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MB. THOMAS E. BLACKWBLL 
 
 VICE-PRESIDENT AND MANAGING DIEECTOR 
 
 Sj op the 
 
 GRAND TEUNK RAILWAY COMPANY OF 
 
 CANADA. 
 
 FOR THE YEAR 1859. 
 
 LONDON I 
 
 . WATERLOW AND SONS. PRINTERS. CARPENTERS' HALL, LONDON 
 
 
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REPORT 
 
 01' 
 
 MR. THOMAS E. BLACKWELL. 
 
 VICI-M'RKSIDENT AND MANAGING DIRECTOR 
 
 OF TIIK 
 
 GRAND TRUNK RAILWAY COMPANY OF 
 
 CANADA. 
 
 FOE THE YEAR 1859. 
 
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 LONDON ; 
 WATP]RLO'.Y AND SONS, PRINTERS, CARPENTERS' HALL. LONDON WALL 
 
 18C0. 
 
To the Directors of the Grand Trunk Mdilway Company of Canada. 
 
 •I 
 
 London, Dixemiieu, 1850. • 
 
 Gentlemen, 
 
 Twelve months having elapsed since I hail last ihc pleasure of 
 submit ting to you a Report on the position and prospects of tlio Cirand Trunk Railway, 
 1 avail myself of the opportunity now aftbrded, by my presence in England, of again 
 placing in your hands a report of our proceedings in Canada during the past year> — a 
 year which, having witnessed the completion of the Provincial Railway system, with its 
 Victoria Bridge across the river at Montreal, will occupy in the future history of Canada 
 an important and conspicuous place. 
 
 When I last addressed you 1 expressed the confident hope that by the close of the pre- ^,?|Y^t;'^*.'^^ 
 sent year our works in progress would be nearly, if not altogether, completed ; and I 
 have now the satisfaction of informing you that before I left Canada (near the end of 
 last month) I travelled the wlude distance between Detroit and Portland — the opening of 
 the section between St. Mary's and the first-named city having taken place on the 21st 
 ult. — so ihat we are now in possession of that long-desired continuity of line between the 
 waters of the Upper Lakes and the Atlantic coast, to which we have from the beginning 
 been looking as the turning-point in our progress towards a successful development of the 
 undertaking. Tlie Victoria Bridge, at tho time of my departure, was still unfinished, but 
 I confidently believe, judging from the condition of the works when I left Canada, that 
 this break in our continuous line no longer exists ; as before leaving Montreal, I travtdled 
 through the Bridge, and by this time I have no doubt that our cars are running direct 
 between Portland and Sariiia. 
 
 Altlioiigli, however, (he Crand Trunk Railway has thus at length achieved the long '^™^^^^^ 
 desired position fif being able to carry, without break of gauge or bulk, upon a line upwards ||';,';4n'tafr6a 
 of a thou;sand miles in length, the productions of the West intended for expoit to the ^;[«^'»^J^;^'« 
 Eastern States and to Eiuope, and the imports and manufactures therefrom intended for ''"'"'"• 
 
 I 11 
 
St 
 
 Co'iipi'ti- 
 tioii with 
 
 Kiiilway^, 
 luid 
 
 coiisiiniplidu ill tlu; Western country; \vc hIiomIiI Ik' prenmtiiro were we U> fittciiipt to i'oriu 
 iin e.stimiiti'of I lie "l,!iri)ii;;li" busiiienn of tlm Ivoiul from the coming winter's tnil'lic ; or to 
 si'i'k a test in the results of the firat Hix mon'Ijs' oiiiTfttioiis of wiiiit may Ik- cxiiected from 
 tliis siiiircc, as oin- innv route becomes known. I say n lest of wliiit may ultimately 
 Le cxiiecleil, as it is obvious Uiat lime will Ik; n'i[ulri'(l for llie (leNcldiiiiieiit of tliis 
 new cliuniiel, uiid before its advantages are appreciated and ado[)ted by tlio public. All 
 past experieiiee lias jiroved lliat liv de^Tces only can the tratlie of ii country or ilislrict 
 b(! diA'crtcd from old courses to new ones, and tliercfore it is not to be expected that an 
 innnediato C(msc(pience of the opening of tlie "through" line, wo now have, will bo the 
 total (lowing lo the (Irand Trunk Ilailway of traflic which, for years past, has sought 
 otlier roa'.ls ; but 1 am nevertheless I'diiviiiced, from obserNiition^ made din'iii'jj my recent 
 iinnu'ious visits to the West, that the. freight business of tlii-i winter, traversin^:,' the wimle 
 length of our line from Detroit to I'uiiland, will be of an exceedingly satisfactory 
 character, though falling far short, for the reasons I liiive just given, of what may be 
 expected when the advantages of our line make themselves more known. 
 
 Again, as I wish to guard a;;aiiist any erroneous concliisious as regards the success 
 of the enterprise from the n^se.lt of the business of this winter, consequent on the opening 
 of tiie through line, it has to be borne in mind that on the occasion of my last addressing 
 you, the Province and the Northern States of the L-nion wen; sutleringfrom an unexampled 
 (h'pression in their commercial condition, the effects of whitli are still felt, particularly 
 in tlu' conriirtition which is the sun; attendant of such depression, and whieh forms one of the 
 most difticult questions to be dealt with in the management of railways ni America, 
 owing to the ruinously low rates which prevail for a time whereNcr rivalry exists. And 
 although the Continent generally has been blessed this last seascm with a bountiful harves., 
 still the previously collajjscd condition of the connnerce of the whole country having reduced 
 the tiimnces of America generally to so low an ebb as in IH.'jS, one year of an abundant har- 
 vest and conseciuent eommereial ])rosperity will not sufliee to restore the condition of 
 things lo tlie buoyant state anterior to the crisis of l.sr»7, and for a short period therefore 
 our anticipations in reference to the amount of the through trai'iic which was originally 
 expected to flow to the line on its opening "through" will necessarily remain unrealised. I 
 l>articularly mention this, being well aware that the <!xpectiitions of the proprietary in 
 this respect have been led to be of the most sanguine character. N(!vertheless, the 
 gradual restoration of the country to its former healthy conuiiercial state, the traffic 
 created by the additional ocean and coasting steamers re{[uired to meet the increasing 
 wants of the Province, all lead me to have no hesitation in expressing it as my firm 
 conviction that this Company, as a commercial enterprise, has passed its worst days, and I 
 point with satisfaction to tbe weekly returns of the past few months in corroboration of 
 this belief. 
 
 Much, of course, remains to be done, as we shall have still to contend with the prestige 
 of the old routes, and consequently iind ourselves engaged in a competition with our 
 American Kailway rivals ; but 1 entertain no fear of the ultimate result, as the facilities of 
 
 
s 
 
 IriiiiHportivtion l)v Hio Urariil Trunk Ufiilwiu' from tlio iiitiicr lakcH to tlici occnn to ail '""'*1"k . 
 i.tlifiToiiteH arc iiniiKinHiirahly Hiipiirior, ami Ciimiul bo qiuistioiii d, I luivt; rcffnt'd )u tlic "vl,'^,!'.',',''' 
 pi'iisiioc'tH of competition with rival railway companicH, whose roads nm noarly parailri """""y- 
 with our own, ami with whom, during closod navigation, we. shall havo to contond for 
 the Western trallic of which I Inive been speaking ; but J am hajipy in being ubic to 
 assure yon that the nnmngfira of the Great Western Ivailway an; with ourselves fully 
 determined, so far as lies in our power, to prevent it, that the battle ground of this 
 competition shall not be in Canada, nor fought with Hrilish cai)ital ; and with this 
 vietv r hav(! to report that W(i have concluded an agreement for a division of all 
 tnvtlic between stated jjoints, thus precluding, as we hope, the possibility of any competi- 
 tion between iia for traftic common to l)olh, and Avlikh, from the facilities of tranship- 
 ment which the two ''ompaiiies will bo able to ottcT, both at Detroit and Sarnia, nnist in 
 time be induced through Cana-la rather than by the more soiithtrn lines. At this end 
 Ave are aiming, and when I mention tliat in the interior cities of the Western and South 
 Western States then! arc firms which have already ordered the whole of their goods from 
 England via the Grand Truidc to Detroit and thence to C!incinnati, for points south and 
 west of that city, I think there caii be no doubt cf oiu* road becoming one of the chief 
 and most favoured routes to the West from Enrop(>. 
 
 A ' regards the traffic from the West, we have long been nuulo aware of the, fact that AirmiKc- 
 
 " ' " iiii'iitH t(ir 
 
 if the same monetary facilities were not aft'ordcnl Weslern shippers of produce to the New i"iy"'<i« "" 
 
 ' ' I slii|im(!nt» 
 
 '^'ork and Boston markets, or intermediate jiorts, sucli as lUilValo or Oswego, as were "J,,''(j','.'',|',j" 
 granted them at present by parallel lines, we eoidd never expect these shij)ments vtd iiMwny. 
 Canada, and therefore it is with much satisfaction that I am able to state that arrange- 
 ments are in course, of completion for nuiking advances on shipments to Toronto, 
 Kingston, Montreal, Quebec, or Portland, on depositing at the place of shipment the 
 bills of lading with accredited agents. The importance of this arrangement cannot be 
 over-estimated, as we arc now at e\'ery po'nt well qualified to compete successfully with 
 these parallel lines for this Western traffic, and under similar arrangements we shall 
 be able to transport from the cotton districts of the Mississippi their produce 
 for manufacture in the New England States, and also that for export to Euro])e. 
 In these general remarks I have referred only to our competition with other railways, r'nmpcti- 
 but it is with the River and Lake cai'riers that we shall find the greatest rivalry for some i-ake .mil 
 
 Kiver craft. 
 
 time to come, as will bo readily understood when I mention that during the past summer 
 they have been taking flour from Hamilton and Toronto to Montreal for 15 cents per 
 barrel, or $1.50 per ton, or less than ^ cent, per ton per mile. The general merchandize 
 has averaged between the same ports from $2 to $3 per ton. Our lowest rate during tho 
 same period has been from Toronto to Montreal, 25 cents per barrel for flour, and $3.50 
 for general goods. Mr. Pennington, the oods Manager, in a report addressed to me on the 
 subject of competition, says (see Appendix H), that the most severe competition is at pre- 
 sent botwecn Mc utreal and Quebec, the navigation between these points being free and 
 uninterrupted by locks; and that it still remains a question whether the rail can compete, 
 
 
ai'ciiMiino- 
 tlntiDii tit 
 M'MitnHl, 
 (|ih'lM'i' jiiid 
 VurtluiiJ. 
 
 with tlip. water ijctwccii tlioflc points for lioiivy trnilic, lliccxiHtin^' rntcs buiiif^ |I jtor Idii for 
 IHO miles; but for llio WeHterii trade tlm completion of the V'ictoriii Hridjje will eniiblo 
 UH, H8 it is "baek loiiding," to rarrv it ut rates which will leave a profit. Without the 
 Victoria Mridj;!', continueH Mr. lVnniiii;ton, the (irand Trunk Ifailway could never have 
 had an V chance of lieiii;; a successful undertakinf;; l>ut ns through its instrumentality, 
 tlie ('onii)Mnv is able to tratisport goods l,l()t) miles, fnmi the Atlantic to the Missinsippi, 
 with but one transliipUM iit, and with a saving over all other routes of live days, there can 
 bo no doubt al)()ut its becoming the great carrying route between the Western and the 
 New Kngliind Staters, and, I nuiy add, Durope. 
 
 I stated in my last rci)ort tiint contimied elforts on our part were required to afford 
 the ncci!H. ;;'.;••■ ncconnnodtition at the ICastern ontkits of the IJiiilway for shipping the 
 produce collected from the interior and I'ictt rrrsd ; the. contracts for the conslruelion of 
 the Uaihvay not including either at Montreal or (^)uebec any suitable access to the 
 Bliipplng, ccms '(|uenlly a very consi(h;rabIe portion of my time during the past year 
 has been occuiiied in iiccomplishing these absolute necessities, rortland als;>, which for 
 nearly six months in the year is our Atlantic port, has had to be providtid with 
 similar acconnnodation ; and L am hai)py to say that the money expended in that 
 city has been productive of the most satisfactory results, as the; iiuprtvement at 
 J'ortlaud has been both rapid and solid, — for while the Comi)any has built extenaivo 
 wharves to secure a rapid and easy interchang(i with the weekly line of Ocean Steamers 
 to Liverpool and with i\w Steiuners which constitute our best freight connection with 
 Boston, other parties have gone on and completed improvenumts of a similar character, 
 and in such a nmnner as gnatly to enlarge our facilities for business by means of steamers 
 with New York and other ports on the Atlantic coast of the United States, as well as 
 with Bangor, Maine, St. .lohn, N. H., Halifax, N.S., and the other ports of the Eastern 
 States and Provinces. Indeed Portland may be said to have within its nnignificeut harbour, 
 accommodation second to noi\c (m this continent as regards wharfage, anchorage, and 
 depth of water, suited alike to the Orcat Eastern and to every other class of vessel. 
 
 At Montreal and Quebec — the chief connnercial centres ofCae-ula for export and import 
 — we have, from the inconvenient localities selected for our station grounds, sutl'ered great 
 disadvantage and some loss. While, however, it was evident from the first that commu- 
 nication must be had with the business part of the former city and with the shipping in 
 its harbour, there have existed consi<lerable difficulties In the selection of a site calculated 
 to meet all the requireuicnts of the case ; but I now trust tliat the result of long continued 
 negoclations which we have earnestly pressed with the various local authorities and 
 pul)lic bodies interested may be said to have secured the greatest possible advantage to all. 
 But great as have bceti the dl^ificulties which arose out of conflicting opinions respecting 
 the site of the [jroposed station in the city, owing to tin; very limited space available for 
 .station grounds, arising chiefly from the r. lid growth of tiie city since the com- 
 rnencfinenf of the railway system, and tlie cost (jf such site, I am hai)py to say that they 
 liavc been thon,nghly appreciated, both by the Harbour Connnissiouers and by the 
 
(!(»riioi'atioii of tlio (!ity of Montrrnl, and tliroiigli tliiir iiiHtruiiicntallty tin- dilHcultifs Imvo 
 Im'cii ciiiiHiiU'nibly losHoncd, w fur ns thiH ('oiiijmny Iwih Imon cutirtTiiud. The lIurlMnn' 
 (SiiimiisHioiu'M jjrniit tliu ('(Hiiimny n Hpiicii of 10 ncrcs of Innd to bo reclaimed from tlic 
 river, and tliey nUo iindertak(! to cstalilish wimrves for n h puce of ],M{) feet in leiit,'ili, 
 t(» 1)0 in immediate connect ion with our doju^t, and wliidi will, it Im considered, in 
 winter, form a harrier to the ice, and thus protect our huildinp;^*, which will ho on the 
 Houtli Hide of the canal, from any chiince of danui{;;e hy tlie movin;^ of tht; ice in the sprinj; 
 and fall. The ('ori)oration Inis appropriated u Huin of money for the purchnHo of a suitahli! 
 site on the north side of the Canal for the pansongor and the Hinaller local freight husIncHti 
 in u locality well adapteil for the purpoHc — hut [ nnist say sinnewhat circnmscrllicd. 
 
 At (Juclicc, or rather as you will have, before understood at I'oint l,(!\i, which in on 
 the scmth Hide of tho Uiver JSt. Lawrence and opposite to (^»ucbc,c, there have been 
 great ditlicidties of a local character to contend with in the run;;*' and sweep of tho 
 tidoH, and tho works necessary for our piu'iioses have theri'forc been very expensive, 
 
 because of the long flat foreshore of the Uiv on tho i-outh siile, ho that only in the, 
 
 exceiitions to this form could economicid works bo constructed; and advuiitage of 
 these cxcep'ions, wherever fouiul, has been taken by ilie Company. I'or the accom- 
 modation of the general ohippiiig of the Port, there are several jetties connected 
 with the Kaihvay, and considerable faciliticH are thereby atlbrded, but thoy are di^ficient 
 Ml area of wharfage, where most required, vi/., iunncdiat(dy contiguous to the vessels when 
 loading or discharging. In onh-r that the Company may be, in jjosscssion of ample room 
 for the re(pnrcnn'ntsof the anticipated traffic, we have become subscribers to the !St. hawrcnco 
 Warehouse Company to assist in expediting tlieir works, and we have also become thereby 
 lessee fia* a term of years, with exclusive possession of one of its jetties, which wMl bo 
 completed in time for tho reopening of navigation next season. In addition to this, I 
 have also talcen advantage of a recent opportunity to acquire tho right of the only avail- 
 able level ground adjacenr to our station (the contiguous land being rock-clit^' rising almost 
 perpendicularly from high-water mark to the heigbth of 150 feet), and to which spaci", at 
 some future time, if not reqidrcd for station purposes in the meantime, we may find 
 it more advantageous to remove our locomotive establishment from Iladlow Cove. 
 
 In the reference made to Portland and Quebec, it is desirable to remark upon the 
 great advantages in every respect aflbrdcd by the Montreal Ocean Steamship Company's 
 line. Apart from the vessels themselves, which f j all that can be desired by the trans- 
 Atlantic travtdlcr, the fact of their route being nlnuMt in tho line of the great circle of the 
 globe which traverses Liveri)Ool and Quebec, their transit is necessarily shorter than any 
 other line of navigation between these points. Tho actual sea distance between Livei-pool 
 and Quebec is that ranging between Torey Island and Hello Isle, a distance of only 1,5G0 
 miles, which is occasionally perfin-med in five days and a few hours. Nor can I omit to 
 mention in connection with tins ocean service, as part of a through communication between 
 England and New Orleans, that now the Grand Trunk is completed, a railway com- 
 munication is thereby established from tho Gidf of the St. Lawrence to the Gulf of 
 
 i 
 
 IntPrrftm. 
 iiiiiiiUatiiiu 
 
 llrHvl'l'll 
 
 Kui'iipt- and 
 
 AtlKlilft, 
 ri.i tlio 
 tiiaiul 
 Trunk Rail. 
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6 
 
 Mexico, by wliicli i\ s-iving of four days '-vill be elFcctcd over all otiicr lines between 
 Liverpool and New Orleims. It ir; a gratifying t'aet to record that no sooner was the road 
 announced as ready, tlian the Governments of the United i^tates and Canada at ouct; so 
 jicrfected tlieir mail arrangements as t< "«ablc them to take advantage of this new route 
 by the first steamer from Portland, on the '2Gtli ult., (altlioi gh the road from Detroit had 
 onlv been opened on the pre '-ions ]\Iouday,) when the whole of the western and south-western 
 mails, with dates as follows, — Detroit, 2tth November j Cincinnati, 23rd November; 
 St. Paul's, :Missouri, 2l8t November; and New Orleans, li»th Ne, ember, — were despatched 
 to Europe; and had the steamer llimgarian, which conveyed these nmils, called at Cork 
 as intended, the above dat(!3 would have l)een in tiie possession of Liverpool, London, and 
 Glasgo^v on the ninth day after leaving Portland. As it was, lunvever, tliey were 
 delivered in London in less than 12 days from the time of leaving Chicago. These facts 
 arc incontrovertible, and I am pleased to find that in thii country they are being properly 
 appreciated, as the representative of the Canadi-ui Government, the Honourable Sidney 
 Smith, Postmastor-tieneral. has succeeded in concluding arrangements with the JOnglish 
 posl-oifice authorities for sending nniils, via Ireland, to Portland in the winter, and Quebec 
 in the summer. Under the sauui arrangenuiuts the mail clerks now accompany the mails 
 sent by these vessels across the Chamiel, and assort the letters on board, thus saving 
 every possible moment of time ; and I have reason to believe that the continental mails 
 generally will be despatched by this new route, by which, as I have before stated, a saving 
 of four days vill be etlecled. 
 
 Allusion has already been made to tlie iron ores of St. Maurice. Iron ores exist in 
 ipsoniies great abundance in other parts of the country, and not onlv these, but a nup'ber of other 
 
 of the , . '. . . 
 
 loiiiitry. minerals of economic v!\luo cannot fail idtimately to become tributary to the mcrease of 
 traffic on the road, The Canadians are only beginning to understand the value of their 
 mineral resources, and the skill required to give to such substances of this class as have 
 been discovercAl, the forms necessary to render them applicable to the purposes of life has 
 yet in a great measure to be introduced into tlie country. The introduction of this 
 necessary skill will, of course, be gradual, but an enumeration of the substances to which 
 it can be applied will make, it evident that they must ultinuitely contribute in a consider- 
 able degree to the support of native industry. 
 
 The very interesting particulars in reference to the conomic materials with which 
 (Canada abounds, detailed in the r-.ubjoined note,* I have gatheri'd from the recent able reports 
 
 * The jirolonjrntion into Canada of the Green ISIoiintnins (a part of the Apiiahieliian eliaiii) eoiisti- 
 tiitos a niinernl ngioii of imieh iiiipoitiiiK'e, exteiidiii;;' from l,ake v^hani])hiin to G spu. I5ct\vi'cit 
 Islanil roiiil and thi' St. Jjanrence tlie mail iiitevscets this re<;i()ii transversely, ami whil several l()ii;;itii- 
 (liiial valleys will all'ord faeilitie.s ofeoiiveyaiiee I'.ir the ]iriHlii(ts ol the n';;iiiii Cor any laaetiealile ilistanee 
 on eaeh siile of this iiortion of the road, transverse valli\s e(}nie out iiixm that ])art niiniinjr hetween 
 Hiehniond and I'iver dii Loup, -whieli flank the re;;ioii thi' \ih(ile way, - in some jiarts toiiehing it. 
 
 This region abounds in excellent roolin;:- slates, which are licj;iiiniu}i' to he worked, and have heeii 
 conveyed aloiii; the whole lei.fitii of the road, and as far west as Chieas'o. Larjre intrusive masses of 
 white j;ranite all'ord a material for the purposes of eonstniction e(|iud to that of Devon.shire and Cornwall, 
 or of Aherdecn, and similar in character to some ohtaiiied on the sea-hoard of Xew Knu'land, and so 
 extensively used in Boston and New York. A rauf^e of serpentine like that of the Liiiurd, triiccil for 
 
 TIlO! 
 
 MiiieVMl 
 
 
of Sir William Logan and liis statV in oounoction with tlic geolui-ical survey of Canada, 
 now making under Lis direction. Tlie value of thi.s information eaimotbc over-estimated, 
 and the province shews a wise liberality in i)r(ividing ihc; means to enalilc, tliis snrscy to 
 he completed in all its details, as there can he no doubt that the country is bountifully 
 supplied v,!;h minerals whieh, when made, '-nown throu;;h the iiistrumcniality of these 
 vnluable investigations, will open up a branch of industry of the highest importance 
 to tlie country and of the grcacest conserpience to the railway, by providing a source 
 of trailrtc at present practically unknown to us. Nor can 1 omit to mention the very 
 valnable information afforded by the elaborate topograi)hical surveys which also form part 
 of the labors of the geological comndssion, and of which advantage has been taken on 
 several occasions to aid and guide in the selection of the 1I;k:s of the railways and canals 
 of the eountrv. 
 
 
 iienrly .'UIO miles, lUid lii'ds ol' I'lilcarcoiis rin'k, will viclil :i diversity of vaiii'f;iitcd niMrMcs. 'I'liick bods of 
 s();!iist(ilii'. iKit-^toiU' ini<l wlictstDiu' cxif-t idnindiiiitly in tliis ivuiini. In some parts tli('stnitii|>ri's('iit iiii])(ir- 
 tiiiit iniisscs of iiiii^ncsitc or ciulKiiiiiri' of iiiii;;iicsin. tlu' only liiiowii snlistiiiici' \ ii'Miiii;- a ci'iiH'iit ciiiiiililu 
 of resisting; the di'C(iiii|j'>siii^ iirtimi of srii- water, loid at [iri'Sv'iit n.aiiufacturid in I'rain'o I'roui tliu sea lor 
 tliis aiiplieatioii nt a cest of .'10 dollars per ton. 
 
