some other port on Lake Huron, at some future period, the question of a SAviteh or a stationary engine with an incline, will remain open for discussion, as it cannot be decided until a thorough local examination has been made. The above information comprises what raav be technically called the Ensxineerinj^ difficulties, which is certainly a misnomer as applied to the Central Line, compared with other Railway lines, the result of the comparison tends satis- factorily to show that the Humber route is the most eligible in many respects, and the difficulties less than have been ordinarily encoun- tered on other Railway lines. The advantage of low over high grades on Railways are self- evident to every person at all acquainted with their working, and nuiy be enumerated as follows : — Economy in working ; increased speed, and greater security. If time permitted, it was my intention to have made a few tabular comparisons, shewing the superiority of the proposed Central Route, over the Grand Trunk and intended North West Railways, as a means of communication with Owen Sound. It will be probably sufficient for the present to state, that a saving of at least two hours in running time would be in favour of the Central Line, calculating the ordinary speed at 25 miles per hour, and the distances as 108 and 140 miles respectively. As a familiar illustration of the effect of high grades, on the effective power of the Locomotive with even an ordinary load, I would mention the following. '' There are few persons in the habit of travelling on Railways, who have not been stopped on a heavy grade, in order, as it were, to give the Locomotive time to draw breath, like a corpulent man ruiming up a hill, who must stop occasionally to take in a fresh supply of combustion air, whereas on a level, he might have run twice the distance." \ i THE NORTHERN TERMINUS. Having perused the several published Reports on Owen Sound Harbour, I am satisfied from^the favourable opinions therein expres- sed, that with certain improvements it can be made sufficiently secure and of the necessary capacity to justify its selection as the Nortliern Terminus of the proposed Central Railway. None of the Reports make any allusion to a Reef of Rocks called ''Vale's Shoal," 15 miles distant from Owen Sound, at the Town line between Sydenham and Saint Vincent. This Reef I am informed by good authority, extends two-and-a-half miles in a north-westerly direction from the shore, and is about one mile broad. From its extent, being about one-fourth of the distance across the Sound at this point, I would infer that, acting as a sunken breakwater, it would to a certain extent destroy tJie eftcw of a- heavy sea, and ensure comparatively smooth water for a considerable area, during a north-easterly gale — the only point from which any danger to shipping in the Harbour could be apprehended. The curvature of the sound in a Southerly direction also affords additional shelter on the South-east side; to these causes may be attributed the stability of the present wharf, which by all accounts is not of the strongest description, an additional proof, that the heavy sea consequent on a gale of wind from the North-east cannot be very destructive in its effects. The Reports are also silent on a very important point, namely, that the prevailing winds on this continent are westfudy. Owen Sound Harbour, therefore, will afford generally, the nocessaiy shelter to shipping, which cannot be obtained on the Southern or Eastern shores of Nottawasaga Bay during the prevailing winds. As the improvement of the Harbour has been brought under the notice of the Government by your Town Council, with the assi.-^tance of George Jackson, Esq., M.P.P. for the County of Grey, the subject ■will, no doubt, receive due consideration. Any further remarks, therefore, mulcv the present circumstances, on this important point are unnecessary, as it is more than probable that an appropriation will be made by the Government for making the necessary improve- 8 merits to the Harbour, no provision has been made in the estimate of the cost of the Railway for any Harbour accommodation. If Weston is decided on as the point of junction with the Grand Trunk Railway, Toronto Harbour will as a matter of course, be the Terminus on Lake Ontario. If the point of junction should be at Brampton, 21 miles from Toronto, a considerable portion of the traffic would, no doubt, find its way to Port Credit, about 14 miles distant, which would be detrimental to the interests of the City of Toronto, as Port Credit would then have the advantage of about 7 miles in distance in its favour. Accordinrr to Captain Weatherly's Report to the Directors of the Ontario, Simcoe and Huron Railway, ''tlie River Sauo;een is incapable of being made a safe Harbour," but, '"at Chantry Island a little to the south of its entrance," a Harbour can be formed, " which for facility of entrance, departure, security or depth, would be unequalled by any Port on the American inland waters." This is certainly a very flattering description, and ensures a North- ern Terminus on Lake Huron of an unquestionable description. I have thoufjht it necessary to draw vour attention to this fact, as the construction of the Branch Line from Owen Sound to South- ampton with a Terminus at Chantry Island, will be absolutely necessary to the niaintcnance of the through traffic. Having no correci information with respect to the practicability of constructing a Harbour at Penetangore, I could not decidedly recommend the construction of tiic Branch Line from the Town- ship of Proton to that point on Lake Huron. Local authorities maintain that a good and sufficient Harbour can be constructed, but in the absence of any professional opinion, it Avould be injudicious at present to make any arrangements that would result in a failure. THE PROBABLE LENGTH. By referring to the accompanying Diagram, it will bo observed that the Grand Trunk Railway as far as AYeston, is deflected so little from the straight line between Toronto and Owen Sound, as Btimate Dll. If Grand , be the d be at of the 1 miles City of ibout 7 ;tors of Qjeen is Island ormed, depth, aters." North- ion. I act, as South- oliitely ability Mdedly ToAvn- lorities ed, but ■ dicious 'ailure. 9 to render the construction of a new line unnecessary. Presuming, therefore, that the Central Line is intended to be constructed as a feeder to the Grand Trunk Railway, with identical interests, I will assume Weston as the starting point. The distance from Weston to Owen Sound, has been computed by several parties as follows : From Toronto to Weston 8 " Weston to Owen Sound 100 Total 108 miles. The above distance will, 1 consider, contain a sufficient allowance for the curvature of the Line. I cannot but condemn the principle of making detours from the proper Engineering line indicated by the topography of the country, for the purpose of securing the interests of the several towns and villages adjacent ; and I fully agree with the remarks by Walter Shanly, Esq., Chief Engineer, in his Report to the Toronto and Guclph Railway Company in 1852. " The prevalent idea, that to secure the carrying trade of intermediate and neighbouring Towns and Villages, Railways must pass through them, is generally erroneous. All Railways possess a more or less extended circle of attraction, and despite of the opposition growing out of local prejudices, and petty individual interests, the whole commerce of the region within the limits of that attraction, will, in the end, be carried on through the medium of the Rail." There ai'c a few instances on record already, of the truth of the above remarks, sufficient to prove a warning for the future, and to justify a determination, that the general interests of the Line should not be sacrificed to local feelings. served }ted so md, as Tlll<] COST 1>ER ^IILE, ON THE AVERAGE. The Engineering difficulties being considerably less than those encountered in the construction of the Toronto and Guelph Rail- way, the cost will be proportionably less. The original cost of the Toronto and Guelph Railwrty, previous to its amalgamation with B 10 the Grand Trunk Railway, Avas estimated by Walter Slianly, Esq., Chief Engineer, at £6350 per mile : and contracts for its construc- tion were made with Messrs. Gzowski