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^ SI \?i TO AC(()MI»\XY theEngmeerli I^eport of 1872. '^^ I }^ni>0/i S ShlOdOUTi JTffGTXEER IN CHI^F: $ S'^JEROMi: Vs ! r^^S^ Janvier ur^ont ^- o S! h^l / H i '«! ^? N^u II r,i ^MBRW / v^^' '^ icliie r-n ?^V i// ^^ \ LAKE ST PETER •W. Flavitn 1 ^rJ^^^^^^'^'Tf""'^^ , 'i^Jl^^'^DO^^E^ TEH REPORT IN RKI.ATION I'O THE PAST HISTORY, PRESENT CONDITION, AND FUTURE PROSPECTS OF TMK North Shore Railway OF CANADA. 1 BY Genl. SILAS SEYMOUR, »' ' ENGINEER IN CHIEF. LATE, STATKlKXCilNEKR AND SURVEYOR (JENERAT, OK NEW YORK ; CONSUI.'jflNO KNOINEEROKTHE UNKjN PACIKK.' RAILROAD; GENERAL CONSULTINd ENGINEER; A('., &v., &c. WITH AlV AI*r»E:NDIX. o>*i« QUEBEC : PIIINTED BY AUGUSTIN COTi;; & C" 1872. 1 \ t1 NORTH SIIORl-: RAILWAY. LNGINEER'S REPORT. (jfiinKf, .\])ril 2otli, 1872. I Genti-emen: I have the honor to submit tho Ibllowing facts and considerations, with reference t he FastHiLory, Present (Vvndition, and Future Prospects of the North IShore Railway. I. PAST HISTORY. In 1853, the Canadian Parliament incorporated the " North Shore Railway Company " wath an authorized capital of $4,000,000, and with power to construct a Rail- way, upon the North Shore of the St. Lawrence River, from the City of Quebec to the City of Montreal ; having also power to acquire and to alienate property, to contract, to mortgage, and to issue Debentures, together with other powers necessary for all the purposes contemplated by their Act of Incorporation. (16 Vict., chap. 100.) In 1854, the Act of Incorporation was amended in certain technical particulars not at all affecting the main provisions of the Charter. (18 Vict., chap. 34.) 4 . NORiri SHORE KAIT.WAY. Ill 1857, an Act was passod to incorporate tho " St. Maurice Railway and Navigation Company," with jiowcr to construct a Kailway i'rom the City of Three Rivers to the Crrand Piles, on the 8t. Maurice River, a distance oi" about thirty miles. Also with power to place one or more Steamboats upon the ]{iver above the (irand Piles. The Act also granted one million, live hundred thousand acres oi' Crown Lands in aid of the construction ol' the Railway It also empowered the North Shore Raihvay Company to amalgamate with the St. Maurice Railway and Navigation Company within one year i\1\oy the passage of the Act* the amalgamated Company to l)e known under the titU' of the " North Shore and St. Maurice Railway and Navigation Company," and to become the owners ot the land grant, upon the completion of the whole Railway line of the said amaluamated Company, which was to Ix' commenced within two years and completed within live years after the passage of the Act. (20 Vict., chap. 141>.) The Amal- gamation was duly eliected in accordance with the provi- sions of this Act. In l!-ir)S, an Act was ]>assed, changing the name ol the Amalgamated (Vnnpany to the '• North Sliore Pailway and St. Maurice Navigation and J^aiid Company," :iud conlirming the Land (Jrant of one million live hundred thousand acres to the Company under its new name. (22 Vict., chap. ,'){].} In 1801, an Act was passinl, extending the time for the completion of the Railway and (»ther works of tin* North Shore Railway and St. Maurice Navigation and Land Company, from ihi^ month of June, lbt)2, up to (Jclober 30th, l.S()t>. (24 Vict , chap. 8o.) In IHGO, an Act was imssed, extending the time for thf 1 ACTS or PAKLTAMKNT. completion of the Railway and other works, until the 1st day of January, 1872. (20, 30 Vict., chap. 95.) In 1870, an Act was passed, revoking' all former lace of the old lands, granted by an Act, passiMl during the present session of the Legis- lature." This Act also i>rovides that, " the Roard of Directors of the said Company as constitued from the 6 NOllTII SllOHK RAILWAY. formation of the said Company up to the present time, is hereby declared to have been leg-ally elected and chosen, and to have had lawful power and authority for the dis- charge of their functions. This Act also authorizes the Council of the City of Quebec to subscribe " in the name of the Corporation of the said City a sum of One Million dollars to the stock of the North t>hore Railway and St. Maurice Navigation and Land Company, subject to the conditions that the said Council might Judge proper to impose upon the said Company," and also conlirms the Acts of said Council of the City of Quebec performed on the 28th October, 1870, in relation to said subscription and the conditions relating thereto. This Act also provides that " the said Company may raise by way of loan upon their Bonds and Debentures in addition to their authorized capital stock, which shall be Six Million dollars, any sum of money not exceeding the amount of such capital, subject to the Ibrms and provisions of the eleventh sul)-section of the ninth clause of the Railway Act." It also provides that " the name of the said Company shall be The North Shore Railway Company " (34 Vict., chap. £2.) The foregoing may be r(\garded as a synoptical view of th"' leu-al status of the North Shore luiilway Company up to the present time. Durinn- the year 1S,V^>, a careful survey was made of the ^lain Line l)e1ween Quebec and Montreal, under the direc- tion ( f Mr. .Tames N. Giklea, Cliief lilngineer, from whose report I deduce the followinL>' material facts. The lonirth of lino b(>tw«'en tlio terminal stations is rcj^ortcd to l)c l.")») milt's. Of tliis distance 8()J jier cent, is FOR MET? SURVEYS nt V', in straight lines, and 18^ per cent, only, is composed of curves of very large Eadii. Upon 49 miles the grades are level, of the remaining 107 miles, 44 miles are under 6 feet per mile, while only 20 miles are over 20 feet per mile. The printed report of Mr. Grildea, which contains a small Map ; a general description of the line ; an approximate estimate of its cost ; together with tables of grades and curves, is all that now remains with the Company ; the detailed Maps and Field Notes having been destroyed by Fire in 1854. In 1858, the line was re-surveyed by Mr. T. Trudeau, Civil Engineer, w'ho made a Keport which, I am informed, was never printed, but from a written copy which has been preserved, I find that the length of the Main Line is reported as being 160 miles, and the length of the Piles Branch 30 miles. A very well executed Profile of the Main Line ; a Book containing the quantities of excavation and embankment, as calctdated from the centre line ;some traces of Plans for bridging the larger streams ; together with the written Report, above referred to, are all that now remain in possession of the Company as the result of Mr. Trudeau's survey. The written Report contains a general description of the Line and of the Country through which it passes ; but no estimate of probable cost, nor details of Grades and Curvature. In July 1871, I was appointed Consulting Engineer, and acting Engineer in Chief of the Railway. After a caveful reconnoisance of the country between Montreal and Quebec, in company with Mr. L. P. Gauvreau, my Prin- cipal Assistant, ^vho had been conrected with previous surveys, and was therefore familiar with the country, I recommended the Company to authorize another survey of the line with a view ol" Ix'ing prepared to place the 8 NOUTII SMOIIE IIAILWAY. I work uiidor contract at the earliest practica})le day. The recoiniuoiulation having been approved, the iirst party oi" Eno'ineers was put in the Fiehl on the 2r)th August ; and three other parties followed as soon therealter as they could be organized. The surveys were conducted, not so much with reference to a iinal location of the line, as with a view to a verilication of the results of previous Surveys ; and at the same time to test the capabilities of the country with reference to some changes in the route which were suggested, in order to meet the conditions of subscriptions to the l^tock of the Com'\iany, which were being made by some of the Counties through which the Kailway is to pass The field work was completed early in December last ; and the result has shown very conclusively to my own mii>d, that the line as oris'lnally located, with some modi- fication in details, is substantially the one upon which the Railway should be constructed. Its very great superiority in the important elements of length, cost, alignment and grades, over any other practicable route of which the coun- try admits, became so manifest before the iinal completion of the surveys, that I did not hesitate to recommend the Company to abandon these County subscriptions altogether, rather than submit to the conditions which were imposed by them with reference to the location of the line. The most important facts esta])lished by this survey may be briefly stated as follows : 1. The length of the Main Line from Quebec to Montreal will not exceed one hundred and sixty miles. 2. The length of the Piles Branch, extending from the Town of Three Rivers to the Grand Piles, upon the St. Maurice River, will not exceed thirty miles. RESULTS OF LAST SURVEY. 9 3. Yory much the larg-ost portion of the Main Line will be straight, and the curvature upon the remahiing- portion will be comparatively light and easy, 4. Upon very much the largest portion of the Main Line, the grades will be level or substantially so, and upon the remaining portion they will be comparatively easy. The maximum grade ascending Easterly may be assumed at thirty feet per mile ; and "Westerly at fifty feet per mile. 5. About live thousand lineal feet of Truss Brida'injj will be required, the principal bridges being over the St. Mau- rice River, and the branch of the Ottawa Eiver which empties into the St. Lawrence, at the foot of the Island of Montreal. 6. A very large proportion of the Road-bed will be com- posed of embankments of sufficient height to enable the track to be kept free from obstruction by snow during the winter months ; and, wherever excavations occur, they will be short, and easily protected from snow. During the month of August, 1871, negotiations were opened, with an Association of Gentlemen from Chicago, of known experience and responsibility, for the construction and equipment of the Main Line and Piles Branch, based upon such securities and assets as were then supposed to be available on the part of the Company ; among which were One Million dollars of debentures to be received from the Counties and Municipalities along the line of the Railway, for subscriptions to the Capital Stock of the Company. These negotiations resulted in a written proposition from the gentlemen above referred to, dated August 31st, 1871, which was approved by the President, and a Committee of Directors having the matter in charge. But as some of the ''W !(► NOIJTH SHOllE UATLWAY. t! Counties along the line afterwards failed to make the required subscriptions, except upon terms and conditions that were, as before observed, entirely inadmissable on the part of the Company, it became necessary to negotiate such a modification in the terms of the orifTinal proposition as would enable the Company to carry out its provisions in o-ood faith to all parties interested. This was done in the City of New York, on the 13th of February last ; and the proposition, as amended, was duly approved and accepted by the Board of Directors, on the 21st Feliruary, 1872, the President of the Company being authorized by the I'oard to execute a Contract with the Parties upon the terms and conditions specilied in the amended proposition. The Contract was accordingly duly executed by the Railway Company, on the 5th of April, 1872, with the Chicago Co.NTKArTixa Company, composed of Messrs. Samuel L. Keith, Perry II. Smith, George L. Dunlap and Associates. 