 Indieations of the ores of eopper mark tlie n ;^ion in n jireat nnnilier of plaees. In Mopnific Coiintv, 
 within Ki miles ol' the line, thesi' are so ahnndant as to have induced the formation of an J'aii;lisli 
 e(ini|iany. with a capital sntlieient tlioronj;hly to test the {;ronnd in Leeds, and other minini;- operations 
 have lieen eontinned for two years with, it is said, a fair imopect of snecess. A\'ithin half a nule of the 
 road at Aeton a riMiiarkahle ni.'iss of the varie;.;ated and vitreons snljilinrets of eop]>er has jnst heeu 
 <ipeneil, 'Voni which liave lieen ipiarried in the coarse of .a fewweeks ni'arly 100 tons of alxint .'!() per cent, 
 ore. an<l while a mine has thus lieen eonmiencel f^ivinj; at once a prolitahle return, the prospects exposed 
 hy the work are of a most promi^ini;' and important character. JIii;hly ar;;-entiferons lead ore has lieen 
 met with, hut not in larjxe (piantities. (iold is widely sjiread over the rei;ion, hut aiijiarently too thin to 
 he made nvailalile. Chromic iron ore, one of the minerals usually aecoiiipanyinj; gold, occurs in licds of 
 some ]n'onnse. 
 
 Anion;: the niineri.ls of the reirion ahovo dcseriiie<l are the mn^cnetie and spceiilnr oxides of iron, 
 occurrin'.r in lieds of some iiiip<irtance ; hut the L;reat iroii-hearin;;' rocks of Canada, (jf the same aj;e as 
 
 ,I> y .(' di-ii.l.iti tii>ii <i^-c/t..i.i li>.l ti-ifli fill, I ■iiii-.'nr iil.i \ti Hint •! itiu \\*lii.'l, lu.oiil.f t\ni >,..i.t1i i-l.l.. ..»' *l n 
 
 those of Sweden, are assoeialed with the Laiirmtide Moiiutaius, which occupy the north side of the 
 St. Lawrence and the Ottawa, and exleiid t'naii Lalirailor to Lake ilnron. In manv 
 raniie lieiis of iron ore of from I o to 500 feet in thiekiiess oeciu', eiaitainiiu 
 pure metal. Sexeral of these have '. 'cn worked, furnaces have heeu esta 
 and Iroin a mine in the rear of Kingston .'iO.OdO tons of remarkahly 
 to Cleveland, in the I'riited States, w hi"re it is 
 
 ■ parts of this 
 n'j; from tio to 70 per cent, of 
 taliiished at Marmora ami Madoe, 
 rich ore h.ive within twd years liceu 
 slii)iped to Cleveland, in the Irilted States, where it is in };reat reipiest. In certain hands of crystalline 
 limestone. Iielouuing to the same range, veins of leatl ore exist, often apparently of workahle character, 
 ami the same liuustoiie yield var'c;:ated niarhles and rock masses of Keiisseherite. a mineral aliout as 
 hard as limestone, hut re.semlilinfi' soapstone. and a]ipHeable to the same and .Mime other iiselul imrposes. 
 In the same calcareous hands occur pliiinliago and mica, with iihosphate of lime, in workahle (piantities. 
 and traces ol' cornudum or emery have lieen met with. 
 
 The I Irani! 'rnink Itoad runs at a varialile distance along the flank of this mineral region, lietweeu 
 Kingston and Vake Huron, and there occur near and under the road in many plaees, not only in this 
 part, hut in its w hole extent from Sarnia to IJiver du T>oup. hog iron 'res. linilding stones, white and 
 red hrick clays, exiensive deposits of peat, with occasional I'rcsh-water shell marls, retroleum springs 
 exist ill the western district, from which large (pnintities of illnminatingand luhricating oils are produced, 
 an. I shales occur iii several places eoiitainiug from four up tu eleven per cent, of hitnnieu. 
 
 'I"he imporiant copper region on (he shores of Lakes Huron and Superior, though somewhat removed 
 from the road, will not tail to liave a heuelieial iuHneneeoii it. The nearest coal to this copper region is 
 eontaiiUMl in an area of aliiau l.:200 square miles, in the centre of the southern iicninsula of Michigan. 
 Sagimiw Hay, on the west side of Lake Huron, ahoiii tif'ty miles from Sarnia, makes an incision into this 
 enrlioniferous area, ami though no coal scams have yet been worked upon the coast, a hand of limeslone, 
 wiiieli immediately underlies the coal held is known to come out ujioii the hay. conslutiiting some- of its 
 islands and points. In otlier )iarts of its extension in the interior of the country coal seams have been 
 met with at no great distance above this band, and the iirobability therefore is that eoal will be worked 
 either on the shore of the lake or at no great distaneu from it ; and some jiart of Saginaw Hay tl 
 ujipcars to ne the position naturully destined to become the Swansea of this metalliferous region. 
 
 lUS 
 
wiiei.«eof I may now prweocl to state that the luileuge of the Grand Trunk Railway syslein 
 
 will on its completion be an follows: — 
 
 Miles, 
 
 l?ivi6re du Loup to ChaudlJre Junction HHJ 
 
 I'oiute Levi to Richmond i*5J 
 
 Porthuul to Island I'ond L">0 
 
 Island Pond to Point St. ('harles, including thv: 'ictoria Rridge 144 • 
 
 Point St. Charles to Toronto 33H 
 
 Toronto to Sarnia ICO 
 
 St. Mary's to London 20 
 
 Miles 1030 
 
 Port Huron to Detroit 60 
 
 Total mileage 1090 
 
 Tii^o To this has to he added — as being part of the system — the section between Three 
 
 Aitiinbasku RIvcrs and Arthabaska, towards the tiic construction of which this Company subscribed, 
 lai woy. jjjjjj,,. ^j,g conditions of the Relief Act of 185G, the sum of £125,000. The balance 
 about £6r),000, of wiiich the City of Three Rivers subscribe the smn of £40,000, will 
 have to be provided from other sources. The municipa'ity of that city has from the first 
 taken a lively interest in the acconiplisliment of a work which connects it with the chain 
 of railway communication, not only with its sister cities in the Province, but also with 
 those of the Eastern States of the Union, in which markets it fairly looks for the disposal 
 of a \iiry large proportion of the products of its fine back country, the St. Maurice 
 Territory, abounding in lumber, and containing very valuable iron ore, which affords the 
 chief source of supply to the whole of the Canadian railways for their wheels and fine 
 castings. This branch will, I fully expect, be completed in the course of the ensuing year. 
 ThH Detroit The intermediate section between Sarnia and Detroit, the mileage of which has been 
 
 included in the above-mentioned figures of 1090 miles, is to be worked by this Company, 
 as has been already published, at the rate of* 50 per cent, of the gross receipts, and there- 
 fore this extension to Detroit — the point from which diverges all Eastern-bound traffic — 
 becomes the natural Western terminus of the Trmik Railway. 
 
 You are aware that the Company's powers do not extend beyond the Province of 
 Canada, and that therefore a separate Company was needed, with the necessary powers 
 from the United States Government to construct a line from Port Huron opposite Sarnia 
 to Detroit. This was accordingly done under the auspices of this Company, and this 
 essential extension to the Grand Trunk system which was completed, as before remarked, 
 on the 21st November, was under the provisions of the Act of 1857 leased to this 
 Company, an arrangement by which the Grand Trunk Railway obtains the enormous 
 through traffic passing tj and from the east and west: — and the returns I have received 
 bince my arrival in this country, I am happy to say, aflord abundant proof of the 
 
9 
 
 correctness of our culculations in this respect, Tlie country traversed by this lino is fl 
 flat alhivial phiin, now abounding in oak, and other descriptions of hard wood, and which 
 on being cleared proves a most valuable grain producing district. 
 
 The gauge of this line was settled by the Directors of the Chicago, Detroit and 
 Canada Grand Trunk Junction Railvvny Company to bo the gauge of the State 
 of Michigan, of 4ft, 8iin., so that the cars of the connecting lines, the Michigan 
 Central and Southern, could Ik; run dii'cet through to Port Sarnia, at which point, and 
 at the opposite side of the river. Port Huron, the most complete appliances for storing, 
 elevating, and transhipping produce have been provided. Junctions have also been 
 effected with these railways at the City of Detroit, so that through passengers and thuir 
 luggage can be transferred from one line to the other on the same platform, 1'he trann- 
 shipping of produce takes place at Sarnia, where, as before described, ever}- appliance for 
 the purpose has been erected, so that the groat desiderata with merchants, viz,, speed and 
 regularity of transport, have been secured in a pre-eminent degree by the arrangements 
 which have thus been completed between the two Companies. 
 
 As it is your intention on an early day to publish a complete statement of the 
 finanpial position of the Company, and as you have so recently circxdated among the 
 Shareholders the lapt annual accounts of the Company, I confine myself in the present 
 instance to observing on this subject tliat in my Report of September last year I 
 estimated a million sterling as then required to completi! the works; and it iiftbrds 
 me pleasure in now being able to state that this estimate will not be exceeded, so 
 far as relates to the works then proposed to be constructed; so that, as before 
 reported by me, the total cost of tlie whole of the Cirand Trunk Railway system 
 will be about £10,000 per mile, exclusive of Interest paid, but inclusive of the 
 Victoria IJridge, up to the present time. You are aware that the prospects of business 
 arising from the opening to Detroit and of the Victoria Pridge are such that I feel sure 
 you will concur with me In immediately making arrangements for enlarging our present 
 carrying capacity, by providing additional plant and such other appliances as our experience 
 may prove necessary for developing this freight business, the cost of which, taking as a 
 basis as far as is applicable, the practice on the American continent, may be estimated at 
 £500,000. 
 
 The results of the past year's working are of a satisfactory character in every respect, , 
 both as recrai'ds the condition of the way and works, and the manner in which the "5 ^^ "•''''"S 
 service of the trains in every department has been carried on ; and with the view of ']^"'' J^. 
 laying before you the fullest particulars in respect to the present condition of your ^'"*"'' 
 imdertaking, I have appended to tliis document the reports of the several heads of 
 departments, addressed to me ; and I cannot omit this opjjortunity of again thankfully 
 drawing your attention to our most remarkable freedom from accident over the long length 
 of Railway we have had in operation. 
 
 In the Assistant General Manager's Report (Appendix A), it will be observed that 
 since June last our rcccii)ts have had an upward tendency, showing in the subsequent 
 
Kiipiiippr- 
 iiit; ilotiills. 
 
 10 
 
 four inontlis iin increase over the corresponding period of the previous year of 10.G9 por 
 cent. ; and from tliat time, to tlic period of my departure, tlio returns showed each suc- 
 ceediii^ifwecdc a considerable increase over last year. Statements Noa. 1, 2, 4, aud 7, appended 
 hereto, show receipts of our trafHc and expenditure during the ]»ast year, and from the 
 lieporlH of the Divisional Engineers, I), 10, I', in tlic Appendices, it will be observed 
 that the line generally is in good working order. 
 
 On the subject of the Engineering J)epartiuent of the lino, I may state that the 
 drainage of the line, though not perfect, is generally etlieient, although in certain districts it 
 is still a constant cause of petty litigation between the Company and the owners of adjoining 
 land. It has been found necessary to execute many works not previously contemplated, — 
 the new country through which the Hue runs rendering it impossible in all cases to settle 
 with correctness the pi'oper sites for tlu; stations and still more dlllicult to arrive at the 
 correct estimate as to the amount of accommodation each depot woidd require. In 
 addition to this it has fre(iuently been found necessary to provide accommodation for 
 storing grain and tiour which otherwise would have found its way to the water, and these 
 extras have caused an expenditure which in future years will be unnecessary. 
 
 Referring especially to the Portland Division ; during the past year much has been 
 done to render it thoroughly etlieient by sid)stituting for the wooden bridges, which had in 
 several instances been rendered by time unsafe for traiSc, structures of a superior de- 
 scription either of iron or timber covered with iron. ^luny rails have been renewed 
 and the extension of the wharves at Portland is ample to meet the reiiuireinents of the 
 Conipany as regards the shipping for years to come. The line is now in good work- 
 ing order, and with a moderate expenditin-c next year in rails, ballast and fencing, will 
 require no further outlay. 
 
 On the Eastern Division between Montreal and Island Pond renewals of bridges have 
 been almost as exti-nsive as on the Portland Division ; these are, however, now completed 
 with the exception of P.romplon 15ridge, and this will be erected during the present winter. 
 For a classified siatement of these bridges I beg to refer you to Appendix 5. The 
 works at Point Levi are lu-ogressing satisfactorily, mid when finished there will be little 
 cause for outlay on this division beyond actual m-;intenancc. This charge may be, how- 
 ever, heavier than on tue Central aud AVestern Divisions because of the greater severity of 
 the climate and of the stei'per gradients to be overcome, and also from the fact that a 
 greater amount of freight is likely to i)i\ss over these, Eastern Sections than any other. 
 
 The Central Division is in good working order, the only extensive work executed 
 this ^-ear being the protection of t!ie line west of Cobourg from tl>f inroads of Lake 
 Ontario. This is still far from being permanently secure and I fear that we shall yet 
 have to divert the main line at this jioint in a manner somewhat similar to the Duck 
 Harbour. The necessary alterations at Point St. Charles, by reason of the approaching 
 completion of the Victoria Bridge, are progressing rapidly to a close ; and as these arrange- 
 ments are intended to include, the tralHe formerly accommodated at Longucuil, a large 
 saving in the expenditure of all departments will be cftected. The line gave way in the 
 
11 
 
 Lacliine Swamp, four miles from Montreal, in the month of May lust, which caused an 
 inteiTiiption of three days to the traffic. Since tlien, by laying down a system of longi- 
 tudinal timbers, nmch of the risk of such accidents has been removed ; and I propose 
 to extend this* plan over the whole swanij), where we are still liable to such interruptions. 
 
 The Western Division, especially that portion between Stratford and London which 
 lias been maintained by the Company's men, ie in excellent order. There have been no 
 new works of any importance upon this district, v/ith the exception of the extra buildings 
 required by increasing tratlic. 
 
 Now that the works on the old Atlantic and St. Lawrence, and St. Lawrence and 
 Atlantic Railways are put into efficient order, I do not calculate uimiu any consideralde ex- 
 penditure on any section, excepting as before remarked for the renewals of rails ; but the 
 recent establishment of repair shops will tend niatcrially to lighten our requirements in this 
 respect ; and the approaching completion of the Uolling Mill at Toronto, with the proprie- 
 tors of which we have entered into a contract for renewals, will enable us, with the stock 
 which I have arranged to be sent from England, to go on for a considcraole time, without 
 further supplies, so that it may be expected that the future, with the maintenance in our own 
 hands, will show a large reduction in the cost of keeping the line in good and efficient 
 order. 
 
 As regards now works I have to report that the Eastern extension from St. Tlioinas 
 to Rivi^re-du-Loup is completed in the style of our best existing works, the masonry and 
 bridges, also the buildings and the drainage of the lijie being excellent, and the works 
 generally being constructed with due regard to the severity of the Lower Canadian 
 climate. Arrangements for working the road during the winter by contract, as an experi- 
 ment, are now niadt;, and I think we shall find, that they will be attended with success ; 
 the cost of working will by this means be reduced to the lowest possible figure, while, 
 at the same tune, the accommodation needed by the inhabitants resident along the line 
 will be fully aftbrded, and the Company thereby informed of the probable future *raffic to 
 be expected from this district, which is thus proposed to be separated from all that lies 
 to the westward of the Chaudiere Junction near Quebec, as all the circumstances, 
 including those 1 ha\e mentioned, are quite exceptional to the average character of the 
 line, it is necessary to remark that the proceeds of this length of 110 miles will not bo 
 included in the published weekly returns, but will n})pear in the annual reports and be 
 charged accordingly to profit or loss, at the end of the year. 
 
 13etwecn St. Mar^^'s and Sarnia there have been many engineering difficulties to 
 eneonnter, yet they have all been successfully surmoimted and the line now promises to 
 become ono of comparatively^ easy maintenance. In all instances the abutments and 
 foundations of the bridges have been put in for a double track. At the last-named place 
 the Company wisely became the purchasers of a site of land, so that at this point, where 
 all the transhipping takes place, and which at no distant day will become, I have every 
 reason to believe, one of the largest commercial depots in the province, the Company 
 properly provided itself with an area of ground sufficiently capacious, and well adapted for 
 
12 
 
 The Ac- 
 counts of 
 the (.'om ■ 
 I'aiiy. 
 
 thn purposes of tlio tralHc for years to come, nnd will be nlile to aftbrd most advantageous 
 positions for itmnufacturos, at a point ailiiiirably adapted for the purpose. 
 
 Tiic line from Port Huron to Detroit, wliicli 1 oidy mention hero because tlie 
 maintenance will by tbe terms of lease be included in our amuinl expenditure, is of a very 
 superior class, as far as workinansbip is concerned, and witb its easy grades and com- 
 pleteness of eonstruetion, 1 anticipate very little trouble or expense in keeping it in first 
 rate order. 
 
 Referring to tbe new works,— all of wbicli liave been can-ied out in accordance witb 
 the stipulations of the Relief Act, and therefore considered, whether the whole ultimately 
 prove remunerative or otherwise, as necessary and conditional to the relief granted by the 
 province, — I woidd further remark, briefly, that — 
 
 The Kastern works are now comiileted to Riviere-du-IiOup, its final terminus ; the 
 works from St. Mary's to Sarnia have also been completed, and. including the extra pro- 
 visions for freight and storage which were lU'cessary on the Western Section at Sarnia, 
 and the additional widtii of foundations necessary for double track, wherever they were 
 reqiured, the total estimate of botii lines has not been exciieded, and the final certificate has 
 been given accordingly. 
 
 The Victoria Bridge, as before remarked, is all but completed, and I consider that 
 the anticipation of its completion by a wh(de year has been economically ptirchased by 
 the additional payment of £60,000, which thus fixes the total cost at £1,;}10,000 sterling. 
 
 Appended hereto is the Report of Mr. A. M. Ross, the Engineer of tbe IJridge. 
 
 The system under which the iccounts of the (Irand Trunk Railway Company are kejit 
 is founded on that adopted by the best European railways, with such modifications as the 
 ditierence between the railway systems of America and England render necessary. The 
 Capital Account is divided in the Ledger into the usual headings of Works, Buildings and 
 Locomotive and Car Stock. Subsidiary liooks are kept, showing the subordinate divisions 
 of these ditl'erent headings. These Books, as well as the General Books of the Company 
 are balanced every month, and a balance-sheet taken off. 
 
 The various accounts of the different departments are sent in monthly, accompanied 
 by schedules, which arc certified by the heads of departments. They are then audited, 
 and come before the Board, by whom they are passed. They are afterwards sent into the 
 Accountant's Department, when tiie cheques for the several accounts are made out and 
 signed by the Vice-President and Secretary, and countersigned by tlie Chief Accountant. 
 
 The .accounts of the Company are audited by two separate and independent Auditors, as 
 ■well as by the official Auditors of the Company, or those elected by the Stockholders, who 
 have a clerk constantly remaining at the office examining the Accounts and comparing 
 the payments with the vouchers; in addition to this continuous audit, advantage is taken 
 of the provisions of the Provincial Act, 20 Vict., cap. 11, which enacts that all railways 
 obtaining the provincial aid shall have their accounts audited by an officer of the Govern- 
 ment Audit Board. We are thus enabled to obtain an audit separate and independent 
 from that of the official auditors, by the presence of an officer appointed by the Govern- 
 
 
Hi 
 
 tlio 
 
 incnt, wlio exanilncn every account previous to its payment. In this manner two separate 
 and independent audits arc in cfVect obtained, and a perfect system of ciiecka established. 
 
 The rc})ort8 from the engineers, to which I have been referring, include observations *'"'"''', 
 ut my request on the subject of letting the maintenance of way by contract, and statement ^^^^^^^ ^'","" 
 No. 3 shows expenditure on this head. After matiwe deliberation with my colleagues '"'■"»'•''■ 
 in (!anada, it has been determined as a rule to do away with these contracts, and I look 
 forward to effect a very considerable saving in this large item of our annual expenditure. 
 
 On the subject of the I^owjmotive Di^partment, I beg to refer you to the report of Mr. I',"^™^ '*° 
 Mackenzie, formerly assistant, and now successor to Mr. Trevithick, and when I state that '"*"'■ 
 the very valuable roturns appended to tiiat document are an ordiiuvry compilation fromtiio 
 current accounts of the department, I need scarcely comment upon it as being under very 
 close and practical vigilance. These returns were called for in anticipation of your 
 reasonable demands for information at my hands, and I give them as in every respect 
 reliable and trustworthy, and as showing liow important it is to watch most jealously and 
 to compare most carefully small differen(!cs in the fractional rates of charges, which nmlti- 
 plied into our mileage constitute one-third of our annual expenditure. I cannot refrain 
 while on this subject from renuirking that the excellent system of accounts of this depart- 
 ment is wholly due to Mr. Trevithick ; and although from the luiture of the details it of 
 necessity occupies considerable time and some small additional expense for clerical labour 
 to mahitain, I feel, after due consideration, that the expenditure is judicious economy, and 
 demanded by the extensive ramitications of our system — in order to check expenditure and 
 encourage, as we are doing, true merit among our staff. Much has been said of the 
 importance of combining in the department of the superintendent of the line everything 
 relating to the running expenses, and I quite concur with this view, so far as relates to the 
 control of the Locomotive Department outside the shops ; but as regards the repair 
 and construction of all engines and cars, I think we have acted wisely in leaving these to 
 our Locomotive Engineer, Mr. Mackenzie, Avhc s accountable immediately to the Board. 
 
 To the economical working of the Railway tiic best energies of the Executive in Canada Working 
 
 K.\ pauses 
 
 have been directed, and when I refer you to Statement 11 in Mr. Mackenzie's addenda and Keuoruuy. 
 to the Assistant Manager's observations on the subject of working expenses, I feel 
 that our efforts have been attended with exceedingly satisfactory results. In the 
 former document I find that the total cost of working and repairing per mile as regards the 
 Locomotive Department was in 1857, ;]0.89 cts., in 1858, 28.07 cts., and in 1859, 25.34 cts., 
 and in the latter document in corroboration of the opinion, I stated in my last report that 
 a very considerable increase in receipts could be secured without much additional cost ; it 
 is stated th.at of the $81,612 additional tratHc between last June and October as compared 
 witli the same period of the previous year, no additional expense was incurred in canying 
 this traffic in the general managers' department, and that only a')out 20 per cent, of this 
 amount was absorbed in the locomotive and car charges. 
 
 In further evidence of the great progress making in Canada, both socially and progress of 
 materially, it may not be out of place to give a brief sketch of the principal changes which vmce. ^ 
 
14 
 
 ! 
 
 CmiclnillnK 
 Kt'iniirksas 
 tn nUiniatc 
 Vrispects i.<{ 
 till" Umler- 
 takiug, 
 
 liiivc been cffcrtod in the Colony ninco 18Ut, wlion riiilwny ciilorprisc niiiy bo. Hiiid to 
 have fairly (•oiiiiiiciuimI. Wiiliin tlic- last ten ytars tlio wliolo iniinicipnl systom has 
 been tboroiif^Iily or^'muHcJ, and i« now the inont perfect probably in th(! world. Education 
 is universal, and coiidiu'tcd upon the most approved principles, partly sujjported by tbe 
 8tatc, but mainly by local raves. The feudal t(!nure wliich existed in I^owcr Canada baa 
 been wholly abolished on equitable principles, and this great barrier to material progress in 
 that section of the J'rovince wholly and for c^vcr removed. The representation of the 
 people in I'arliament has been reformed and extended ; registration of voters established, 
 and the law of elections amended ; while the Upper House has also been bosed upon the 
 elective principle. The civil and criminal Uws have been revised and amended, and the 
 statutes consolidated into a simple eoile. Jfecijirocal free trade in national productions has 
 been established with the United States and the British provinces. Tbe Canal system for 
 pei-fecting the navigation of the St. Lawrence has been com i)leted; and finally, since 1849 
 Canada, which then only possessed one railway of 1(5 miles in length, now has in complete 
 operation upwards of 1,750 miles, of which the main trunk lino is that of the Grand Trunk 
 Company, whereby the inland navigation and trade of the Great Lakes is secured at all 
 the most important points, and brought over our system to the Atlantic at Portland, and to 
 the ocean navigation of the St. Lawrence at Mcmtreal, Quebec and llivi&rc-du-Loup. 
 When such results have marked the progress of Canada during the short period of ten 
 years, it gives cause for sanguine hopes that with the blessing of restored prosperity which 
 seems now to have succoeded the commercial distress and bad harvests of the years 1857 
 an'l 1858, the progress of the I'rovince will again bo rapid and assured — a pro- 
 gress which caimot but inunediatcly and most materially be felt by the Grand Trunk 
 liailway, which now forms the main channel through which the whole trade of Canada 
 nuist puss. 
 