k Co., based on this Estimate. When the amalgamation took place a superior character of super- structure was required, the new Contract also included Rolling Stock not previously contracted for, which increased the price to X8,000 sterling per mile. The lamenta,ble accidents incidental to Railways of inferior construction, of which, unfortunately, there are too many instances on this Continent, and the general condem- nation that naturally follows every disaster attributable to such causes, indicate that for the future, such false economy must be ignored, and a superior class of works constructed, which will ensure general confidence, and combine speed and safety with ultimate economy. I consider the works on the Grand Trunk Railway to be of the superior class calculated to attain this result, and recom- mend the same description of Superstructm-e, Rolling Stock, Station Buildings, &c., for your proposed Line. The necessary material for the Bridging, &c., along the proposed Line, can be procured without much difficulty, as will be seen by the following description. Stone of a good quality for ordinary culverts, abounds at several points on the Ilumber, at W^eston, Burwick, &c. Limestone and free- stone fit for Bridge building, not more than tAVO miles distant from the proposed line of Railway, can be procured in iVlbion ; and from this to Owen Sound, I am informed Limestone can also be procured for Bridges, and Culverts. Sand in any quantity can be procured along the Line. Water can also be had in abundjince, and Tanks can be erected in convenient positions witliout any of the difficulties experienced on other lines. Tamarack, Hemlock, Cedar, Black Ash, Rock Elm, and Norway Pine for Ties, can also be supplied in abundance along the whole of tlie line. These arc the most impor- tant local requisites in tlie construction of a Railwav, though not as expensive as the superstructure whicli is supplied from Europe, the difficulty of procuring them is often a source of considerable additional expense in tlie cost of construction. The price of Land and damages will form a considerable item in the cost of the undertaking. By judicious management I have no doubt that the h s. il 11 necessary quantity can be purchased at a reasonable rate. The land near the Termini will, as a matter of course, be more valuable than along other portions of the route. It is to bo hoped that the Land Commissioner will make due allowance for the patriotum of the population, in his bargains with them. The profile of the Line, judging from lligham's survey of 183G, and from personal examina- tion as far as the summit in Albion, indicates a very moderate amount of Excavation, and Bridging, the location of the line being parallel with the line of the Ilumbcr, Etobicoke, and Credit Rivers, and betAvccn them ; tlie water courses are of a trifling character, and in nearly every instance, can bo crossed with an ordinary Culvert, which will effect a considerable saving in the cost of construction in comparison with the Grand Trunk Railway to Guelpli, which crosses all the streams from the Highlands, an unavoidable necessity under the circumstances. Taking the above advantages into consideration, the decrease in the value of labour, and materials since the above Railway has been constructed, and making due allowance for unfor- seen difficulties, I consider the total cost per mile, including the price of Land, Grading, Bridging, Superstructure, Station Build- ings, and Rolling Stock, will not exceed X7,000, the total Estimate, therefore, will be — 100 miles from Weston to Owen Sound at XT, 000 per mile £700,000 PROSPECTIVE LOCAL AND TTTTIOUGH TRAFFIC. The supplementary Statistics of the quantity and value of the Land, through which your proposed Line is intended to pass, and the number of saw and grist mills, &c., and general statistics relating to the through traffic, will afford some data, and enable you to form an idea of the benefits to be derived from the con- struction of the Railway. An Estimate of the population has also been compiled from the most correct sources. Facility of transport for produce is of the utmost consequence to the Farmer. The delay and expense of transporting the products of the soil to 12 Market, for long distances, through bad roads, is beginning to be clearly understood by those most interested ; by comparing notes with their more favoured brethren who have the advantage of a Railway almost from their doors, they begin to find out, that if they wish to keep pace with the times, and secure a fair profit for their labour they must have a Railway also ; the time that is spent in bringing their produce to jMarket, might be much more profitably employed 0,1 their Farms, independent of the expense at taverns, their horses time, and the wear and tear of v/aggons, harness, &c. It is not too high an estimate to state, that a saving of at least 6d. for every bushel of Wheat brought by such means to Market, will be saved to the producer. Not being in possession of any correct data on which to base a reliable calculation, I am not prepared to state what per centage on the whole outlay may be expected. By a comparison of the outlay with the direct and indirect advantages resulting from the construction of other Railway Lines, the Central Line may fairly expect an amount of business in proportion to the present assessed value of the land, fully equal to other localities in the enjoyment of such facilities. What the pecuniary amount of the business may be, cannot be ascertained until produce statistics have been compiled. For the present, therefore, this must remain a matter of conjecture. I am not aware that it can be con- sidered absolutely necessary in the present instance, as the necessity of constructing a Railway from Owen Sound to the shores of Lake Ontario by the shortest and best route appears to be admitted by" all parties. The certainty of an increase in the value of the land adja- cent to the proposed Railway consequent on its construction will, no doubt, be a great inducement to the several Townships to take stock in the undertaking. The necessary expenditure of a large amount of money per mile for construction in each ToAvnship, will also be a consideration to those most interested. As a througli route, and possessing the advantages described in the preceding portion of this Report, a fair proportion of the through traffic may be safely relied on without any fear of serious competition. It may be urged that the construction of the Central Lino would interfere with the operations of the Ontario, Simcoe and Huron Railway. No doubt h 4 13 IV I its superior advantages will command a preference, but at the same time it is very generally admitted, that all the Railways and Canals that can be constructed across and along the Canadian Western Peninsula for the next twenty years, will scarcely aftbrd sufficient accommodation for the gigantic increase of the commerce of the " Great West." Some statistics with respect to the increase of the Western trade during the past few years, are given in the supple- ment to this Report. A Branch Line constructed from Penetan- gore on Lake Huron, provided a Harbour can he constructed there, passing near Durham, to join the Central Line in the Township of Proton, about sixty miles in length, and one hundred and twenty miles from Toronto, would secure a large additional amount of Local and through traffic. A careful enquiry and examination Avill satisfy the residents of the County of Bruce, that the construction of tliis Branch Line intersecting their County, would bo of greater benefit to them, than any other line that could be constructed, considering their desire as British subjects should be, by every means in their power, to secure the traffic through this Province to the Grand Trunk Railway, which may correctly be termed a national undertaking, in the success of which every Cana- dian ought to be deeply interested. adja- C0M:MERCIAL advantage to the city of TORONTO. The last and decidedly the most important matter for the consi- deration of the citizons of Toronto, is, " the advantage, if any, to the City of Toronto in a Commercial view, over the proposed North- west Railway from Guelph to Saugeen, with a branch to Owen Sound."' I have carefully perused the Report