'W II. rUESENT CONDITION. It will bo seen from the foregoing soiuewhat hasty and imperfect sketch of the previous history of the North Shore Kuilway, that, after struggling through a feeble, and at times, almost hopeless existence, during a lapse of nearly twenty years, since the date of its original charter, the Company has at* last reached a point in its history where the fact of the speedy completion of its liailway seems to be established beyond the reach of any ordinary contin- gency. That an enterprise of such great and manifest import- ance, not only to the Cities of Quebec and Montreal, as \vell as to the intervening Towns and Counties through which it is to pass ; but also to the Province of Quebec, the Dominion of Canada, the Western portion of the United States, and the Cities lying upon the North-Jilastern portion of the Atlantic Coast, should have been suffered io remain so long in an embryo state, seems to be a fact almost be- yond the power of human comprehension. But neverthe- less th ? fact exists : and it must be a source of great gra- tification, as well as commendable pride to the present energetic Oificers of the Company, that they have at last " broken the shell," and allowed the enterprise to assume its proper position among the Great Commercial Develop- ments of Llie Age, The Company having closed a Contract with responsible parties for the construction and equipment of their Railway, it is deemed proper to state generally, the principal features of the Contract, as alfecting the characteristics of 12 NORTH SHORE KAILAVAT. the Road and Equipmont ; and its relative cost, as com- pared with the Kaihvays ol" tlie State of New York. PRINCIPAL FEATURES OF THE CONTRACT. The Contract provides for a First Class Rai/ira// in all respects, both as reg-ards Permanent- Way and Equipment. The Right of Way is to be procured of sullicient width for a double track whenever it may be required, and ample grounds are to be secured for Sidings, Work Sho^is and Stations. A substantial and durable Fence is to be constructed upon each side of the Raihvay throughout its entire length, with convenient openings or passage ways for public and private roads. The Road-bed is to be constructed in the most permanent manner, of materials entirely imperishable, and of ample width for the superstructure, and all necessary side drain- age. The Road-]>ed is also to 1 e thoroughly ballasted whenever the native material is unsuitable for the support of the track. The Masoniy is to be of first class rul)ble work, com- ix)sed of the most dura1)le well shaped stones, and laid upon permanent and unyielding foundations. The liridges are to be of a quality equal to the best pa- tent Howe Truss ; and to be composed of the most durable kinds of timl)er, with proportions varying according to their lengths between bearings. The Superstructure is to be composed either of cross-ties, eight feet long and six by seven inches in size, laid two feet apart from centre to centre ; or of longitudinal sills eight by twelve inches in size, extending underneath the entire length of the iron rails, and connected together la- terally by means of light cross-ties framed into their upper *■■•■ CONDITIONS OF THE CONTRACT. 1 '^ surfaces at proper intervals to prevent the track from spreading. The Iron Rails are to be of the best quality of English or American manufacture, weighing not less than fifty-six pounds per lineal yard, thoroughly spiked down and se- cured at the joints by fish-plates of the most approved pattern. The Crauge is to be 4 ft. SJ inches. The Sidings are to be equal to at least five per cent, of the main track. Large and commodious Machine Shops, for constructing and repairing engines and cars, are to be erected, either of brick or stone, and completely furnished with tools and all other conveniences, at Quebec, Three Rivers and Montreal. Engine houses, of sufhcient capacity for the accommo- dation of ten engines in each, including a turn-table, are to be erected, either of brick or stone, at Quebec, Three Rivers and Montreal. And also one small Engine house and turn-table at the terminus of the Branch at the G rand riles. Water stations, wiih all modern improvements, are to be constructed at Quebec, Three liivers and Montreal, and iilso at such intermediate points, at intervals of not less than iifteen miles, as may be found necessary for the con- venient working of the Road. Large and commodious Passenger and Freight houses are to be erected, either of brick or stone, at Quebec, Three Rivers and Montreal, of such dimensions, and with such finish and furniture, as may be convenient and necessary for the accommodation of the Public and the Company. Suitable Station houses, with passenger and freight ac- commodations combined, are to be constructed, either of wood, brick or stone, at each intermediate or w^ay-station, 14 NOHTI' SHOUK U All, WAY with such ruriiituro and lixturos as may ho roquirt'd lor tho acoommodalioii ot'tho way business oi" the Road. The Ivoad is to be funiished and equipped with ten first class passen^-er k)Coin()tive Eu^-iues ; eiii'ht iirst chiss Irei^-ht locomotive Knu'iiies; twidve Iirst class passens2-er Cars; ten second class passenii'cr Cars; eig'ht bai>-«j:a<»'e. mail and ex- press Cars combined ; twenty emiu'rant Cars; twenty-live cattle Cars ; one liundred and l\vr; and a suitable "Wharf or Laudinir is also to be constructed for the acconi" modation of the business at that point. The Main Line is to be completinl on or before the first dav of Deceml)er, 1S7.'>, and the Piles Branch, on or before the Iirst day of May. 1ST7, which hut«M' date is the time required 1)V law lor the compb'tion of )n)th the Main Lino and Branch. The Contracting- Company have re-imbursed the Itailway Company for the expenses incurred on account of Enuin- eerini^ ; and also for all the miscellaneous exi^enses hereto- fore incurred, on account of keeping- up the organization of the Company, to the date of the execution of the Con- tract ; and they have agreed in the Contract to pay the future expenses of the Company until the time of its completion. They have also agreed to pay the interest upon the subscription of One Million dollars to the Stock of the Rail- way Company by tht' City of (Quebec, until the time of the TOTAL oponiiiijf of the Ivoad botvveoii the CilicH of Qu('l)t'c aiul ^loiitvciil, aiul the running- ol' Ihc lirst throug'li Train 1)p- tvvoeii those Citii's. They have also agreed to pay the interest upon the Six million dollars ol' Mortgage IJonds to be issued l)y the liail- \vay Company, up to tlie time of the full completion oi the Ivaihvay, in accordance with the provisions contained in the Contract. The total consideration speciiied in the contract, to bo paid to the Contracting- Company, upon the full and faith- ful performance of all the conditions and stipulations con- tained therein, is Seven Million Dollars. One Million of this amount is to ])e paid /rro-rala, upon the Main Line, as the work progresses, in the secur- ities of the City of Quebec, drawing seven per cent, inter- est; and Six Millions are to be paid in the Mortgage Bonds of the liaihvay Company, having not less than twenty years to run, and drawing seven per cent, interest, based upon the liailway, Equipment and Franchises of the Company, and also upon the Two Million acres of Timber Lands granted by the (lovernment. The Railway Company has already receiA'ed available subscriptions to its Capital Stock, from the Town of Three Rivers, and other Miuiicipalities along the line, amounting to about !iliL')0,000 ; and there are well grounded assurances that the amount \vill very soon be increased, by subscrip- tions from the City of Montreal and other Municipalities, until it shall reach the sum of a half Million Dollars. The Completion and li'quipment of the Railway having been fully provided for in the Contract, without regard to these subscriptions, it will be seen, that the Railway Com- pany will, upon the completion of the road, have what- ever amount may have been received from them, in the 10 NORTH SlIOKK IJAILWAY. Tn»a.vury. ^vhi('ll amount may he applied cithor to tho pay- iiu'iit oi' the luturc interest upon i;s ImmkIs; or (o un in- crease ol' ils KoUinu' Stoek ami Ivpiipment, as may at tlie time ho deemed nu)st expedient. COMPARATIVE t'OST Ob" TllK RAILWAY. It has heeii staled that the Total Cost oithe North 8hore JIaihvay will ])e 87,000,0»M), or at the rate ol" )g;UJ,S4-2 per mile, lor a distance ofOiU' hundred and Ninety Miles. It appears iVom the last puhlished report ol" the State Engineer of Ne\v York upon the Railways of that State, lor the year endiuij- September oOth., 1.S70, that at that date there wa're 4.To3iV'' miles of Jload laid in the State; and th.it the total cost ot'Construetion and Equipment w^as 8249,-22S,8'.ta/;''„ or at the rate ol" .^.'i.-JlO per mile ; from which, it a])pears, that the North ^horr liaifirdi/ vill cost $15,868 /ler mite less than the average cost of the Il Ew^invoYs Kcport, was )i!;'),70H,217,''„v or ai the rate of 848,- 875 jM-r mile, irlu'rii is !ii;n,543 more than the cost per mile of the North Shore Ilailira//. In tlio i>riMtecl Kcport of Mr. Gildea, hereiiibei'ore re- ferred to, I liiul that the total estimated costorCoiistructinjr and I'lquiiiping- the Main Line oi' the North Phore Kailway, from Que})ec to Montreal, exclusive of Fencing, is je7o7,098 for an estimated distance of 150 miles. The present lent^th of the Main Line and Piles Branch is assumed to he VM miles, which, being computed nt the same rate, would produce a total of .£922,100, equal to ^3,0 ;8,424. An examination of the items composing Mr. Gildea's estimate has satislied me, that, assumiiig the quantities to be Tect, the prices of labor, materials and equipment are at letist 50 per cent, higher at the present time, than they were in 1S53, the date of his lieport. By including the Fencing, and adding 50 per cent, to his estimate, we have a total of $5,008,030, or an average cost of $2!>,519 per mile. Nothing is included in Mr, Gildea's estimate to cover tht miscellaneous expenses of the Company, and the interest upon money and securities, during construction ; nor the discounts, agencies, commissions, &c., that must necessarily be incurred in negotiating the securities of the Company; nor the contingent risks of a fmandal revulsion, which might at any time endanger the safety of the Enter- prise. When h is considered that all these Contingencies are assumed by the Contracting Company, and embraced in the present Contract for the Construction and Equipment of the Uoad ; and also when it is shewn that its ultimate p — 'yr 18 NORTH SHORE RAILWAY. totn.l cost will compare most favorably with that of similar Railways in the neighboring State of New-York ; it must, I think, be admitted that the present Contract is a very advantageous one for the North Shore Railway Company ; and, also, that its provisions are so favorable to the Con- tracting Company, that they can well allord to push the work forward with energy to completion ; and at the same time indulge in a well grounded hope of ultimately receiving a fair, if not a liberal reward for their labor, and the risks which they have assumed in connection with the Undertaking. •■W**J*lift««#4«»(.'<. risn ,;';7:'' Mil! ''I!^;i^^,, . (I I' T 11 K OS 7' Marcotte^ and l^^W FROM A DItAVyi NO BY PAUL COUSIN 1871 REFERENCES PALACE WARD 'sJ-^^" $ i ■ uTr" 9 c * I r i^M I ti r toll B A N L I E U C 3' JOHNS WARD ,V . -r, /<,!/, /}n>tlfr.,XAti/ II ,„/;,.. ,;,;»rn', I' f-iterv Huh Hr^^ittnl f, ^'ifAw /h'tfmi.tiitr I yiirmtuni Htfr/tfr> /'attwtit WO-'TCALM WARD V. / rffltift Mirkft I. ti/iiK/ A'/f'X II .*tf4 hm»/mt tftftrf I 1/ /(/..in 1,A<-/ I ' ./(/r<; . I. /.*-*•/ K » ••■ f'Oti/ I. n ./^rj \h-f„4ifi>n( S' ROOM'S WAPD K f\tltut (.ntt - B Ar\fiuil 4 Arftlifrr Hnintf.it I i" Hiiptft (Jturfh I) »i«(/r liut^ifi F ihni/m/i/iKHii/ fA t^fittf*- I H lhi.-,,,UHvt>'J I 7ifn,^tnn,, H.^ii K litvni {'ttnti\it\ M AfctUfMi/Hn/i • (l((''/As Drpatiment p Prejn4.tt (iajtt S' PETER WARD \ Afrf/^ />«/»./ f'lmnh 1) Huh4 fin> t ■ ,fi/Mtitv V. S- l.tmifttH Tnw i^mify (^ F' f'finiiift'in f-jfiiPv, H r'HfWi w.ir/ -r /, r I : t, ('f'»\KiUm Mr, iiy/v rt M^ ('oNiim-, ti'ftvtr^- It ttrt»tn/i ftif/)n*t h'nrfnry a l\»lnft Mnrkfi I fitl HrHfUiif 'tfnflrlH ,V*V S^LEWIS WARD Johns l'a4e I ivTujrrMfaiw'ttl <^hii/M / ' H t . Xfaif.utita, (-tui, . l/rn,n ill hat L \' Anttiyws f^nnAtitti Sihii ,ui I f^ii.tt-ftr-H X'l .vr,ttitui ( fr-V7t/iin \ fftn-rnl > H^iiti.4 Otyia ) Ib-Vtil I'lumurts {>ffur i)tiur.s «'/' l.» (it'vmit't ,4 Ifii ■i Chuirnffii'httri h r i*tYur$\Hnrrxick-,t Htl*- ftn^.i ^ ii//i.yfi luth.iti'oi « ftvyrii litruis iJ^fMtit'- nl It <'tmnnn.<\t\ntit (tf'ur :' ihqh SrA,Hir \f>rHh fetn,if,*is f rhf I 1 J, 1 III. FUTURE PROSrECTS. From the foregoing* statement of facts, it will appear : — ^ 1st. That the length of the Main Line of the North Shore Railway will be 160 miles ; and the length of the Piles Branch 30 miles, making an aggregate of 190 miles. 2nd. That the total cost of Construction and Equipment will be $7,000,000, or an average of $36,842 per mile. 3rd. That, of this amount, the City of Quebec will furnish $1,000,000, or at the rate of $5,263 per mile, the interest upon which at 7 per cent, is to be paid by the City, after the opening of the road from Quebec to Mon- treal. 