 I have thus endeavoured to lay before you as fully as possible tbe present position of 
 the imdertaking with all its numerous ramifications, and given in a general maimer 
 my opinions as to its future prospects. I have spoken as I feel, hopefully, as to the results, 
 but at the same time have avoided going into any details as to the amount of the anti- 
 cipated traffic during the next twelve months, as such estimates could oidy be based upon 
 sp<!culative calculations which might or might not prove reliable. A year's experience at 
 least of tbe capabilities of the line, as now completed, is necessary before any correct conclu- 
 sions can be formed ; but I have no hesitation in stating my belief, that the estimate of 
 traffic made in the original prospectus has not been overrated, and will, as the several 
 and manifest advantages of the line become developed, be more than realised. A 
 reference to that document will show that the amount originally estimated for local traffic 
 was— even with the Victoria Bridge completed — only £420,000 per annum, whereas, 
 during the past three months, our receipts from this source have averaged at the rate of 
 £020,000 per annum. I cannot say that I agree in the opinion expressed as to the 
 amount of the proportionate expenditure, but I have shown tliat with each succeeding 
 half-year our working expenses have been gradually reduced, and that each exten- 
 
i:» 
 
 sion lo (iiir syHttMii lias provcJ tliiit tlic longer the inilcii^'c tlio fix(;»l clinrges become pi'o- 
 portioiiatelv less. Our working e\|)cnses have lately I'veniged only £^ 17s. Gf/. per mile 
 per weelv, and \vc have been running with light and HonictiniCH ulinost empty trains, so that 
 when our system is perfected and our nrrangcnicnts coniph^ted for facilitating the transfer 
 of produce and the movement and acconiniodation of the passengir business, I consider 
 that a weekly expenditure of £10 per mile per week capable of earning a revenue of XIH 
 per mile per week. 1 have shown that the (Jrand Trunk Uaihvay is, by its continuity and 
 niinilicaticms, the highway from the Ocean to the West — that the province of which it 
 is the only channel of connnunication for six months in the year is ra])idly rising in its 
 more important commercial features to lui cxtcmt proportion.ntc to that of the United States, 
 and that therefore, Inoking at the .la!! amount of capital which has secured the (Jompany 
 
 iich a line, tlie ultimate succes. .' the undertaking is a nuitter which, to my mind, is 
 placed beyond all doid)t. 
 
 In justice to the ofHcers and men employed in our service, and they number 3,000, I 
 
 ■annot omit bearing my testimony to the general desire at all times evinced to promote the 
 interests of the t'ompany ; and I entertain a confident hope that the recent adoption of a 
 system of proniotion by which j)craons in the lowest grade may rise to the highest offices 
 of trust in the department to which they belong, will prove productive of the happiest 
 results both as regards the Ccmipany and the officers and the men themselves. Of the 
 above number of men, the f.ocomotivc Department employs l,.30O, the Traffic Department 
 about 1,000, and the Maintenance of Way, with few exceptions, the remainder. 
 
 With a view to render a description of the details I have given al)0ve of Montreal, Appendices. 
 PiH'tland and Quebec completely intelligible, 1 have appended to this Report a map and Plans 
 shewing the position ami dimensions of these principal points of our Interchange with the 
 shipping, and also of Kingston, Toronto, Sarnia, Huron, and Detroit, — where also the 
 Company will act wisely in establishing and improving its relations with the water 
 interests, which, as they will in a greater or less measure always exist, ought to he 
 made available to the greatest possible extent of which circumstances will admit. 
 
 I have the honour to be, Gentlemen, 
 
 Your vcr}' obedient servant, 
 
 THOMAS E. IJLACKWELL, 
 
 Vice- President and Managing Director. 
 
 % 
 
 P.S. — Since the foregoing was written the Victoria Bridge has been opened for 
 traffic, and the following lieport from Messrs, Bruce and Stockman, who were delegated 
 by the Executors of the late Mr. Robert Stephenson to inspect the Bridge, has been 
 received. 
 
10 
 
 London, 5Tn jANrAuv, 1860. 
 
 Okstlemkn, 
 
 In accordance with your letter of instructions, dated 7tli November, 1859, 
 wo, sailcii from Liverpool on the 12th of November, and airived at Montreal, rid New 
 York, on the 'JDth of the same month. 
 
 Immediiitcly on our arrival we jtut ourselves in commuuieation with Mr, Alexander 
 Jloss, who expressed his readiness to render us every assistance, and to co-operate with 
 us in the experiments to bo ma<Io to test the strength of the tubes, and allow us eveiy 
 facility for a thorouf^h exan\ination of the bridge. 
 
 In comjjanv with Mr. Hoss, and Mr. llodfjes, the agent of the contractors, we 
 cxaniint'd the condition of the bridge, as it then stood, and found that under the most 
 favourable circumstances, the riviting coidd not be completed, and the tubes released from 
 the staging, so as to be ready for testing before Thursday, the 15th of December ; and as 
 it was a matter of importance to do nothing which could iuterfi're with the progress of the 
 work, we decided on not beginning to test any of the lubes until the whole were ready 
 Their not being finished at the time of our arrival, gave us a better o[tportunity of observing 
 the stylo of work put into them, and the means taken to secure good workmanship. We 
 arc in a position to report that everything connected with the arrangements has been 
 most admirable, the work throughout is first class, and will bear comparison with any 
 similar construction in the world. The masonry is of u very superior dcscriptiim, nothing 
 can excel it. 
 
 Mr. Hodges made very perfect arrangements for recording the deflections of the 
 tubes under the various tests to which they were subjected, being conpled together in 
 paira, with the exception of the long one in the centre and Nos. 14 and 15. A train was 
 made up sufficiently long to cover two of tlieni at one time loaded to the average weight 
 of one ton per foot run, and drawn by three locomotive! engines. "We were enabled by 
 this means to test the deflection of each tube loaded, whilst its twin tube was empty, and 
 also the deflection of each when both were loaded. 
 
'T. 
 
 'I"hr ri'siilt ol'ilicHi' I'xjMTiiiientH wnw tliiit ihf jrreiUCMl (letltrliori in ii -Jl.! t'cel tiilio 
 (ihc lonptli of all hut tlic i-entni one, vvliicli is IVMi f..«.t), with n l.md <it' I.} Inns p. r t.,..t 
 run, wtiH (ino iiidi, ilus twin tulic, iiring .inpty. Tlie (Icfloction .if Nos. 14 und 1."), wliuli 
 til tlu' tinio tlit'sc c.\|K'rim(;nts were inmlc wore not couplcil, was l,M with the ^lunc 
 lu:iJ. Thi' wutri' or '.\M) frci tulte ileiiiictt'd i.2r» inclic.s, witii uii uveranc lnn<l nf i.m' 
 Inn per loot run. The whole of thcso (IcfloctioiiH arc within ilio.se ^'ivt'ti hv ('alcniatinn 
 based upon thi" most approved foruiida and we hnjK> von will agree with w in <nn- 
 nidering thcni (piite HatiHi'aetory. 
 
 The, ((inlracf of Messrs. retu. UrasHey. and [?etts, for th« eon>fruelion of tlic 
 Victoria liriil^', has, we consider, he((n cnrried nnt most eredital)ly. At th«; time nf our 
 examination, nothing' renuiined to he done Init a portion of the rooH ig, a third coat of 
 paint to some of the liihes, tiic fixing of the hoods on the piers, the completion of the 
 coping on the Htone ai)proaches, ami the footway throu<;h the tubes. 
 
 ^^'e havi! tlu! honour to bo, ( 
 
 Gt'iitluiiu'ii, 
 
 ^'our obedient Scifvaids, 
 (Signe.l) GilOiail-: 15. JilU'Ci:, 
 
 n. l\ STUCKxMAN. 
 
 To George Kobert Stepliensoii, Tstj., and George P. IJiJder, Esij., 
 Executors of tiic late Kobert Stephenson. 
 
APPENDICES. 
 
% 
 
HHP 
 
 Montreal, 22ml Nov., 1859. 
 
 * 
 
 To the President and Directors of the Grand Trunk Railway Company. 
 
 Gentlemen, 
 
 In my last Annual Report I had the honor of submitting to you an 
 iicccunt of the progress made in the construction of the Victoria Bridge, from the 
 commencement to the close of season 1858. On the present occasion, instead of furnish- 
 ing a detail of what has been done during the present year, it will be shorter and more 
 informing to mention the little that still remains to do before the Bridge can be regularly 
 opened for traffic. 
 
 All the tubes except two are now finished. Of those two (Nos. 14 and 15), the 
 former I expect to be completed within three weeks, and the latt«r within ten days of the 
 present date. The connection of the permanent way, — already laid to the tenth tube 
 from either end, — will immediately follow : and I fully anticipate that the Bridge will 
 be ready for the trains and general traffic of the Railway by Monday, the 19th day of 
 
 December next, which may be considered ample time with reference to the close of the 
 navigation. 
 
 The period of my connection wit^h this great undertaking is^ thus rapidly drawing 
 
 to a close. The present will conclude at all events the series of my annual Reports ; and 
 
 I trust to be pardoned for remarking, that it is with feelings of deep emotion I find 
 
 myself subscribing it in my own name alone. 
 
 I am, 
 
 Gentlemen, 
 
 Your obedient servant, 
 
 ALEX. M. ROSS, 
 
 Engineer. 
 
T 
 
 A. ^ 
 
 GRAND TRUNK RAILWAY OF CANADA, 
 
 General Manager's Office, 
 
 Montreal, Nov. lat,iQo9. 
 T. E. BLACKWELL, Esq., 
 
 Vice-President, &c., &o., &c, "^ 
 
 Sir, — In consequence of the changes which have taken place in the management of 
 this Railway during the past twelve months, my Report on the working of the line during 
 that period must, of necessity, be of a very general character. 
 
 The total Receipts and Expenditure for the year ending June 30th, 1859, have been 
 as under : — 
 
 Receipts $2,281,320.75 
 
 Ex|iemliture, 2,079,128.29 
 
 Leaving a Net Profit of $202,192.46 
 
 A gradual reduction has been made in the working expenses, which, for year ending 
 June 30, 1858, amounted to $52 per mile per week, whilst for the year ending June 30, 
 1859, thoy amounted (uly to $45-70. 
 
 Detailed Statements eimnected with the Passenger and Goods business, showing the 
 mileage and cost of trains, and a variety of information concerning the working of the 
 line, have been prepared and printed, together with tlie usual Accounts. 
 
 Tiic only increase in the mileage oi>en for traffic since the last Report was caused by 
 tiie completion of the branch from Stratford to London (31 miles), making a total of 
 8S1 miles. 
 
 The depressed state of trade, consequent on the commercial crisis of 1857-8, together 
 with the failure in the great staple products of the country, have been so often adverted 
 to in our ordinary Traffic Reports, that it is unnecessary to dilate upon the subject: 
 suffice it to say, that, while every Railway upon this Continent has suffered in common, 
 it is satisfactory to lind that the Grand Trunk has been less seriously affijcted than 
 neighbouring lines, — the decrease on the year amounting to only 2.77 per cent, — while 
 the half year ending June 30th shows an increase of 1.74 per cent. ; and the receipts of 
 the four subsequent months, ending Oct. 29th, exceed those of the corresponding period 
 of 1858 by $81,682.89^ or 10.09 per cent, increase. 
 
 Half Year ending Dec. 1857, $1,271,361.21 ) p, ^ ,, ' 
 
 " 1858, 1,188,104.37 J Decrease, 6.55 per cent. 
 
 Half Year ending June 1853, $1,061,372.47 ), 
 
 " " " 1859, l,079,845.94i S *^^' ^-^^ P" ""**• 
 
 Whereas recently published Reports show the decrease on other leading lines to have 
 been of the most serious and alarming character. 
 
 I 
 
An analysis of our Traffic will show that there has been a dccreapc in the Local and 
 Foreign Passenger, and Local Freight business, whicu is entirely attributable to the 
 exceptional and temporary causes bofore alluded to; and the subjoined Official Statement 
 of the number of Immigrants arrived at Quebec during the last three seasons accounts 
 for the deficiency in our receipts from this sourcti : — 
 
 COUNTRIES. 
 
 England, 
 
 Ireland, 
 
 Scotland, 
 
 Continent of Europe, 
 Lower Provinces,.. . . 
 
 1857, 
 
 Cabin. 
 
 ! Sice I'- 
 ll K"-'. 
 
 Totnl. 
 
 1858. 
 
 Cnl)in. „gp_ Total. 
 
 1G47 13824 15471 
 
 1| 2015; 2010 
 
 188 3030 3218 
 
 41 11304' 11308 
 
 24 
 
 24 
 
 Total,. 
 
 1430 
 
 100 
 
 38 
 
 110 
 
 5005 
 1047 
 1380 
 3578 
 98 
 
 1840| 30257 32097. | 10901 11114 
 
 G441 
 1153 
 1424 
 3578 
 214 
 
 1859. 
 
 Cabin. 
 
 1409 
 
 4 
 
 158 
 
 05 
 
 12810 
 
 Sti'or- 
 
 3280 
 413 
 030 
 
 2G58 
 
 1G9C 0987 8083 
 
 Total. 
 
 4749 
 417 
 704 
 
 2723 
 
 Returning prosperity will undoubtedly give an impetus to emigration from Europe ta 
 Canada, and the Western States of America ; and the advantages of the St. Lawrence 
 route are now becoming so widely known, that each succeeding year may be expected to 
 increase our revenue from this description of tr llic, and for the conveyance of which the 
 Grand Trunk lir.c is so peculiarly adapted. 
 
 With reference to the division of this line into districts, I may state that it was for- 
 merly placed under six Superintendents; but the objection to such a sub-division of 
 management became so apparent that a re-arrangement was made, by which the number 
 of Superintendents was rediujcd to four, thus obtaining a greater unity of action, at a 
 less expense. 
 
 The line is, therefore, divided as follows : — 
 
 NAUR OF DISTRICT. 
 
 TBRRITOBY. 
 
 No. of 
 Milus. 
 
 NAME OF SUPERINTENDENT. 
 
 Portlaud 
 
 Portland to Island Pond 
 
 149 
 
 279 
 
 333 
 120 
 
 S T Corscr 
 
 Eastern, 
 
 Central, ..^ 
 
 •Western, 
 
 ( Montreal to Island Pond, and Rich- > 
 J mond to Quebec and St. Tbaraas,.. i 
 
 Montreal to Toronto, 
 
 Toronto to St. Mary's and London, 
 
 J. S. Martin. 
 
 S. T. Webster. 
 C. P.. Christie. 
 
 
 Total 
 
 881 
 
 
 I I 
 
 * The extension to Sarnia and Detroit will form a part of this district. 
 
 Under the supervision of theso gentlemen the service of the tr; ins has been conducted 
 in a most satisfactory manner, no serious accidents having occurred to mar the reputation 
 which the road has hitherto enjoyed for safety and regularity. 
 
 The differences in mileage caused by the opening of the various sections of the Railway 
 as they have been completed, and the consequent changes in the courses of traffic, render 
 it difficult <o form anything like a correct estimate of the value of any one district until 
 the completion of the line to Sarnia and Detroit enables the Management of the Grand 
 Trunk to retain the through Freight and Passenger business in their own hands, instead 
 of being dependent, as they have hitherto been, on other lines. 
 
 In respect to the following Statement of the earnings of the diffi?rent districts, it must 
 be borne in mind that the receipts of the Western Section have arisen from purely local 
 traffic — that is to say, from traffic augmenting from, or going to. Stations between 
 Toronto, St. Mary's, and London ; whereas each of the other districts has obtained a 
 mileage proportion of the through traffic to or from the West, and wluck has hitherto 
 
6 
 
 Icon carrieil, west of Toronto, by the Great Western Railway, or by the Northern or 
 CoUin-iwood route; but wliieh, on tlie completion of the Grand Trunk, will pass over 
 the whole length of the line, ti) and from Detroit and Sarnia : — 
 
 Average Rc.reipls per Mile per Week, in Sections, for six months ending 30th June, 1859 : 
 
 I'ortliiud District, $70.41 J 
 
 Ccntiiil " 52-40 
 
 Western " 37.53J 
 
 Eustuni " 33.G01 
 
 Total, $47,521 
 
 As regards the lloports from Mr. Pennington, the Goods Manager, and from Mr. 
 
 Ilardiiian, the Auditor and (Jonoral Ticket Agent of the Company ; on our foreign 
 
 connt'ctions; tlio nature of competition we are subject to, both by land and water ; and 
 
 v.irious otliur mutters connected with the departments over whlv.» they respectively 
 
 preside: T may say. generally, that I agree in the Statements made by tluvie gentlemen. 
 
 A gradual and steady imjirovcment lias taken place in the lumber business, which forms 
 a large item of traffic iu the Eastern Sections of this road. We have carried, in round 
 numbers, fifty million feet as against thirty-nine million feet iu the previous year, and the 
 Saw Mills are gradually coming into full operation. 
 
 Perhaps the n\ost gratifying feature in our business has been the large increase in our 
 freight traffic to and from Boston and New York, amounting, on the year, to upwards 
 of fifty per cent., and which has induced the owners of the first-class line of steamers 
 running between those ports and Portland, tn put an extra Boat on each route forthwith. 
 The proi)rietors of the Boston and Portland Steamboats, having in view the large 
 increase of business cnnseiiuent upon the completion of the Grand Trunk system, have 
 provided most extensive wharfage and storage at Boston, which, with the great additions 
 and improvements carried out under your direction at Portland, will give every aecommo- 
 daiiou that can be desired. 
 
 An arrangement has Ixjon made Avith that Comnany by which they undertake to insure 
 all goods iu transit betAveen Portland and Boston, thus obviating the only objection that 
 existed to the route and enabling cmr respective agents to give through Bills of Lading — 
 free of murine risk, — same as by llailwuy throughout. 
 
 Our relutions with all connecting lines of Railway in Canada and the United States^ 
 continue to be of a highly satisfactory nature. jMost ef the provincial lines form valuable 
 feeders to the Graiul Trunk, and since the date of the last Keportaportion of the Brock- 
 ville aiul Ottawa Railway has been opened as far as Almonte, a distance of 52 miles 
 from Brockville, with a Branch to Smiths Falls of 12 miles. This line passes through a 
 iSiie (Jouutry, and the traffic is i-upidly increasing. 
 
 With reference to our prospects of traffic, I would say, that in my opinion, the amount 
 of freight from the West, will, in seasons of ordinary agricultural prosperity, be simply 
 limited by the carrying capacity of the road — as measured by its rolling stock, — but as 
 during the season of navigation, competition will rcijuire us to carry at low rates, and as 
 the cost of sending back empty cars amounts to nearly four-fifths of that of hauling loaded 
 ones, I consider that the question of profit or loss upon this business depends entirely upon 
 the quantity of wcfjtward bound freight that we can comnmud from our Eastern termini. 
 Taking the above estimate to be c-orrect, it must Ix; evident that for the sake of secur- 
 ing back loading, wo shall be enabled to accept very low rates for train loads of heavy 
 freight, bound West, and which may be transferred from the shipping to our oars at 
 Portland, Quebec, or 3Iontroal; carried thence, without transhipment, to Sarnia and 
 distributed by Railway, or by water, as may be desirable. 
 
 The great fact, that by the Grand Trunk route, there is but one transliipment between 
 the 3Iississippi and the Atlantic, speaks for itself; and has already attracted the attention 
 of many of the large and enterprising firms established in Chicago, Milwaukee, St. Louis, 
 Cincinnati, and other great entrepots of oommeroe iu the West. 
 
f 
 
 Many of those who now import direct, instead of depending on the New York markets, 
 have already desired their European correspondents to send out their goods for the future 
 via Portland, and the Grand Trunk line, and the success that must attend these ope- 
 rations, will tend in a great degree to provide that back loading, the necessity for which I 
 have adverted to. 
 
 As an instance of the dispatcli that will be given to heavy freight by our route, I may 
 mention, that in the early part of this year, in conjunction, with the Montreal Ocean 
 Steamship Company, wo entered into a contract with the Hudson's Bay Company to 
 deliver the whole of their stores destined for Red iiivcr settlement, in twenty-eight days, 
 from Liverpool to St. Pauls, Minnesota, and this time was not only found amply suffi- 
 cient for all Contingencies, but the goods were sent through, on three different occasions 
 with such despatch and in such order, as to elicit a letter from the Secretary of the Hudson's 
 Bay Company, expressing entire satisfaction at the manner in which the service had been 
 performed. 
 
 The importance of promoting and fostering — or rather creating, this species of traffic; 
 for it amounts to this on a line of llailway so recently developed, — cannot be overrated ; 
 nnd although much will be achieved by the exertions of our Western Agents in inducing 
 importers to avail themselvos of the facilities oft'crcd by this great continuous line ; still 
 greater effects might be produced by the appointment of an active, intelligent agent in 
 Liverpool : who in addition to a general knowledge of the shipping business at that Port, 
 should possess such an intimate acfjuaintancc with the most important localities with 
 which wo have to deal — of the diflferent channels of traffic — and of the ever varying 
 circumstances by which our rates are affected, as would enable him to act with that 
 decision which his position would demand ; for ship loads of freight cannot be detained 
 while a reference is made to Canada ! It is needless to observe that such an agent should 
 possess the entire ronfulcncc of the Managers of the traffic in this Country. 
 
 The importance of a connection with the water at Toronto, at Montreal, and at 
 Prescott, has been so forcibly brought before you, tluit I feel it quite unnecessary to 
 enlarge upon this subject. 
 
 The construction of the branch line into Kingston will very much facilitate our inter- 
 course with New York, via the Borne and Watortown Railway, and I have now advice of 
 500 tons of freight under way, which is an earnest of what may be expected. 
 
 I am happy to say that our Stock of Passenger and Freight Cars is in a very efficient 
 state. The new Sleeping Cars attached to the night trains between Montreal and 
 Toronto, have given great satisfaction to the travelling public, and have tended to increa.se 
 our receipts. 
 
 I should be guilty of a great omission if I neglected to call your attention to the advan- 
 tages derived from our connection with the Montreal Atlantic Steamers, which in reality 
 form an Ocean Ferry, and run with as much regularity as if they plied on ;he St. 
 Lawrence. The owners of this line arc now organising an extensive system of passenger 
 agencies throughout the United States. The superiority of their Steamers has become so 
 apparent, that they have been appointed to carry mails permanently by the Government 
 of the United States. The first of these mails from the west, will leave Chicago on 
 Thursday the 24:th inst., and will be delivered, on board the Steamer at Portland, by 
 the Grand Trunk at 200 P.M., on Saturday the 2Gth, and will, in all probability, reach 
 Liverpool on the 6th of December. '1 his fact is conclusive as to the superiority of our 
 road over all other routes between the Atlantic and the Western States. 
 
 With reference to the working expenses of this Railway, it has been stated in former 
 reports, that taking £10 stg. per mile per week, as the cost at which the line could be worked 
 in an efficient manner, a much larger amount could be earned — did the traffic exist — 
 without any material increase of expenditure. That this was correct as regarded our 
 passenger traffic was evident, as provided we had the requisite population to W(jrk upon, 
 no alteration in the number, or cost of those trains which the ordinary traffic of the line 
 requires to be run, would be needed to increase the receipts from this source, fifty per 
 oeat. ; but aa this was uot so clear^ as regarded our freight business, I am glad to find that 
 
e 
 
 whereas five-sixths of the increase of 081,682; which has taken place incur rccoiptfi 
 during the past four montlis, have been derived from freight, no increase whatever has 
 taken place ii the expenditure connected with that traffic, which comes under the control 
 of the Genera) Manager, and I am informed by the Locomotive Superintendent that the 
 only additional expense incurred in his department by this extra traffic has been less than 
 20 per cent, of the increase. 
 
 In concluding the Ileport I cannot refrain from bringing under your notice the very 
 exemplary conduct of the large body of men employed in this Department. The necessity 
 for carrying out strict economy as far as compatible with the safety of the public, and 
 the great interests at stake, has required a constant and close supervision of expenditure 
 on the part of the Manager, and the performance of various duties by the employ«58 ; but 
 I am proud to be able to state, that good discipline, the very best spirit, and a general 
 desire to serve their employers to the best of their ability — pervades this — as I believe it 
 does every other Department in the Company's service. 
 
 I may add that the appointnicnts of the Agents for the Stations in the new sections of 
 the line, and, as a general rule, all other appointments, consequent upon the extensions 
 of the road, are made by the promotion of deserving persons hitherto employed in lower 
 grades of the service. 
 
 I have the honor to be, Sir, 
 
 Your most obedient servant, 
 
 H. BAILEY; 
 Asst. General Manager. 
 
 B. 
 
 
 Montreal, Nov. Ist, 1859. 
 
 Goods Manager's Office. 
 