of Sandford Flem- ing, Esq., Engineer of the North-west Railway; also the Report of the Committee on Railroads to the City Council. As the latter report is evidently an echo of the former, I would direct your attention to a few points which appear to mo to deserve particular consideration. The Report of the Com- mittee states — "They are of opinion that the construction of 14 the proposed Railway would not fail to bring into Toronto the business of a large and fertile tract of country, which, without such a line of communication, would ultimately find an outlet in another direction." With positive facts before me, I cannot but demur to the opinions expressed in the Report generally, particularly with reference to the clause I have quoted ; the first portion states, that "the proposed Railway would not fail to bring into Toronto the business of a large and fertile tract of country." I am satisfied it \yi\\ fail, and I hope to be able to satisfy every reasonable person that the business of the "large and fertile tract of country " referred to, would not be brought into Toronto, if the proposed North-west Railway is constructed. The whole of the future trade of the Counties of Grey, Bruce, and portions of Huron and Wellington — probably the best farming land in Canada, according to the expressed opinions of competent judges, by the census of 1852, the County of Bruce maintained the highest average, 20 busliels of wheat to the acre — would be diverted fro^n Toronto, the natural outlet, to Guclph, Hamilton, and the United States, by the con- struction of the North-west Railway. Let it be supposed, that the North-west Railway has been completed from Guelpli to South- ampton, through the fertile valley of the Saugeen, with the branch to Owen Sound, the Gait and Guelph Branch of the Great Western Railway, the connecting link between Hamilton and Guelph opened, the respective distances will be as follows : — HAMILTON ROUTE. From Owen Sound to Guelph 91 miles. From Guelph to Hamilton 44 " 135 miles. TORONTO ROUTE. From Owen Soujid to Guelph 91 miles. From Guclph to Toronto 49 miles. 140 miles. Difference in favor of Hamilton five miles. N. B. If a direct line was constructed between Guelph and Ham- ilton, the distance would only be 29 miles, increasing the difference in favour of Hamilton to 20 miles. y i 15 To this advantage in distance add the diflfercnce in running time in favor of Hamilton, to which there is a down grade from Guelph, versus an average up grade of 13 feet per mile to overcome the summit west of Acton. These advantages will make a difference of nearly half an hour in running time in favour of Hamilton, and nearly one hour if a direct line was constructed. If the Central Line from Owen Sound to Toronto wivs also constructed, the com- parison of routes would he as follows : — From Owen Sound to Toronto by the Central Line 108 miles, 4 hours. By the North-west Railway to Guelph, and to Hamilton by the Great AVestern 135 miles, 5 hours. This comparison would give an advantage of one hour in favour of Toronto ; if the direct line Avas constructed, the difference would be— From Owen Sound by the Central Line to Toronto 108 miles 4 hs. " By the North-west and Great Western Railways to Hamilton 1*20 miles 4 hs. 30 min. Difterence in favour of the Central 12 miles 30 min. The great superiority of the Central Route over the North-west Route being evident, it is the duty of every citizen of Toronto to advocate its construction previous to the North-west Railway. The Report of the Hamilton Board of Trade in the Supplement, will give some idea of their anxiety on the subject. If these calculations are correct, and I would mention that by disproving them, the disadvantages to Toronto would be increased, what citizen of Toronto therefore, would for one moment imagine that a mere name would bring business. The trade of those flourish- ing counties Avould be certainly lost to Toronto, " and would ulti- mately find ?n outlet in another direction," by the construction of the North-west Railway. The Central route, when constructed, would no doubt turn the trade into its proper channel — the Grand Trunk Railway — instead of crossing it at Guelph on its way to Hamilton. Experience conclusively shews that it is a very difficult matter to turn a trade once established ; it is easier therefore to avoid the error 16 than to rectify it when committed. I understand that the Hamilton merchants have been forwarding goods by the Hamilton and Toronto, and Grand Trunk Raihvays to Guolph, at the same rate that goods arc forwarded from Toronto to Guelph, in order to retain the Guelph business, until the Gait and Guelph branch of the Great Western Railway is opened, when of course Hamilton will have the advantage of five miles in distance and of nearly an hour in time without changing cars, over Toronto, thereby avoiding the necessity of forcing the trade as at present. I am also informed that passengers are brought from Guelph to Toronto, by Hamilton, for 12i cents cheaper than by the Grand Trunk Railway. This is the Report "on change" and there is no reason to doubt its correct- ness. These remarks tend to demonstrate the energy and deter- mination of our Hamilton friends, who certainly deserve every credit for their foresight and enterprise, to which the prosperity of their City may well be attributed. All this may appear very dis- cursive, and probably may bo considered by some parties to be foreign to the question, but it is necessary that these facts should become known before it is too late. The subject is no doubt open to discussion ; in any case it must be admitted that it is worthy of the most earnest consideration. The construction of the North-west Railway will be of the greatest benefit to Guelph, not only securing the passing trade from Owen Sound, but also the through European and American commerce in return. In this particular Guelph will possess a decided advantage over both Hamilton and Toronto. All European goods for Owen Sound conveyed by the Grand Trunk, and the Hamilton and Toronto Railway to Hamilton, and the Great Western Railway to Guelph must pass over 33 miles of Railway additional to the direct line by the Grand Trunk Railway to Guelph, to the disadvantage of Hamilton. In the same manner all Ameri- can goods for Owen Sound will take the direct line by the Great Western Railway to Guelph, to the disadvantage of Toronto ; the difference in expense per ton per mile, would be as follows : — Freight of one ton of goods, 33 miles additional, at 2 J cents per mile, 82| cents. Besides the increased expense of handling and changing cars, which would amount to at least one dollar a ton altogether, a IT a very important item to be added to the whole freight from Porti. d to Guelph. In f^ict, by the construction of the North-west Railwa '. Guelph would be the "entrepot" of the commerce to and from Uwi \ Sound. By the construction of the Central Route. Toronto would secure hor share of the throuirh and local traffic, which would other- wise find its centre in Guelpli, and in case of the non-construction of the North-west Railway, which after all will bo found to be intended as a feeder to tlie Great "Western, vrould secure the American as well as the European commerce to Owen Sound. Should the North- west Railway be constructed to Owen Sound, a very doubtful matter, as liie whole leaning of the report of the Engineer is cvidentiy in favour of Southampton, bufiicient Railway accommoda- tion would be afforded for some years. It is evident however, that the construction of the Central Line direct to Toronto, traversing as it would the County of Grey diagonally, would be much more advantageous to your interests than the North-west Line to Guelph. I conclude that the County Council of Grey were actuated by some such reason, when they withdrew their support from the North-west Railway, and expressed their willingness to subscribe stock to the amount of .