4th. That the remaining $6,000,000, or $31,579, per mile, is to be provided by an issue of 7 per cent Mortgage Bonds, based and being a first lien upon the entire Railway and Franchises of the Company, together with the Two Million acres of Land donated to the Company by the Government. It therefore becomes a question of the first importance, iiot only to the Railway Company, and the Contracting Parties who have undertaken to construct and equip the road ; but also to Capitalists who may invest in these secu- rities, whether the City of Quebec will be able promptly to meet the liabilities which she has assumed in subscribing to One Million Dollars of the Capital Stock of the Railway Company ; and also, w^hether the net earnings of the Railway aftsr completion, together with the proceeds of Two Million acres of Land granted by the Government, will be sufficient to provide for the prompt payment of both interest and principal, at maturity, of the Six Million 20 NOKTH SllOT^E RAILWAY. Dollars of Mortgage Bonds to be issued by the Railway Company. SECURITIES OF THE CITY OF QUEBEC. In discussing the value of the Securities of the City of Quebec, it is proper to remark that they are in no way dependant upon the linancial success of the North Siiore Railway, except so far as the future value of Property, ^nd Resourced of the City may become auf^mented by the completion and successful operation of the Railway. The amount of Credit due to a Corporation of acknow- ledged integrity, is, like tliat of an Individual, governed by the amount of its Assets and Resources, as compared with its Liabilities. The Harbor of Quebec can accommodate all the Commerce and Navies of the World. The St. Lawrence River and Gulf, leading from the IIarl)or to the Atlantic, is navigable \^ ith perfect gafety, by the largest Vessels and Steamers that now or may hereafter float ui)on the Ocean ; the G-reat-Eastern having passed and re-passed without diffi- culty, and laid several w^eeks at the Docks of Quebec. The geographical position of Quebec is such, that, when the Great Trunk Lines of Railway, which are now rapidly converging towards her, are fully completed, her growth and prosperity will be increased to such an extent that she wall very soon be known and acknowledged as one of the most important Commercial and Manufacturing Centres in America. The City of Quebec is now, and will probably always remain, the Political Capital, and Seat of Government, of the Province of Quebec, in the Dominion of Canada, The population of the City numbers Sixty Thousand. .SECTTRITIES OF QUE15EC. 21 From an oxamiiuition ol'llio last printod Tloport, of the Troiisnror, to the Mayor ol' tho City ol' Qaeboc, ibr 1870- 71, it appears : That the total Outstanding Debentures, Irre- deemable JStock, and other Funded indebt- edness of the City was $2,000,775 02 That the Floating- indebtedness was 744,13o 57 Making a total indebtedness oi' $8,344,911 10 And that the total Revenue for the fiscal year ending 30th April, 1871, Irom assessments, water rates, &c., was $300,734,07. The issue of the $1,00i),000 of" permanent consolidated stock certificates })earing seven per cent, interest, " in payment of the subscription by the City, for that amount of the capital stock of the Railway Company, will there- fore increase the Funded debt of the City to only $3,000,775,02. The Act of Parliament authorizing this subscription provides, " that to meet the payment of the interest on the amount of one million dollars so to be subscribed, the said Corporation of the City of Quebec, is hereby authorized to impose and levy, whenever required, upon the whole then assessable real property of the said City, a special rate of so many cents on the dollar, as shall be required, until the said interest shall be fully paid and discharged. " When we consider the long established reputation of the City of Quel)ec for meeting all her obligations ; the capa- city of her Harbor, and its facility of access to and from the Atlantic Ocean ; the present number of her popula- tion ; the future prospect of a very large increase in popu- lation, wealth and resources ; the small amount of present indebtedness ; and the strict provision made by law for the 22 NOllTH SHORE U.UTAVAY. paymoiit of the iiitorost on tht^ securitios to he issiKvl to the Railway Company ; tht> conviction seems to bo hro- sistahh^ that those 8ociirities should compare most favor- ably with those of any City in America, and that they should be considered, at least, " as good as CrOLD. " SECURITIES OF THE RAILWAY COMPANY. The computation of th(^ present and prospective value of Railway Sechrities, necessarily diHers, in some important respects, from a computation of the value of those of Muni- cipalities ; tor the reason that a dilierent class, as well as a much greater variety of elements, must from the nature of the case, enter into the calculation. In one case, we can avail ourselves of facts and statistics, which are open to the public, and known to be reliable, as x)roducing certain de- finite results ; while in the other case, we are often obliged to resort to data of a more speculative and uncertain character ; thereby arriving at conductions, which, however logical they may appear, cannot be expected to carry with them the same conviction or weight, as they would if founded upon data more certain and reliable. Engineers, and parties more immediately interested in the success of Railway enterprises, have, from their great zeal, and perhaps honest convictions, in many instances been known to place so low an estimate upon the first cost of the work, and so high an estimate upon its future earnings and success, that the enterprise has, but too often resulted in a complete commercial and financial failure. It is for this reason that Capitalists very often hesitate to invest in Securities of this nature ; and it is on this account, that those upon whom the responsibility rests, of present- ing Enterprises of undoubted merit to the financial world, SECURITIES OF THE COMPANY. 23 should ondeavonr to under, rather than rnr/'-ostimato th(»ir futuro valui? and importanco. I shall certainly seek to be •guided by that principle in whatever Conclusions may be arrived at in this Report. The ultimate value of the Securities of the Railway Company must, as a matter of "lurse, depend upon the net enriiui,000 ; and is rapidly iiicroasiiiof ))oth ill population, and importance as a Commercial and Manu- facturini»' Centre. The Dry Goods Merchants, Crrocers. and Iron Merchants of this City import goods to the amount of !i^000,000 an- nually ; and one Fur dealer exports annually to the [^nited States, furs to the value of $130,000. Durincr the last season, there were shipped from this City, over the Branch of th(^ Grand Trunk Railway, extending from a point opposite Three Rivers to Arthabaska, for Boston and other markets in the United States, 8,(>00 tons of Hay, and 7r),000 })ushels of Oats. At intervals of from seven to nine miles, all along the line, are situated fine and growing Parish Villages, many of w hich, like Lorette ; Ste. Jeanne de Neuville ; Cap Saute ; Ste Anna ; itiver du Loup ; Berthier ; TAssomption ; i'Epiphanie ; ^"rc , ik;c.; are already industrial centres of consideral)le importance; and with the stimulant aflorded by a Railway passing through or near them, they will rapidly increase, and contribute very materially to the earnings of the Road. The Town of .Toliette, situated upon L'Assomption River, about eleven miles North of the Railway, has a population of over 3,000 ; and has already become of so much import- ance, on account of its "Water Power, &c., that a Railway has been constructed, for the accomodation of its business, to Lanoraie, on the St. Lawrence, which will become a very important feeder to the North Shore Railway, The St. Leon Mineral Springs, situated about four miles from the Railway, near the River du Loup, in Maskmonge County, have for many years been a popular summer resort for persou.s in search of pleasure and health. There o 2S NORTH SllOKE KAILWAY. are no\Y about two thousand iiiha])itaiits in the Vilhige ; ^and two larse Hotels are being construeted I'or the accom- modation of visitors. The continuous, and ahnost incalcuhible area of the finest Timber Lands in the AVorkl, which bound the Northern limits oi' the Ctmntry above described ; and lie within a short distance ""rom the Railway, will, in all probability, and duriiiu- many years to come, furnish an amount of Tonnage for the lload, which will prove more productive to the Company^ than that which is collected in the settled portion of the Country through which the Railway is to pass. The numerous Streams which ilow through and from all parts of these Timl>er Lands, across the IJailway, and into the St. Lawr»Mice. are well supplied with AVater Powers: and every facdi'iy is therefore aii'orded for driving ilip loiis, and manufacturing the lumber, either directly upon the line cf the Road ; or at such points above, as may be selectetl lor their liTcater economy and convenience. This lumber, when so manufactured will bear transporta- tion by Rail, either to tlu> markets of the United States vid Montreal ; or to (Quebec, for the markets of l']urope, at rates that will prove to be highly remunerative, both to the Railway Company, and to the owners of the Lumber. The liuest qualities of ^Llple. Ihrch, and other varieties of Hard Wo(k1, abound in these Forests; and they have, for many years, been regarded as a ralnalde article- of Ex- port to Foreign Countries. These Forests will also furnish an unlimited amount of Fire AVood, which, from its proximity to the Railway ; and the great and constantly increasing d(>mand for fuel in the Cities of Qiielx'c, Montreal, av X at iutermediate points LOCAL BUSINESS. 29 aloiin- the line, will bear transportation at very fair paying rates. Iron Ore, and its great variety of products, will also furnish an important item of Transport. The Country along the line, between Quebec and Montreal, a])ounds, at frequent intervals, with the richest qualities of Limohi/e, or Boi- Orex ; and the reducti(jn of these Ores has been carried on sucessfully, at several points near the route, for more than a Century. The Extract from the Report of Sir William E. Louan, upon the "Geological Survey of Canada" dated in 181)3, to be found in the Appendix, will show the estimate placed upon tlie extent and value of these Ores, by that eminent authority. With the North Shore Kaihvay completed through the Centre of this iron region, having short lateral braneh.-s lo connect it with the dilierent or.^ b 'ds and furnaces, t}>.'re can be no doubt that there will be a great demand for its transportation to the ready markets ol Quebec, Three Kivers, Montreal, and probablv to more distant points. The riles liranch will undoubtedly prove a most impor- tant feeder to the Main Linr at Three Rivers ; and I have no doubt that it will eventually pay very handsomely as an investment by itself. There is a very hue Water I'ower upv.n the St Maurice River, immediately at the terminus of the Branch at Grand Riles, where the Tine, and other vainai/le timbers which cover the immense Territory drained by the St. Maurice, cav ! manufactured, and placed directly upon the Cars, for transport to Quebec, Montreal, or any point in the United States, without transhipment. Saw Lo-s, sullieient to produce 200,000,000 feet Board 30 NORTH smniE RAILWAY. Measure of Lumber annual] y, are now driven down the St. Maurice, past the Grrand Piles, to supply the mills at Three llivers, and other points on the St. Lawrence ; and there can be no good reason why these logs should not be manufactured at the Tiles ; and the lumber transported thence by liailwiiy. thus saving the cost and risk of driving over the falls and rapids, and booming at the mouth of the River. The still water, extending Seventy miles above the Piles, affords the best possible facility for holding and assorting these logs ; andsthe want of this couveuienee, or rather necessity, is often a verA* great draw-back to the success of lara'e Lum])er Manufacturini'' Establishments. Remarkable facilities will also be afforded, at the Grrand Piles, for Collecting and Shipping by Rail, the valuable Hard Woods of the St. ^Luirice Forests, which cannot be floated, or transported to advantage in any other way. The transportation of lumber-mcu, and their sui^plies, by means of the Branch Railway, and the Steamer upon the St. Mauvict', into the very heart of this vast luml)er reii'ion, will also afford a, large amount of tonnage ; and it is not at all iniprobal)le that, at no distant day. this Branch will be extended to Lake St. John, at the head of the Saguenay. The ( )re beds. Furnaces and I'orges located in the Valh»y of the St. Maurice, in the immediate vicinity of the Piles Branch, will also add very materially to its revenue. ' The Belt of settled Country, lying upon the South Shore of the St. Lawrence River, betv«'een Quebec and Montreal, will, particular!