 Sir, — In reference to your request that I should prepare a statement of my views on 
 the prosjiccts of the Grand Trunk Kailway with reference to the Department placed 
 under my charge, and also on the several poi'its enumerated by you, I beg to report v» 
 follows : Firstly, 
 
 BOSTON FREIGHT BUSINESS. 
 
 In the first prospectus of the Grand Trunk Railway, Boston was not alluded to as likely 
 to add to the traffic of the Line, it was then supposed that the Railways running North 
 and West out of Boston, were too direct to admit of any competition from the Grand 
 Trunk, the latter being a much longer route; but in the fall of 185.S, a commencement 
 was made by entering into an arrangement with the Portland and Boston Steam Packet 
 Oouipuny, thus forming a new carrying route to Montreal, this has resulted in a continued 
 increase of Traffic from year to year, to and from Boston, Montreal and Toronto. 
 
 The weight carried during the last 12 months was 1G,4()7 Tons, and the Grand Trunk 
 Proportion of Freight, 96,018 dollars, owing to the great competition by other Roads, 
 the rates are necessarily very low, particularly for Toronto and west of that point as will 
 be seen from the following average of rates, viz : — 
 
 Average Distance. Thro' Rate. 
 
 316 mi' es between Boston and Quebec, $7-40 
 
 292 " " " Montreal 630 
 
 460 " " " Stations between Montreal 
 
 and Toronto, 9-88 
 
 625 " " " Toronto, 748 
 
 G. 
 
 
 Rate 
 
 T. prop'n. 
 of same. 
 $5-92 
 4-72J 
 
 per ton 
 per mile. 
 
 $0-1t% 
 
 8-47 
 0-41 
 
 o-iiVff 
 o-Wtf 
 

 Tho Toronto rate includes all the low freighted produce from Chicago, via Collingwood, 
 which only gave tho Grand Trunk Railway a fraction above one cent per ton, i)er mile. 
 I may, however, observe that the rates this year have been more than usually low in 
 consequence of tho small quantity of goods to carry compared with former years, and the 
 establishment of new routes (particularly that via CoUingwood, with which the Grand 
 Trunk Railway has been connected at Toronto) has led to very great competition with 
 the old established route vw Ogdensburg and Propellers to Chicago, but it is satisfactory 
 to know that the Grand Trunk has been the most successful route of the season. 
 
 A favorable arrangement may doubtless be made by which much of this severe compe- 
 tition may be done away with aiul better rates maintained for the future. Then again, 
 the Grand Trunk Railway becoming one continuous line to Detroit, will have tlie advantage 
 over all other lines, lioston and its vicinity require one million barrels of Flour per 
 annum for home consumption, independent of Foreign Shipments, all of which comes 
 from the Western States and Canada. Immense (luantitics of Dry Goods, Groceries and 
 Hardware are sent from Roston to the Western States. In prosperous years the Ver- 
 mont Central and Ogdensburg Lines have carried 20,000 tons over their Roads and 
 Shipped them by Lake Steamers during six months of open navigation. New trade 
 between the various towns on the Line of the Grand Trunk Railway and Boston is 
 continually springing up, consisting of Flour, Barley, Oats, Peas, Gra.ss Seed, Potatoes, 
 Butter, Cattle, Hogs, Hay, &c., while Boston merchants, in return, are supplying these 
 places with Groceries, Hardware and general merchandise instead of New York. 
 
 The Boats take in Freight at Boston up to seven o'clock in the evening, and land it 
 at Portland early on the following morning, this service is therefore performed with 
 much despatch and regularity, and at the cheapest possible rate. 
 
 A large quantity of Cattle are now collected from diflFerent points of the Grand Trunk 
 Railway, and sent via Rail from Portland to Boston, for which, as well as for passengers, 
 satisfactory arrangements have been made with the Boston and Portland Railway Com- 
 panies, and consequently both descriptions of traffic must be much increased on the 
 opening through to Detroit. 
 
 PORTLAND. 
 
 The superior Harbour and splendid Wharf accommodation at Portland, must ultimately 
 make it a place of great importance for the Grand Trunk Railway, although time will be 
 required to establish it as a Port for the shipment of cereals from the west, considering 
 the close proximity of its two great rivals New York and Boston, still for West India 
 Trade it has become an important Port, weight of Sugar and Molasses imported in 1857, 
 was 2 ( ,000 tons, and as the Vessels connected with this trade generally load back with 
 lumber, they greatly add to the traffic of the Grand Trunk Railway. 
 
 The Montreal Ocean Line of Steamers running to Portland during winter attracts 
 attention to the many advantages of this city as a l*ort, and will tend to the establishment 
 of a trade by Sailing Vessels between Europe and Portland. A line of Steamers is much 
 wanted between Portland and St. John, New Brunswick, and Halifax, Nova Scotia. 
 At present the service is only i)artialiy peri'ormed by a Line from Boston to St. John, 
 calling at Portland, as tho Steamers are generally so full of Freight that they cannot 
 take any from that port. 
 
 Statement of Tonnage by Grand Trunk Railway at Portland, 1858 : — 
 
 Tons. - 
 
 General Merchandise Forwarded, 60,980 
 
 Do. do. Received, .• 44,«38 
 
 Lumber, Firewood, Railway Ties, &c., 57,932 
 
 Total 103,559 
 
 In 1857 the Tonnage of Vessels belonging to Portland and District, was 145,242 tons, 
 being the ninth in importance in the United States. 
 
10 
 
 NEW YORK. 
 
 This City is too far from Portland to aJmit o( tho Oraiul Trunk Railway brinjjing 
 Freight from west of Montreal, but to the latter i)Iaco and Quebec, a considerable Freight 
 busincHs has been done for several years by ii weekly Hteanier belonging to Cromwell & 
 Co., which runs between New York and rortlaiid. In winter ii great portion of tho 
 heavy Groceries for Montreal and Quebec conies by this route, and Messrs. Cromwell & 
 Co. have advertised that they are about to run two Hoats and thus form a semi-weekly line 
 between Portland and New York, this which materially add to the traffic during the coming 
 winter. 
 
 The weight from Now York to Montreal and Quebec, from 1st January to 3l8t 
 December, ISoS, was 2;.i^)'Z Tons 
 
 (irand Trunk Proportion 11,51)5 Uollai-w, 
 
 and from Ist January to IJOth September, 185!), 2,710 Tons 
 
 Grand Trunk Proportion 11,923 DollarsH, 
 
 which is of course iiulependent of a large traffic for local points on the Montreal, Island 
 Pond and Portland Sections. 
 
 A business is springing up from New York vln Cape Vincent, in connection with the 
 Watertown and llom(! Kailway, for the ditl'erent Stations betweeu Kingston, Toronto and 
 Loudon, this will siiortly increase owing to the better facilities which will be afforded by 
 the branch line now open to Kingston wharves. 
 
 COMPKTITION. 
 
 There is probably no undertaking in the world which is assailed by .so niucli competi- 
 tion as that of the Graud Trunk llaihvay, running i'S it does along tho banks of a magni- 
 ficent River and Lake navigation for a distance ol 500 miles, and a parallel Railway of 
 230 miles, with 1,000 miles of other Railways tap|)ing the chantry through which the 
 Grand Trunk passes at Montreal, Ogdensbnrg, Cape Vincent, and Toronto, and running 
 thence to the Sea Ports of New York and Boston. 
 
 Tiie Hiver and Lake Carriers are the most powerful opponents. Between Toronto and 
 3Iontrcal, they have 22 Steamers capable of carrying both ways above 10,000 tons of 
 Freight per week, and this independent of numerous Schooners carrying grain and other 
 heavy luerehandise. 
 
 During Sununer they have been taking Flour from Hamilton and Toronto to INIontrcal 
 for 15 cents per barrel, say 8150 per ton, or less than half a cent per ton, per mile, and 
 to Quebec at 25 cents per barrel, also general merchandise from Montreal to Toronto at 
 from S20(» to $300 per ton. 
 
 The lowest rate during the same period via Grand Trunk, between Toronto and Mon- 
 treal, was 25 cents per barrel for Flour, and ^3*50 per ton for general goods. 
 
 The most severe competition is between 3Iontreal and Quebec, tho navigation being 
 free and uninterrupted by Locks, it is a ([ucstion whether we can successfully compete 
 for tlic heavy traffic between the two Cities, as it is conveyed in Barges and Tug Steamers 
 at about one dollar per ton, distance 180 miles. 
 
 For Western Trade we stand in a better position as we can forward it direct via 
 Victoria Bridge, without the extra expense hitherto attending it in Montreal, and being 
 back loading it may be done at rates that will give a moderate profit. 
 
 From those statements it will be observed that the rates of Freight in Canada and tho 
 United States are extremely low, and such as are unknown in England, where one half 
 penny (one cent) per ton, per mile, for Coal in full train loads, exclusive of use of waggons, 
 loading or unloading is oonsiderod an extremely low rate, and Pig Iron, Iron Stone, Potter's 
 Clay, Flints, Stone, &c., is never charged less than one penny per ton, per mile, while 
 general merchandise is rarely taken over Io)i(j lengths of line for less than three half 
 pence (3 cents) per ton, per mile. 
 
11 
 
 VICTOUIA B11ID(JE. 
 
 Altluiusli much has boon dono to moot tho ilifficultics urisiiif^ from the want of a Bridf^o at 
 3I(Hitroiil, by uHinfr Stoani Ferry Bouts and Bur;<o.>) in Sunnnor, and u hu>;e number of teams 
 to draw freii^bt across the Ico in winter, still tliese means were very limited and not 
 adapted to larRO business, they were also attended with j:;reat risk and expense, and 
 caused much delay to ^oods, as in the Full and Spriii}^ of each year while the ico was 
 takin;^ and breakini^ up, the river was inipi'ssable often from three to five weeks at a time, 
 and all connection between the east and west lines entirely suspended, which j)ut a complete 
 check upon all trade and at a time when it is usually most brisk. The completiim of tho 
 Victoria Ilridj^o will at owv, remedy these evils, and althiiui,di it may not inunediately affect 
 tho traffic as we could wish (time being roipiirod to establish the route), still a larj^o 
 increase to our traflio must take place, and it is ((uito certain that without the Bridfio tho 
 Grand Trunk Railway ooiild never have any chance of ')cinj^ a successful undertakinj^. 
 Under the best re^^ulation of our Ferry, the Bridue will affect a saving of 24 hours in 
 time over that aystem, and by the facilities it will give towards an interchange of cars, &c. 
 &(• , a much greater amount of business may be done with the same (juantity of Kolling 
 Stock. (Ireat advantages may be expectedfrom the intenihango of lieavy freight between 
 tho oast and west lines, as ( Jrain in bulk, Lumber, Tind)er, Cattle, Bark, iiime. Salt, Slate, 
 Stone, Firewood and Pig Iron, all of which will not bear handling or expense of carting or 
 Ferriage. IMie fact of our Iteing able to Transport fioods from the Atlantic to tlio 
 Mississippi (1400 miles) with but one tran.shipincnt, and the saving of time, of at least five 
 days, overall ot!,er Lines, must ultimately make the (Jrand Trunk Bailway the great 
 carrying route between- the Western and New-EnglaiulStates. 
 
 The completion of the liridge will effect a considerable saving in the working expenses 
 at Montreal, as up to the present time, three I'^reiglit Kstablishments have been retiuirod, 
 but the whole business being brought together, and an expensive Ferry dono away witli, 
 the saving cannot bo loss in these respects, than dL'11,000 stg. per annum independent 
 of tho saving which will bo efl'ectod by discontinuing tho Locomotive Establishment at 
 Longueuil. 
 
 WESTERN STATES. 
 
 With a view to shew tho Vast Extent of the Trade in the Western States of the Union, 
 I have selected from the Yearly Trade Reports of three of tho principal Cities a few of 
 tho Statistics of Cereals and other productions received at each place in one year a fair 
 portion of the traffic from those Cities, as far as concerns the New England States and 
 shipment to Europe, may bo oxpootod to pass over tho Grand Trunk Railway in future. 
 
 ST. LOUIS— 1P53. 
 
 Receipts of flour 70.5, ,'jl6 Barrels. 
 
 ilnniifactured ia St. Louis 81!»,814 " 
 
 Total 1,525,330 " 
 
 ■„..,,. •? inn AQ( I!. 1 „i < Includes above flour reduced 
 
 Receipts of wiieat 7,409,08-l iJaslicls < . » 1 >.it 
 
 " <' corn 8(jO,04G " 
 
 «' " oals 1,090,028 " 
 
 " " barley 291,046 " 
 
 " -'rye 40,900 " 
 
 Total 10,300,704 " 
 
 Receipts of Pork 120,950 Barrels. 
 
 " " do 9,354 Hogsheads, Tierces, &c. 
 
 «< " do 558,921 Pieces 
 
 " " do 705 Tons. 
 
 « " Bacon 32,713 Packages. 
 
 '< " do 36,717 Pieces. 
 
 " "Lard 78,247 Packages. 
 
 '• "Sugar 45,000 Tons. 
 
i C: 
 
 12 
 
 Receipts of Mnlasici 4l,30n Hnrrrlfi. 
 
 " " •'" a,208 IIokhIicikIh. 
 
 " "Tobacco C,4(t(l lli.r-lii.ndH. 
 
 " " «''> U.r.DO Itoxisuud I'llckllKCS. 
 
 " " ll'''"'l' 81,120 llalea. 
 
 " " ('(iltiiii (iiiiiiianiiCiicturi'd). W,T^:> iliilcj. 
 
 " " Hopo (iO,;i'.M ("oilM. 
 
 " "Lead lO.O'JS Toiig. 
 
 CHICAGO— 1858. 
 
 Rocclpts offinur 52l,!)13 Ilarrcla. 
 
 Muuiilucturcd ill Chicago M(i,4(i;t " 
 
 Total (;(ir.,:(i8 <• 
 
 Receipts of Wheat '0,ti21 302 Diishols $ I"*='"'li"K above Jlour re- 
 
 ,, ,, ,, ' ( Jiiced to wheat 
 
 " < orii 8,2(i0,():!;i " 
 
 " " Oats 2,2!tn,:i22 " 
 
 " " Unrley 411,421 " 
 
 " " Ryo 70,031 " 
 
 Total 21,t;.'i8,109 '< 
 
 Receipts of Cattle 118,151 Head 
 
 out of which 43,149 were shipped by Rail, 
 
 ,,._,. •""* 45,504 were paclicd ill shape of Salt Beef. 
 
 SliV.-f ,^'*^r"^r.n' "' ''""'\'' ",^ ''^iV 'f'^ ^^°S "'*' •■'="'1"'' «f J^'^o "'"l Dressed Hoga were 
 j!I4,22j ot which y!),2(j2 were paclted as I'orit, 
 
 and 88,540 were shipped by Rail. 
 The total receipts of Hogs for the year 1858, were Live 424,112 
 
 Dressed 105,987 
 
 .i.i.,„ 111,-./. , Total 530,099 out of which 176.368, were 
 
 shipped by Rail, (tl«s statement of packing for Fall of 1858 not completed at time.) ' 
 
 Receipts of Pork 20,570 Harrels. 
 
 'Provisions 4,000 Tons. 
 
 S'.gar 10,000 Tons. 
 
 ' Molasses i , 700 Barrels. 
 
 »""" 1,500 Tons. 
 
 Tobacco 2,000 Tons. 
 
 '/«'"» 4,3J5 Tons. 
 
 " Lumber and Timber of > „ 
 " " all kinds J 273,020,500 Feet Board measure. 
 
 CINCINNATI— 1858. 
 Receipts of Flour O.^.^.y 18 Barrels. 
 
 Receipts oMVhcat 4,278 137 Bushels J '"dueling above Flour re- 
 
 « 11 n„.„ ' < duccd to VVlieat. 
 
 Oits 598,950 " 
 
 " "Corn 1,090,23(! " 
 
 " " Barley 400,9i;7 '< 
 
 " "Rye 04;385 " 
 
 Total 0,432,075 " 
 
 Total Hogs Packed in the City 440 677 
 
 which with Pork received gave a total weight of 00 112 Tons 
 
 j„ m'-'' ""^^f^*^'"'! in Cincinnati, Indianapolis, Louisville, Lexington, and surroundinir Towns 
 ui Ohio, Kentucky and Indiana, were 1,381,253.) « •urrounuing xowns 
 
J3 
 
 nccoiptsofSiijfnr 37,000 Tons. 
 
 " " MoIhshcs 72,3ti!> Uarrola. 
 
 " ;; """•"^ -AXIO Toni. 
 
 " Chei-io 10f>,r.7H Hoxcfi. 
 
 "Tobacco 4,.»7(J IIof?8liend«. 
 
 , „„ •'•• 3H,:)4H HojK-8, KcgH and Hales. 
 
 V, hiskey 411 ,21)9 lUm-ls. 
 
 " "Alcohol r.9,071 Ha-rels, 
 
 Total value of princlpiil linportu Cor the yi-ar $74 .11R 71B 
 
 " " " " Kxports " " » ; '.'.■.■.'...■. 47|407;ob5 
 
 I am, Sir, 
 
 Yours', obediently, 
 
 M. Pb.nninoton, 
 ToT.B.Hlnckwoll,E«q., Good. Manager. 
 
 Vicc-l'rcsidunI, Ac, Grand Trunk Railway. 
 
 C. 
 REPORT 
 
 OX COMPETITION FOR PASSENGER TRAFFIC UETWEEN THE GRAND TRUNK 
 RAILWAY, STEAMBOATS UN LAKE ONTARIO, RIVER ST. LAWRENCE, AND 
 RIVAL RAILWAYS. 
 
 Montreal, Nov. 1st '859. 
 
 A.uxT Office. 
 
 .Sir, — In reply to your request that I should .state to you my vicw,s on the compe- 
 tition for raH.scn^er Traffic between tlie Grand Trunk llailway and the Steamboats 
 on Lake Ontario and the Jliver St. liawrence, and rival Itailway.s, I beg to report that 
 thc_ water competition by steamboats on Lake Ontario and Iliver St. Lawrence, lor 
 busincs.s travel during the season of navigation, is yearly growing les.s formidable, owing 
 doubtless, in a great measure, to tiie completeness of our train accommodation to meet the 
 requirements of the travelling community, and the adoption of moderate fares, coupled 
 with the energy of our agents in procuring traffic, and a more intimate acquaintance with 
 the tactics of our rivals. 
 
 It may also bo remarked that the business men of this country long accustomed to 
 travel by steamboats (before the introduction of railways), are gradually from experience 
 becoming alive, to the value of (juick locomotion and regularity of our trains, and these 
 advantages will ahso force tl emselves upon those, who still patronize the boats in summer, 
 (but who are obliged to use the rail in winter,) and in the end tend to a more general 
 divcrson in our favour. Indeed to my mind, the time is not far distant when business 
 passenger-travel by Lake and Iliver will cease altogether, except from those places convenient 
 to steamboat landings, and far remote from railway stations, and immediately so desirable a 
 result takes place, we may expect a considerably increased revenue, not only by the 
 adoption of more remunerative rates, but also from the large addition of traffic which 
 must naturally follow. 
 
 Our efforts against steamboat-opposition at Quebec, for the conveyance of passengers 
 arriving by ocean steamers during the present season, have been crowned with unprece- 
 dented succesa, nearly nine tenths of the whole number landed, having travelled by 
 Kailway. 
 
r 
 
 1* 
 
 Tlio iiimii).'rii(5on by tin- Pr Tjiiwroncf, nml QiioW to rnnnrli, nnd the T^iltod StntCH, 
 for tlio piiNt HciiHoii, kIicwh II fimsitloraltli' (l(•(•rt•ll^<o iih coiiiiniii'd with tlitit of last your, 
 altlion^'li till! iiiifiiiL'rntii)n of tin- liiltrr wim mm iiiiiHi iin nixty two jht n-nt, Im'Idw tlmt of 
 1857, conHtM|iiintlv our rccciptf* tVoin tliiw Miimv liuvu riilltn olf in ii corr('!«|M)n(lin^ 
 iiiiiiiiicr; but hlioiild u rc'iiolioii tiikf iiliirc, wliicli wo an' wiirrantcd in (>x|Mrtiii^r t'rniii 
 till' iiniirovod Mtato of trade, nn<l tins late almiidaiit luirvcHt, u largo iiioroami will be tlic 
 result. 
 
 During; tlio iiionth» of July and Au^UHt, tlie bulk of the Aineriran |tIeaM)ire-t ravel from 
 Ninpini Falls, will eontinnc as heretofore to find its way by water, thn)ii}.'li the wide 
 Horead fame of the uiiparalelled attractions of the St. liawreiice : but ! am of opinion, 
 that this business, now only in part a source of rovcnuo to the lOaslern Seetion of our 
 line, can be larp-ly increased, by adverti>in;r iu New York, Hoston. I'hiladelpiiia and 
 Washington ii more conipK'te system of Kxeurwion Tickets, rut river and rail, throu;.di 
 Canada. 
 
 Our jileasure travel to the seaside and otiier ])laeeH of attraelion rontinu«)\i to the line. 
 is stea(lily improving:, and will by (•ontinued attention to its proper develoixMnent, Ik- 
 productive ol' considerable inen'ase. 
 
 Th(! position of our line in its etlorts to build up Western travel through Canada, from 
 the states tif .Maine and .Mas.sachnsetts, in oppo^<ition to numerous and powerful Itailway 
 Competitors, is most satisfactory, and from those points from which our road otters e(|ual 
 facilities with our rivals, a larirer proportion may be expecteil, as the roiitt- ))eeomes In-tter 
 known. Ity means of the <:ood undiM'staiidin^ that now prevails, and iias for some time 
 been cultivated between this Company and the Northern and Vermont Central lines, nearly 
 the whole of the passenj^er business arising in tiic localitit'S of these roads, and destiiu-d 
 for the West, has found its way by (>phmsburj;h and I'rescott. 
 
 The openinj; of \]w extension to Oetroit, with suitable traffic and runninjj arranfjc- 
 inonts entered into between this line and the Western and Southern roads from that 
 point, and Hoston and Maine, Northern and Vermcuit Central Kailways in the Kast, will 
 jrive increased facilities in operatinj^ our tbrouj;h business and remove obstructions that 
 now exist, and to a certain extent have prevented ii more full and profitable development 
 of our throufrh passenjicr traffic. 
 
 In conclusion I be;; to remark that owin^ to tlic largo decrease in the pnssenf^r traffic 
 for the past twelve months, caused by the depressed state of trade during that period, no 
 correct estimate can bo formed of tho resultH of competition except from those {)uintn 
 where tho efi'ects have been strikingly apparent, as shewn iu this report, 
 
 I urn, Sir, 
 
 Yours very faithfully, 
 
 J. IIakoman. 
 
 Thos. E. Blackwcll, Esq., 
 
 Montreal. 
 
M 
 
 D. 
 
 I 
 
 LoNorKiriT,, 21st Poptotubcr, IftflO. 
 
 Mt "Dr.Ah Rin, — Tn nprordanpo with yonr wiwh oxproMMcd nt tlio ronftTcnco on 
 Viiduy lii.Hf, I lic^' to wild yi>ii tin- rdllnwiiij,' rfinarkN ri-liUive to tlio Muhjoctf uimiii which 
 you r('i|nfwt('d a Ht-port. 
 
 The first oCtlifHc rt'liitod to cliiiniM for liind nnd wiitrr dninrfros. y\y inodr of dcjilinjr 
 with tlu'sc hiiM idwiiys Ih'cii, tirnt, to mako ii rarcful iiivoHtifjiition of (ho course of com- 
 plaint, and then act upon *\w rcMiilf at once cither in one way or the otlicr. 
 
 If the danuip- in appi cut and really caused hy the railway, wliieli can always ho 
 readily ascertained, then Miy ilelay in removing,' it is useless, and would prol)al»ly only 
 involve th(! Coinfiany in useless cximmisc, hesides inflictin;^ upon the landowner an 
 unnecessary continuance of the grievance. Should, however, (and which my experience 
 has shewn to he the case three times out of four.) the claim he made for the sole appar- 
 ent purpose of extorting money from the Company, I at f)nce notify the party of my 
 refusal to entertain it, at the same time, giving him my own opinion of his oliject. This 
 frc(juently ends in a suit hcing hrought; hut again, the matter as often dies away; and 
 I would refer yi>u to Ccmipany's Solicitor for a statenu'ut as to the almost constimt 
 BUccesH of the Company in any such claims they have contested. 
 
 I would here rennirk that Just claims for daiinges of this nature on the St. Thomas' 
 Line have hecn much more frcfjuent, owing to a proper insjiection of its drainage, ttc, 
 not having been nuule by ii competent jKirson, previous to its being taken off the hands 
 of the Contractors. 
 