£100,000 for the construction of the Central Line to Toronto, for which you are now requesting a charter from the Leg- islature. It is clearly the interest of the City of Toronto to give you every assistance in procuring the charter, and also to subscribe ;in equal, if not a larger amount of stock. The Townships of Mono, Adjala, Albion, and Vaughan, will no doubt give you every assist- ance, and subscribe their portion of stock. The County Council of Bruce, would do well to reconsider the question before they have finally pledged themselves, and the City Council of Toronto ought varefully to weigh the facts above stated, before they join in con- structing a Line of Railway, which will without doubt verify what they appear justly to dread, that "the business of a large and fer- tile tract of country would ultimately find an outlet in another direction." If the Committee on Railroads of the City Council will take the trouble to reconsider and seriously discuss this question, (one of paramount interest to the City of Toronto), I feel satisfied that c 18 they will arrive at the same conclusions that you have, and will follow your example by withdrawing all aid towards the construction of the North West Railway, unless they arc certain that the rate- payers are anxious to construct Railways for the benefit of rival cities, to the detriment of Toronto. GEXKRAL REMARKS. By the third cla\ise of the Act of Incorporation of the " Canada North West Railway Company," the Company is empowered to " construct and complete a Raihvay connection between Lake Huron at or near the Town of Southampton, or Sauo-eon, in the County of Bruce, and Lake Ontario at Toronto, Avith full power to pass over any portion of the Counties of Wellington, Urey and Bruce, to ■intersect and unite ivith the Gram/ Trunk Raihvaij at the Town of Guelph, as providc2 miles in point of distance would still be gamed by the construction of the Central in preference to the North-west Route. The insuperable obstacles to the Central Route will be fouTul to exist only in the : ^ i 21 ?3 Guelph rival interest, and if jour Council, in conjunction with the County Council of Grey, can only succeed in overcoming this diffi- culty, the construction of the Toronto and Owen Sound Central Railway will soon hecomo a matter of fact. In page 49, it is stated that, '' These Western lines ivill all hrinq traffic into the channel of Canadian ones, and although there may probably be a generous rivalry in the management of the latter, sufficient to induce each to put forth its best efforts to ensure economy to the several com- panies and accommodation to the public. I tliink it is very evident, in view of all the circumstances, that there need be no apprehension of want of business to the full cnpacity of this, as well as ultimately to all other Canadian Railways yet constructed, or seriously con- templated, and on the broad principle that the united interests of the many are stronger than the few. 1 think it may be fairly assumed that the establisliment of several Cansidian channels of commerce will, with greater certainty of success, be the means of attracting and directing a leadinf/ American traffic across our Pro- vince, than oiJ'.erwise." There is an apparent discrepancy between the first !'rid last portions ftf tlie above quotation which requires explanation. I. am tit a loss to tmderstand how "a lending Ameri- can traffic a(??'0S.9 our Province" c:in '"bring traffic in the channel of Canadian ones." The two propositions are ii;coinpatil)lo ; the tendency of Ameri- can traffic is across our Province, and unless this is coimteracted, it is inevitable. The Grand Trimk Railway has been constructed for this purpose; that it will succeed in turning any considerable portion of the American traffic along the sotithern boundary of the Pro- vince is a matter of experiment which has not yet been satisfacto- rily solved. The construction of the North West Railway would certainly draw the vrhole of the throuLjh nnd way traffic aeroi^t^ the 9J '.I Province to tlie United States, via Hamilton nnd the Great Western Railway. The construction of the Toronto and Owen Sound Central R.iilway on the contrary, would drnw the traffic along the southern boundary of the Province, via Toronto and the (rrand Trunk Railway. Though this Report is much more extended than 1 anticipated, 22 the magnitude of the interests involved, the past expense of mis- management of similar undertakings, and the probable disadvan- tageous results to the prosperity of Owen Sound and Toronto, demanded a careful examination of the subject, and justified a much more detailed enquir}^ than the limits ot an ordinary com- munication. I have endeavoured to avoid using i\nj arguments that could be interpreted as offensive to either local or personal feelings, consistent with the necessity of maintaining a firm position with respect to tlie advantages in favour of the Central Line of Railwav over others as a means of communication betAveen Owen Sound and Toronto. If I have succeeded in convincing the Depu- tation that they have adopted the line of Railway best calculated to subserve their interests and justify the County Council of Grey in subscribing stock to the amount of ^100,000, in the Toronto and Owen Sound Central Railway — my time has been well occupied, and the information at my disposal could not have been better bestowed. In the event of tlie Cliarter being obtained, of which there can- not be much dou])t, it would be necessary to make a careful explo- ration of the countrv H'ina; between the Summit in Albion and Owen Sound, prepara'^ory to a preliminary survey. It would be necessary also to maJ:.' a further exploration betAveen Weston and Boulton Village along the east and west banks of the River Humber, in order to ascertain the most advantageous route. The levels which have been already taken from Toronto to the Summit in Albion will, I think, be sufficient without incurring any additional expense on this portion of the Route. I consider sufficient information has been aflx>rded to justify tlie County Council of Grey and the Town of Owen Sound in adopting the Central Route, as tlie Line of Railway that would best subserve their interests, whilst it would form the most important feeder to the Grand Trunk Railway that could bo constructed in the Province ; and I think on careful refiection, that the County Council of Bruce, whose interests ought to be identical with yours in every respect, will be induced to follow your example and refuse 23 any further aid to a line of Railway which would drain the whole of the commerce of the " Great West" across the Province to the United States. I have the honour to remain, Your obedient servant, KIVAS TULLY, Civil Engijieer. Richard Carxey, Esq., Mayor of Owen Sound. SUPPLEMENT. Lett(!r to James Beacboll, Esci., Ex- Warden of the County of Grey, and Contractor on the Grand Tnink Railway, witli reference to the practica- bility of the Central Route, from Albion t«> Owen Sound : — Toronto, April (jtli, 1857. Sir, — As you are personally ae(juainted with the Line of the proposed Central Route, to connect Owen Sound with Toronto by Railway, particu- larly with that portion between tlie summit in Albion and Oranucville I would feed oblisxed by your informing' me of your opinion on tlxe subject, with a view to its publication, as .soniC doubt appeal's to exist with respect to the practicability of a dii'cct route betwe(;n the tAvo points above named. Auyfurther information ,i>;cncraily you rt-ouldwish to convoy with respect to the proposed route I would be glad to avail n)yseit' of, for the information of the Deputation from Owen Sound and the County of Grey. I have the honor to remain, Your obedient servant, KIVAS TULLY. James Beaciiell, Esq., Ex-Wanhm, Counfij of Gre>/. Toronto, April 7th, LS57. Sir, — In reply to your letter of yesterday's date, the Gtli instant, a.sking my opinion, as to the practicability of a direct railway route, boSveen 'I'oronto and Owen Sound, yon particularly refer to the liumber Valley route. l-!;i 24 '^ From my personal knowledge of the locality from the Northern part of the Township of Albion, to Orangevillc, as well as the Townships north- west of the last named place to Owen Sound." In answer 1 beg to state, no en^iuecrinu,' difficultios exist from tlie summit in Albion, to Oraniicvilk'. I am of (.pinion a favourable line could be found for p Railway by following the Valley of the Ilumber into the south-west corner of the Township of Adjala, into that of Mono, thence following the valley across the southern end uf tiie Township of Mono, a short distance to the north of Orangevilio, ut