} during the Winti r months, afford a large and ])aying business to the road. The population of this di.strii'l. nunibeis about l()(i,iM)() ; und there are several line vmaat'A LOCAL BUSINESS. 31 Villages located along- the Uiver, the principal one, vSorel, containing o,63ij inhabitants. This Country is entirely isolated from the (Irand Trunk Ivailway, and its only avenue to market is the River, dur- ing the season oi' navigation. Ferries, communicating with the North Shore, have already been established at several points ; and, during the AYinter, the Ice Bridge, which na- ture never fails to construct, will render the communi- cation still more convenient ; so that the construction of the North Shore Railway is looked for, with almost as much soli- citude, by these Inhabitants, as it is by those residing upon the North Shore of the St. Lawrence. The RiCHKLiEU Company has, for several years past, been running a night line of Magnificent Steamers, "between Quebec and Montreal, during the season of navigation. These Steamers stop at IJatiscan and Three Rivers, upon the North Shore, and Sorel upon the South Shore of the St. Lawrence. They also have several other Steamers, of a smaller class, running between Montreal, Berlhier, Sorel, Three Rivers, and other points. The gross earnings of the Richelieu Company, during the season of 1871, were ii^43G,074 89 The current expenses were 297,50o 8G Leaving a profit of $189,o(J9 08 This appears to be a very handsome Percentage upon its Capital Stock of >^r,00,000. The foregoing statement of the present Natural and In- dustrial resources of the Country, through w hich *he North Shore Railwav is to pass, is based upon facts as they are on NoKTH SIIOIIE RAILWAY. known to exist ; and it is I'rom those data that an approxim- ate estimate is to be made of the probal)le earnings of the llaihvay from its Local Business. In preparinii- this Estimate, I can but feel quite justified in assuming, that the business of the Main Line will re- quire the running of at least the following number of Trains, daily in each direction, over the Railway betweeu Quebec and Montreal :— 1. One Express Passenger Train, composed of one Bag- gau-e car, two ordinary Passenger cars, and one Drawing- room car. 2. One AVav Passenger and Mail Train, composed of one P>a«''u-a^ Mail and Express car. and two ordina- ry Passenger cii . 3. One Mixed Passenger and l^-eight Train, composed of one P)a^•^•a<>•e car, two iSecond Class, or Emigrant cars, and ten Freight cars. 4. One Freight Train, composed of twenty Freight cars. It is liirther assumed, that these Trains will be loaded rt^spectively. and at vutcs, averaging as follows : No. 1. Ecjual to PtO through Passengers in each direction, at the rate of s:5.oO each 8 700.00 No. 2, Eqtial to 80 througli Passengers in each direction, at the rate of $4.00 each " tUO.OO No. 3. Equal to 50 through 2nd class I*asseng(^rs in each direction, at the rate of 12.00 each 200 00 Also, 100 tons of F^Kst or Express freight in each direction, at the rate of >5»5.00 per ton 1,000.00 vL.v. LOCAL BUSINESS. 33 No 4 Equal to 200 tons of freight in each direction, at the rate of !s4.00 per ton Makino- a total for the Main Line of For the Piles Branch, I will assume that one Mixed Train will be re- quired daily, in each direction, to be composed of one Baggage car, one Passenger car, and twenty Freight cars ; and that each train will trans- port equal to 50 through Passengers in each direction, at $1.00 each $100.00 And equal to 200 tons of th^ ough freight in each direction, at $1.00 per ton 400.00 Makinu' a total for the Tiles Branch of.... Making an aggregate to represent ' the Gross daily Earnings of the entire Eailway, from its local business alone, of ;. This amount being multiplied into 31 3, the number of working days in the year, will produce an aggregate to represent the estimated Gross Earnings from the Local Business, per annum , of 1,000.00 $ 4,140.00 500.00 $4,640.00 $1,452,320 PROBABLE EARNINGS FROM THROUGH BUSINESS. Inasmuch as the foregoing Estimate of the Local bu- siness of the Railway, includes that which now exists, and naturally «;w/fc'rs within the limits of Quebec, Montreal, and the intervening Country through which the Railway u NOr.TH SITOUE U.VILWAY. is to pass ; it will be proper to include in the estimi^te of Through business, only such as may be brought within the in lluence of the Koad, from points l)eyond, or outside of these localities, either by means ot Communications wliich now exist, or those whose construction in the immediate future, is rendered quite certain. A reference to the accompanying Map will show, that among those which now exist, and will exercise an imme- diate inihience upon the through business centering at the Eastern terminus of the Road at Quebec, are the lUver St. Lawrence ; and the branch of the Grand Trunk Railway oxteufMug from Point Levis, opposite Quebec, to River du Loup, a distance to IBO miles. Tlie lower Harbor of Quebec, and the River and Gulf of St. Lawrence below that point, are not obstructed by ice, durhig the winter months, to such an extent as to impede fSteom Navigation, oftener than perhaps once in twenty-five or thirty years. Ocean Steamers may there- fore as a general rule, arrive at, and depart from Quebec, every day in the year, so soon as an amount of business accumulates there, sufficiLMitly large to make it an object for them to do so. That portion of the Grand Trunk Line, extending from Quebec to Richmond, and Lennoxville ; and thtmce by other lines, via Lake Memphramagog and White River Junction, to Boston, Newport, New-Haven and New-York, ma}'' also be regarded as an important avenue for Trade and Travel, between Quebec, and the above named Points. Among those whose construction has already commenc- ed, and whose completion may therefore be regarded as reasonably or quite certain, are the Intercolonial Railway, extending from a Junction with the Grand Trunk Railway, at River du Loup, to Halifax, a distance of 55") miles ; 4 j: ^^glgHglgg TIIROUCai BUSINESS. 35 making the entire distance from Quebec to Halifax, by this route 685 miles. Another route, the construction of \yhich is already quite far advanced, is a llailway leading from Point Levis opposite Quebec, directly across the Country, through Maine, in the direction of St. Johns, New Brvmswiek : with branches to Portland, Bangor and Halifax. By this route the distance from Quebec to Portland will be 40 miles less than by the (Irand Trunk Railway ; and 230 miles less to Halifax, tuan by the Intercolonial Railway. A Railway extending from Quebec, in a northerly di- rection, to Lake St. John, at the head of the Saguenay, a distance of 140 miles, has also been commenced, and about 27 miles completed and equipped. This Road has a land grant from the Government of 1,200,000 acres of tim- bered lands, through which it is to pass. The City of Montreal, at the AVestern Terminus of the Railway, as has already been remarked, is acknowledged to be t'le great Corauiercial Center of Canada. The Grand Trunk Railway, extending to Portland, on the Atlantic ; and to Sarnia, on the Great Western Lakes, allbrds easy access by Rail to the extreme East and West ; while the Vermont Central, and Lake Champlain afford the same facilities towards the South The St. Lawrence River, during the season of naviga- tion, also affords extraordinary facilities for the transport of both Freight and Passengers in either direction. Such of these avenues as approach Montreal from the East cannot, as a matter of course, be expected to add materially to the business ot the North Shore Railway ; but from those jipi)roaching it from the South and West, it is expected 00 NORTH SIIOKE RAILAVAY. that a very coiisid(?rable amount of Throuoh Business des- tined to the North and East, will l)e adbrded to this Road. The principal Railway Avhich is now in contemplation to extend Westerly irom Montreal, is the " Northern Colo- nization Railway," which is to extend from Montreal, di- rectly up the Valley of the Ottawa River, a distance of 120 miles, to the City of Ottawa, the Capital of the Domi- nion of Canada. That Company has a land "runt of 10,000 acres per mile from the Government ; and is about to receive a subscrip- tion of 81,000,0'00 to its Capital Stock, from the City of Mon- treal. It is expecting also a large amount of subscriptions from the Municipalities along the line. The law granting the above amount of lands to that Company, provides, that, " The said Railway shall connect with the said North Shore Railway, from Quebec to Mon- treal, at such i>oint as shall be determined by the Lieu- tenant Crovernor in Council." There can be no doubt that, when these two Roads shall have been completed, they \\ ill not only run from the game Depot in Montreal ; but that they will also be con- nected upon the North side of the Ottawa River, about fiiteen miles north of the City of Montreal, by a link or branch that shall form an unln'oken line, of uniform C'auge, directly from Quel)ec to Ottawa, making the entire distance only 2')3 miles ; whereas by the present route, via the Grand Trunk Railway to Montreal and Prescott, the dis- tance is 3-38 miles ; thus ellecting a saving of 85 miles between these important Points. A line is also about to be constructed from Ottawa direct to Toronto, which, in connection with the Northern Colonization, and North Shore Railways, will shorten the distance between Toronto and Quebec, as compared with ■■ THUnuail BUSINESS. 37 -1 * the distance via the rh-aiid Trunk Tvailway, about 2o miles ; and a c^lance at the Map will show that Quebec, Ottawa, Port-Huron and Chicuoo, are nearly in the same Air Line, From Toronto to Collino-wood, on ihe (reorgian Bay, the Northern Railway of Canada, hay been in succe.ssi'ul operation for several years. The leiiufth of Ibis Ttoad is 94 miles. The distance from Toronto via Ottawa, to Quebec, by the roads already projected, will be about 481 miles; makino- the toial distance from Collin«xwood to Quebec, 574 miles, as against 501) miles by the Northern Central and (Irand Trunk lines. Collingwood is now, and will continue to be a most /•ivorable point for the transhipment of Wheat and Flour from Aa^ssels to cars, by which it can be transported, without breaking bulk, to Quebec, and there placed directly on board Ships, for transportation to Foreign Markets. The Canada Central Railway is also under construction from Ottawa to the Sault iSte. Mario, at which point the line will connect with the Norlhern Pacific Railway of the United States, thus forming a very direct line from Quebec to the Pacific Ocean at Puget Sound. A Branch is also to be constructed to the nearest point on the Oeorgian Bay, which will shorten the distance materially from that important point to Ottawa and Quebec. A connection will also be made at Ottawa or some point, farther West, with the Great Canada Pacific Railway, the Surveys for which are now being rapidly prosecuted by the Dominion Government. The North Shore Railway is therefore destined, at no distant day, to become the Eastern terminal link in the Great Northern line of Railways, of a uniform gauge, which will connect the tide waters, anad I'rom the producing (lifh()uld be of one uniform and ni/hio/>r/i gauge, tso that no transfer, either of freight or passengers, will be required at unimportant points along the line. In this respect the North Shore, and other Railways which form ihis great Northern route from the Atlantic to the Crreat Lakes, and the raciiic Ocean, with the uni- form gauge of 4 ft. ^I inches, will enjoy an enviable position, as compared with the Grand Trunk line of Canada, or the more Southern routes of the United States, Trade and Commerce, like running waters, and blood in the animal svstem, will alwavs seek to How through the great Arteries, or Channels, which miture has pro- vided for them, until they reach the great Commercial Centers of the Civilized AVorld. These Centers arc now to be found iji l^iirope ; and the shorted and rV/^'rt/yesnnodes of TllROTTCn I?ITSlNEtr, which i^-row, and can l)e produced in such g-rcat prolusion, in tlio Western I'^nited States, and Canada, will eventually prove to be the most successiiil. The Valley oi'the 8t. Lawrence, is the natural outlet