 The second subject on tho list, is, as regards the manner in which the maintenance 
 should bo carried out. My own opinion with respect to this, is, that the Company 
 should do it themselves, instead of givini,- it out by Contract, and for the following 
 reasons. 
 
 In the first place, I, as being the party held responsible for tlie safety of my District, 
 and its careful tendance in all respects, would very much prefer having the acting men 
 my own than u Contractor's. I do not find that puttina; ii clause into tho Contract!! 
 empowering me to compel tho Contractors to dismiss a man who docs not give me satis- 
 faction, nt all confers upon nie either tho extent or the kind of controul I should wish to 
 possess over the men who really do the work, and who now have to carry out my instruc- 
 tions through the Contractor as n mouthpiece. I should prefer dealing with tlieui 
 directly, nnd alone liavc the power of selecting nnd appointing them, believing that then 
 I should possess far wider scope than at present for consulting to their fullest extent the 
 Company's best interests. 
 
 Tn the second place, by tho almost total abolition of " extra work," nnd with the 
 certainty I feel at being able to have at least nine-tenths of what is now called such, done 
 by tho regular hands themselves, I believe that I would not only save to the Company 
 the profit made by Contractors on their price per milo for maintenance, but nearly tho 
 whole of these extras also, an item which, under the present arrangement, lias been found 
 upon nearly every distriot to materially exceed the whole amount embodied in the Con- 
 tract. 
 
 Such arc my chief reasons for [believing that the Maintenance of Way wovdd bo more 
 advantageously managed directly by the Company than by Contract. 
 
 With respect to payment of the men, I see no reason why any addition should be 
 made to the staff now employed on this District for the purpose, unless an assistant for 
 the line east of Richmond. I think that previous to the letting of the nUaintenanoe of 
 way, Mr. Davidsoa did everything'^himaelf on the Montreal and Island Pond District, 
 asid I look upon him as the penon best oakulated to express an opiftion. I would bef 
 therefore to refer you to him. 
 
16 
 
 Another question arose as to the propriety or otherwise of allowing the men extra pay 
 for extra duties. My opinion as rcRurda this is, that such should^ not be granted unless 
 in exceptional cases, to be judged of by the Engineer of the District. 
 
 I think that all men permanently cmi<loycd should in this respect be put upon the 
 same footing as the officers of the Compi'ny, and take their chance of having at times to 
 work extra hours without any addition il remuneration for doing so. Unless, as I I.avo 
 already observed, tho work should be of such a nature at to .justify an additional allow- 
 ance in tho eyes of the Engineer, who could then return it with explanations. 
 
 This node of payment was always acted upon both on this and the Portland Districts 
 previous to the contracts being entered into, and was found to work well. I should fear 
 the othc.-s occasionally leading to dispute and dissatisfaction among the men as regarded 
 the amdunt of extra time returned for them. 
 
 With respect to " Special Constables," I think it would be of great service to have the 
 foreman of each gang made one. I believe that if this wore so, so many cases of cattle 
 getting killed would bo avoided, as I have known fro(|iient instances of animals being 
 purposely turned in to graze on the railway ground by their owners. Trespasses of other 
 kinds also, which are now committed with impunity, would be materially decreased, by 
 its becoming publicly known that each ganger could act as a policeman. 
 
 This subject is the last on my list upon which you requested an expression of opinion. 
 
 I am, my dear Sir, 
 
 Very truly yours, 
 
 D. Stauk. 
 
 Grand Trunk Railway, 
 
 Eastern Division, 
 
 LoNouEuiL, 19th Oct., 1859. 
 
 My Dear Sir, — In (iompliancc with your desire, I beg leave to submit for your con- 
 sideration tlic mode in which I should arrange the management of this division, in the 
 event of its being withdrawn from the hands of the contractors. 
 
 In the first place as regards the Montreal and Island Pond District. 
 
 I would divide this into two sections for Iimpectors, whose duty it would be to exercise 
 a supervision over the lloadmastcra, and their gangs, with respect to the due attention to be 
 devoted to the proper repairs of tracks, fencing, farm crossings, &c., and at the same time 
 be the immediate inquirers into and reporters to myself upon any claims for damage by 
 landowners, whether from drainage, cattle getting killed, or any other cause 
 
 These Sections would extend, one from Montreal to Richmond, 73 miles, and the 
 other from Richrai>nd to Island Pond, 72 miles. Under these I should place three 
 Roadmasters, to reside iu such localities as would enable them to visit and inspect the 
 operations of each gang on their respective lengths at least three times a week, by traver- 
 sing the line either on foot or by hand-car (not by train). The termini of these lengths 
 I would appropriate as follows : 
 
 The first from St. Lambert to Acton, 49 miles. 
 The section from Acton to Sherbrooke, 47 miles. 
 The third from Sherbrooke to Island Pond, 47 miles. 
 
 The extent of line to be maintained by the foreman of a gang, I should vary from 
 5 to 6 miles in length, depending upon the peculiar character of the portion of the road 
 on which he might happen to be placed, but I would never exceed the latter distance. 
 
 As a general rule, I consider that a man to a mile and a quarter will give the force 
 it will be necessary to employ to efficiently maintain the line ; although on some parts 
 of it, and at certain seasons of the year, a man to a mile and a half may be found 
 sufficient. 
 
17 
 
 With respect to tlic Pi)rtliiml District tlio saiiio uxuiibor of Hubilivi.sionH can he iiiatlo : 
 tlic Iiisjiectors takiu;i'. one from Island I'oiitl to JJctlul, 7'J miles ; the otlier I'rom lietliel 
 to Porthmd, 70 miles ; with three Itoaclmasters under them, viz. : 
 
 One from Island Pond to Berlin Falls, 51 miles. 
 Anotlier from Herlin Falls to Simth Paris, ")() miles. 
 The tliird from .Soutli J^iris to I'ortlind, 48 miles. 
 
 On the Quebec and Richmond Line I would place two lloadmasters, one from Kieli- 
 mond to Somerset, 47 miles, and tlie other from Somerset to Point Jicvi, 4!) miles. The 
 duty of inniicdiato Inspector over them I should give to JMr. Edward Lawson. my 
 assistant, who resides at Uiehmond, and who, I am of opinion, could easily undertake 
 tliis, in addition to any other assistance the occurrence of circumstances of an unusual 
 nature, whether upon this or the Montreal and Island Pond District, may cause me to 
 require from liim. 
 
 From Ohaudiere Junction to Kiviere du Loup, I should consider for this winter one 
 Roadmaster sufficient ; that is, on the supposition that trains Avill not run beyond Riviere 
 Ouelle. To undertake the management of the whole of this district, with confidence in 
 being enabled to do so in a satisfactory manner, it will be necessary that I slumld havi> 
 another assistant, (an engineer.) who would reside constantly upon it, and send me 
 weekly (or more fre(|ucntly if necessary) reports upon all that transpires. As regards 
 personal inspection of the line, I look to being able to make this niojith/j/. 
 
 I beg to subjoin a list of the salaries I think should be paid to the men comprised in 
 the ubovc. 
 
 Assistants, say $1,000.00 per annum. 
 
 Inspectors, 70.00 per month. 
 
 Roadmastors, 2.00 per day. 
 
 foremen of Gangs, 1 .25 to 1 .50 per day. 
 
 Laborers, .1)0 per day. 
 
 Each Inspector should sign and return to me at tlic end of every month the pay-roll of 
 hands employed upou his section. 
 
 Two Inspectors for Bridges and Carpentry, in addition to those already mentioned, 
 arc also I think necessary, one upou the Montreal and Island Pond, and the other on 
 the Portland District, and these complete the list of all the hands I consider re(iuisite 
 for securing the safe and satisfactory maintenance of this division in all respects, 
 
 I am, my dear Sir, 
 
 Yours very truly, 
 
 D. St.\rk. 
 T. E. Blackwell, Esq., 
 
 Managing Director. 
 
 LoNGUEUiL, 29 Oct. 1850. 
 My Dear Sir, 
 
 According to your recjuest I beg to submit the following report upon the state of 
 the line under my charge, with what I consider should be the amount of work done and 
 materials provided to insure its security and efl&ciency for the ensuing year — keeping in 
 view the increased amount of heavy traffic over it, which it is expected the completion of 
 the Victoria Bridge will create. 
 
 FIRST AS REGARDS SLEEPERS. 
 
 A sufficient number of these have been supplied by the contractors for maintenance 
 daring the past year to render the line safe for the coming winter, but there are still a 
 
 B 
 
18 
 
 lart^c TiUiubcr of old ones in the track, ami I estimate tliat not less than 150,000 should be 
 "ot out and dclivcroil previous to the month of ^lay next, for the districts between this 
 and Portland and about 20,000 for tiiose cast of llichuiond. 
 
 CHAIRS AND SPIKES. 
 
 As regards the first of these about 10,000 ^vil•l bo required between now and tlio Ist. 
 of Dofcnibcr 18G0 to reitlace the short boiler-plate ones furnished some years aj,'o. These 
 are found to l)0 altogetlier too slif-ht, and i-.re quite iiiadecpiate to withstand the wear and 
 tear of tlie heavy traffic now carried on. The iron of which tliey are manufactured is not 
 of sufficient thickness, and the shortness of the lips (little more than three inches lonjn) 
 renders them, esjKJcially on heavy .gradients almost useless as a clasp to the rail, thereby 
 eausim; them to demand, an extra amount of su|iervision and labour to keep the track 
 secure, and also to conduce by their want of solidity, to the comparatively speedy wcarinj^ 
 out of the iron at the joints. The lonii; double lipped chair now beuig provid<2d 
 similar to those formerly made at the Glendon works in Boston, is found to be decidedly 
 the best and most economical pattern. 
 
 With respect to spikes, the line is at present well stocked, and I have taken care that 
 all found wanting will be supplied by the contractors for maintenance prior to the 
 expiration of the contract on the first of December next. 
 
 RAILS. 
 
 These on the district between ]Montreal and Island Pond :u^ gi'ung very much 
 worn, especially below Kiehmond. The small quantity of new iron furnished to this 
 portion of tJie lino for some time back will neces itate a considerable amount of rerolling 
 fiir it next year. I should say to an extent of from 1,500 to 2000 tons in addition to 
 what can be repaireil by welding. The OUO tons lately ordered by you will enable us ta 
 make the section between llichmond and Island Pond secure for the winter, and at the 
 same time admit of a considerable ({uantity of old iron fit for welding being taken up and 
 repaired. 
 
 I wouldherc remark that the shops recently ordered to be erected at llichmond and Island 
 I'ond for the purpose of making such repairs are now completed, and the latter in full 
 l)lay. 
 
 it contains four furnaces for heating the rails, and turns out about 300 tons per month 
 a! an average cost of from two to tliree dollars per ton. 
 
 Tiie Portland distviel is now better n\Y in this respect, a largo nunil)er of old rails 
 having been rolled over for it at JJoston during the past eighteen months, amounting to in 
 round numbers I,")!)!) tons, and l.OOIMons of new fish jointed, rails furnished I'l sides. 
 From 500 to (iOl) tons of ncv or rerolled iron should be sufficient to keep this d -Mici in 
 good repair (with the as.sistanee of welding) till the end of next year. 
 
 Prom 200 to 300 tons will also be sufficient for the lino oast of llichmond. 
 
 BALLASTING, &C. 
 
 During the past year, owing to the large amount of expenditure on bridges that had to 
 be met. I ha\e done as little of this, above Tvhat was comprised under the contract for 
 maintenance, as I could riossibly help. Something will have to be done next year, espe- 
 cially in the way of widening out embankments in certain portions. 
 
 I do not, liowever, regard a large amount as being necessary, and have calculated that 
 20,000 yards of ballasting, and about the same amount of widening material, will bo 
 sufficient for the division comprising the whole lino between this, Portland, and St. 
 Thomas. 
 
 FENCING. 
 
 Some portion of this will have to bo renewed next year, and I estimate 
 nee between this and Portland as 10 miles retiuirinc to be so. A suffiei 
 
 tance 
 
 the vtholc dis- 
 suffieient number of 
 
19 
 
 Pence Rnilfl nnd Pickets should be provided duriiif^ the cnsuinp winter, for the renewal 
 of this distance, and also to meet necessary repairs on other portions of the line. I should 
 ray that (U(,000 rails and 10,(K)(> picfcct« will be iv(|uired in all. 
 
 The bridfie rcnewids are, I am pleased to iiif«)r>u you, now at a close, both upon this 
 and the Portland Districts, and this month will hIkiw a, final return for their construction. 
 There will still reniain some little work to be done upon them next month, such as the 
 finishini^ up of masonry and covering with iron, but the structures themselvca are all in 
 place and performing their work. 
 
 With this I beg to hand you a tabular stjitement showing what bridges have been 
 renewed. 
 
 I have also to report that the work upon the wharves at Portland, which has been a 
 heavy item of expenditure this year, will likewise be closed next month, by the comple- 
 tion of the addition to the Boston Steamship Company's wharf. All that is required for 
 the accommodation of the ocean steamships, has, as far as I can see, been provided, and I 
 can think of no further expenditure upon them that can be a^ked for or needed, at least 
 for the present season. 
 
 With regard to my views respecting "maintenance of way," I beg to refer you to my 
 Report of the 19th instant on that subject. 
 
 Before closing, I would request instructions respecting the future maintenance (if any) 
 of the line between this and Charons after tlie completion of the Victoria Bridge ; and 
 also as regards the disposal of the Company's shops and dwelling-houses here, which I 
 presume will be deserted immediately upon, or shortly after, the opening of that structure 
 for trafiSc 
 
 I am, my dear Sir, 
 ^ Yours faithfully, 
 
 D. Stark, 
 
 T. E. Blackwell, Esq. 
 
 E. 
 
 GRAND TRUNK RAILWAY— CENTRAL DIVISION. 
 
 TaoMAS E. Blackwell, Esq., 
 
 Engineer's Office, 
 Kingston, October 11, 1859. 
 
 Managing Director, 3Iontrcal, 
 
 Sir, — After three years experience of Maintenance Contracts, during which time I 
 have paid the greatest attention to the subject, I have not the slightest hesitation in saying 
 that such contracts are opposed to the Company's interests, and that it is far preferable to 
 have the Maintenance pcribrmed by the Company's own employes. My reasons for 
 this opinion are as follows : — 
 
 The Company is by law responsible for the actions of the Contractor's trackmen, 
 although the Company has not, and it is impossible it ever can haw, proper control over 
 a body of men who are appointed, paid and dismissed at the option of another party, 
 to whose interests profit and good-will, they of coui-se will naturally look in proiorence to 
 that of the Company's, should such interests be antagonistic which is frc(juently tlie case. 
 
 There are many snniU works, such as drains to cut, farm crossings to construct, 
 and new sidings to put in, Station-yards to be cleaned and repaired, &c., which are nmch 
 rc(iuired, but which we are deterred from undertaking by reason of the " Extra Bills" 
 which attend such work when performed by Maintenance Contractors. If the Company 
 had the Maintenance in their own hands such jobs could be done in most cases without 
 entailing any extra expense. 
 
20 
 
 It is impossible io draw up a Specification for Maintenance so as to do away with 
 extra works, anil these have cost the Company nearly as much again as the regular 
 Coutriiet ami as long as such extra works exist, it is offering a premium to a Contractor 
 to take his men from works iududol in his Contract, and employ them on those which 
 (()■<■ not, anil by that means get paid twice for the same men. 
 
 Tiic wear and tear of Iron, Chairs, &c., is a very considerable item In the Main- 
 tciKince Expenditure, which not coming from the poekets of the Contractors, is almost, 
 if not cntiroly disregarded by t'lC Contractors' employees ; for instance, on the Montreal 
 and Toronto Sections, M'ithout counting what may have been already supplied — there is 
 now roiiiiiri'd at least 2500 or iiOOO tons of lro!i, and some 20,000 chairs which — taking 
 the iniii (re-rolled) at 8H000 per ton and chairs at 50 cents eadi — will come to about 
 §100,0()((, iialf of which expense is due to imperfect maintenance, and, frequently, 
 inconiix-tent foremen enipluyod at low wages. 
 
 In the event of an af-cideitt. if tlie Maintenance was in the Company's hands there 
 wonld not lie the li'«it ditHcnUy iiv concentrating a force of 100 good men accustomed to 
 such work as they would W ealled \\\<^>n to perform, and supplied with proper tools at 
 any place within 12 hours, and that ^yitil little or no extra exjiense ; but as it now stands, 
 in a; 'emergency of tliat kind, the Company is at the mercy of the Contractors, who, I 
 fear, ■''- knik on such a casualty as a means of making money, hires the kind of 
 
 men im( ly or cheaply procured, takes no particular trouble to see that they arc 
 
 provided v,.i proper tools, or facilities for working, and finally is indifferent as to how 
 long the traffic may be iiiterruptetl, provided he lias a good percentage on the expen- 
 diture. 
 
 In firder to keep a proper surveillance over the line, and so guard against the chance of 
 ob.structiiins being placed on the track by evil disposed persons, it is rcfjuisite to have Track 
 foremen sworn in as special constables in order that they may have authority to arrest or 
 stoy siispitions parties found trespassing on the line. This cannot well be done unless 
 traeknieii are the Company's own servants. 
 
 The Company ean procure the labour and niaterial necessary to perform the work 
 of maintenance as Hieap. if not cheaper, than any Contractor. The advantage genendly 
 s'lppisud to accrue from tliu letting of maintenance contract, is that the Contractor pays 
 till' trackmen (it is said) regularly once a month, whereas if the Company did the work, 
 it might not be convenient to do this, but this is an error, as the Contraetors rarely, if 
 ever, ])ay their men until they receive the money from the Company to do it with. 
 
 Fmni these considerations I am led to the decided conclusions : 
 
 That Maintenance of ixM-manent wiy, including extra wokss, can be done much 
 chcfiper by employing our men than by contracting : the direct saving in this way I esti- 
 mate at least $25,000 per annum on the Central Division alone; that the work will be 
 much bttfrr iiertbrmed and many neeessavy improvements can be caiTiec out ; that the 
 Company's property will be lu'tter proti'cted. 
 
 And linally, we shall have a muchlx'tter road at a much less expense. 
 All of which is respectfully submitted. 
 
 R. P. Cooke. 
 
 I J; 
 
 ■f: k 
 
81 
 
 
 
 GRAND TRUNK RAILWAY.— CENTRAL DIVISION. 
 
 Engineer's Office, 
 Kingston, October ZUt, 1859. 
 Dear Sir, — In compliance with your circular of the 15th inst., calling for a statement 
 as to condition of Iron and Ballast on this Division, I beg to report for your information 
 as follows : 
 
 1st. — Present State of Iron. 
 
 The condition of the Iron at present in use on the Central Division, both in main line 
 and sidings, is far from satisfactory ; the rails arc generally very much worn, and in 
 many cases cracked, flanges broken oflF, &c., &c. This, which is rather an unusual state 
 of things in lines so recently opened for traffic as this, I apprehend to bo due chiefly to 
 the following causes : 
 
 1st. The quality of iron was originally inferior. 
 
 2nd. It was very much bent and otherwise damaged during construction, by running 
 ballast engines over it, without its being properly packed up and supported ; and, as I 
 am informed, only two ties being used in many cases to keep up centre of rails. 
 _ 3rd. The chairs are very inferior ; they do not fit the rails, so that it is nearly impos- 
 sible to maintain a good true joint, and the ends of the adjoining rails not being kept 
 level or square, causes a considerable amount of wear to the iron. 
 
 4th. The line has never been properly ballasted, and even yet is far from being as it 
 should in that respect, if wo desire to reduce cost of maintenance, wear and tear of rolling 
 stock to a minimum. 
 
 5th. The maintenance of the line being performed by contract, and the cost of iron 
 not falling on contractors, there has not been the same attention paid to preserving it as 
 otherwise might be the case. 
 
 2nd. — Renewals to Iron this Year. 
 
 There has been no new iron received or used for repairs on this Division during the 
 present year, with the exception of about 180 tons of light (5G lbs.) T iron, whieli has 
 been laid on Lachine Swamp, or is now delivered for that purpose. There has been 
 about 50 tons of U iron recovered from the Lake near Duck Harbor, at a cost of about 
 $400 to the Company (or §8 per ton) which was also used for repairs. A con- 
 siderable amount of iron has been repaired this year, at a cost up to the 1st of October 
 of about $900, including shops. I may further add that all the sidings have been robbed 
 long since for the use of the main line, partly this year and partly last year. In some 
 few cases those sidings taken up last yeai* have been re-laid with T iron (new), but the 
 gi'cat majority have been re-laid with the old worn-out rails taken from the main line. 
 
 3rd. — Iron required now to put road in efficient order. 
 
 I have had a very close estimate made of this by the various Inspector.*, ficni which it 
 appears that fully 2500 tons is required in order to remove nil detective bars from the 
 track, and leave a reserve of 500 tons or .so for accidents, &c., &c., but I believe if we 
 receive 1000 tons now we can keep the line in very fair order for twelve mouths or so 
 longer, by keeping our repair shops going at the same time. 
 
 4tii. — Amount of Ballast at present on Line. 
 
 This can only be very roughly estimated. In some places tlie material used as ballast 
 was so very fine, and was put on in such small quantities, that it has mixed up with the 
 formotion or roadbed, or been washed away by storms, so tliat at present it has nearly 
 ala;'ether disappeored, while in other places, as at liiver Beaudette and Moss Bank Pits 
 the material used has been so acted upon and disintegrated by the frost and exposure to 
 the atmosphere, that it is now rather difficult to distinguish it from clay. The following 
 
99 
 
 statoinont, liowcvcr, I believe to bo na near the present state of the case as it is possible 
 to arrive ut, viz. : 
 
 M. B. 1 to :{0 = 30 miles, averages 1800 o. y. per mile, = 54,000 c. yds. 
 
 " HO " no = 20 " " 1300 " 20,000 '• 
 
 " r.O " 120 = 70 " " 1900 " 133,000 " 
 
 " 120 "170 = 50 " " 1800 " 90,000 " 
 
 "170 '-180 =10 " " 3000 " 30,000 " 
 
 " 180 " 215 = 35 " " 1900 " 00,500 " 
 
 "215 " 235 =20 " " 2300 " 40 000 " 
 
 " 235 " 2lUi = 29i " " 1900 " 5g'o50 " 
 " 2G4i " 207^ = 3^ " " 4000 " (new line 
 
 Duck H.), 12,000 " 
 
 " 2C71 to 333 = 65J " " 2000 " 131,000 " 
 
 Total quantity on whole line, 6G'1,550 c. yds. 
 
 Or ahotU 1900 cubic yards per mile. 
 
 5Tir. — Quantity of Ballast put on this Year. 
 
 In round numbers it is as follows : — 
 
 1st. Put on by Maintenance Contractors, 17,800 c. yds. 
 
 2nd. " by the Company, 35,200 " 
 
 Total, 53,000 c. yds. 
 
 Or about 160 cubic yards per mile. 
 
 Gtu.— Quantity of Ballast still required. 
 
 In order to put the road in a proper state of eflSciency, and so avoid the great cost of 
 renewals to iron, and the other expenses incidental to maintaining a road without a suffi- 
 ciency of ballast, such as wear and tear of engines, and rolling stock generally, &c., I 
 estimate tliat on an average about 1000 cubic yards per mile, at the very least, is still 
 required, or 333,000 cube yards between Montreal and Toronto ; this with what is now 
 on, will give a total of something like 1,000,000 c. yds., or about 3,000 c. yds. per mile, 
 which surely cannot be considered out of the way when the great effects of the frost and 
 cold of our Canadian winters are remembered. I do not mean to say that we cannot get 
 on with a smaller ((uaiitity, or that it is either possible or desirable to put on all this in 
 one season ; what 1 mean is, that until such time as fully the above-mentioned quantity 
 of ballast is put on, it cannot be said that the Central Division is fully ballasted. 
 
 I remain. Sir. Yours very truly, 
 
 „ ^ R. P. Cooke. 
 
 TnoMAs E. Blackwell, Esq., 
 
 Montreal. 
 
 I 
 
jsiblo 
 is. 
 
 Is. 
 
 3t of 
 
 suflS- 
 
 k, I 
 
 still 
 now 
 mile, 
 and 
 tgct 
 is in 
 itity 
 
 98 
 
 F. 
 
 GRAND TRUNK RAILWAY— TORONTO AND LONDON DISTRICT, 
 
 Engineer's Office, 
 OuELPii, Nov. 2, 1859. 
 