which point you obtain the plateau of the several Townships, to be traversed by your intended line of rail to Owen Sound. ]3y traversing the .Valley of the lluuiber, from Bolton Village to Orangeviile, you extend your distance of mileage, but this is again met by keeping under tiie maximum grade, wliicii is a consideration in the work- ing department of a Kailway. Orangeviile once obtained, 1 have no hesitation in stating that one of the most favourable sections fur the construction of a Railway is to be found from this point to Owen Sound, as the several rivers to be traversed are such as not to entail a tiieat outlav in buildinii:. Great advantages, by adopting this route, are to be found, on account of abundance of suitable materials lor eonstructing a Railway lying con- tiguous to the proposed route. Permit me to state that I have no doubt a route could ])e obtained to reach the suuimit at Oran2;eviiie, by divcru'inu' from the Grand Trunk Railway at Rrampton, thence tu the Township of Caledori, west of Huron- tario Street, or what is commordy called (Centre Road, up the ^'alley of the Credit. Some engineering difhcultics may be encountered on this route, which might entail a higher maximum grade, but it must be borne in mind that the route by the Valley of the Credit is considerably shorter than the Ilumber Valley route to Orangeviile. I have the honour to be, Your obedient servant, JAMES BEACHELL. KlVAS TULLY, Esq., Civil Engineer. I 25 i OS CI ?-! CC — — ^ — c- c-r I- —I 70 5-1 :' r-t t} O ;< P • ?^ ^. !>^ ^ 9 <1 rt; oi !--( o ^ o o o ^ ^ [IE PRO )NTO T(. 5^ U h2 O ^P U a. tJ O "3 is.S O ^ ^- I o « !i^ a o o o 5 o o c: O Cr c o o o c^ -c It 5 c': iS iic_^ --^ '0_ x 51 o S ri C-f r- I— "^^ tIi— — -i C-f r-if-Tr-T i o o S S o o^ 2_^ o c o_ o o r o I o' c" o > *' cf cT "" Lt" c;" '-0 cT o c' o" r. cc 1- 9\ r- »» •" »^ I.♦^»l ^ »v c C; -o M C rf< t - X T :5 o o — :^ l~ T C l". I- I- t- ^ I- t- 1- ■«?< O -t ts : ^ 4- 5 "3 V. f,:~ != S > '^ j;^' _:» "^^ - •— -^ c t», C J 3 (.- p ^ ni ti; c/j ft X' y . >, ,C _j (i. c - t. bcsa^, ;?; — ?■< ^t •«- . - ^ 1 - X r; O —< C ; 26 o H o H o T4 — -M T— g - - - o c o c 2 o i Tt- rf O X ! O O O © ■e o 5 o c: 1^ ci -^ C O IT >— o o f :■ cc CI o_cc r-^ Of '-O ^- T-> ^C •* tC CI »5 O OS o d o as i) 43 -sac HOC B 9 s .u -»5 l-H c< ?c ■»? C O I— I o H O I-< CI I-H I— bC o C : O I o o © e i O C C: O I OC --C 00 O I CI QC O O I— i.C CC CI (^^ l->. •-*■ -*■ (£ *^ CI X c: o ct e ■^ CI c: :C ■c" cT •^' cc 1- -^ Tt* 00 -3 * r-t HO «* 2 s 5? ^ O Q 5^ T— 1 i-H r- 1 t-C C< . o ^ I ^ S"H T, El} 0000 C O O O c c 0^0 tt' cf 1-h' CO ■ oc X 1 1 00 1^ l^ t^ ..c r^ X •V -f t- >c t-H ci t— i CI l^ t UC 00 T— 1 C-1 l^ l^ C I- c l^ OTi 00 --c * 00 CI ■-^ 'c la ^ eS -S s« i ^ 'i'^ |i a. i i ,. 1 X a a h E- OC i i ! r ' , 0. > 1 I ;. a. c: a cj: G c 55 1 1 c +- s'« I '^ a< c a i 4: rt c x: «• '^■' t- ■^ 1' - :: -T 27 « 1 2 t-H •— ♦ 1 < 3 'M *:? 1 * o o H o n -M ! « a: DC <5 o 5 »5 S ! cj ti — i r^ ■^ r-i » C5 O C> I- (Tl ?C O CO GC :r. CO CO so u CI ro o ■* 1 :r -^ O -^ c >* I— ' C O 1 .o ' OJ I ■2 : I c I— 01 CO •* iC !C i- X r: C '— O) ro •* iC ;c 28 X. B. — The Statistics for the Counties of Grey, Wellington and Simcoc, have been compiled from the Canadian Almanac for 1857, and for the Counties of York and Peel, from the minutes of the proceedings of the United Counties Council for 1857. With respect to the assessed Aalue of land in the Counties of Grey, Wellington, and Simcoe, the general impression is, that it lias been estimated too low by the Assessors, and that at least cent per cent should be added. The following extract from the second Report of the Committee on Finance and Assessment to the United Counties Council of York and Peel, justifies the above assertion : — '' The whole of the rateable property, real and personal in the Unite -whole chain of lakes, from Buffiilo to Chicago, is seriously defective. STATED E N T Shorring the cor!in(in<'ivi' Total Rec.cipli and ShijmnjritK - - 18->iK Descriptions. Agricultural Implements, lb Agricultural Produc ts Ale and I5eer, bbls Apples, barrels Bark, cords Bai'ley, bushels Barrels, No Beans, bushels Beef, bavi-els Bran, lbs Brick, K( Broom Corn, lbs Buggies ;nid Waggons Butfer, lbs Candles Cheese and li-'Alroads, for KECiaPTS. LaJ:r. ^... 1.^-00.000 ly Lake. Canal Coal, tons. Coffee, lbs ('orn, bushels.... Dried Fruit Fish, hbls Flour Furniture, lbs,. Furs Cunal. 5,050 lioihoi l'!.t. 21,2:55 ;i.3i5 L\'.)18 2.5,502 U!,750 'J.7'.»8,0(;s 55s,-!(!0 ',f(i,9U0 :2.l,200 107,800 r;{,721 4r)2,88(> i5,(-)88 4.781 03i •ii .000 GrQBS Seeds, 301,068 020,900 2^12.905 20.000 34,554 10.875 ■1,-r.)n 3,800 35,078 5,377.825 150 0- 10,507 43,247 288 '.on (»-ic> 96.000 620,023 2.227, 17'^ 2,008,500 5::;2 73,800 72,321 3.243 220 0,071,277 3,105.153 2,537.484 l.5::l,5i^;i 5, i;;0 0,31 ',,',573 3,805,101 300,513 13,928,201 19,601 Total. J,00.j,050 2,908,500 21^,707 77,175 2,018 08,457 25,101 3,310 220 0.433,240 2^ ,833,230 202,905 570,000 2,008,938 30,575 1.033,805 93.020 00.018 11,088,398 4.358,111 15,715 324,921 13.000,448 24.889 •2.Bri,202 30 Dcfcriplinnf. (trin'li'tonpp, lbs Kiims and Baoori, lbs Hay, tons 1 1 fllU p, 1 i )S Hides 11. "Wines, bbls Iron, bill's; uiid bumllcs Iron iiml NMil:-, ton< Lard, lbs Lath, Xo Lead, pi;;' Lead, pipe Leatlici', lb,> Lime, bbis Lunil)er, fiM!t . .. I Macliiiiciy Meal * Mereli aiidize, packa p;es Merchandize, tons Milk, gals Molasses, lbs Oats, bushels Oil, barrels rickets, No Pig Iron, tons Plaster, bbls Pork, bhls Pork in hog. No Pork in du., lbs Posts, No Potatoes, bushels Provisions, lbs Hags Railroad Iron, tons Railroa 46 41,001,000 11,0:58 35,800 11,760 ;;o2,9(i8 70,263 t;o 73,200 1.146,225 671,040 479 441 214.871 0,236 10,016 1,583 5,435 500,251 22,373 1,710 167,038 10,800 8,552 51,I4il 206 5,681 J75,64() 2.421,323 22,800 4.089.100 :; 1,225.000 5,::70 13,200 127,140 138,054 r.,S55.8(tO 2.034 207,572 5.272 376,700 1.174,885 33.757 226 28 25.304 , , 2.088,701 51,054 101,877 0,477 11.580 837 830,326 581,200 167,538 61,631 22,707 8,400 42.372 Railroads. TnOil. 3,63;^ 30,433 1,807, 1 3H 231 50,5t)3 3.366.71 •■. :•;, 527,002 27.612 30,006 38,830 3,046 15,208 21.000 821,827 034,120 70.435,120 6.626,256 6.627,506 808,300 861,128 1,586,851 1.264 2.176 14.690,331 456,673.169 337,301 373,101 19,005 80,855 302,968 72,106 148,510 208,636 208,636 758,600 ], 969.425 1.148,857 1,819,897 920 214,871 727 10,290 318 10,934 6,280 13,298 119,110 119,110 27,753,081 27,753.081 590.251 193,487 217,570 8,348,389 8.516.327 28,352 51.149 296 36,026 41.707 41 175,687 2,444,123 4,089,100 1,651,000 135,876.000 5.270 18,200 266,094 4.385,549 11.241,849 16 210,522 279 5,551 2,921,900 4.473,485 OO. / 4 254 25,304 2,139,845 101,877 1,655 19.721 7,737,197 8,668,360 668,738 4,228 88,660 1.803.148 1.853.920 i7,5U(i 3 ■» I a Dearriptiom. Other nrticle.*, pieces. *' " tons.... Cattle, imiuber Morses Hogs 8hcep Jhsciip(loii.-<. Agricultural Imports, puuiids. Agricultural Products Ale and Beer, barrels Apples Aslies, pounds Bark Barley, bushels Barrels, numlier Beef, barrels Beans, busliols Bran, pounds .., liiick, number lU'ooni Corn, ));iles I5uj>;_i!;ies and Waggons, pounds Butter Cheese Coal, tons Coifee, pounds Coi-n, bushels (^ranberr ies. pounds Doors and Sash, pounds Dried Fruit i'iggs, dozens Fish, barrel.^ l''lour , Furniture. ll)s , Furs Gm ss Seeds , Grindstones, tons Hams and Bacon, lbs , Hay, tons Hemp, lbs Hides, lbs Ihghwines. bbls [ron and Nails, tons Lard, lbs Lath. No Lead, Pig, lbs Lend pipe Leather Lime, bbls Lumber, ft Maoiiinery, lb'-:' Meal, lbs -Mdi^e. pcks Mdse. tons Molasses, lbs 31 Lake. 40l,0l:i 17,009 Dot; Caaul, RiiUroad*. L'07 171 .Sim>MENT8. Laic. (.'amil. k;7,')U() i;8y,4;].') 1 1 l.LVi \'.\ 1.1 4i;. OHM 2:50 l,0'>t) ii;'..4(;4 s'.i 2;iO,30(l t)U,")0() :hSM.4O0 : '.5.0110 24;»,S.')0 4'.i..sS() ot)7 li>Lo20 ll,070,4itO 4..')t)0 Hi',).;"i!(; 4,r)i»o ',i.")L',47i'. ;i:;,H.S(; .")( II I L'Ol 2..J0O i it. 420 1 -Vl :!44 1or...')7l 12. 8. 1211 ion L"! 2.:. I ;!I2.00U 4c.it, 500 227,400 oli2 10i,20(t 197,HO(t 2,200 .908,700 4.0OOILS47.2I0 .980.720 .^)9t;.,".0() 87..30ti 200 .•;,9!t() 1 7.800 7:3.0;;:i.'.i90 7H.6:^" .7t'.H.20u 17,957 1,"..35:! S",l iiiltt.800 10,703 21,9o0 14,204 174, .31*') 19.02] Toinh 401,220 27,88;^ 21,950 14,840 174,515 19,521 Iiniirniiila. Totitl. l,lo5,4y5 2,748,»j54 2.748,654 2 1 7 297 5,154 tl.tiOS •ic.,717 0(;,717 I.14t',.08R 17,7(15 lit.