i'or all this trailic lying north ol'tlu^ Valleys ol' the Hudson, the Ohio and the Mississipi liivers, and their Tributaries. The great chain oi' Lakes, from Superior to Ontario, How throuj^n this Valley to the Ocean ; and so, when Capital and Enter- prise shall have prepared the way, will Commerce take the same direction. The Cities of New- York, ]"*hiladelphia, lialtimore, Pioston and Portland, were comparatively of no importance, until the Erie Canal, and the llailway lines, which now^ radiate in every possible direction from them, were completed ; thus causino- a diversion from this Valley, bv artificial means, of the immense trade to and from the Grreat "West. The Dominion of Canada which controls, to a great extent, this Valley of the St. Lawrence, has, from political, or other causes, which it would be improper to discuss here, been behind her neighbor, the United States, in making such Improvements as would prevent the diversion of this great source of wealth and prosperity from the avenue which nature seems originally to have designed for it; and hence the ancient City of Quebec, to long famous in song and story ; and other natural centers of Commerce, have been allowed to remain almost stationary, during the past half Century. But a new Era seems now to be Inwning upon the I)(XMINI0N ; and the great importance oi these works of Internal Lnprovement, seems to be rapidly developing itself in the minds of both Government, and People. It F] 40 NORTH SlIOKE H VITAVAY. • It will not 1)(' loiiii', tht'i-clorc, 1)(' ore her tir cat Thorouii'li- liin',^ arc coniplt fed ; and tlit> lary OHt Vessels and Steamers that can .sut'ci'.sslully jnniiialc the ( )cean, w ii 1 he seen, daj- ]y, 1 oiuliny and uii oadinii" llicii • imnu nsc bnrthens of Frci ilit, and Passcnii" 'r.s. which an > destined 1' )r the Interior of C anadii and the V nitcd States, at the \Vh; irves of Que- 1 ])0G. Even during- the last year, the number of stecrag-e pas- seuijers transported hy the Ivichelieu Company, between Quebec and Montreal, was al)out 8.^,000. The very gveat increase, durinu' the past few years, in Travel, seeking health and recreation in the cool summer climate of Quebec, the lower St. Lawrence, and the wild Scenery of the Saguenay, and Ha! Ilal Hay, aiibrds strong- promise of a hirge accession of through business to the Railway from that source. The Arrivals at the justly Celebrated " IvUSSELi/s St. Louis Hotef/" in the City of Quebec, during the months of June, July, August September and October, 1871, num- bered 1\'.>0('. During the month of August alone, th amounted to 3,940. And the annual increase in arriVdx has been about oO p. ct. during the past live years. The Steamers of the Richelieu Company transported about 2e only oO per cent, of those estimated lor the local tralhc. Assumiuii; this as a basis, we shall have the I'ollowing results : Gross earninii''^ per year from local busi- ness % 1,152,:520 Gross eariiin!:''s per year from throuu'h bu- siness, 50 per cent of local T2{j,160 Transportation of Mails, say 20.0(i0 Total g-ross earnings per year $ 2,1!*H,4H() From which must be deducted the annual transporta- tion and other expenses, of the liailway Company, in order to arrive at the annual Net recpipfs. Keierring again to the (Jgdensburgh and Lake Cham- plain Tvailroad, as being a lair and proper Standard by which to judgi', not only the comparative cost of the North Shore liailway, but also the ratio that may be expected to exist between its gross earnings and net receii:>ts ; I lind ; That the total receipts upon that Uoad for the fiscal year ending Sept. 30th, 1870, were $1, 051,41 3,10 That the total expenses during the «ame period were as follows : For Maintaining the Road, or lieal Instate of the Corpo- ration $ 236,418,84 For Repairs to Machinery. 110,974,02 For Operating the Road.... 299.004,32 Total Expenses $ 646,481,68 Balance to represent net earnings $ 404,931,42 42 NORTH SllORK KAILAVAY. The ratio which this amount of iiei oani- ings bears to tho total receipts, is ;58| per cent. By applying this ratio of 88| per cent to the total estimated earnings ol' the North Shore l\ail\vay, we have a total ol' atinnal we^ ert/7«iwir.s amounting to $ 840,414,80 This amount will be the interest at 7 per cent on a Capital of..., I 12,091,(!40 My honest convictions ave, that the foregoing Ivstimate is the Minhniwi that can, with any degree of propriety, be placed upon ihe annual earnings of the Uoad; during the lirst year after its completion. After that period, I am satisfied, from the experience of other Itailways, that these earnings will be increased in the ratio of at least 10 per cent, per annum, until they shall have reached a Maximum of 100 per cent, above the amount of the present Estimate. If it should be thought, however, by cautious Capitalists, that, from any cause, or possible contingency, the above Estimate is larger than the facts bearing upon the sul)ject may prove to warrant, they may reduce the Estimate of net earnings, oO jn-i- crni., and they will still be sulfi- ciently large to pay the int;'rest at / per cent, upon the !i;(),000,0';0 Mortgage Bonds of the Railway Company. Iti corroboration of the views herein expressed, with re- ference to the futurt resources, and probabh^ earnings of the North Shore Rail way, I beg leave respectfully to refer to the Letter, which will be found in the A]ipendix, address- ed to the Hon, Josc^ph Cauchon, Tresident of the Railway Comi)any, and also rresidenl of the Dominion Senate, by VALUE OF TnrBEK LANDS. 43 Hon. John Youuff, formeTly Minister of rublic Works, and late President of the Dominion Board of Trade. This hotter will show the Estimate placed upon the present importance, and future financial success ol this Enterprise, by one of the most far seeing and enlightened men in Canada; whose opinions have Tery justly come to be regarded, both in America and l^lurope, as the most re^- liabie authority that can be obtained upon subjects of this nature, I would also respectfully refer to the Letter, which will be found in the Appendix, from Hon. "W. Marsden, M.A , M.D., &c.,&c., of Quebec, whose long familiarity and enlightened views with reference to the Trade and Re- sources of the City of Quebec, the Valley of the tSt. Law- rence, and the Dominion of Canada, entitle his opinions upon this subject to very great weight. An extract will also be found in the Appendix, from a Eeport recently made by Mr. Sandford Fleming, Engineer in Chief of the Canadian Pacific Kailway, which contains some valuable information respecting the general features of that route as compared with those already constructed, and in progress, in the United States. VALUE OF THE LANDS DONATED BY GOVERNMENT. It has been stated that the Lands granted by the Govern- meuL in aid of the Kailway, amount to Two Million acres; and that they are located in four separate Blocks or Parcels, which are particularly described in the Act of Parliament making the grant. An examination of the accompanying Map will show the relative position, and the quantity of laud contained in each Blcck. 44 NORTH SlIOKE RAILWAY. For convenient reference, the following: tii])nlar stiite- ment has been prepared, showing the lotal cinantily in each Block; and the undivided portion in each, that will belonu- to the North Shore L'ailway Company, when their Kail way is completed. , ,„ , .1 Viicliviiicd nor- Do^i-iiulK.n 1 l..lal qiianlity I ^._^^^ ,^^ ^|^^ onHiu-k. I n. i;f.vs. Ix.S. Railway. 011ic-i;il IJeniarlcj . Block A ... liluck 15 I'.lock C... lilork 1) 1,827.40U :^71.'_'(i() 1,140.875 iFMne cnunli'y. l!l!t,4;;l 'W'll tiiul-.i'tHl. 2;!1,744 j Do. ( iPiiK', ' ■lice it 427.;)50 ~] \\ Tiih ail Total - :-5,2(i3.5(Kl 2.000.000 * This iiiuoiiut luis btcn cm nuoi.tly piinted iii Iho Liiw as hoing 3,208, .M)t) acres. In order to present to the mind some idea of the extent of this land grant, it may not be improper to state, that if the area of 2,000,000 acres were reduced to a parallelogram of one mile in width, it would extend 3.125 miles in lenQ'th, or more than one ninth of the circumference of th(3 Earth. If reduced to a sqnare, it would ]>e bounded by four equal bides of a little more than 55 miles in length. The cjuestion as to the Value of Timber Lands, not IxMiig a strictly Engineering one, I trust that I may be pardoned for any unustial degree of awkwardness that may be exhi- bited in its discussion. In ordinary trading parlance, an article of traflic is con- sidered to be worth just what it will Ining in Market. I luive heard repeated oilers for these laiuls made to the Company, by responsible parties, of '^'2 per acre, llcnce I conclude thati4,0O0,00U for the 2,000,000 acres, may safely VALUK (jF timber LANDS. 45 / be regardod as their minimum value at the present tin:e. I know of several parties of undoubted rcsponsibilv, and who profess to know much more about these lands than I who have not seen, can know of them, who would be very- glad to enter into a contract with the Companv. and to give satisfactory security, that they will pay '^'?> per acre for thera, on or before the maturity of the Kailway Company's Mortgage ]5onds. Hence 1 conclude that within the next twenty years, they will be worth at least !^l),000,000. The Honorable John Young, than whom perhtips no better authority exists, as to the general value of well timbered lands, situated as these are, within easv reach of the market ; says in the letter before referred to, which will be found in the Appendix ; " From my knowledge of the matter it will be safe to consider that Four dollars per acre would be a very moderate estinuite of their value. " And his reasons for this opinon are given with great force. I do not understand, however, that the Company has any intention, at the present time, to dispose of these lands ; but, on the contrary, that it desires to retain them ; and to avail itself of any increased future value that time and circumstances mny give to them. In the mean time, it is desirable to know to what extent they, or the credit that may be justly derived from them, may be used with safety, to aid in the construction of the Kailway, upon which the grant is predicated by the Gov- ernment. It is a notorious, as well as somewhat melancholy fact, that //rs7-g,v)//7//, Will-limh- red Piiir L imh, are very rapidly disappesiriiig from the face of the Earth ; and (hat the sturdy growth of stately trees which now covers them will ncAer ))e repl.-ccd. 46 NORTH SHORE RAITiWAY It" a Map of the "World could be dotted with the areas now coA'ered by the^^e Forests, they would appear so small when compared with the remainini'' portion oi' the Earth's surface, that it would almost rcciuire a Microscope to dis- cover ihem. And yet, but a century or two ag'o, they un- doubtedly occupied much the largest portion of the American Continent. Like the " Red Man of the Forest," they are disappearing before the rapid advances of Civi- lization, to n'turn, XEVER-MoRE ! ! Hence it is that the Owners of the largest Lumber Ma- nufacturing Establishments, in the United States and Canada, havinji" Millions of Dollars invested in the busi- ness, are constantly rcachina' i'orward into the future, and securing these unoccupied Tracts of timber lands, which will become so invaluable to them hereafter. The Canadian Government has, for many years past, adopted the Policy of granting Licenses for cutting and removing the tim))er from her Forests; and has received a large annual revenue from iliat source. The ( 'ommissioner of Crown Lands, in his last Report savs, that the revenue derived bv the trovernment from this source, during the past four years, has been as ibllovvs : For the year ending, 30th June, 18(i8. $,10o,ll;>,l)6 1809. 3.31,752.12 18T0. 302,868,02 1871. 400,480,51 "Which shows a ratio ol' increase, equal to about 25 per cent, annuiilly. In a Ju'port more recently furnished by Mr A. J. Russell, Crown Timber i gent of the Province of Quebec, for the Upper Ottawa District, which embraces the lands in Block " A " belbre referred to, the following statement appears : (t li u «( « u II li l( d -JJIUU_« VALUE OF TIMRER LANDS. 