 Dear Sir, — In accordance with tho instructions contained in your Circular of the 
 15th, I beg to report as follows: — 
 
 1st. " As to the quality of Rails on the Division and renewals during the past year 
 also quantity required to render the Road efficient." 
 
 With the exception of Toronto City Section, the road, as regards metal, is now in good 
 order, and we shall require no more iron for repairs during the present year. 
 
 The renewals during the year from Toronto to Stratford amount to 376 rails. Con- 
 cerning the Toronto Section, the rails on the sharp curves near the new Engine-house 
 are much worn — and, indeed, the whole of the Esplanade line, from the fact of its having 
 to sustain an extra amount of traffic ; but it can stand as at present during this Winter, 
 but will require next Spring, say 150 bars, to put it in good order. 
 
 2nd. " Amount of ballast put on the Line during tho year, and what is still required." 
 
 The total amount of ballast put on the Line during the year, comes to 11,132 c. yards; 
 and I do not consider any more will be required until next Spring, with the exception of 
 say 800 yards, for making up *' slacks " at the ends of the Bridges. 
 
 As to the total amount of ballast on the Line, I have no means of ascertaining cor- 
 rectly at present ; but, should you require it, I will have measurements taken, and be 
 able to give you an approximate estimate of the whole amount. 
 
 3rd. " My opinion as to the most efficient manner of carrying on the maintenance of 
 the Line is, that it can be maintained at much less expense and more cffijctually by the 
 Company, than by letting it by contract. The objections to letting maintenance by con- 
 tract are veiy many, and, as I have on former occasions exprcsssed my opinions and ob- 
 jections, I need not here enumerate them or remark further, than by personal know- 
 ledge and experience only I am enabled to judge of the relative merits of both systems, 
 and find that the advantages in every respect are in favor of the Company keeping the 
 maintenance in their own hands. The result of both systems you will find on this Divi- 
 sion by referring to the accounts for the current year. 
 
 " As to tho manner I shall propose working the system of maintenance." I would for 
 the first year on the new portion of the road from St. Mary's to Detroit, divide the work 
 into 5 mile sections, and on each section place a " gang " of three or four men, as might 
 be required, each section to be supplied with a complete set of tools and one " lorry." 
 Over those " gangs " I would place a Track Inspector for every 50 miles of road. Also 
 for every 50 miles I would have a blacksmith's shop, for repairs of tools, rails, making 
 frogs, &c., which would be a vast saving, and preferable to the present method of paying 
 for such work. 
 
 As a summary to the above remarks, I would state, in reply to your enquiries : 1st. 
 That our iron on this Division is good and the Road in good order. 2nd. That very 
 little ballast is required. And 3rd. That I am decidedly in favor of keeping the main- 
 tenance in our own hands, being convinced it is the best method both on the score of 
 cconoiiiy and keeping the Line in good condition. 
 
 I am, dear Sir, 
 
 Yours very truly, 
 
 John Robinson, 
 T. E. Blackwell, Esq., Div. Engineer. 
 
 Montreal. 
 
Point St. Charles, October 28</t, 1859. 
 
 Thomas E. Blackwell, Esq., 
 
 Vivr-PvesiiJent, 
 Managing Director Grand Trunk Railway, 
 Montreal. 
 
 Deaii Sir, — In submitting the following Report of our operations during half- 
 year cnfUng 30th Juno last, it will be unnecessary to remind you that I was appointed 
 Locomotive Superintendent but a few weeks before that date, therefore, further than 
 hawngmost heartily co-operated with my predecessor during the time he was in office, I 
 can claim no merit for the economical management of the Department which the accom- 
 panying returns exhibit. These returns arc embraced in a Schedule of Statements, and 
 arc appended to this Report in full. 
 
 In comparing Expenses of Locomotive Working and Repairing with that during 
 corresponding period of last year, I find there has been effected a reduction of SyWo cents 
 in cost of Train Miles, or 2/„''jfjf cents in cost of Engine Miles, equal in round numbers 
 to $35,000 saving in the half-year, and in the Car Department a saving of xVi/V cents per 
 mile has been made, equal to $12,500, as per statement J). 
 
 Mr. Trevithick in resigning his trust left the Rolling Stock in a good and efficient 
 state (^f repair, and the Locomotive Repairing Establishments at Point St. Charles, 
 Longucuil, Queen's Wharf, and Gorliam, in excellent working order, and are well 
 supplied with tools for the past rate of work. It will, however, be expedient, to enable us 
 to carry out the desired economy, to introduce steam hammers and other mechanical im- 
 provements, as adopted elsewhere with advantage. The shops have hitherto been found well 
 suited to our wants, both as to fitness and capacity ; but if, as we arc to expect a much 
 larger extent of repairs in our workshops at Point St, Charles, it will bo necessary to 
 oxtoiul the conveniences, particularly if to repairs we have to add the construction of any 
 considerable quantity of new Car stock, for which wo have already found our buildings 
 too small 
 
 In the course of the past year we have turned out one first-class Engine, and wc 
 have also built and put on the road two sleeping cars, which for comfort to travellers, 
 workmanship, and material, will compare favorably with any similar cars made on this 
 Continent, and having established the best model we arc proceeding to complete the 
 required quantity. 
 
 Tiie fifty new box cars which arc now being built at Point St. Charles will be ready 
 for delivery before the close of the year ; and I may add that my experience of the past 
 six years in the Company's service is, that no Rolling Stock obtained elsewhere can 
 compete in point of workmanship and material with our own, as now turned out. 
 
 As per statement B you will find details of our present Engine stock, which con.sists 
 of 78 Pa.sscnger and 125 Freight Engines. There are 3 more Heavy Freight Engines 
 being built at the Amoskoag Company's Works, Manchester, and will be delivered in the 
 course of the present year. 
 
20 
 
 -4 
 
 The Piiftsenp;cr Enf,'inos arc well !Mlii|)t»'il to our PaH.st«u<;pr Truffle. Many of the 
 Freight Knj;iiies arc li">ht, but under ordinary circumstances tiioy averajro a load of 14 t» 
 10 loaded Cars '• throu^'h," and the heavier' Kni-ines are capable of haulinjj; ] (J to 18 
 loaded Cars, 
 
 The jjrrades and curves bc^tween Toronto and Helleville, and between Slu -brooke and 
 Island hind, are very severe, and tell ^'reatly on our Locomotives ; but from iny recent 
 investij,'ations, I consider that the inconvenienco felt on botli of these districts may be, 
 lessened or initijrated. 
 
 We have had 10 to 12 of our heavy Enijines ballastinuf and used in construction nil 
 this summer; some of them will require extensive repairs before they can be depended 
 upon liir the rojjular work, but no time will bo lost in gettinj,' them into j,'ood order. 
 
 It affords me much satisfaction to refer you to the re^nilarity with which our Trains 
 have been worked, and our freedom from all accidents, affords the beat proof that the 
 stock must lie in excellent condition. 
 
 The LtK'omotivc and Car Stuff under me is second to none, and the principle of 
 awardiii-; every six months premiums t(» drivers and firemen, and also the presentation 
 by the Directors of silver medals yearly to the best men fm- economy, regular runnin^r, 
 care and freedom from accident, is causing' a very desirable amount of eniulation, and Ta 
 being attended with the best re.«nilts. I state this after the fullest consideration of the 
 subject. 
 
 I remain, de ir Sir, yours truly, 
 
 W. S. MACKENZIE, 
 
 piw 
 
 If 
 
Loco- DeDt> 
 
 GHAND TRUNK IIAITAVAY. 
 
 SOIIKDILK (U* KKTUUNS IJKCKIVED FROM LOCOMOTIVE DKPAUTMKN'T. 
 
 IIAIIKKI) 
 
 A 
 
 B 
 
 C 
 ]» 
 
 IS 
 
 F, 
 G 
 
 II 
 
 K 
 
 t'0NTK5T8. 
 
 Siipcriiitc'iKk'nt's Ueiiort ns to tlio state gciiorftUy of the Locnnnitivo iind Cur 
 Ueiiiirtiiu'Ulr). 
 
 Tubular Stiitemont of nil tiio Kiigiuos, with details of their character and their 
 present distribution on the line. 
 
 AVritten ftualyais of Statement II. 
 
 Oomparativp stntcmrnt siiewinfr Hin total miles run, total cost, and co3t jier mile, of 
 Locomotive and Car Deiuulnieiit.-;, for tlie (i mouths ending 30th June, 18.")8, and 
 
 Statement shewing the Xame.^ of LolmI I'^oreinen, their Location, number of Milcii 
 under the charge of eiicli, number of Kngiiies do., number of I'its at each Kugiuo 
 Station and other jioints on the Itoad, and the Monthly Cost of each Sliiliou. 
 
 Statement showing the total ('ar Stock, its distribution, condition, and a])iiroximato 
 value ; also the Engine Stock, its distribution, and aiiproximate value. 
 
 Comparative Divisional Htatcmenl sliewitig the rates in cents per mile of the vaiioii? 
 items of Kxpcuditure for Locomotive Working and Repairing, from January 1857, 
 to June 18."/.). inclusive. 
 
 Statement shewing the rates in cents per mile (all Divisions comlnned) of the various 
 items of Expenditure for Locomotive Working and licpairing, from Jai\unry 1857, 
 to June 1859, inelusive. 
 
 Statement shewing the rates per mile for Ik'iiairing Cars, Oil and Waste for working 
 tlieni, and the total cost per mile per car, from January 1857, to June 1850, 
 inclusive. 
 
 List of Staffin Locomotive, Car, and Fuel Departments, as per latest returns, shewing 
 RTcrugc rate of each class, ns compared with other American Railways. 
 
 Statement shewing the miles run to one cord of Wood of 128 cubic feet, the 
 consumption of wood, in cubic feet, pel .aile run, and the maximim\ and minimum 
 on each Division for six months, ending Slst December, 1857, 30th June, 1858, 
 31st December, 1858, and 30th June, 1859. 
 
 List of Medallists. 
 
K'K. 
 
 r\i,i>. 
 
 DBII. 
 
 C 
 
 
 S 
 
 i 
 
 s 
 
 
 g 
 
 c 
 
 
 
 "■ 
 
 ■'• 
 
 1,1 
 
 in 
 
 t* 
 
 •> 
 
 u 
 
 1. 
 
 ti 
 
 0*1 
 
 
 
 17 
 
 It 
 
 U 
 
 '.'(» 
 
 l.'i 
 
 *t 
 
 III 
 
 11 
 
 11 
 
 .10 
 
 15 
 
 •JO 
 
 III 
 
 '22 
 
 U 
 
 
 111 
 
 .. 
 
 1.1 
 
 ** 
 
 111 
 
 
 11 
 
 «i 
 
 13 
 
 *« 
 
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 21 
 
 1' 
 
 ** 
 
 (1 
 
 2(1 
 
 III 
 
 '• 
 
 Ifi 
 
 t)t> 
 
 
 
 U 
 
 
 «t 
 
 ■JO 
 
 17 
 
 *l 
 
 III 
 
 *• 
 
 »• 
 
 II 
 
 '• 
 
 •• 
 
 
 Hi 
 
 •* 
 
 >iit 
 
K'K. 
 
 IIK«TINll III IIKACK 
 l\ HUl.KUK FKKT. 
 
 \^ -'ll 
 
 l( 
 
 nil 
 
 'ii 15. 11 
 
 '.'(» 
 
 lini 
 
 .-. ti 
 
 It. II 
 
 lai. on 
 SN7 nil 
 77ri (Ml 
 
 TiH.IMI 
 
 s>7 ii'i 
 li.,:t. nil 
 liii.iiii 
 
 S.-l III! 
 
 J 
 
 
 Ut 
 
 ,_ 
 
 7(1 
 
 .'ill 
 
 117 
 
 • III 
 
 7» 
 
 • III 
 
 IW 
 
 • 10 
 
 Ni; 
 
 .'.0' 
 
 i;<i itiil 
 
 7.- 
 
 •III 
 
 ."'.1 
 
 iio| 
 
 li'.i 
 
 •III' 
 
 (■J 
 
 •III 
 
 H2 
 
 .Ml 
 
 7i> 
 
 •III 
 
 71' 
 
 nil 
 
 ,s:! 
 
 .Vi 
 
 •17 
 
 •17 
 
 711 
 
 (HI 
 
 71 
 
 nil 
 
 7il iiii| 
 
 711 
 
 nn 
 
 7s 
 
 il.'l 
 
 U 
 
 
 711 
 
 (Id 
 
 Hit 
 
 nil 
 
 •17 
 
 (111 
 
 7il (III 
 
 IW 
 
 (III 
 
 7s 
 
 ■u 
 
 \ii 
 
 tll< 
 
 
 
 
 
 '.Hi 
 
 01) 
 
 IKI 
 
 "U 
 
 £ 
 
 M :,< 
 I'.' nil 
 II (17 
 \i nni 
 rj .Ml 
 lo.iUI 
 1 2, .in 
 1 1 . on| 
 Ini" 
 IJ -.n 
 
 IJ.OI' 
 
 l-J .Mil 
 
 !■' "Ill 
 
 l^.."n 
 
 i.'ij; 
 
 Kin, 
 l:lll 
 
 117 
 i;io 
 vr. 
 
 l.M) 
 
 lit 
 
 I .VI 
 
 1 11 1 
 
 U|i 
 
 irm' 
 I'i 
 
 iriiKM, 
 
 1 
 
 to II 
 111 II 
 
 HI. II 
 
 10. :, 
 
 
 l.'lili 
 
 i;i •.'.'. 
 
 '.'.' 
 
 I'.' .'ill 
 
 yj 
 
 VI ilT 
 
 i:.i 
 
 I'.'.lin 
 
 111 
 
 Ii. .in 
 
 1 1 . :! I 
 i:\ i.". 
 
 i;t (17 
 ii; 12 
 111. on 
 i.'i sr. 
 
 I2.-.I 
 
 im 
 
 I.'I 
 
 li:n 
 
 I. -ill I 
 
 '• II. 
 
 - 110 I! 
 
 10 .-> 
 
 Ill It 
 
 11 
 
 10. It 
 
 10. 7 
 
 |0 It 
 
 II 
 
 1,1 in It 
 II 
 10 (1 
 
 " ." 
 
 10 
 
 11 
 
 i!i:r\iits, 
 
 8('i'tliiii 
 
 1 wIllTC 
 
 •tntloiioti 
 
 rnniioi' III |.'"ikI dl'ilir 
 
 ItriH^ 
 
 l||:i\ iiitc lliiii'iiiiirli (ivc'i'lmnl. 
 {Ill '<inii| lil'llcl' 
 
 |illHlllK tlllll'llllvU ilM'rIllllll. 
 
 riiiniir ilii iriiiul (Tiler 
 
 llni«s ill:u iiift »lit.'lil rcpalfH. 
 In «Hiii| iinlrr 
 
 Wiirldiijx liiii 1 'iHiritw i'('|iiili^.. 
 
 Ill (.'(Kill lll'.llT 
 
 i\\ nil, iim Imt i'i'i|iiii'liiv vcpiiim . 
 
 illl y.inil Ol'ili'l- ,.., 
 
 II. Il 
 
 " 
 
 11 
 
 ('u|l|«rr. 
 
 in 10 
 
 lll'ILSS.. 
 
 I'ol'tloilll 
 
 rci|)|iri' \\H!kliin' liiit rciiiilrliiK "iiMr* 
 
 lliiii'* ;lii i-'iiii'l cinlfi' 
 
 '(Viitnil. 
 
 
Loco Dept 
 
 GRAND TRUNK RAILWAY C 
 
 STATEMENT SUEWINfl THE LEADINO PARTICULARS OF 
 
 OCTOnER 1859. 
 
 N \ M i: 
 
 Ill ii.iii:ii 
 
 I I'iMllnml (iiiiipnii.v 
 
 :i •' 
 
 I 
 
 ■, I'clniiliil I'll . 
 
 7 lt(>s(i'iiM'orI\H 
 
 :i l'iirll:inil t'(iiii|iHii.v. 
 
 Ill Kiriiiiiniil 
 
 II \ii;iiski'nL-Ci> 
 
 li' '• 
 
 I:: 
 
 II I'drliiiiiilCii 
 
 i.'r Sinii^kciif' I'll. 
 
 Ill 
 
 17 KiiiiMiiiul 
 
 l^ AlllllskcIlK I'll. .. 
 
 III " 
 
 ■m KiiiniiiiKl. 
 
 •.'I JHistuii Works. , . 
 
 'i:\ IN ti) mill i'u 
 '.'t Hn^lim Wiirks 
 
 J.'i Kinntiintt 
 
 Ji, I'lpHluiiilrn 
 
 _7 Anioski'.iir To. . 
 
 II 
 
 Ill' 
 Hrliu'O. 
 
 c 1 
 
 (M.IX. 
 I HKi:. 
 
 iiKATiMi srnKAi i: 
 
 IN Kljr.MlK VV.Kt, 
 
 ■^7. =1 
 
 i if 
 
 1:5 
 
 u 
 
 I =7 
 
 ■€■■• 
 
 I 
 
 l^* 
 
 *5: I t.P , -S-i '.Sic .S? £ i 
 
 c 
 
 
 
 llVc'l.'l'K.r'l, I 
 
 'Nov. isiM I'it'i. ai. li: 111 II' M. II' 1.1 
 
 . \^\ay is."iii il'jis'r iH. sj iv (i' It o " 
 
 .ii'pi. IS1I. " ^l^ It 111. Hi 111. 11 111 
 
 'AiiK. .».-j1.i " I '.'1 .ij It. ;ii It (I )."i 
 
 .j.l.m. 1M.5. ; " I il .-,; l.'l 7 tl. !i 
 
 July _ lS.-,3. |l''i-i''l. 1 -a. lij i:. U' 
 
 r'l>i'i'. Issi.ll'iiVr. I ii. •!• lil.Ki 
 ...IJiil.v IM.'ii. ;iii''l. \ ii. (V l.'l i; 
 
 ...jXov. \xi->.\ I' j iX i' 
 
 I Dec. ls,-i2 'I'nt'r. 
 
 ,. .Inn. 1>'.-iS |l-'ri''t. 
 
 ..AtiK. IS.V1. 1 " 
 
 ...Isi.'iit. is.-jil I'ns'i', 
 ..I " I •• 
 
 ..lOrt. lsr,;i 'l-'fr't. 
 r.'iN'r. i 
 
 i.V>. II' 
 
 211. 
 
 
 • I " 
 
 K. :>< III 
 
 tt.lll' IS 
 
 III. r> It 
 
 l.'l. f.' u\ 
 
 ■H. I 
 
 17 I!) tN III 
 
 l.'l. m\ V\. X'- 
 
 • \ V,. ■»■ 
 
 HI i;!| «. 1(1 
 
 . IX"v. 
 
 ji'ia.. 
 
 .Til.. 
 
 jri'ii. 
 
 'Anir. 
 i-lan. 
 May 
 
 ■U. II 
 
 !■». 111! " 
 
 l>.l:i I'li'l. I ill. iL'i !■< Ill t.i. II r. 
 
 I».1t. I'lis'r. ' i't ir.i IS. li hi LV Hi 
 
 niiii I ■ i 
 
 2:; j n I'l mil 7w..'ii' ii'i. m n 2' mi' 
 
 •' .'.111 llii r..!-.'. .t> ii» ii.'i 111 !."■' I;i2, 
 
 '• ' " [ Kill Mill 7r. 7li. Ill 117". Hill 
 
 m i "I " ii'jt K 711 nil ij V, iii-.i' 
 
 " 'II.' Ill) lui'J.Mi 7.-1 •-'.■i l.'l, 2.-. 17NI 
 
 " ' '• j " ■' i 7il 7.'i n 111! " I 
 
 21 I .l.lil " , iil.'l 111' M u.-i l.'t ;iii l.'iS' 
 
 "I •' I l(w, •• I " i " •• I 
 
 .1.(11 Hill sill, ti; .'■.7.il.''i 11. .-M 11)11 
 
 I 
 
 3 
 
 9 
 a 
 
 I- 
 
 STATI'; 
 
 llF 
 
 iti':i'Aiit,s. 
 
 2 ilii .'ijllrnss.. 'liiKiiiiil i.iili'V 
 
 13i •• I •■ ...I 
 
 211 
 
 1 <.-..-.. I " 
 ls.-,i. IKl'r'l. 
 IS.-, I I'as'i'. 
 \K,\.. ■■ 
 
 iN'.t I'l'l't. 
 
 •Jli Kiiniioiiil 
 
 :ii'i ;■ 
 
 .■ii. " 
 
 ;ii".\nio'.krim Co 
 
 ■W " 
 
 :ll (iiinil 
 
 :!.•. .New .In-M'y \\ urks. 
 
 ilil 
 
 :I7 .'Viniiskias (' 
 
 UN' 
 
 ■w, ■; 
 
 tn " 
 
 11 I'i'tll.r.M .'. 
 
 f.' 
 
 l.-i ■• 
 
 II ■ 
 
 I.', " 
 
 U: ■' 
 
 ■I- ■■ '!!'!]"" 
 I'.i " 
 
 .Jmii' iwt. 
 
 I'Vli. 
 
 .iMiiv 
 
 i.-^i'lil. 
 
 In", I 
 IMI 
 
 is.'i4 
 
 I'lis'r. 
 I'-I'i^'t. 
 
 I'as'r. 
 rri-'l. 
 
 2:i.l'.' Ill 7 ■Jl. H 1.1 •• 
 
 t. I(i IS. 1 t.-. II 17 " 
 
 Hi. lil 1(1. .1 l.-i 21 
 
 21 2 It. r.l -l-t l It 22 
 
 -(.'I. 7' " 211 
 
 2fl. 12 
 20. 2 
 2(1. 12 
 27.12 
 
 111. is; 1.1. Ill 111 I 2t 
 
 ;; I ;: i :: , ;: 
 111. II -i.-. (1 " 
 
 (let. 
 
 Jan. 
 
 IXiiv. 1H-, t ,1'asV. 
 ,'l''i'li. ls.1.1 I •• 
 .'.Marr-lilSori. 1 " 
 
 2i! II lit. II 
 2ii II 17 12 
 
 2.'.. .•■! i:i. 
 
 .1 ii| •' ' !i2l .11 nil 7.1 11 -111 Hill; 
 
 ■I I'l " ' !'72. Ill MI. 1.-. l:t. Ill I'll: 
 
 " I " , " i S4.S.1 llt.ll.l " I 
 
 n. fi[ " I'lil lid' Ml. 11.1 l.'l. .1.1 " I 
 
 .1.(1 IHl 1121..11 >2.llil 1 1. '1.1 Hill' 
 
 t t. Ill Hill lull .'iiii Ml. 1.1 1.) in 1711 
 
 2ii 5(1 " " M.ii l;i,(i(i " 
 
 21 ! •' " 7111 1i; 72. .1.1, 11.7(1 I.'lill 
 
 " i.ih IHl Hill, .'111 ^:).7.1: Hid" 17(i. 
 
 211 .1 (l! 1(1(1 " ' " ; ■' " 
 
 2t Idln.-i SHI. (Ill 7.'i, HI 1 1, til 1.111 
 
 211 .1.(1' 112 siii.dji: S.I. (HI i:i.!>5 Iti 
 
 "I " i Km: " i 
 
 •• j (I. (I 11(1 IHl.' Ml 711. '2.1; l.'L.lu its: 
 
 " ; Ml! " si7.4ii .siiiiii l.'l. .'Ill itr 
 
 .l.d; Km li::i..-| HI. -,.-,' l.'l. t.-, Hill 
 
 •' I n.1 i.M 7.') 7.1 Ml I:; .-,1 l'_'i 
 
 .1,(1. Km iii7 s7 7r...i.i 11. .1;. iid: 
 
 ■' j " , " j 7.1 (111 12,(111 " I 
 
 "I " i .s-'ii.HS; 71 :;ii 11. 1.1 1.1 1' 
 
 .VCl 110 •• '71 :1.1 11.(1.1 " 
 
 5.(1 1(1(1, " I (III. 11.1 111. .1.1 '• 
 
 "I ■■ ' !I72. Hi S.I. (1.1 l.'l. (HI 17(1 
 
 '• 10. I I 
 
 r. :: j 
 ." "•.."■' 
 
 li 1ft. 7 I 
 2 III. (I ' 
 
 111". 1(1 
 111. (I 
 jlOKI 
 
 
 HI. Ill,; 
 
 " 
 
 III 111 
 
 • 
 
 1(1.11 
 
 ^ 
 
 11. (1 
 
 i; 
 
 1(1. t 
 
 
 11. 2 
 
 * 
 
 11 (1 
 
 ' 
 
 HI (1 
 
 
 Id. s 
 
 l! HI 
 
 .1. H| 
 
 (I (Ij 11(1. S.1II. ;i;|! 01). 
 