()5] 4,540 241 2;!,794 290 290 7,045 211,815 ''i57,t)49 1.079,61(1 ;!88,400 128,886 1S,:!'.)S 298,218 167,497 217,877 16.59,} 16,161 24,470 47,i;78 11.129,668 29,083 29,083 56,055 ()4,411 83,831 4.560 337 46,521t 216,389 763,818 870.392 :!58. 148 670.418 2.354,25it 2.823,759 8 91 1.397.492 13.624,892 ti88 101,200 1.192,411 9,3'.t(),2n 3,9-".5 6,266 10,983 11.800 3.9118,700 17,487.637 29.339,847 293.746 4.274,166 2,3't(i..500 47.917 135,417 7.068 11,258 li;'.t.735.742 243,387,732 2.101. 310 2.179.948 1.115 5.76'.t,6-l5 17.957 i7L796 189.000 9I0.80U 82 Dficriptiom. Lake. Oats, bush ;iH Pig Iron, tons 1,081 Plaster, bbb.' !^l Pork 415,781! Pork in hog.No Ib^ Poi?t^«, N Pot'.itoos, bush :2.ii;'(7 Provi-=ion<, Ib'^ 10,500 Rag«, Ibb o,GO(i,000 K. Pt. Iron, tons 8!>H ['yo. bn.sh o78 Salt, bbls lJ!i'- Salt in sacks, lbs '29;5,;;00 Shingles, No 02,0002:>, S. Bolts, cord-i Staves, No 50.000 1, Stone, tons lI,U8l Stoves and Hardware Sugar, Ins 1.70">.r)0i) Tallow. 1))-^ 5,077,000 Timber, ft Water Lime, hbl ; Wheat, bush 8.114.30;? White Lead. lb> 818.800 Wool, lbs 4,000 Other articles, pcks 0,0o5 " •' tons 7,210 Cattle. No 070 Horses ^2^ Hogs 4:i Sheep Canal. y 1.940 l;j Railroailt. U3,18i< Total. 1,014,547 646 98 U 787 241 o,;iii 87.007 20,-105,110 402,200 1,270 2,575 295 02,104 87,507 20.405.110 liS,8(|-J ].7:J8 481,002 8,700 1U,000 5,600,000 O'O L'l'J lo:J 1,008 GOO 14,000 isr» 0(i'2 04,01!0 81,003 470,302 11)0,700 ;;jo O2,o04.000 1 1.0,503,200 340 2:;;i,:U:5 11,088 1,284,301 2,081 2(;o r. i7o oH 090 1,713,077 5,077.000 oO.S'.il 30,80] 700 4.8<".!; ;; 120 1.72:5 218,100 0.482 8,337,420 321,020 071, -.U);^ 570,808 1 ;U) 0,100 101 224 21,02?} 1,GC0 103,0,00 1,501 7,003 22.502 1.992 193,973 1.504 POPULATION OF CHICAGO. We present the following table, showing the po])nlation of Chicago at different periods : 1800 28,209 1851! 38,733 1803 0)0,052 1804 05,872 1800 83,509 1800 110.000 1810 4.470 1843 7,080 1840 12.088 1846 14,109 1847 16.850 18.!8 20.035 1849 23,047 ti 88 lit ^(5,808 5.11)6 7.')',>;^ 'J2,502 l.'.tn2 10:^,973 1.504 28,269 r,8,73.3 ()0,ti52 (i5,872 83,509 110.000 I EXTENT AND RESOURCES OF THE NORTH-WEST TRADE WITH CANADA, &c. Remarks of Wm. Bross, Esq., at the Grcit Railway Cflobration at Montveal, Wedriosilay, Nov, 12th, 185G, in response to the toast " Tlie City of Chicago" as reported in the Montreal (j'dZ'j/tr. Nov. 1;5: Wm. Rkoss, Esy., Editor of the Chicaj^o iJcinorratic Press, responded. He thanked tlie last speaker for the flattering mention that had been made of Chicago, and said: This is eminently, Sir. a practical age. .\nd while this is true, it i.s not wanting in those elements which appeal to anil arouse the nobler and more gener- ous emotions of the sonl. The facts and the Hgures. which represent the onward progi'css of our Christian civilization, so far tVoni being dry and uninteresting, are themselves eloquent anil absorliinp. and even the most exalted genius has not dis- dained to embody them in our literature, and to celebrate their l)enign influence upon the happiness of mankind in the magic numbers of poetry. Next to Christi- anity itself, commerce has the most direct and powerful influence to bind together, in a community of interest and feeling, all the families of our race, and to cultivate those kindlier sympathies which teach man to recognize a brother in his fellow- man in Avhatever land or clime he may be found. This celebration is intemled to Imnor the opening of another great thoroughfare from the teeming prairies of tlic West to the Atlantic seaboard. While others have cnjoyeil the pleasing task of dwelling on the social themes suggested by this event, and believing as 1 do in the eloipience of facts and figures, will you permit me, Sir, to notice its gi-eat commercial importance. Canadian enterprise was never more wisely employed than when it devoted its energies to comjdete another high- way from the Mississippi to Munti'eai and Quebec, and to Portland in Maine, the most eastern, as she certaiidy is one of the fairest stars in our glorious galaxy of States. Permit me. in tiiis connection, to notice briefly the extent and rapidity of settlement, and the i-esources of the magnificent counti'y of which Chicago is the commercial centre, and which you have bound to your city bj' iron bands by the completion of tlie tlrand Trunk Railway. Let any one study carefully the map of the North-west, and he will find within the bounds of the United States, lying h)etweon Lake Michigan and the Rocky Mountains, and within the reach of the trade of the lakes south, say tlie latitude of Alton, 700,000 square miles of terri- tory — enough to form fourteen ^^tatos as large as Ohio. It is very easy to repeat these figures, but let us make some comparisons in order that we may form some just and definite conception of their magnitude. All the States east of the Missis- sippi, except AVisconsin, Illiudis and Fluviila, contain only about 700,000 square miles. Again, England. Ii'eland, Wales and Scotland, constituting the British Em- pire, leading as her position is in civilization, wealth and power of the world, con- tain only 115,000 square miles, and yet they have a population of 2(3,000,000. Turkey,* Austi'ia and Franco contain in the aggregate 361,000 square miles, and sustain a population of 84.01)0,000. The climate of the region under consideration is exactly fitted to produce a hardy and enterprising people. Its mineral deposits of iron, lead, copper and coal, are unsurpassed in extent and richness, and unbroken by mountains, its agricul- tui'al resources are exhaustless and truly amazing. It is said by competent autho- rity that every acre will maintain its man; but giving ten to each, within the nest half dozen centuries, if peace and prosperity crown the land, it is destined to con- tain 450,000,000 of people. Such is the vast and magnificent country with which you have become socially and commercially connected at all times and in all seasons by the Grand Trunk, tlie Gieat Western, and the Michigan Central Railways. The rapidity with which the borders of this immense region — for at least five- sevenths of it'is still the home of the panther, the buffalo and the savage — is one of the most astonishing wonders of the age. Within half the lifetime of many who •e Jiut ten thousand white inhabitants in all this territory ; their hear me, there E 84 number now will rriiige from one-and-a-half to two millions. Twenty years ago Chicago was a small town at the southern end of Lake Michigan, and at night the howl of the praivio wolf might be heard from all its dwellings ; uoav it is a city of more than a hundred thousand inhabitants. Twenty years ago Chichgo imported nearly all her pork, beef and flour ; this year she will export 20.000,000 bushels of grain, and her beef, b(jtii in ([uantity and quality, leads the markets of the world. Five years ago the Suite of Illinois had completed 'Jo miles of railways ; now she has more tlnni 2,400. At liiat time there was but one railway, fort^' miles long, entering Chicago ; there are now ten trunk and a great number of branch lines, and countinir in most ca'^es but a single State l/oyund our own, there are now more than three thousand miles oi' railway centering in the city, and on these more than a liundreil trains of cars arrive and depart dally. Tlie earnings of these roads last year reached the enoriaons sum of 81 •'••'00.000, and this year they will amount to from 17 t(( 20.000,000 of dollar.'^. What is a matter of special pride is that some of these lines are among the best paying roads in the Union. But the country is increasing, if pnssil)!o, much faster than Chicago, its commercial metropolis. Only some seven or eight years ago, Minnesota was organized into a territory, and her white inhabitants were toM by a few hundreds : now she has at least 1;jO,000, and will knock at the door of Congress at tlie next session for admission as a sovereign State. But, Sir, it may be interesting to you to know what the extent of the trade between the ports of Canada and Chicago is. And here let me acknowledge my indebtedness for these tigures to .f . Edward Wilkins, Esq., the very able and excel- lent Consul of Her Britannic Majesty at Chicago : 1 n \ I b f t s 1 ) 1 DirORTS. Vessel!