47 " To Exhibit, approximately, the rapid increase of the Ottawa lumber trade, I may state, that the revenue from my Agency is vapidly increasing. It was but a little over $200,000 annually ten years ago, while last year it amount- ed to $565,007,14. " From the foregoing official statements, it would appear that the Company might, if it sho ild be deemed expedient to do so, realize a very handsome annual revenue from the timber product of these lands, by granting Licenses in the manner adopted by the Government. But I shoidd very much doubt the Policy of doing so, even if the revenue so to be derived would be equal to the annual interest upon its Mortgage Bonds. A glance at the Map will show that the numerous Streams which How through all parts ol these lands, and run thence into the Ottawa, or ►^t. Lawrence Iviver, atlbrd the most ample facilities, either for manufacturing the lumljer on the spot ; or for driving the timber and logs to Market, previous to l)eing manufactu- ed. During the debate in Parliament upon the Act granting the 3,203,500 acres of lands to the North Shore, and the Northern Colonization Railways, it \\a^ stated by the Pre- mier, and by the Commissioner of Crown Lands, that they constituted the best timbered lands at that time unlicensed and owned by the Government ; and that no timber had ever been cut from them ; and also, " that these lands are of great value in consequence of the timber upon them ; and that they will, if properly administered, enable the Com- pany to construct the Railway, without the aid of subsidies from Municipalities." The above laiuls, together with 1,200,000 acres grant- ed in aid of the Railway from Queb«^c to Lake St. John, amounting to an aggregate of 4,503,500 acres, are the 48 NORTH SHORE RAILWAY. only lands that have l)Oon i>Tantecl bv tlio (Jovoriiinent, in aid oi' liaihvays, upon tlie North side of the Ottawa and tSt. Lawrence llivevs ; and it is not probable that any further grants of a similar character will be made in the i'utnre. It will probably be the policy of th(\se Railway Com- panies, as it (certainly is of the North tShore Railway Com- pany, to mortuage those lands in connection with their Railways, in order to procure the means with which to construct their Roads ; and to keep the timber upon them infarl, until the maturity of their ])onds. In the meaii time, the ij-reat and constantly increasinn- demands of the lumbering interests of the country, will compel the Goyernment to grant Licenses for nearly all the ayaihil)le timber lands in the Proyince ; so that, at the expiration of twenty years, or at the maturity of the Bonds, ih(» timber upon the lands thus held by the Rail- way Compani*^^, will command almost any price that may be asked lor il. It should also bt' })()rne in mind, that, after the yaluable timber is removed IVom these lands, by far the greatest portion ol' ilicni will !>e sttsceptil^le of cultiyation ; and that, in all probal)ility, they will l)ring from one to iiye dollars per acre, according to quality and location, for that purpose. Manufacturing To\yns and Villages will also spring up in the Valleys, and along the numerous Streams that ilow through them ; and the extensiye AVater Powers, which occur so often upon these iStreams, will eventually be utili:^ed ; which, together with the cultiyation of the soil, and the raising of stock, will i'urnish employmcmt to a nuinerotis and hardy I'optilation, V VALUE OF TIMBER LANDS. 49 Taking- into consideration, therefore, the growing- scarcity of valuable Tine and other Timbered Lands, not only throughout the World ; but upon the American Con.tinent ; and even in the Dominion of Canada, where they were formerly supposed to l)e almost hiexhaustible ; the present availability of these lands for the realization of a large and rapidly increasing revenue, by the sale of their timber product ; their future value for Agricultural, Grazing and Manufacturing purposes ; and the fact, that, after the expira- tion of twenty years, or at the maturity of the Mortgage Bonds of the Company, they will be almost the only available Timbered Lands remaining upon the North side of the St. Lawrence and Ottawa Rivers, I am forced to the conclusion, that their present value to the Company should not be estimated at less than $5 per acre • or a total of 110,000,000. ;-/ i IV. CONCLUSIONS. I For convenient reference, the following brief Summary is submitted, showing the principal Facts stated ; the Con- clusions arrived at ; and the Inferences to be drawni from the foregoing Report. Fi/-s^.— The Lei2,-(il Status of the North Shore Kailway Com- pany is perfect and unquestionable ; aflbrding every pro- tection to 1;he holders of the Stock and Bonds of the Railway Company. Second.— T\ie Province of Quebec, has granted to the Rail- way Company 2,000,000 acres of valuable Timber Lands, in aid of the Construction of the Railway. Third.— T\\e City of Quebec has subscribed $1,000,000 to the Capital Stock of the Railway Company, for which the Company receives 7 pr. ct. Irredeemable Stock Cer- tificates, of the City. Fourth.— Tl\Q Length of the Main Line of the North Shore Railway, from Quebec to Montreal, will not exceed 160 miles ; and the length of the Riles Branch, from Three Rivers to the Crrand Piles, will not exceed 30 miles ; making an .in'grcg-ale tcng-th not exceeding 190 miles of Railway. Fifth. — The Alin(it)fe security for the payment of the Pr/ni'i/tnl. at maturJly. Seventeent/i. — The Z'/////,s granted by the Government, inde- pendent of the Ivailway and Franchises of the Company, atiord an nnt/zn'sfiondhte si^cnrity for the payment of the Prinri/ial upon the Mortgage Bonds of the Company at maturity ; together with a reasonable security for the payment of the annual interest upon the Bonds. Ei fall tee nth. — Consequently, the Railway and Franchises of the Company, Combined with the Lands granted by the Government, afford an f'nfjnestionabfe ^>ecurity for the payment of both the Interest and Principal of the Bonds of the Railway Company ; and therefore establish A BASIS for A Loan of $0,000,000, which is not ex- celled IN VALUE BY ANY' SECURITY' OF THE KIND EVER OFFERED IN THE AMERICAN OR FOREIGN MARKETS. Respectfully Submitted, SILAS SEYiMOUR, Ensrineer in Chief. To the Honorable, The President and Directors, Of the North Shore Railway Company. 7* }* Tf ^ / / .. 4 '"^^^ A I. *ef» A r "^ — ~ - \ y S /^ I \l T B / Nj , / / \A/ O L F, LANDS CRAI & NORTHERN Block A B C D / • LtTM Sc PmMTfD BY WYSE A mmmmmfmmmmm ^<»P"^^i"*«PI^^P^P"fii ^ %m^ iirjffl'liiM iuiwAY LANDS GRANTED TO THE NORTH SHORE & NORTHERN COLONISATION R. A. CO t ■:k a 182/4^00. . ^rmi. B S19/M). .. . e rj//ja(?. . . J? ssfj.^ee. .. . / • ^.......H^ ^ V ^(^ \ ^ "^^ 4" ¥ ^ PfifMTFO Br i^rS£ A CO PusBEC 52 of Fifte( by Co 81' Sixfe int aff Ini tOi th< jiei aff Pi IQJ pa til- Cxi pa of A 01 01 i Tot: APPENDIX. APPENDIX. IRON ORKS ALONG Till'. ROUTE OF 'I'HE NORTH SHORE RAILWAY. Exlvdct from the Report of Sir William E. Logan, L. L. D., F. R. S., F. G. S., Director, upon the '^ Geological Sarvei/ of Canada " dated in 1803 — Relatlny to the extent and value of the deposits of Iron Ore, in the Valley of the St. Lawrence Rircr, between Quebec and Montreal. " Tlu' St. Maurice Fori^cs, in thovicinity of Three Ilivcrs, wore fur more tliJiii a century supplied with bog ore collected in that vicinity. One locality, now nearly exhausted, was in the Aug- mentation of Caxton, chiefly on the land of Mr. Pierre Boivin. Al'out four miles to the northeast of this in the fourth range, of the tief 8t. Etienne, is a marsh covering about 1,200 acres, from which during the dry weather of summer a good deal of ore was extracted a few years since : it occured scattered in irregular patches. Two and a half miles southeast from this, in the second range of St. Etienne, on the land of M. Louis Ikdlefeuille, is a bed, extending in patch' s froni six lo nine inches thick, over an area of thirty or forty acres, from which ore was extracted in 1852. The ore has also been olitainod in considerable quantity from several localities in the adjacent seigniory of Pointe du Lac; and it is also said to have been Ijrought from near Nicolet, on the south side of the St. Lawrence. Two analyses of selected specimens of the oi-e formerly used at the furnace, are given, and show 52.0 a)id 5-1.2 per cent, of iron. *' Between the St. Maurice and Batiscan rivers some important dci>osits of ore have been met witli, especially in a triangular area of about six square miles, lying in the ranges of St. Felix and Sto. Marguerite, ])art)y in the seigniory of Champlain, and partly in that of ('aj) de la Madeleine. Over this surface, the ore is scatteri'd ill irregidar [»atelies ol' fi-om four to li'ii inches in thickness; and 4 APPENDIX. for .several years hwjxo quanlitios were obtained for smelliiiii; at Si. ^raiivice. Tlio ])iK's of ow olitaiiicd frorn several ]»a1('lii's iii- clikKd in three t'ourtlis of an aere, were estimated i>y measure at ii'.U) tons; while two othi-r piles in the vieinity contained about 750 tons. '' In the seigniory of Champlain. and on the south side of the river of the same name, there is an area extending; northeast) from near Ivieiiardson's mills, for a distanee ol" nearly three miles, oceupyiiiii; about llOO aeres ; and another ]>ai'a[lel l>and on the north West, eoveriuii" abi)at sevenlv-(ive acres over lioth of these the ore is distributed in patches or small lieds of from three to twelve in(dies in thickness. The northeast portion of this I'eaciies the Jiiviere a la Lime, in the seiirniory of Hatiscan, and has lieen wrout;ht to sui»[>ly the Forn'cs on the Hatiscan liiver. To tlie east of this Hiver, numerous patehes of the ore arc found in the sei- i^niories of Hatiscan and Ste. Anne do la Perade ; as also on the j'oad between i*ortneuf and .St. liasil, on the ,Fae(|ues Cartier, at Ca]> .Saute, and elsewhere. '• Within four or tive miles of the villaw of Induslrv, there ai-c several jdaces in which boi;- iron ore is met with. One of these is ]»artly in the township of Ivildare, and ])artly in the Au::;mentation of the sei ijjn lories of La noraie and Dautinye, comprisinij;asuperficii^s of about nine squire miles ; and it exliiliit> patches of ore in so many iif the part> which have l)een cleared of forest, as to lead to the Ikjjr! that it nuiy become protitabU'. Aniouii; other localities in this rei,non, the ore is found on the line iK'lwctii the tirst and second rani;'es ol' Kildare. on the seventh and I'iii'htii lots ; and on the si'venth lot, on,tiie road betwi -n the fourth and liflli rani;'es. ( )iher bn'alities where the ore was ob>ei'vei| were in ( 'ntc Stic Kmelie and Cute .Sie. Ko->e : but these portions Ipcini;" still in part c(>vei'ed with wood, it is difficult to determine the extent of the ore. althoUi;'h it appears to be coiisidei'able. Farther to the east, this ore was also met with lietweeii the Rivers iSte. .Marie and AchJLran. ami in the seiirniorv of I^achcnave. " It will be seen from the ])recedinic de>ci-iption that boi;- iron ore in considerable (pnintities is spread aloni;; tin- Xorth Shoi'c of the St. Lawrence, Irom the vicinity of Montreal nearly to (Quebec. Many of these dt'posils have been louij;- known, and a furnace f(»r smelting the oi-e was established in St. Maurice, in the year IT.'Jt, wliere the niiinufacture of iron continued until the year 1S.')S\ [u 1>^.'>1, aicfU'ding lo liouchett(\ from 2.')0 to IKH) persons where (■mployed at tiie establishment, which was famed for the line ] T AITENL.X. 5 (juulily oi' its t'astiii,ii;s, and uIm) lor a superior wiiui:;-|il iron ; but, owiiit;- lo tl>o ii:rowiii^!; si-ai'oity ot'oro and charcoal in the inimo- diato vicinity, thu St. Alauricc For«;-os were finally abandoned. " The Iladnor For<;'es have within a iew years been erected at JJaliscan, in tlie seii^niory of Cap de la Madeleine, and aresupi)lie(l with ore and charcoal from this and the adjoininLC seii,^niory of CInun]>lain. The crude ore is broui;hL to the furnace, partly iiytho Avorknu'ii of the Company, and jKirtly by the farmers on whoso land it is found. It is washed to free it from adherini;' I'ai-th, and then yields from forty to tilty i)er cent, of metal ; about li.OOO tons of cast iron bcun<^ now ])ro I'oek beloni;s to the Potsdam formation ; ami beini^' here of a iWvv tcNtui-e than in must otliei- parts of the I'ro- vince, is is better litted lor resist ini:' lire. I)lt)c! the vuliu" of (ho ])i!i(> lands, ^'ranted l)y tlu' (i(ni'rninent olCiuolKH- liy tlio at'l passed J)efomlii.'r, 24, 1870, in aid of iliaL indTpriso. llaviiiL!; lotiii' l>**^'ii i" Hivor ol'llio coustriutioii of your railway, I liavo. iiiucli i)k'a>iuv in Itriolly slating my reasons fur liolicving- that it will prove a commercial succcsh. At jiresent there is no railway on the north side of (he S(. Lawrence, below .