 (I 
 
 s.17.lili| 's.'2.1 II.. Ml I.1II 
 1.1.71 17t 
 
 jlti'i|iilri(iir I'rpnii'N 
 
 ..In Kiiml ui'ilcr 
 
 .'i'"ni;'oi'iii'r !...".!!."!!!!.'!!! 
 
 Iliiviimllii>('iiu(ihu\i'i'liaiil.. 
 
 In irodd oi'iliT ... 
 
 Ilnviiiit liitlu rcijaiM 
 
 In guoii oi'iliT 
 
 .'Ilavipic tlininni-'h (ivrrlmiil.. 
 
 .In iriiuil itrili'i* 
 
 'Having lit'lit I'ciwii's , 
 
 In uiidil ui'iliT 
 
 in fail' oi'ilcr 
 
 illnvinirtliiii'iKiuli uvcrhunl . 
 Ill .mmil criliT 
 
 I.aiil ciir, liriikrn O.viinui'i'.. 
 
 Ill tr'K'it ntlll'l' 
 
 Iliuinu n'lni'ial nvrrliaiil. .. 
 
 . In L'nnil nI'lllT 
 
 , Wiiitiii).' fur ri'pair.i 
 
 , III fair (inli'r 
 
 . Ill (.'mill nrilrr 
 
 ,'ln lair (iiiliT 
 
 .iln iiiiiiil m'di'r.. 
 
 I, 
 
 I II, HI 
 
 ,iApril ],S.1.1.il''i'i''l. 
 
 l.Mii.v lS.lil.1 " 
 
 Dec. ls.1.1. 1 " 
 
 .Jan. I.S.1I1. ; " 
 
 211. 12 
 21 12 
 
 .1:1 llovli'ii Wiiik.s.. 
 .14 I'in-llanil l'i> 
 
 17 I'll" anil I'l 
 
 ilH'i'. lv1ii.Tas-r. i.1 .1 
 I'll), ls.14. i I'l'l't. ! 2t. Ill 
 
 .Viiv. ls.Vi.| 
 
 Kill, is.lii I 
 
 i.Mn.v is.Ki,] 
 
 Nov. I SIS. 
 
 2.'f. Ill 
 
 21.1(1 
 I 21. li 
 
 II- I'ortiuiiil Co 
 
 I'll I'l'tiiaml Co 
 
 7ii '* 
 
 " ; ninnioiiil 
 
 , I'orllaiiil Oil 
 
 74l'il'ianil Ci) . .. 
 
 SI " 
 
 Sil 
 
 siij '• 
 
 H-ll •' 
 
 s,-,i " 
 
 ^•' Kir.ii.inil. 
 
 S7 ■' 
 
 ssOr.iari" I'liiimlrv. ... 
 
 sjli 
 
 INl! 
 
 '.Ill 
 
 !I2 
 
 1«. 
 
 !I4 .Maiiili.-lir \\ ..ik'-. 
 
 II.". 
 
 IK;: 
 
 117 
 
 i»*| 
 
 mil 
 
 lOdi 
 
 Kil I'orlliinil Cii 
 
 1(12 ■' 
 
 I"l» " 
 
 .Inn. 
 
 IS.1(1 
 
 I.Vov. 
 
 1S.11 
 
 .Inn. 
 
 ls.1l! 
 
 DlT. 
 
 1S11 
 
 11 a V 
 
 IS.KI 
 
 \<n. 
 
 ls-,1 
 
 i.May 
 
 Is.-.li 
 
 I'ns'r. 
 
 Hi I 
 
 111. I; 47 
 
 ir.i! '■ 
 
 I 1.1 
 
 (1 17 
 Kii 1.5 
 
 411 1(1 
 
 110 
 
 120; 
 
 no' 
 
 s.'l;1.22 78.DO| Kl.Od lit' 
 
 S'j. Ki| ; 
 
 " I 7-s..i(i ' 
 
 " I S-2. HI KJ. 1.111 •• i 
 
 '.Id.', bill 7.1,711 Hi (ill I7S 
 
 " i 7:1. 4d It.dii; " 
 
 .. I .1 1. I .. 
 
 ! (1(1.7,1 11,7.1' " '' 
 
 " ; 7ii.71 1-'1.71 " i 
 
 .S77. H' 112 Ml II 'js " ; 
 
 " I Siliiii 1 1 71 " I 
 
 .< I .. .. , .. 
 
 " iH), 11 
 li HI. S 
 
 10. 
 
 Iln fair oriliir 
 
 jIn jronil nril'T 
 
 .jlliniii;: iii'w 'r.vrt'!*.. 
 .Ill '.^(ii.il orilrr 
 
 , Uviiiiiriiit; repnirs., 
 ,IIii iriMiil iiriliT 
 
 HI. 1 
 
 (I. Ill 12(1 '.1(12. SIl ss.os l.'i. 7.1 " : 
 
 l.d! Kin: sl7,4ii! 7d. Id l:i ihi 1 tl' 
 
 llli: ii.'W.OSJ 711.S1 IL'.M 1«2 
 
 KHI; " I 711, .Id 12 71 " 1 
 
 SSll.llSl Sd.llll 12 'Jl Lit' 
 
 ! 21.12 
 ' 2.1. i 
 I 2.'t.l; 
 
 I 2S. 
 
 M 1 . 
 
 la 7! J 
 
 i.T.Hi 
 
 :.|iily is.iii. 'Tro'l. I -24. 1(1 IS 1 
 
 1(1 (1 1(1. 1 
 
 M.12 
 
 , >'pl 
 ,,iOt'l. 
 
 „l 
 
 .\ov. 
 Oct. 
 \.iv. 
 (Id. 
 \ii\ . 
 (I'.l. 
 
 X.iv. 
 Fil>. 
 .Nov 
 
 ,1)1'.'. 
 \Sn\. 
 
 1 s.iii 
 Is.Ki 
 
 IS.IIi, 
 is.Ki. 
 iS.lll. 
 
 Is.lil. I'as'r. I 
 
 ls.1(l, 
 
 is.1(l. 
 
 18.11i. 
 1S.17. 
 Ism. 
 
 l^.lil. 
 
 IS.lll. 
 
 ! 24. 
 
 Si'pt. IHtS 
 jDi'i,'. ISKS. 
 .'li'lill. IK4!). 
 
 Kl'd't. I -Jli II 
 '• I -22. 15 
 
 IS. 
 
 17; 1 
 
 4!. Ill 
 
 Hi. llj 111. .1 
 U.Hll 4.1. li 
 
 1.1 II 411. I 
 
 :ili. 1'! " 
 II. di"" 
 
 " |10. 4 lirass 
 2 111. 2| •• 
 
 " II. II 
 
 120; 
 11(1' 
 
 100' 
 
 no 
 
 M7. K 
 
 (l.fl 
 
 ,1. (11 
 (i.oi 
 
 l>(l '.1(12. Ml 
 IHl 
 
 " I SSIi.Os 
 
 in. Oil II 71 178 liKl. 1 
 
 Sii. d(i " , " : 
 
 !I.'I.IH1, II. ii " I 
 
 .SIl. .Ill 1 1. 71 " I 
 
 111.71 •' " ' 
 
 '.III. .Id' 11.1111 " I 
 
 St lid I4.:!1 •' I 
 
 711.71 Hi. (id " ' " 1(1. 4 
 
 so 71 111. .1(1 " j 
 
 so 
 
 IKll 
 1201 
 IHli 
 
 HO.Sd 12. Id 111 
 
 17. si i:i,2." I7S 
 
 M, til 1 1, dii " ; 
 
 1H17. 17' 7l'. Ill 12. II 1(1(1 
 
 S7(). 1.111 SJ.'.Hl l.'i. .11' lit 
 
 4.1| ill. 7.' It. 71 ITS, 
 
 !'J..1li' 11, IHl' " i 
 
 !'l,(ld 11.71 " ' 
 
 i Ml. .Ill •• " I 
 
 S7 .111 11 dli " I 
 
 S7.11I1 it. Ill 
 
 St. 71 II .1 
 
 K7.(lO It. (i1 
 
 .S2. (15 l.'l, 71 " i 
 
 SI. llli 14.71 " I 
 
 S7.K1 '.4. SIl " I 
 
 72.01 11.011 Hid; 
 
 77. 4l! 1.1. tli 1.1H 
 
 !l:(, 10, It.SOi 
 
 roil., .. IWiirkiii'j Ijiu ri'iinirini; rrpnii's. 
 
 " Iln pooil 'inli-r 
 
 " jWorkinirlint I'l'iiiiirini.' i'i'p:".irs.. 
 
 .. Ila\iiiKtliiii'onKlii>vi'rhaiil 
 
 ,.jln iimiil oriU'i' 
 
 ,. Ilavi. jr new Inlid plati's 
 
 ..'Ill ud 111 order 
 
 Irnn.. . 
 Hrass . 
 Iron.. . 
 
 .iII.'iviiiL' tii'W Tvi'd- 
 
 .illiiviiiL' \\lid"l> ' .lU'd. 
 .jIil (riidd nrili'l' . 
 
 _ il. 
 
 l! 10. 
 
 2 I III. 
 
 " 10. 
 
 " ,liri|iiiriii;r iii'W Inlii'piali's . 
 
 Ilra.ss.. In uodd unli'i' 
 
 Iron..".'! 
 Ifra.Hs...; 
 
 :!10. I 
 
 Iron.. 
 
 Hid 
 
 
 '.'." 
 
 " 
 
 120 
 100 
 lOd 
 
 no 
 
 1(10 
 
 M 
 
 •• 
 (107, .17 
 
 siiil,2:) 
 
 " 
 
 " 
 
 „ 
 
 s:w.22 
 
 110 
 
 '* 
 
 100 
 
 no 
 
 787. (Ni 
 
 I " I 
 
 ,. {Having new IttHr plates. , . 
 ..iln i^diiil Older 
 
 ..'Having liiilil ri'iiairs 
 
 . ;Ila\inu tliornUffli overlianl.. 
 ..[In ifood order 
 
 Section 
 
 wlioro 
 
 stntlotii'd. 
 
 Knslern 
 
 H'entlHl.. 
 
 Kaslern 
 
 , (.^'Iiinil. 
 
 Kasterii 
 Central.. 
 
 85.75' U.BO 
 
 »7.(l5i 11 .10 
 
 li:l.75l l!.25l 
 
 02. 8B; 12. si 151 
 
 " I '. : 
 
 07.1111. n.iKii \a 
 
 72.71' " I 
 
 71 (I!" 12..1I1' 
 
 " i " I " illaviiiK li(.'lil repair.* 
 
 2 :iO. K) i8rnss...:Wiirkiii(jhnl.soon reiinirenilie plate 
 
 " jllaviiiif thormii^h overlianl 
 
 Copper, iln Kdoil order 
 
 .;I{<M|uirinir new 'nlie plate... 
 In Kood order 
 
 10. I I Hrass. 
 
 10. u 
 
 I 'OpIKT. 
 
 Ilaviiiic thoroiiiili repairs. 
 
 tn Kood order 
 
 H.iviiiK new Wheels 
 In icoi 
 
 IIK new M Ueeb 
 urn order 
 
 Kasi em 
 Central. 
 
 Western. 
 
 Portland. 
 
 WMi; 
 
 Of 
 
 III IIiDKII 
 
 Hit I'oi'tland Co 
 
 101 " 
 
 Idil " 
 
 1117 " 
 
 IlISi " 
 
 lOHi " 
 
 no " 
 
 in 
 
 112 " 
 
 nil " 
 
 111 
 
 111 " 
 
 III! ;| 
 
 lis " '.'...'..'. 
 
 Mil " 
 
 120 " 
 
 121 
 
 122 " 
 
 r2.'l " 
 
 12» lloslon Works.... 
 125 
 
 12ill'ortl(iiid('i' 
 
 127 ■• 
 
 I2» " 
 
 1211 " 
 
 I.'ld " 
 
 VM " 
 
 U12 
 
 liWiHoslon Works... 
 
 1.14 
 
 l;i.1 Portland Co 
 
 l:iO " 
 
 i;i7 " 
 
 l.'tsCiood 
 
 HMi I'orthiiid Co 
 
 no " 
 
 141 fJiiod 
 
 142 " 
 
 it;i " 
 
 141 PorliaiidCo 
 
 Ill PetoaiidCo 
 
 1 1(1 " 
 
 1 17 Maiieliester Worl 
 
 Its 
 
 I 111 
 
 lid Aiiio^keai; Co 
 
 111 
 
 1.12 
 
 1.1.1 
 
 lit 
 
 1.15 
 
 1.1(1 
 
 1.17 
 
 Ms 
 
 Mil 
 
 liHi 
 
 nil, 
 
 1112 
 
 1(1.1 
 
 Hit 
 
 1(11 i'lMlland Cii ... 
 
 Hlii 
 
 1117 " 
 
 His llaiiiiltoii M'orlis 
 
 Hill 
 
 17(1 
 
 171 Kiii!?»liiii Works. 
 
 172 
 
 17.1 
 
 174 
 
 l75.\lllo^kcmr( .1 
 
 17(1 
 
 177, 
 
 17s' 
 
 1 70 
 
 l.sd: 
 
 lS|i 
 
 1S2' 
 ls:l 
 1S7 PetoandCo 
 
 I-»| 
 
 ISO' 
 ItUI 
 Hill 
 11121 
 111:1' 
 
 Hill 
 
 Hn'llainiliiin Work-. 
 
 Iiliii 
 
 1117.' 
 
 HIS 
 
 HHI 
 
 2(10 
 
 2(11 
 
 •2112 
 
 '2ii:i()htnrio I'Diiiidrv. 
 
 2111 
 
 2111 
 
 L'dd 
 
 207 
 
 20s 
 
 20illiTand Trnnk C'o . 
 
: RAILWAY OF CANADA. 
 
 m PARTICULAKS OF PRKSENT LOCOMOTTVK '^TCK'K. 
 00 TO HER ISSt). 
 
 8urtloii 
 
 where 
 
 ^tntionoi) 
 
 linstcrn 
 
 I 
 
 k 
 f,. 
 
 c 
 
 
 wMi; 
 
 OF 
 
 111 IM)KU. 
 
 101 1'orllaiid Co . 
 
 lO.-i 
 
 Kill 
 
 1117 
 
 KlNi 
 1011, 
 110 
 HI 
 112 
 111) 
 
 114, •; 
 
 ll.V 
 11(1; 
 117 
 
 lis! 
 
 I 111' 
 vm 
 121 
 
 122 
 
 121 lloston Works 
 
 12.'i 
 
 12lll'oitbncU(> 
 
 127 
 
 12s " 
 
 1211 " 
 
 i;lii •■ 
 
 l:li •' 
 
 i;i2 
 
 IMiBoslon Wni'ks 
 
 l;u 
 
 l;!5 I'orllinicl Co 
 
 t:w '■ 
 
 i;t7 •• 
 
 IssOooil 
 
 mil I'lirtliiiul ('(1 
 
 110 " 
 
 UlXJiiiid 
 
 112 '• 
 
 IW " 
 
 in I'drtmiiil I'o 
 
 M5 IVliiiiiiilCo 
 
 11(1 " 
 
 1 17 Miiiu'licsU'i- Wmk- 
 
 US 
 
 I 111 
 
 ITiii AiiKi'kwii; I'd .. . . 
 
 151 " 
 
 iri2 '■ 
 
 ir>i 
 
 15.-1 
 
 1511 
 157: 
 15< 
 
 1511 " 
 
 llKI " 
 
 llil, 
 11.2 
 10:1 
 1(11 
 
 1(15 i'lirllniiilCii 
 
 Illli " 
 
 1117: " 
 
 lilH Ilnniiltoii Works 
 
 1*1 
 
 1711 
 
 171 KiTi!;>lim Worki. 
 
 172 
 
 17;) 
 
 171 
 
 175 Amiiskcmcl u, ,. . 
 
 1711 " 
 
 177. '■ 
 
 17s ■• 
 
 1711 " 
 
 Ifo: •■ 
 
 ISli 
 
 1-12: •' 
 
 ls;l • 
 
 l>i7:l't.'tO!inilOj 
 
 1-,»| ■■ 
 
 ISlll ■■ 
 
 lini' ■• 
 
 1111: " 
 
 11121 •• 
 
 uw' •■ 
 
 ii'i; •■ 
 
 lirilliiiiiilton W.irks 
 
 liiiii 
 
 11171 
 
 llw 
 
 mil 
 
 2110 
 2111 
 
 2iW 
 201 
 2115 
 200 
 207 
 201 
 20U 
 
 OiitiU'ici I'mmilry. 
 
 (Jraiiil Trunk ('0 . 
 
 I late 
 Dilivi'i'.v, 
 
 o 
 
 & 
 a 
 
 = C 
 — o 
 
 '513 
 
 1 rs.f'l.l's.r't. 
 
 .May isiii I'PN'r. 2t H 15 4(1. 15 
 
 IJcr. Islli " I 22 ; 1(1 (I 41. «! 
 
 I''i'li. lv.-,0 ' „ 22 1 " 41. Ill 
 Jail. isoi. I'n'l 
 
 : " i 21 ll It. ll »2. (1( 17 
 
 Dec. 1H51.J " I 22. 7t 111 II » ('I U 
 
 Inn. I.l-i2 irn-i'i'. 1 " " I 42 HI in 
 
 April 1S,52 Fro't. 2" ii| l.'l 5! ^It, .'1 1.1 
 
 — 3 
 
 <r SI 
 
 = 12 
 
 
 WA 
 
 H "• .2 
 
 Jiiiir is; 
 
 .\liv. 1S52. " 
 
 •Inn. li'5;!. 1 " 
 
 " l';i»'r. 
 
 April^ is.r, jl'iv't. 
 
 May lS5;i. i " 
 Jniic 1m;i.i " 
 
 I'as'r. 
 .So|ii. is.vi. |l''rc'l. 
 N'liv. l!S.*i.'i. i I'as'r. 
 
 ' Jlmi'lUVil Ki'i''!. 
 
 21 11 
 2;i. 10 
 
 21. I 
 
 21. 
 
 121 15. iij 12 (I 14 
 
 - Ill l.j .'HI. Ill 15 
 
 IS I 42. (li 111 
 
 1 1. 11 :h. 11; 1 1 
 
 III 12. ;l 15 
 
 IS |! 42. il| III 
 
 11 111 K II' 15 
 
 Jan. 1S51 I'nsi. 
 
 .. ..I.Marrli ls,57. 'I'l-r'l. 
 I.M'.rch lfi.14 I " 
 
 2;i 
 21 
 22 
 2;i !i 
 
 ■.';i 1; 
 
 25 1(1 
 22 1 
 
 .. >KpI). 1S5,' :HiM'r. I 21 111 
 
 ... .Mai-cli \<,\' " ] ■ 
 
 ..iJlllli' l^.■/l " 21 (I 
 
 iJiilv is.vi l'ri''l. 21 n 
 
 I .. |,.,^-,. .. 
 
 ..I.Mnri'li is.-i7. ■ " 1 '2.1. l> 
 
 Aii(f. is.-)l 
 
 !Alnii l'-52 l-'i'c't. 
 
 j.S'pl. 1.S51. " 
 
 ]l)rc. 1-51.1 " 
 
 Ann. ls-,2 . " 
 
 jNiiv. l-5;i. " 
 
 j.llnri--li 1S.5S. J'as'r. 
 
 an. Is.)7. iri'i''t, 
 
 is."in. I " 
 
 IS.'-ill. ^ " 
 
 iVeli. 
 ,.l|)iT. 
 
 Dir. 
 Xi.v. 
 Ocl. 
 Uer. 
 
 IS.-|(I. j 
 IS.5II 
 I S.-1II 
 l.s.-,il. 
 1S.5(1. I 
 
 21 111 
 2S. 11; 
 2il 
 21 
 
 20 11 
 •27. ( 
 2(1. (I 
 211.10 
 25 1 
 
 1 1. :;! ;!>■ Iij " 
 
 1.1. I 12. Ill 1*1 
 
 It. ll' 41 fi; 14 
 
 111 111 11. Il< 15 
 
 • j i;i. n: " 
 
 '■ I 41. (1 " 
 
 I7.l.';j 45. llj III 
 
 1.5. 1:, 41. ;;, n 
 
 11. (1 " 
 
 41 :ij 11 
 11. llj •• 
 i:i. (1: " 
 1 1 11 1: 
 
 ■■ : •• . Ill 
 
 17 111; 45. 0, •• 
 
 r; (I " 1 " 
 
 17 111 ll " 
 
 lii 11! It. .'V '• 
 
 42 11' 1,-, 
 
 i;t. 01 10 
 
 4s. .s: '• 
 
 :; in 
 
 •' ' 111 
 
 It. 11, " 
 
 i:i. mi •• 
 
 14 11 
 
 !■>. 1 
 
 17^ l(i 
 111. II 
 
 18 
 15 
 
 Xm . I.S.51I. 
 
 Dei'. I,S5I1 
 
 Oct. ItflO. I 
 
 •Ian. lt.jT,i 
 
 Dec. IS.5« j 
 
 Jan. 
 .\ov. 
 
 1N57. i 
 l.t5« 
 
 Ocl. ls,-iO. 
 
 I'as r. 
 Fi'c't. 
 
 .Maitli IS.-.7. ! " I 25. 10 
 
 .May IS.57. I'as'r. " 
 
 .Maivli Is5t. I'l'i''!. I 2;>. lii 
 .Vpiil 1>57. ii'.is'r 
 
 'I'lv'l 
 i'a.-'r. 
 
 D.c. |t.57. I'rc't. 
 
 l-'ili. 1t5t. 
 
 April l,S5t. 
 
 June IS5t. 
 
 Ante. It.-iM. 
 
 Xov. l,t.57, 
 
 Uic. lv-,7. 
 
 Xov. I.t.57. 
 .Marcli Itjs, 
 
 411. 1! 
 
 1 •• 
 
 41. .'li 
 
 15. 11; 
 
 111 4t. Ill 
 
 I ":. •■■i 
 
 I .. 
 
 14 111' 4,1. Ill| 111 
 
 l\ 
 
 M . a .s 1 ,5 = 
 
 t P is 
 
 jft ll 
 
 20 I 5.0 
 
 5. II 
 5.(1 
 
 n.o 
 
 5.(1 
 
 1. s. 
 5. 0| 
 
 « 
 
 • I 
 
 It 
 
 5.(1 
 •1.0 
 
 *Jt 
 
 5. (1 
 
 20 
 22 
 
 n.o 
 5. 
 
 •• 
 
 0.0 
 
 2(1 
 
 •1.0 
 5.0 
 
 21 
 20 
 
 5 
 
 
 ,j 
 
 20 
 
 5 ll 
 
 22 
 20 
 
 .5.(1 
 
 •• i 
 " 1 
 
 llii: 011.01' 
 
 " ■ (115 (10 
 " i OIlll.lKl 
 
 " ii;i5.(iii 
 " i si.'i.ou 
 
 no, 1125.011 
 
 " ! ('..'III. on 
 .5,10. on 
 7(i;i. (II 
 
 " I llts.l'l 
 
 .SIS. 00 
 " ■ ll'27.lio 
 " i 7l;l.oii 
 
 " , S25.IKI 
 775,01 
 7si.li(i 
 717 (111 
 S25. (11 
 >S\. Ill: 
 ;.t:J.oii 
 soil. 00 
 
 I :.t 
 
 •• I Il.'l5.01l 
 " SS7.IIII 
 " I 775.011 
 
 7'2ii. iKi 
 
 (Its. (10 
 soil (III 
 
 ,st7.oii 
 
 1 l.'.l titi.'t. no 
 
 lloi 1122. on 
 
 " ; S51.0II 
 
 " I S114.01 
 
 " I s.'tl.nn 
 
 lool s.-,o,.5ii 
 
 " I siis. Ill 
 
 lliii s.-i5.,-,ii 
 
 " : ssii.iis 
 
 115! S77.45 
 
 11.11 
 
 .5.1. 
 
 lool 
 no 
 
 Mill 
 
 lloi 
 liinl 
 
 I In; 
 
 IIIO, 
 
 s:i'i. •: 
 
 (1 81 IIPAl K 
 
 \liB Pi:nr 
 
 H 
 
 i 
 
 ^ 
 
 A 
 
 t 
 
 t 
 
 
 
 u* 
 
 
 70. '0 
 
 12 ,',(i 
 
 07. no 
 
 12 on 
 
 70.0(1 
 
 11 07 
 
 (IS. no 
 
 12 on 
 
 S2. 5(1 
 
 12 .50 
 
 111! on 
 
 10.00 
 
 75.(10 
 
 12. .50 
 
 .Ml no 
 
 11.0(1 
 
 iSi.nn| in 117 
 75.1111 12. .511 
 H2. .511 
 711 nil 
 711.1111 
 S2. .511 
 117. 07 
 
 12.0' 
 
 711. mi 
 71.1111 
 70 on 
 711. on 
 7s ;i;ii I.'! 25 
 
 12 .511 
 1:1 .-,11 
 
 12 .511 
 
 711.1111 
 so. nil 
 (17 l',il 
 
 12 5" 
 I'lCnl 
 12.00 
 
 lit. nil, i|.:l:l 
 7s.:ti| l;i 25 
 
 sn im 
 71.2. 
 Oil. nil 
 !i;l 2(1 
 N2 .5(1 
 
 S'l. 55 
 ill! 511 
 1 III 25 
 sn. nil 
 s:!. 45 
 
 (12. S5 
 
 120 
 
 .May 
 July 
 
 18.5S. 
 IS58. 
 