^ 1854 5 1855 77 185G, to Nov. 1 "J5 Tons. 1,1 1>;^ 10,017 22,004 S. 5,178 2 G 28,856 6 8 40.892 8 4 $ 24,855 138,520 194,843 EXPOllT.S. Vessels. Tons. 1854 G 1,482 £ 10,420 7 G $ 79,101 1855 01 ];^.010 17;5,922 1 8 834,826 185t;, to Nov. 1 97 23,377 174,838 5 9 829,223 These figures, it should be borne in mind, represent the trade in British vessels alone. The exports from Chicago to Canadian ports are much larger than the figures here given, as produce is shipped largely l)y tiie t'oUingwood and the Michi- gan Central lines, by Ogdensburgli, and by inh!ue of the trade of the Yvest. T am well aware, Sir, tliat tliese ronarks may be con- demned, and perchance excite the ridicule of my friends on tiie other side of the line, '['he far-seeing sagacity of DeWitt Clinton planned, ;niil }\ew York enterprise built the J']rie Canal, thus securing for a time foi- tlie great American meti'opoliy the vast trade of the mighty West. But, Sir, tliere is enough for them and for you. Commerce knows no national lines. Protect li"r, and she l)lesses alike the loyal subjects of tlie British Quei'u and tho.-e Vviio rec'.iiu^ proudly bem^ith tiie Stars and S*'ripes of our own glorious Union. Aye, Sir. she has bound u'<, and maj' she con- tinue to bind us togetlier in a ci'mmunity of interest and feeling, and accursed be the hand that Avould sever these bonds, so productive of everything that promotes theonwai'd progress of Christian civilization. I itive you. Sir, in conclusion — ".Montreal and Chicago — England, Canada, and llie American Union: in all efforts to promote the arts of ])eace, and to secure the advancement of our race in intelligence and Chistian civilization, may they bo 'now and FOREVEn, one and 1NSEPE11A13LE.'" i EXTRACTS FROM THE ANNUAL REPORT OF THE COMMERCE, ic, OF THE CITY OF MILWAUKEE, FOR 1850. POPULATION. The growth of Milwaukee, in its population, ha- nevei- been exceeded by that of any town on the continent. This increase ha>^ not lieon spasmodic or forced, but has/o//o?m/ the growth of the country tributary to it. At no time in the iiistory of tiie city has thei'c been nninilVst a nmre healthful growth than for the year 18o(], and so far as we can judge of the future hy the circumstances tliat tend to tho increase of population — such as enlarged trade and manufactures — there will bono material abatement in the per ceniage of increa>e f'U- years to come. Below Ave give a table, showing the growth of pupulavion fur a period of years : TOO ! is:>0 'JO.OOO 18r>8 1810 l,T".l 1S42 -'.TOO 1810 l>,''-">') 1847 14.001 isr,:5 2^^100 IS.').". ;!l.'.000 18.-,7 4.'),000 1800 estimated 00,000 It Avould be an unpardonable f the sell ■p< omission should w overlook the departure from mond. -wiiii a cargo of Milwaukee club wheat, this port of the scliooner Pean lUch f(n- Liverpool, England. Tlii^ important event took place on the 'Jlst of .Inly, 18.")0, amid one of tiie most pleasant denionstrat;oii,s on the p.irt of the mercaiitilo com- munity ever nnxde in the citv. The Riclhuoxd was loaded at tho warehouse of II. & J. F. Hill, on the Milwaukee river, with a cargo of selected club wheat. She was owned by C. Y. Richmond and Capt. Pierce, and the cai'go sent out by C. J. Ker- shaw of Montreal. She registered 377 tons, and took 14,000 bushels. She arrived at Liverpool on the 20th of September, cargo and vissel in excellent condition. Thus was initiated what will eventually grow into vast importance — rlircct trade with Europe, via the St. Lawrence and tiie Greit Lakes. During the pa«t year, the American and WestcM-n Transportation Companies have run daily lines of propellers between this port and (ho port of l?utfalo. un Lake Erie, and are ready to supply the wants of the fieight traffic with every carrying facility necessary for the expeditious transaction of l)u>in('ss. During the past year our trade with Oswego, on Ljiko Ontario, has more than doubled. Of the three million busholx of wheat sliippcil from this port, one-third has found its way to OsAvego. This is in part explained by the presence in our market of merchants connectoil with Oswego houses and mills, and by prevailing dullness of the Buffalo market for the past year. We have not been alilo to ascer- tain the amount of wheat and other produce sold in New Vork and Boston on Mil- waukee account, but do not estimate it at any con^^iderable proportion of the whole shipment. Our trade with Canada has largely increased the pa-^t year. A good share of the export of Hour and pork having gone to Canadian markets, A notable feature in the export of flour, is th/; nhininent of a ijuunlitif viu Montreal and the Grand Trunk Railway to the interior of l!i.028 Axes, boxes 889,000 Caiidv, boxes IO.SK; Starch, boxes 20,000 Rice, tierces 0,000 Tobacco, pounds 04,277 Soap, boxes 180,000 on, barrels 8,800 1 Saleratiis, boxes MO.OOO White lead, keis 2.30.000 Clieese. pounds 10,000 Steel, tons 20,000 ]5nr Imn, tons 0,072 Cider and Vinegar, barrels.. 88,508 Alcohol, barrels 18,248 Oranges, boxes 7,lmall pro- portion of the lake commere -vviiich readies, throuirli it, tlie United States ports on Lake Ontario. Yet, (as is justly observed by Mr. Andrews in his Report to the Senate of the United Stuics on the lake trade,) the peninsula of Canada, especially that narrow neck lying between the Georgian J'>ay and Lsike Ontario, occupies the position of a stepping stone betAvecu the commercinl ^•■tates of the Atlantic and Europe, and the mineral and agricultural regions of the North-west. Canada has, therefore, the power to command the trade botAveen the manufac- turers and their supporters to flow through her tci'iitory, and to yield her a ^Iiare of the wealth and prosperity which so important a trade must create. This legiti- mate purpose — a purpose Avhich every true Canadian should cherish — Is only piir- tially etfected by tlie Welland Canal and the Great Western Railway; it is reserved for Toror,to, if she is true to lierself, to push it a great step in advance: in fact it is Avithin her grasp to accomplish it, and Avhile enriching Canada to enrich lierself, and take her place among the fir-t commercial cities ui' this continent ; and Avhilc tlic coll'ers of the Great Y»'eetern are tilled to repletion by a traffic Avhich legitimately belongs to it as the connecting link in the great cential line of Americnn railways, the people of Toronto may conduct anotlier brnncli of tlse Western trade, to Avliich an equal importance attaches, so as to tloAv by tlieir own Avharves to its natural channel, the St. LaAvrence. This great ol)ject, liOAvever, is not to be accomplished by suffering the trade to pass to Lake Erie ; inr the moment it has passed the obstruction of St. Clair Flats, it is Avithin the legitimate inlluence of the Eric Canal; and Avhether it goes into tliat cliannel at Butuilo or OsAvego. it is equally lost to Canada. Wo must control it, therefore, ere it passes the Straits of ^Lick- inaAV, — and this Ave can do by availing ourselves of the advantages afforded by spanning the larroAv isthmus from Toronto to NottaAvasnga Bay. By this route, Ave set OOU miles of lake navigation, AA'ith 00 miles of railAvay. against 1200 miles of lake navigation, em])racing the obstructions of the St. Clair Flats, tlie ilangers of Lake Erie, and the delays and expenses of the Welland Canal ; and this entirely surmounts the extra expense of transit over the short piece of railway ; Avhilc wo expedite the transit of the freiglit by several days, and place it in the hands of for- Avarders at Toronto, avIio Avill forward ir to its uliimate destination, unbiassed by any other considerations than the respective advantages of the several routes which intervene betAvecu this city and the sea-board. Nor .