^^ontreal, and the only railway on the nordi sideol'die (Xtawu river is that of 12 miles, contiiMtinij (he vil- ]ai,'es of Caj'illon and Cireiiville. On the south shore of the S(. Lawrence, the "(irand Trunk" Railway extends from liiviere du Loup, 130 miles lielow (Quebec, crossing' (he St. I^awiencr (o .Mon- treal by the Victoria Bridn'e ami extendiiiLj thenco to Sarnia, on the river St. Claii", near Detroil. This with (he ex(eniion fo Island Pond, rid liicbinond, on thf Portland route, maUes (1h^ distance worked by (hat company I'MI miles. I'he (Jreal Weslern runs from Toronlo to Windsor, opposite J)ctroit, a dis(ance of 350 miles. A branch extends iVom the (irand Truidc, at i'rc.scott, to Ottawa, of 52 miles, jinother from JJrockvillo to the Ottawa Iiivei* at .Sand Point, and a branch also extends from Toronto to Collinti:wood, on CJeorgiau Bay, a distance ol'07 miles. These are the principal lines now existini;; in Canada, but the Intercolonial IJailway from Eiviero du Loup is now beint^ constructed to extend from that point to Halifax, a distance of GS5 miles from Quebec. Before alludini>; to the ])osition of your road, or its powei' to comj)ete for AVestern Canadian and Weslern States trade, I shall glance at the trafHc in IVeighl and passimgers, which is likely to jiass over it, between the Cities of (Quebec and Montreal. The ])opulation of the former is 02, 000 and of the latter in round numbers 120,000. Tlie distance between the two Cities by your railway will be IGO miles. The grades on the road, will he supe- rior to any on the Continent. The distance by (he (rrand Trunk from the lionaventure Station, in Montreal, to (Quebec, via Bich- mund, is 172 n»iles. The tijuc between the two Cities is increased by the necessity of changing at I'oint Levis, from the Railway to the Ferry-]3oat , which carries the passengers and freight to (^U"^- bec, and this diituulty is greatly increasril during the winter months. With an average s])eed of 20 miles an hour, the diller- ence in time will be one hour and a half in favour of the route on the North Shore, and this independent of the detention at Bit'h- mond, which frequently results from not connecting with tho Eastern Trains to and from Portland. Supposing the lino laid I APPENDIX. with licav}' stocl rails, tlioro will lio no difrionlty in nialvin^ tlio awraLfo n\u^vA 'JS miles jht lioiir, iiicludin!:; !st()|)|ta<^t's, which woiiltl l>o f)] jjoiiis l»i>twi>on (iiM'lx'c and >[()ritr('al. No cliani^o of cars l)('insfni;t'r Steamers on the St. Laurence diirini^ iiaviication, as has resulted t'roin the conii)etiti()n of iho Jlailway with the Steamers navii^atiiiiz; tlie Hudson Ixftween Alhaiiy and Now York. Tho travel between (iiiehee and Montreal diirinj;; tho season of navi,ii;ation is ijjreatly increased hy tourists from tho United Stales. The numher of first ohiss passenurers carried hy the liitdielieu (.'oinjiany's Steamers durinij last year exceedel 20,000, and ahout 3S,0U0 of second class. Tho host proof of tho value of such travel is, that the Stock of this Company, oriu;inally $100 per share, was increased to $200, yet on this doal)lod value it cannot ho purchased at less than ISO. AVas your road comi»ieted, and the time occupied only 5] to hours, instead of 13 hours hy the Steamer, Ihero can be no doubt that a large and protiiablo business would he done. Independent of this business, and between tho two cities, there is the local tratUc. Three Ilivcrs, lialf way between Quebec and Montreal, has a poitulation of 7,000. It is situated at the mouth of tho St. Maurice river, which drains a vast territory, covered with ibrests of pine and other woods. Very largo deposits of Iron exist on it, some of which are being successfully worketi'i'ii Canada and ihv Wi'storn Slates. Montreal has lately j)ass('(l a liy- law to 1k' c'ontirnied by the ])i'o|)U\ M;rantin<;' one ndllion oC dollai's to the Nortliei-n ( "oloid/.a! ion Uaihvay, to eonjieet with yonrs at Jklontival. and to he extended to l*eiiihroloniinioM I'arKarn ;nt to ex- tend it thence to the Sanit .'^te. Mai'ie, at the e;istern end of liahe iSii]terior. The Northern I'aeifie iJaihvay is now hidlt I'rorri Itiduth, at the western end of !-al, on the n|iipei' Mi>siv>i]>i. From the latter place it is now coinn'cled with St. I'aul, and will he exteiidiil I'apidly to within 10 nnles (»(' Foi-t. Clarry. It i^ ditlicult if not almo-i iniposvihU" to luiiid a railway north ol' Lake Superior, hu I every facility isotVei-eil in low ixrades anil ti >traii;ht line, to convtrucl a railway Irom Saidt Ste. Marie llii^oii!^h .MichiiTJin and \Vi>eo!!.'-iu on the south side of tin' Lake to I'uluth.and thus eonneet the Northern I'aeilie Avith your road and the otl '• lines to the Sa\dl Ste. Marie. A irlam-e at the map will ^hov that from those States. Minnesota, nnd others iidjoiniiiir. it i> almost a >t\'aii.iht line to Montreal ;ind (iiK'hec. AVith a hridi^e acro-^s the Straits, freiirht and jtassenufer.s can he carried from I>uluih to (^ueliee, without shifting cars, on a 4 feet Si inch trauire K'ailwav. .'{<»0 miles shorter than hvanvoiher ]>ossihle road from the head of l.aki- Superior to New York ami Boston. This fact will have an important hearuiij on your enter- jirisc. heeause ear< (ail thus he hrouirht from Miehii,'an. Wisconsin nnd Minnc'ota. wiihout re miles iieani' l,i\ei'pool ih.nn \e\v York, a Port loo. a<*ces>ihle from Sea for >lii[ts like the " (ireat l^a^tern," without (distruction> of an\- kind. When the Pacific li.'iilway is cnntjiletcd fi'om huKilh, and con- nected with yoiii- North .Shore iJoad. it will hi' found that (^uehec is ;!10 miles nean-r the I'aeitie tli:in l»y any other route, while its teiininus on llii' l'a. An»l I cannot dotdit that this whole systeuj of Northern and Westirn Railways will, at i^hu'hee, or near it, In' connected with the South Slioie ot the St. Lawi'eneo l>y uiean> of a Krid^^e adapted lo liailwaN trunsjMJrt, thus uUwwinj^ ';«''■*■ 1 APPENDIX. 11 cars to run iVom (lio Pacific via Que hoc to any ol' the North Kant- eni ])()r(s of the Atlantic, without hrcalvinlern J.akes. will not ju'ove ini»nieal to tin' parallel railway's. On the eontrai-v, the sueci^ss of the Canadian railways will lari^oly liepond on the superiority of the water routi's. While the St. Lawi licc^ Canals, in IS70, only alt;a»ted 15 ]i. ct. of the ^Vesli'rn trad<'. the Mrie Canal, llirouij;h the Stale of Mi'W York ^ot 85 p. el. Yet the ..jreat douhhf Irai'k roads parallel with the canal are the Jiio^i ^ncees>fiil on the t'ontinent. 'J'he i-ailway ha> a ^alnlary intluence on iradc. from ils superi(U' capacity fui' curry imj [►assen^ferf. livestock, li;^ht and valuahhi ;,'oods, and suidi as ro- (|ui''e (piicl< and rapiil tnin>piu'l. In this way it cont'ei's a heiu'tit on lii'. inteitist of pai-alU'l naviii,ali(tn whether natural or artiticial. I tind that iK'sides the million *ed 24th iN'ceinhei'. ISTiK Those lands are emhraced in lour sepai-ate iJhxdxs, or parcids, and • ro «leseril'ed on the .Map of Survey, as lieint,' covered with ]>ine liniher, and some with spruce and hard wood. 'J'hose lands an' situated on tho Tpper Ottawa, on the Hatiscan. .S|. Pierre and St. .Maurice K'ivers. In tho ]>rest'nt rapiii< h hiud^ 12 ArrENDix. witliout a (lioron-h exploration of tl.c (orritory. From my know- Icdgoof the mattor, it will 1.0 safe (oconsi.kM- that Four Dollars per acre wouM ho a very Tnodorato oslinuUe of thoir vah.e • a.ul tins o,MMi.)n will he lully home out hy Iho fact that white pi„o at Quehe-c .s now worth L'5 e.nts por foot ; a« Avell an hy the lawsuit lately dec.rd.ngly. It is now very evident that in con.sequence of the arrowing scarcity, the price will in a few yeans he much highe,-. ^ ';;""- 3''" ^-ven- success, in ymr undertaking, and Jiopin^,^ that the road will he rapidly huilt. I urn Yours, very respectfully, JOHN VOUNG, Late Prost. of the Dominion Board of Trade. \ ) L E T T E R ON THK HtrUKCT OF A SI UMKIUIKI) Tinil.VR OU TINNEL lllllDGE V.NDEU THE RIVER ST. I.WVRE.NCE, By Hon. W. MARSDKN, M.A., iM.l)., .Vc, .Vc. Pl.UiK; Ii'AltMEH, giEiiii.;, VJIh March, 187'!. 8m. The liit^li ojiinioTi wliicli your antecedents have i,'iven mc of your .skill, Jml^meiit, decision of charactci-, and expei'ience as an onu-inecr; no less than that quality which one of your hioiriapJK'rs characterizes as ji '-tenacity ol" purpose that never yields," has induced me thus puhlicly to address you on a suhject,^ tlie inipor- tanrc of which to this city, as a c(.niniercial centre, is j)arainoiint, to every other ( >idcration; I mean the Xorlh Shore llailwav. I'lidei-your skilful and eneri^etic manai,'enient and direction, 1 look upon this loni;- lini,- . inuf lijie as n/dit ih'Coi„/i/i. I ilo not mean that with tin- c<»mplction (.f the North-Shore iJailway this ijreaf national work will he completed. Nt l.e^nm. This link or ))ortio?) of a jr,.^.jit com- mercial hii^hway across this continent, the nhortrsf und must direct route from a rent Britain to the Pacific Ocey our short Xorthorn circiiiL of the uhWio, ail Jiii'-lino from (Jiichcc to Now Wostmiustor, lirilish Coluinhia, is only two thoiissand and twenty (2,020) tniU's. and from (^iud)cc to Liverpool by tlio Straits of lii'llcisK', by tho ^Mhins" line route, only two thousand live luindn.'d aiul two (2. 502) iniK's, it reijuired no o.\ti"ioi'dinary tliii,ht offaney to jtredici at a ]>uhlie leeture. tlolivei-ed some years a«^o i»y me in this eity. that this heiui; the shortest route to "La Chine" — China — India — from (treat Britain, many of my lu'arers would livt' to st'e tho trip from (ireat Britain lo the i'aeitie Oeean a('eomj)lished within the short space of a fortniii"ht, without any increased i-ailroad sjieed, hui with steaihcrs of a class to e(|im! the liest sca-i^oiiii^ ves.sels atloat, ot'whiih the J'olifnt'sian is now an onsample. It is surprisinic- Sir, what a trille will s«»melimes make oi- mar the i^^rcatest entei'pri.se ; anil this has eminently heen the ease until now, with the North Shore IJailroad, as 1 will show you. Diirimj; the ]»rou;ress ot' the C()iistrin-tion of tlu' (j)u(d)ec and Jiichmond Railway, ami when it was approachinif completion, a Hi)asmodie etVort was made to lloat the Noi-th Shore Kailwav when .Mr. .lackson (of .Jackson, Peto. Bra-^ey and Betts) was jiresent. and s«'vei-al ot ihe pr(>visional directoi-s oj'tlie iMad. ()n my rennirUini,' t' Mr. .lackson that the railroad ou^ht to have been oti tins side ul'tlic rivi'r, instead of on tiie South Shoi'e, ho r*'plicd : " Yes, it ouirlil. and would have been but f ;• these ijeii- lleincii" — referrinij to the dir^'i'toi's. •• As I (lid not know their enn'inci'r, .Mr. Stavely. I couhl not. ot course, irive a tender on his siirv i-y and cNiimaies ; and I tln'rcfore olfcrcd tlnni, jf ||i(.y would advance f.">tlO. 1 uoulil i:;ivo CI. 000 for an I'xperinu'ntai survey by our en-iiu-er, .Mr. Uoss; but they declined. Had they (buie this, the road would noN\ have lieen on this side ot' the river, which is the i-i:.d|t ,-,idc. a-- all the cities or towns are on this .side and two bridi^f^ would have bi'i>n sa. cd. Thus, for want (»!' u nail the siioe was lost ; }l»r want ul>lie mi'u as yourself !ind Willie Iliissell, Ksq., who irave the order to " niovo on I" whi. di-awhridnes and floatinif elevators will rise up, as if hy a inairir that ini<;-ht ast(Mi- ish Jlip-\'an-\Vinkle ; and the de])i'eeiated ilarltour Honds — now almost a diMiif— will heeome valuaMe ne^'otiahle t><'enrities. S) nuiidi. Sir, for " Ifaidiour I'lxtension :" and we now come to tln^ most important ohjeet eonneeled with this letter — vi/. : " lOastorn Connexion," whieh means a "JiridtiV." It is sevi'i'al years since 1 wrote. (/?('//« v"'""""','/) in one of oiir cit\' papei-s, that the completion of the North Sliore K'ailwa\- would ^ive (o (^niduH' an '' Ali»ert " siiltnierome time alter the appearam-e of my letter just relei-red to, and, wlien it was spoken of, was at lir.>t ridiculed as the (diimera of sonu' monomaidac ; lait when 1 look liuik, and conleinplati- what you. Sir, have already done, and what has been correctly tK'signate(| as "a monument of your skill, ingenuity, and professional judi;inent, the famous I'oilage ni'idgeac.oss the ( ienc-sec Kiver. two hundii'd andthirtv- four {'SAh feel high, and eight liundred (S(J.)) tvet in lengtli." I have no far of liguiing in that (•la>s if I r. pi'at, over my own signature, that 1 really ixptd to live to >.-e that necessary woi-lc accomplislu'd, under the skilful nuinagenieut of ono who ratdv.s " as one of the nio-t promii.i'Ut Ci\il Kn^incers ui' our country." 16 APPENDIX. Willi tlio ''Xorth-Shnvo IJailwii}'" and tlio '• (^Juolicc and CTos- fonl," (wlii.li will ultimately l.o tlio (,>uo1kh- and Lake St.-Iolni.) and tlio '-(^ucIkm- and Halifax." tlic '•(^nel.cc and .Ricliniond,"' and fill' ••T>ovis and Kninrln'c," already cMcndinn- lli.'ir iron arms, Jind askinii- lo he united. ( with a strait of only a miio wido ' betw.vn them.) -a P.rid-e is a necessity." This "l-ein.i; so, Manci and H7//. alone, are re(iuiivd to ol.tain it. Of the former, it recpiircs siieh a tritle, in eomj.arison with the immensity of the enterprise of wliKdi it forms an indispon.sal.le component part, that with the c-ondiined eneriry and will, of persons as perseverin.i^ and deter- mined as yourself, and the Ilonoral.le President ol' the road, Yiv. Cauehon, •• the Hrid-r " will als., heeomo n fait ac.cnnjdl. 1 have. Sir. a.lvisedly ahstained from nialvini,- any remarks on tlie respeetive merits of tuhular, su.spension, MihrnL-ryed or oth(>,. I.ri(l,i,^es, aware that 1 am addressin- one eminenllv (pialitied to treat on the whole sul.jeet ; and 1 have, then'foie. taken the liberty of s].,.akinc 1 f th d Ik'IL alonir J^idcc Su- ncnoiv Assinninii'. howi'vcr, and cikmi^Ii it is h<'liovcd is known to warrant the assumption, tliat all ditlicultios in this (juarter will ho ohviated. it may ho claimed tlwU the jtraoticuhility and tho ^onoral direction of tho Railway Lin*^ from (Ottawa to Fort (iai-ry, thonco across tho !j,n'at jtlains and the Rocky Mountains to Tote .jaune Ca(die has api)ro.\imatoly heen detcrniined, and tliat from tho last nainetl point at least one lino to the waters of tho l*acilic ()c(>an has hoen found ))racticahle. It will ho inle'rostinif to compare some of tho features of tlio lino reforroil to in the last para,i!;i-a|>li. with the Union Paeilie Railway in the Liniled States, for this pur|)oso a diai^i'am acioni |tuiiies Ihi-, slmwin,:;' thiicon |ij-olih'. ol hi.'lU. 18 APPENDIX. Ki-om this (liai,M-;i'ii it will lu' s*mmi tliiit (hr nnioii I'arilic L'ail- Wiiy-'- oxtciiiliiii;" tVniii Oiiialia tn San FfanciscM. runs, for l.liUO miles, or tlii-ci" loiirili^ of its cntir.' IcnuMh. ai a liiulici- K-vd llian tilt' ^'cllow Ilcail I'ass: antaiices are simply a-c«'rtaiiiey measurement <)n tli(> m;ip> of the coiiiiiry. ami il is not .at all ceiMain lliat i-ven the hest maps are jree i'rom i;-r;ive erroi-s. He this as it m;iv. tlu're are no me;iii> of checkiiii:,' t lu' ili-tance-. iiniil ijie chain of surveys are connected from cikI to cimI aneful to the (iovcrnmeiit in rnn-i.h-i'iiiM' the ipu'slion of the Hailway, ami l<)r thi^ purpo-c they are proenleil. ()iie or two jiMirit^ hroiii^'ht out \>y the TaMe oi' compai'ativo distances are worthy of nnie. Monii'e;il ;iim1 Tor-'iito are t lie chief ( 'iiinmercla' centi'cs in tlu; ]'rovince> of (^tuchee ;i!iil ( >MtarIo. .and it is important to a^ceri.ain l;ow th'\' ean hcsl he real:ilH'C helWeell Mohll'eal .aiid F..rl (iarry hy the line ot' I he < 'aiiadian I'aciiie liadway. i> l.jsO mde-. while liy li'ailway priijecti'd throiiLih Saiilt Sic. .\Iarie, hiilulhaml I'eiid'iiia. l tie di>iance i> 1 . HO miles. ;ind hy -.vay of ( hicaiio and >t. I'aid. the di>taiice is \.^\'.\ nuh-s - >howiiii;- that, liy the three aUriiil roulo. made or piojecttMl het ween Fort (iarry and .Montreal, the ('anadian I'aeific line i^ 'Jtid miles shorter tliaii the line iia^--iiiL;- 1 Ih'oiimIi Saiill Stc Marie, and (iii;! miles shorter than the route at pi-e-enl travelled rm ( 'hicaii'o and St. Paul. Takiiiii' Toi'onto a> a stalling ]>oinl> and usiiiu- the Northern or Nipi>siiin' Railways, a> far as Hracidiridiio. tlieiue connecting;' them with the ( 'anadian I'aciiie IJailw.ay at Matlawa, it a]ipears from the TaMc that the total ilistance to I'ort (iariy. is 1,11(1 miles, while h\' wa\- of iiracchridue, Sault Sic Marie, hiihith .'ind l*em I i . •IJiiliiMcini; iln' <'('iiliiil I'^nili'- Kiiilwiiy. APPENDTX. 19 I l)inn, tlic (lisliinco is 1,200 mik-s. aixl \>y way of flliicairo and Si. .Paul, till'

  • taii('(' is I.HOT iiiilo. liiii> fstalilisliiiii;' llic la( l. (liat of the liiiH'f (ill-rdil roiiU's mailc ni- jii-njcrU'il lici Wfcii I'orl (iaii-y and 'roronto, tlu- Canadian I'acilic, i> 1M» miles sliorU'i- than tlic routi' rn'i Saul! Sti', Marie ami hiihilli, and ('los(> on ino miU's k-ss tliaii the liailway roiile r/VM 'liic;in-(i and St. I'aul. It will he lai'tliiT seen that . diirinic the season of ojun navi- gation, lln' distanei' hetween 'Poi'iintd and l'"ort < iari'V //i? N'epin'on, \» 1,071 ai;'ainsi ll'Tt miles tu'u !)ulnth and that jtait ot' the Noi- lliern I'aeilie Kailwayeast of I'omhina — liiviiiL;- a sa\inu; ot lItM» miles ill favoiii- of the Canadian I'aeitie, and hiaiieh to Nepi^idii, ot \vhi(di saving- 10 miles is i-aii and liiO miles water. N'iewini;' the Canadian I'aeitie Jfailu ay a> a " throiiuh " i-ouU; bctweon I'o! Is on thi' Atlantic and I'aeilie Oceans, the coni|ia- rative I'l'olile nderi'ed to in a previous para;^i';i](h, and wlii( h ueeoinpanies tlii.s, illustrates the ri'inarkahle enii'inecrinij; ad\an- taijes whi(di it possesses over the I'nion I'acilic liailway. Th(» lower altitudes to he I'eaehed, and the more tiivoi'ahle i;'radients, :.re not. howi'ver, the only advanlaue^. .,\ cai'efnl e.xaminat i<'n into the (jUestion of distances, shows, bev<»nd dispute, that 1 he ConI inent can he spanned hy a iniuh HJiorti'r line on Canadian M>il than hy tlu'cxis'.ini;- K'ailway ifi-oUij^'h the I'nited Stales. I'eferriiiL,^ to thi' Tahle airain, it will in- seen that the di-taiiee from San |-'rancisco to New-"\(trk, hy the I'nion I'acilic IJailw;iy, is ,'!, lid.'! mile-, while from .New Westminster to .Montreal, it is oidv -,1''>'* or (!;!.'> nulcs in faxcr ot' the ( 'anadian route. A (doser I'Nanunat ion of ihe'raMe will >how that hy the cons- truction of I lu' ( "anadian I'acitic K'ailway. even NewA'urk. Ilo-lon and Portland will he hroui^ht li'oin .".Otl to "tdi* inik'> nearer the I'aeilie coast than tln'y ar*' at prc^cnt. A ''omparison of distance hetween distant points wliitdi may form IratHc connections with the Inti'i- Oceanie IJaiiways of North America, bring out ^ulne imjiortaiil fnelh referred to in the Tahle. Compared with the Union I'aeitie Railway, the Caradian Line will shorti'u the passage hi'twi'en iiiverpool and China, in direet distance, inort' than one thousand miles. When the I'emaikaiih- Engineering advantages Avhich appear t<» he ohiainahle iii,^li Trallic IkUwocii tlio two Oceans, will po^le to make any com|)al•i^on with (he Nortlieni Pacitic Itailway. projecltd tliroiiifh the 'I'tTiiluiics of the I'nited States, to l'ii,i;el .Soiiiid, as no i-eliahle iidltrmation eoidd he oi>taiiK-d resjiectini,' distances, i^'radients, olevati(»Ms, or prohal'le route, except on that portion of the undertaking cu>t of the Red liivcr. ! . I APPENDIX. 21 TAHLKS UnrKUKEn TU 1\ TlIK F(»I;E(}()1N( i EXTRACT. Ain'K »\IMATK DISTANCKS. Ciiiuuliaii Pacilic, Ivailv.ay, uk projected on Plan. NAMES OK I'LACES. Intwrmeiliiito l»ititiini'u:*. Total Dii-- tiinuLei. .Vliiltiiwii to Jmii'iiiiii lit' Nipi;;oii lir.Micli .... Jui I'liuii of NljiigDii l)riiiili Id I'lTl (t:irry.. .M;iltiiw:i to I'oit (iiurv Mill','*. Miles. ii,SI» ; ;ijo Nijiii;!!!! bruuph l-'oit (iiirry to Jhsjilt House. JiLipor Uou.'JO to Yellow lloiul I'li.-s Yellow Head I'asa to TOte Jaiino Cfteht; Jas|>er lloii.so to Ti'to Jautio Cache. Mattawa to Ti-le Jaime Cache... TtUe Jaiiuo Caelio to New Westiiiiiir'ter (IJurrard In- let) via Kaiiiloo]is ami liuc uiiiler Survey Mnttairn to Neir ]]'< stiiiinxlr I Alattawa to Trte ,Jaune Canlie (a,-* above) ! Tete ,)aune I'aclie to Bute inlet, via North Thomitsoii ami hae la JLuho ....i Mdllmrti to Ihiti lull t Muttawa to Tele Jaiiiie Cache (u.-^ above) Tete .Janm- Oai-iie to liiite Inlet, V'a North Eraser Ri\er and Fort lieo|i.;o ami Chileotiu Mriit(nrii to Hull liilit Mattawa to Hiite Inlet (as above) IJiite Inlet to Alherni Canal (liarolay Sound) Moltinini to Alhiiiil Ciinitl. Mattawa to Bute Inlet (as above) Hiito Inlet to N'u'toria, (E.^niiiniaiilt Ilarbipr) Mitttinrii to Yiitnrlii. Mattawa to Tete .launc Cache (txf above) !. Tele .latuie Cache to Port E.-.'^inj;toii, via North Fra-j ."er liiver . Midtinro to /'oil L'-,niiiiiliin 40 no 1,000 100 2,000 4.^0 Miles. 2,4 aO 2,000 450 2,000 450 2,450 150 2,450 250 2,450 2,450 2,600 2,000 500 2,700 2,500 IMAGE EVALUATION TEST TARGET (MT-S) ^ // &» ^ % 1.0 I.I 1.25 III— IIIIIU 111 10 1.4 M zo 1.6 ^? a 0?*( v ^.. ^. /A Photographic Sciences Corporation 2; WEST MAIN STREET WEBSTER, NY. 14580 (716) 872-t503 ;V \ ^ cF \\ 6^ ^''l^ >^ "^^ l'^.^<> ^^■^^ ^^^ :<" mp. ,($> &» ^ <> r " 22 APPENDIX. COMrARATIVE DISTANCES. Names of places between Montreal, Toronto and Fori Garry. l^iil or Water. Inter- mediate Distance Total j Di.s- ! tance. Montreal to Mattawa Kail, do Miles. 280 i»00 . Miles. Mattiiwa to Fort Garry (Canadian Pacific) .Montrrjul to Fort G(trr)/ (via MattaM'a) 1 1 180 Montreal to Mattawa do do Water. Kail. 28n 280 200 440 Alattawa to Saiilt Ste. Marie Saiilt Ste. Marie to I>i|iigori Nijiigon to Fort Garry (Canaij;on ■ Xiliigon to Fort (Jarry (Canadian Pacifie^ 5 Montnaf to Fort Garry (via TouuNTo, CoLLINOWOOD, and XnMCit)N) Toronto to Bracel)rid;.'e (via Northorn and Toronto and Ni]iix.siiig Uailway) Bracebriiigo to Mattnwa 1.^0 81 uoo 1,407 Mattawa to Fort Garry (Canadian Pacific) Toronto to Fort (Jnrry (via Buackhkidor and Mat- tawa) f5 1,110 Toronto to Bracebridj^o Bracebridpe }o S,ii;lt Ste. Marie Kail. do Water. Kail. 130 2,S() 2(i0 440 Sault ,S'te. Marie to Nijiigroa Nijiigon to Fort Garry (Canadian Pacific) Toront'i to Fort tiarry (vid Bkackbhidok, Sault and Nipiuo.n) 7 1,110 l- "" APPENDIX. 23 m COMrARATIVE DISTANCES CONTINUED. Names of jilaces between Montreal, Toronto and Fort' Rail Garry. or Water. I Inter- ! mediate iListanco Total Dis- tanuo. Toronto t« Braeebridge Rail. do R. or W. Rail. do Mile.s. 130 280 400 24:^ 237 Mile.*. Bracebrids^e to Saiilt Ste. Mario 8ault Sto. Marie to Duliitli Diilutli to Moorhoad Moorhoad to Fort (jarry Toronto to Fort /iiiliith Diiliith to Miiorliciid Moorhoad to Fort (Jarry Toronto io Fort d'orrj/ (via CoLMNdWOOD, Dui.UTH, and MouKiiKAO) • 11 1,274 1 Fort Oarry to Duliith (Railway made or proje«tcd)... 480 440 Fo't (Jarry to Ni|ii>;on (Canadian Pacific, Main line ami Branch) NoTK. — AVhorovcr Fort (Jarry is mentioned in the above distances, the lower Fort (Jarry or Stone Fort, is the place meant; this being found the most eligible point for crossing Red River. 4 24 APPENDIX. COMPARATIVE DISTANCES ACROSS THE CONTINENT. Description of Route between Atlantic ami Pacifio Ocean Ports. San Francisco to \e\v York. — Union Pacific, Michigan Central anil \ow York Centra I Xew Wosfiiiiistoi- to .Montreal. — Canadian Pacific, and Lino to Mon- treal via Ottawa Difference in favour of Canadian Route. San Francisco to New York. — Union Pacific, Michigan Central and New York ('ciitral New ^^'o^•^miIl?tl'l■ to Xow York. — Canadian I'acKic, St. Lawrence it Ottawa, 0;; Boston Difference in favour of Canadian Route. 6 !San Francisco to Portland. — Union Pacific, Micliigan Central, Mrand 'rniiik Kailwas 521 3,422 3,087 335 I WestminstiT to I'cpi'tliiiicl. — Canadian Pacific, Ottawa A Montreal, (Jrand Trunk Kailwi'V, DiH'crcncc in lavour of Canadian Route. 3,548 3,027 521 NiiTK. — The distance from ,Ta]inn, China or the A.siatic Coast Kenerally, to Liverjiool is from 1,()()0 to 1,21)0 miles less bv tiie (Canadian I'acifrc tlian by the I'nion Pacilif Kailway. In rcfironcc t(j this point I'rotessor Maury, U. S., writes : — " Tlio trade-winds jdace Vancouver's Island on the way side of the road from China and " .Ta])an to Sun Francisco so com|ili'tcly that a iradinf? vessel under canvas to the " latter place would take the same route as if she was bound for Vancouver'.s Island — " .so that all return cargoes would naturally come there in order to save two or ihreo " weeks, besidt's risk ami expi'use. " It must, however, be clearly understoo(l that this adviinta;^e ei[uiv;ilent to the distance between Vancouver Island and S;im Fr.m- cisco, viz. about t<00 miles, is indejicndcnt of and in addition to the saving of direct distance, by the Canadian liontc, given above. LATITUDES AND LONGITUDES. ( Lon. <4 —00 —(10 W. MovTRPir J I'"'- 45"— 3(i— 17 N. ^"'"''•'' JLon. 73-,5H-:;o W. Sax FtiVNCisoo 1 !"''• ^^ -49-12 N. NKwU,.:s.M.N«rKK: ! I'"'" ,5 ""I' "'"I !!■' I Lou. \21 -64 — ,>0 \\ . 521 i! . 3^ I liJi iBtaMn^^ "V ^ 4 C^ ^iP"^ v^ ^ ''—. "'^OfHAMA/A V ["O^/lilJ/,,^ i^T«a (- Kuieaxdii M O <>. ii ^ ^ i^ «- o <: I / V ^AA4Mi«««o' 1 ^ r>^ ^Si f ^>^ V \. \ V. V '/ f- ^ \ m^ ,--^^^^L>j^ ^ yt^ 1 ' 1 ^ r\ ?^-t + ahi ,\'L 0,c_ ,Vt t ^ 9 ^^' .**' •^ ■^ ■^ , (^ (r \ ^MT \^) T T C \ /: iT/ 'f- i~. ^ ^ ofth and i1 COyFEC to ACCOIM > BBdaBA-LaamajB-t C Montreal eo I>ocat