-hould Ave be guilty of indulging in too brilliant a prospective, if we antici- pated the frequent landing of vessels at our Avharves direct for Europe, Avliich Avould return Avith manufactured goods for the West. It is certain that a class of vessels much better adapted for ocean navigation than tliose that i>ass through the Welland Canal May pass from Lake Ontario to tlie Atlantic ; and the present season is Avitness of more than one departure from Chicago, freighted Avith produce, direct for Liverpool. The advantages occupied by Toronto in this contrast, is represented by the fol- loAving calculation, Avhich, being based upon the figures of a former Chief Engineer of tlie State of Ncav York, and sanctioned by subsequent authorities, may be taken as an impartial statement ; and I have adopted these asa better average than could bo arrived at, than by taking the rates actually paid, which may from time to time, P 42 and are too much the result of exceptional circumstances to be used in a calcula- tion of this description : — 1. BETWEEN CHICAGO AND MONTREAL. VIA WELLAN'D CANAL. Chicago to Port Colbornc, 1000 miles — lake freight, 5 mills per ton per mile §0 00 Wclland Canal, 28 miles, at 11 mills per ton per mile, canal freight 30 Tolls on Welland Canal 66 Port Dalhousie to Montreal, 360 miles, at short lake and river rates of 6 mills per ton per mile 2 00 $7 96 VIA TORONTO. Chicago to Collingwood, 575 miles — lake freight, 5 mills per ton per mile $2 87 Collingwood to Toronto, 93 miles, at R, R. rates of 25 mills per ton per mile 2 32 Additional handling 30 Toronto to Montreal, same as from Port Dalhousie 2 16 $7 65 Showing an advantage of 81 cents per ton per mile in favor of Toronto ; -while, as to time, the advantages over the Welland Canal route would stand thus : — Chicago to Port Colborne, at 10 miles per hour 100 h. Welland Canal 36 h. 136 h. Chicago to Collingwood at same speed 57 h. Collingwood to Toronto, with transhipments 24 h. 81 h. Showing a difference in time in favour of Toronto of 55 hours — enough in itself to tui-n the trade. 2. BETWEEN CHICAGO AND BOSTON. VIA BUFFALO. Chicago to Buffalo, 1,050 miles — lake freight. 5 mills per ton per mile... $o 25 Buffalo to Albany, 364 miles — Canal rates, 11 mills per ton per mile 4 00 Albany to Boston, 117 miles — R. R. freight, 25 mills per ton per mile 2 92 $12 17 VIA TORONTO. Chicago to Collingwood, 575 miles — lake freight, 5 mills per ton per mile $2 87 Collingwood to Toronto, 98 miles — R. R. freight, 25 mills per ton per mile 2 82 Toronto to Oswego, 140 miles short — lake freight per ton per mile, 7 mills 98 Oswego to Albany, 175 miles — Canal rates, 11 mills per ton per mile 1 92 Albany to Boston 2 92 Two additional transhipments 30 $11 31 Shewing an advantage in favor of Toronto of 86 cents per ton. The result of these comparisons is still further strengthonod by the favors with \7hich the Insurance Companies have from the first, regarded the Collingwood route, as compared with Lake Erie — a difference of J per cent, having been made in favor of the/ormcr, during the past year. calcula- $0 00 30 66 2 00 $7 96 $2 87 2 32 30 2 16 $7 6o ) ; while, s: — 100 h. 36 h. 186 h. 57 h. 24 h. 81 h, I in itself $5 25 4 00 2 92 $12 17 $2 87 o 82 08 1 92 2 92 30 $11 31 vors with lingwood eon made i 48 ADDRESS OF THE HAMILTON BOARD OF TRADE TO THE RATE-PAYERS OF THE CITY OF HAMILTON. The Members of the Hamilton Board of Trade feel this to be a crisis in the fate of Hamilton, as a City, in which it is their duty to make some explanation to the holders of City Property, and others interested in the prosperity of Hamilton, It was obvious to every intellijicnt observer, that a fatal blow was being struck at the City of Hamilton by the Trade of the North being diverted by tbe C4rand Trunk to Toronto, and the trade of the South-west bcimr drained by the Southern Iload into Buffalo, and the Board of Trade have now sincere pleasure in tellin"- the citizens, that effectual means have been taken to prevent this, and to secure to the city and Port of Hamilton, not only tlieir present prospects, but greatly to extend our sources of prosperity. The means and the only moans to these ends, were found to be the extension of the Great Western Railway to Berlin in the North-west, and the extension of the Southern I'aihvay, from Simcoe in the South-west, to Hivmilton. It is in fact hoped, that bye-and-bye all the Railwiiys South of Ihe Grand Trunk, Avill become one interest, with Hamilton as its centre, just us the Grand Trunk and all Railways north of it, will coalesce and centre in Toronto; but in the meantime the Dri-ectors of the Boaid of Trade feel, tbat they have said enough to secure for every citizen and well-wisher of the City of Hamilton, his vote infavoi" of granting the extended Municipal assistance of Seventy-live Thousand Pounds (ilVo.OOO) to the Hamilton and Port Dover Railway, and Twenty-five Thousand Pounds (£25,000) to the Preston and Berlin Railway. The fears of those who were doubtful whether the Hamilton and Port Dover Railway would be remunerative Stock, have now been entirely removed by the control of the Southern Line having been secured to Hamilton, and the Ilaniilton and Port Dover made a portion of it ; while the prospects of the Great Southern Line itself are forever put upon the most secure basis, by its having three outlets — in the East, one by Plamilton, one by Buffalo, and one by the Suspension Bridge. Board of Trade, Hamilton, July 29, 1856. MEMBERS OF COUNCIL OF BOARD 01' TRADE. Adam Brown, Vice-President. James Gsborne, Hugh C. Baker, F. W. Gates, Isaac Buchanan, J. Brown, W. G. Kerr, J. Bickle, J. Cunimings, John F. McCuaig, J. Osborne, Secretary. MONTREAL. The full advantages of the construction of the Grand Trunk Railway from the West to Montreal and Portland, have not yet been realized, tfie communication not*, having been opened for traffic for little more than six months. That an increase of the Commerce has taken place, even under the disadvantageous circumstances above stated, the following extract from the Report of the Council of the Montreal Board of Trade clearly shews, and a further increase is confidently expected. The Council have great satisfaction in adverting to the largely increased trade 44 of the Port as compared with the preceding year, as will appear by the following statistics : — Value of Import!?, not including goods Bonded for Upper Canada, 1856. .£4,036,174 Value of Imports, not including goods Bonded for Upper Canada, 1855... 3,0'.»0,145 Increase, 1856 '.143,020 Exports, 1856 £ 75t,451 Exports, 1855 333,609 Increase, 1856 420,842 EECEIPT.S OF PRINCIPAL ARTICLKS OF PRODUCE. Increase 1856. 1855. 1856. \^hes -3,777 20.156 3,621 Wheat 1.54r,,215 634,017 012,r.)8 Flour 703,840 433,011 273,820 ARRIVALS FROM SEA AT THE PORT OF MONTREAL. 1856 222 vessels. 68.60!> tons. 1855 r.»7 '• 48,533 " Increase, 1856 25 " 20,176 " In addition to the satisfactory statement above given, the most important results have followed from the facilities of winter intercourse with the "West. From the close of navigation to 1st of April, receipts of Flour have been nearly 80,000 bar- rels, almost the whole of which has gone to sui)ply eastern demand, and which of course has souglit tliis channel for the first time. The receipts for Ashes during the past winter have reached 777*') barrels, of whicli a great proportion has been shipped via Portland to Great Britain ; and similar important results are shown in other products. It is most satisfactory to note the early opcJiing of spring trade now practicable b^' our route, which in consequence, commands the transit of freight fur Western Canada, formerly taken through American channels; and also that our merchants can attract Western trade to this City with much greater success than in former years. The large imports via Portland of all descriptions of mer- chandize, shoAv these advantages are appreciated, and as a winter port for Canada that city cannot fail to attract constantly increasing attention, while as a conse- quence of frequent intercourse, a valuable trade has resulted between Portland and jNIontreal. The developement of our trade with the Western States is a stibject of the greatest importance, and your Council strongly urge the necessity of providing regular means of transit for freight to Chicago and other western points, without which no successful effort can be made to divert from its present channel the vast trade which our position entitles us to control via the Saint Lawrence. From various causes our route has this year attracted more attention abroad, and your Council earnestly hope that the opportunity which now presents itself for the extension of our commerce, will not be lost by oiu* neglecting to afford tliose faci- lities whioh are quite within our control, and tiie disregard of which has so long strengthened our competitors.