 I'rc'l. 
 
 I'as'r. 
 
 Sept. 1S.5S 
 Due. I.t57. j 
 .March 1.S5S. 
 Jan. 1S.51I. 
 
 Kn'l. 
 
 211. Ill 
 
 .May IS.5ii. 
 
 1'ii.s'r. 
 I're'l. 
 
 20. 
 
 uv n 
 
 k). 10 10 
 
 10. 5 15 
 
 151 
 
 22 I 5. Hi 115 
 21 I 5.1, KOI 
 
 -jvi:: 
 
 20 ; S.o inn 
 
 sSi! IK 
 1121.51 
 -;i.i. 21 
 
 ln:lil s| 
 
 I'l (17 
 111.12 
 icon 
 15. S5 
 12 .511 
 
 15.25 
 I5.;in 
 15 .50 
 l.'VCl 
 
 11 711 
 
 12 S5 
 
 3 
 
 1271 
 111.' 
 
 inn, 
 mil 
 1:12: 
 117! 
 
 'T-l 
 
 1.5(1 
 
 111! 
 
 I2!>| 
 15(1 
 III 
 
 HII 
 
 I.50I 
 
 I25| 
 
 i;wi 
 I 111 
 
 I. '12: 
 151 
 111 
 
 1251 
 
 151 
 
 lilnj 
 
 nnl 
 nil 
 1.511 
 
 l,52| 
 1.511, 
 
 15;)! 
 
 15|1 
 
 is^g 
 
 STA'I'I-: 
 
 111' 
 
 i!i;i'Aiii.><. 
 
 Section 
 
 where 
 
 stilt loiiotl 
 
 Id 11 
 
 10. (I 
 
 10. 5 
 
 II. 
 
 III. II 
 
 10 5 
 10 11 
 
 1(1. 
 
 10. 7 
 1(1 (I 
 
 II 
 
 III ll 
 II. 
 10. 
 
 lU. 11 
 II 
 
 11 ll 
 
 II 
 
 1I1I 111 
 
 10, SI 
 
 11. 
 
 llrass 
 
 l.'oppcr 
 llrasi 
 
 Copper 
 lli'iiss 
 
 '^1 
 
 " in 
 " III 
 l; In, 
 
 ill. Ill 
 02. nil 
 
 no 
 
 5,0 
 _ 4 
 21 I 5,0 
 
 14 14 
 
 20 5. 1' 
 
 ■ « I «( 
 
 " I 5.01 120 
 
 1121.51 
 
 s;l. 15 
 
 •■ I ■• 
 
 111 K'"kI orilci' 
 
 lllaviior tIniruiiKli incrlianl. 
 ill! miiiil (irilcr 
 
 iHnvin^; slitrht repali'S, 
 III! Kmnl oilier , 
 
 .l\\'orI<iu;;lnil r,'/piiriiia; rcpali't,, 
 l|ii jTonil or.lcv 
 
 ('..ppcr. 
 
 Hl'MS« .. 
 
 I'npiier. 
 Ilniss . 
 
 Iron.. 
 Dra.s 
 
 iWinkiiiir lint ri'i|Uiriiii; ri'iKiii'.t 
 llll U'li'll dl'llrl- 
 
 ill:t\ iiiir -li::)!! icpnil's 
 till .L'lioil imlcr 
 
 llll I'liifi.iiilcr 
 
 {Ill irii'ul nrilcr 
 
 lllllvill)? lli'H llllic phllr, .. 
 
 jllaviln; thcir.iiiali (Hcrlllllil 
 In Kiioil iii'iliT 
 
 il^■l|llirin^' n jiiiirs 
 
 |llaviii(r lijrlil rcp.'iiis „ 
 
 4''airiiri|iT, ihallii'.liiiifi. ... 
 
 .In goinl onlcr 
 
 I'liirnriliT. ili.iP.nsiiinr) 
 
 rlvcpiircs L'rin'rnI o\i-rIiaiit 
 
 4'iiir ohii'i-, iliall.-Kliiiir). . 
 
 In p.inil iirilir 
 
 ll'air nnlfi*. iliiillasiinir) 
 
 llll 1.'0:h| .i.'iI,, 
 
 '■;,'•-■ 
 
 ■; 
 
 lit 15 
 
 lllll 
 
 15.011 
 
 1.5S 
 
 11 75 
 
 •' 
 
 15 (III 
 
 llll 
 
 " I 
 
 11 
 
 .. I .. 
 .. I .. 
 
 .. ! ., 
 '., '"• '" 
 
 1;' 111 11 
 
 14, 7t' 
 
 It 75 
 
 111,411 160 
 
 15 00 
 
 1,5s 
 
 10. 10 
 
 11. 5 
 
 (_'o|)|ier 
 
 iilllSi 
 
 Hnviiia; lliuniiiirli ovcrliiml.. 
 In tfoiiii orilcr 
 
 llaviiiK sliitlil npairs 
 In iromi nrdi'r 
 
 lira-s .. In rikhI repair 
 
 " ...llli'f|iiirinK liifli' ii'iiairt. 
 Iln (iooil order .. 
 
 Rt'quiriiiir Kdieral overhaul, 
 liavinn: thoroujtli overhaul.. 
 In ffooil nriler 
 
 Copper, 
 
 Hrass 
 
 llnviiic liiKl'oilirli ovi'l'linlll. 
 
 llll i;iioi| oi'ilcr . .. 
 
 iWorkiiia- hut rcipiiriiiK ripairt 
 
 llll i:i.ioil nriliT 
 
 I'ortlaiitl. 
 
 „,.l 
 
 . I'i'iitral. 
 . rorllainl 
 
 .Central. 
 
 Western. 
 
 .jCeiitrai. 
 .Il'oi'tlanil 
 
 .illastern 
 .iCentral. 
 
 .!Ka.stern. 
 . (?entral. 
 
 ..jCeiitrni. 
 
 .. Kasteni. 
 , 'C'l'iiti-al. 
 
 Western. 
 Central. 
 
 W. S. MACKENZIE. 
 
m 
 
mm 
 
 Loco. Dept 
 
 c. 
 
 ANALYSIS or " STATEMENT SIIKWINO LKADINO rARTICULARS OF EXOIXK STOCK' 
 
 MAKKED II. 
 
 OF THB e08 EHOINES FOBMINO 01TB PBE8ENT BTOCK, THE FOLLOWIHO IS A BUHKABY OF 
 
 THB PLACES OF MAMUFACTXTBE, fto. 
 
 ManuAtrturcd by Amoskonf? Co., 
 
 do. Munclicster Loco. AVorks, 
 
 do. lloston Loco, Works, 
 
 do. New Jersey Lt)co. Works, 
 
 do. I'ortliiiid ('o., 
 
 do. (Canada Works, Uirkonliead, 
 
 do. Kiugstou Loco. Works, 
 
 do. Hamilton Loco. 'Work.s, 
 
 do. Kinuioml liro^., Montreal, 
 
 do. Good, Toronto, , 
 
 do. Company'ti Works, Tt. St. Charles, 
 
 SlaDufactured in the United States, 
 
 do. Canadas, 
 
 do. England, 
 
 Iti 
 
 126 
 
 FrolKht. 
 
 i Total. 
 
 83 
 
 1 
 
 36 
 
 3 
 
 10 
 
 7 
 
 10 
 
 
 
 ' 2 
 
 s\ 
 
 52 
 
 .10 
 
 50 
 
 6 
 
 16 
 
 3 
 
 11 
 
 4 
 
 i 10 
 
 3 
 
 5 
 
 1 
 
 1 
 
 203 
 
 13 
 10 
 
 36 
 
 18 
 
 12& 
 
 no 
 
 43 
 
 50 
 
 203 
 
 "Weight of the larpeat Engine, 2& tons 10 cwt, 
 
 iJo. gmallest do 20 " " 
 
 (JOi. largest Tender, 19 " 13 " 
 
 do. Bmallest do , .. 13 " 6 " 
 
 Extreme length of longest Engine and Tender together, orer atl in I'lO feet in. 
 
 do. siiortest do. do. d». 38 " 3 " 
 
 (f reatest amount of Total Heating surface, 1 126 ■ iiO square feet. 
 
 Least do. do. 08 1 • liO " 
 
 DISTRlBrnON OF E.NOINES. 
 
 
 Paajseagcr. 
 
 VreVht. 
 
 1 ■ 
 
 Total. 
 
 FnrtlftBfT Spc-fioit .» ............ 
 
 16 
 
 26 
 
 2M 
 
 8 
 
 25 
 
 32 
 51 
 
 n 
 
 41 
 
 Sii.'^tern do • 
 
 68 
 
 Control rfo *....*.*.. 
 
 19 
 
 Woatem Ail .. ......... ■•■•• ....■• 
 
 25 
 
 
 
 
 T.8 
 
 125 
 
 1 203 
 
 CONDITION or ENfilNESi. 
 
 In pood working order, 
 
 In fair do 
 
 Working but requiring repairs,. 
 
 Baving heavy sepaiES,. 
 
 Saving light do 
 
 I 
 
 Passenger. Prelght. 
 
 G5 
 1 
 4 
 8 
 9 
 
 78 
 
 DniENSIONS OF FASSENGEB ENGTNER 
 
 78 
 14 
 
 13 
 11 
 
 12^ 
 
 Total. 
 
 1(43 
 15' 
 13- 
 21 
 11 
 
 203- 
 
 1 Englac with Cylinder 14 inch Diameter, 20 inch Stroke, and 5 feet 6 inch Driving Whe*>. 
 
 dlo. 22 " ao. 6 " 6 " do. 
 
 do. 2^ " *». 6 " "^ do. 
 
 db. 
 do. 
 
 14> 
 IV 
 
■*^^P" 
 
 " ■•»»l MMVlf yft — nTTXTTTTTTCTT 
 
 
 I'MMBger. 
 
 Vrelirlit. 
 
 Total. 
 
 
 1« 
 
 2« 
 8 
 
 25 
 32 
 51 
 1? 
 
 «1 
 
 68 
 19 
 25 
 
 
 
 
 
 
 7.8 
 
 r.'r> 
 
 203 
 
 Fi)rtlaii(l Rorlion, 
 liisturn do. 
 rcntrul (to, 
 Wt'sU'ru dt). 
 
 CONDITION OF ENGINES. 
 
 
 PasaxngiT. 
 
 Frolght. 
 
 Total. 
 
 In pooil working ortTor, 
 
 05 
 1 
 4 
 8 
 » 
 
 
 
 T8 
 14 
 9 
 13 
 11 
 
 143 
 
 1 n J'nir do. 
 
 IS' 
 
 Working Vnt requiring repairs, 
 
 1.3. 
 
 .Having lienTy tspsirm,. 
 
 21 
 
 Having light do 
 
 11 
 
 
 
 
 78 
 
 12^ 
 
 203 
 
 I>niE\STONS OF r'ASSENGEB ENGINES'. 
 1 Engine Willi Cyliadur 14 inch Diameter, 20 incli Stroke, and 5 feet inch Driving WheeJ- 
 
 a 
 
 ab. 
 
 14 
 
 It 
 
 «o. 
 
 22 
 
 It 
 
 do. 
 
 5 
 
 
 6 
 
 11 
 
 do. 
 
 3 
 
 do. 
 
 14 
 
 a 
 
 (Jo. 
 
 n 
 
 11 
 
 *». 
 
 a 
 
 
 (► 
 
 11 
 
 do. 
 
 n 
 
 cTd. 
 
 %r> 
 
 (I 
 
 do. 
 
 20 
 
 II 
 
 dto. 
 
 5 
 
 
 G 
 
 u 
 
 doi 
 
 11 
 
 fib. 
 
 ir< 
 
 .1 
 
 Ao. 
 
 20 
 
 11 
 
 do. 
 
 6 
 
 
 
 
 II 
 
 do. 
 
 9 
 
 4o> 
 
 15 
 
 II 
 
 d&. 
 
 21) 
 
 u 
 
 do. 
 
 5 
 
 
 i^ 
 
 II 
 
 do. 
 
 8 
 
 dbi 
 
 15 
 
 « 
 
 d'().. 
 
 22 
 
 (1 
 
 dbv 
 
 5 
 
 
 6 
 
 II 
 
 do-. 
 
 1 
 
 do. 
 
 lv5 
 
 II 
 
 do. 
 
 22 
 
 II 
 
 do. 
 
 6 
 
 
 
 
 11 
 
 do. 
 
 4 
 
 db. 
 
 1>5J 
 
 II 
 
 do. 
 
 21 
 
 11 
 
 dos 
 
 5 
 
 
 6 
 
 II 
 
 doi 
 
 I» 
 
 dtH 
 
 l!« 
 
 (1 
 
 flb. 
 
 20 
 
 II 
 
 do» 
 
 5. 
 
 
 6 
 
 11 
 
 do. 
 
 1 
 
 ith 
 
 w 
 
 II 
 
 dt>. 
 
 20 
 
 II 
 
 do. 
 
 6 
 
 
 
 
 11 
 
 do. 
 
 8 
 
 dot 
 
 M 
 
 II 
 
 do. 
 
 22 
 
 II 
 
 do. 
 
 5 
 
 
 C 
 
 II 
 
 do. 
 
 a 
 
 db. 
 
 Ifi 
 
 u 
 
 .Vq. 
 
 ^4t 
 
 11 
 
 do. 
 
 5 
 
 
 C 
 
 11 
 
 do. 
 
 1 
 
 do. 
 
 17 
 
 11 
 
 do. 
 
 30 
 
 II 
 
 do. 
 
 5 
 
 
 fi 
 
 II 
 
 do. 
 
 a. 
 
 do. 
 
 1:7 
 
 I; 
 
 do. 
 
 2fl 
 
 11 
 
 do. 
 
 6 
 
 
 & 
 
 a 
 
 do. 
 
 1» 
 
 DIMENSIONS OF FREIGnX ENGINEET. 
 
 1; Engine with, Cyliudcr 1^3 inch Diameter, 20 inch f>troke, aud f> feet inch Drilling WheiB- 
 
 3 
 
 dto. 
 
 U 
 
 II 
 
 do. 
 
 20 
 
 
 do. 
 
 5 
 
 
 
 
 
 d»v 
 
 I 
 
 do. 
 
 14 
 
 11 
 
 do. 
 
 2-1 
 
 
 do. 
 
 5 
 
 
 
 
 
 db; 
 
 1 
 
 Jo. 
 
 14 
 
 i< 
 
 do. 
 
 23 
 
 
 d-o. 
 
 ■t, 
 
 
 8- 
 
 
 do. 
 
 1 
 
 dbv 
 
 £5 
 
 u 
 
 do. 
 
 20 
 
 
 do. 
 
 5 
 
 
 
 
 
 do. 
 
 U 
 
 do.. 
 
 15 
 
 tl 
 
 (lo. 
 
 22 
 
 
 do. 
 
 5. 
 
 
 
 
 
 do. 
 
 6 
 
 db. 
 
 W 
 
 II 
 
 d«. 
 
 24 
 
 
 do. 
 
 5 
 
 
 
 
 
 do. 
 
 t 
 
 do. 
 
 15} 
 
 11 
 
 do. 
 
 21 
 
 
 ifo. 
 
 5 
 
 
 
 
 
 do. 
 
 %i 
 
 db. 
 
 18 
 
 (( 
 
 do. 
 
 20 
 
 
 dr.. 
 
 5. 
 
 
 O' 
 
 
 do. 
 
 4> 
 
 do. 
 
 10 
 
 II 
 
 do. 
 
 22 
 
 
 do. 
 
 4- 
 
 
 8 
 
 
 do. 
 
 r. 
 
 do. 
 
 16 
 
 l( 
 
 do. 
 
 22 
 
 
 do. 
 
 5 
 
 
 
 
 
 do. 
 
 4' 
 
 do. 
 
 LP 
 
 (1 
 
 do. 
 
 24 
 
 
 do. 
 
 4. 
 
 
 r> 
 
 
 do. 
 
 16 
 
 do. 
 
 10 
 
 u 
 
 do. 
 
 24 
 
 
 do. 
 
 .') 
 
 
 
 
 
 do. 
 
 3 
 
 do. 
 
 17. 
 
 11 
 
 do, 
 
 20 
 
 
 do. 
 
 5 
 
 
 
 
 
 do. 
 
 6 
 
 it>. 
 
 17. 
 
 li- 
 
 do. 
 
 22 
 
 it 
 
 do. 
 
 5. 
 
 
 
 
 
 do. 
 
 ^^ 
 
 N.B — All the Enpinos! are coiiprei] except tluee Pas?rngw. 
 
 TiinH! new Friit;ht Eii^incs arc litiiig built hy Amoskeag MMiuflveturing- CiMp 
 which will be delivered this ieai. 
 
 W. S. MACKENZIE. 
 
 FouiT St. CnABi.ES, October, 1859, 
 
Loeo. Dept. 
 
 GllAND TEUNK RAILWAY. 
 
 ronip;.mtivo Statcrnoiit plirnvin^^ the total Miloa run, total cost, and cost per niilo of 
 Ji(.c(.inotivc and Car Departnionts for tlio (! Montlis cndiii- ;Ulth June IHf.S and 
 n.e conrspondin,!;- (i Months endin- yOtli Juuo 185U, uud ttio saving.' ellucted dur- 
 ing tlie latter period. 
 
 LOCOMOTIVE DKl'AllTMENT. 
 
 ENGINE MILEAGE. 
 
 Total iiiilca ran by Engines for 6 Months ending .10th Juno 1858, 1,155 391 
 
 Total cost of Engines during same pcrioil, sFJh^o^i^s]! 
 
 Equal to a mileage rate of, ~'o~~',^ 
 
 Total miles run hy Engines for G months ending 30th June 18")!), "~l7l V^l^ 
 
 Total coat of Engine.) during .'jarac period, S^'Tv T^TT u 
 
 Equal to a mileage rate of, C~2'73~)S 
 
 Differcnco in favor of 1S59, (~'~<)T5 
 
 E(iurtl to a saving on the mileage of the half-year of, ; 'i^35,T()~10 
 
 TRAIN MILEAfiE. 
 
 Total miles run hy Trains for G months ending 30th June 1858, 07.1 383 
 
 T-.t.al cost a.s above, ?32^,74'i^M 
 
 Equal to a mileage rate of, ~7J^;1("2 
 
 Total miles run by Trains for 6 mouths ending 30th Juno 1859 ii~8~28 
 
 Total eo.-it as above, >^;Tv T'lTH 
 
 Equal to a milcngo rate of, ~ (JsfMio 
 
 Difference in favor cf 1859, C~3~582 
 
 Equal to a !<aviug on tliu mileage of the li.alf-year of, '§3.5."?>T U) 
 
 CAIl DEPARTMENT. 
 
 Total Train miles run by Cars for « months ending 30th June 1858, 9,180,020 
 
 Total cost for repairing nnil oiliii;,' durinu' isame period, f l.')S,'Ji!5^75 
 
 Equal to a train .Mileage rate of, tj i)]~-i2\ 
 
 Total Train niib-.s run by Cnr.i for G months ending 30t!i June 1859 &"^2!),K^tr) 
 
 Total cost for repairing auil oiling during same period, <5i4(; 5;i:;.;T4 
 
 Equal to a train mileage rate of, C^l"588 
 
 Differcnco in favor of 1859, C^M.IG 
 
 Equal to a saving on the mileage of the half-year of, ^12,752^59 
 
 roisT St. Chables, I w. S. MACKENZIE. 
 
 31s/ August, 1850. 
 
If- J 
 
 :* ' 
 
 ill: 
 
Loco- Dept- 
 
 E. 
 
 STATRMKNT PIIEWING THE NAMES OP ALL LOCAL FOREMEN, THEIR LOCATION, 
 NUMDEIl OF MILES UNDER THE CHARGE OF EACH, NUMHER OP ENGINES UNDER 
 CHAIUJE OF EACH, NUMBER OF PITS AT EACH ENGINE STATION AND OTHER 
 POINTS ON THE ROAD, AND THE MONTHLY COST OF EACH STATION 
 
 \uin\)rr of Ldcnl 
 KoriMni'ti. 
 
 James Doiigiill . 
 SiiniucI Plii|i|ia . 
 (Scorge Uiviley . . 
 Jolin Kennedy. . . 
 Cluirle.s Fluvoll. 
 Jiimcij Mnrtin. . . , 
 George WiUkina 
 John Griilith . . . , 
 David Lister . .. , 
 Tiiomns King. . . 
 
 W. Noves 
 
 A. O. iJailey 
 
 Jonas Hamilton. . 
 
 Wherii Stntlomid. 
 
 Point St. Charles 
 
 iSrockvillo 
 
 Kingston 
 
 liclleviUo 
 
 Toronto 
 
 Queen's Wharf. . . 
 
 Lnnguonil 
 
 Sherbrooko 
 
 Hadlow 
 
 Richmond 
 
 Island Pond 
 
 Gorham 
 
 Portland 
 
 I Number of < Number of 
 
 Number of Mile:! { KuKineM uii- I BnRino-Plts 
 
 unitRrelinrKeofuuch.i derelmrKC ' at each 
 
 of each. 
 
 Station. 
 
 77 
 
 69 
 
 53 
 
 72 
 
 (Vi 
 120 
 
 71 
 
 72 
 137 
 
 F'>rffnin Inrtrtki Fitter or 
 Kitrt Ktit:in«nun. 
 
 Porfmaii inil Kitra LnginMmin 
 
 74 
 
 75 I 
 
 aa 
 
 16 
 
 la 
 
 IS 
 18 
 37 
 18 
 
 n 
 
 17 
 6 
 13 
 14 
 20 
 
 24 
 
 12 
 
 12 
 
 12 
 
 12 
 
 12 
 
 15 
 
 18 
 
 9 
 
 
 
 19 
 
 9 
 
 20 
 
 882 
 
 I 203 
 
 183 
 
 Amount of Point St. Charles Repair Shops and Office Pay-Rolla. 
 Longucuil " " " " 
 
 Queen's Wharf " " " " 
 
 Gorham " " " " 
 
 Steamboat No. I Pay-Rolls 
 
 II II 2 " 
 
 Pumpmen Eastern Division Pay-Rolls 
 
 " Central " " 
 
 " Western " " 
 
 (I 
 II 
 II 
 II 
 II 
 <i 
 II 
 II 
 
 Total amount of Pay-Rolls for Locomotive and Car Depart- 
 ments for month of September, 1859 
 
 Cost of each Sta- 
 tion, an j)pr lant 
 I'ay-ItoU. 
 
 $1116 96 
 12G2 67 
 907 89 
 1299 91 
 127.1 97 
 2130 95 
 1058 49 
 1295 61 
 1456 
 494 
 
 Included in tlorkim. 
 
 978 06 
 3990 71 
 
 77 
 70 
 
 17268 69 
 
 12917 87 
 
 4174 66 
 
 2863 90 
 
 1249 98 
 
 162 95 
 
 71 25 
 
 436 90 
 
 662 65 
 
 172 30 
 
 $39981 15 
 
 LIST OF ENGINE PITS AT OTHER POINTS ON THE ROAD, 
 
 Name of Station. 
 
 Number of Pits. 
 
 South Paris 
 
 Bryants Pond . . . 
 Northumberland. 
 Somerset 
 
 Chaiidiere 
 
 St. Thomas . . 
 St. Hyacintho 
 Cornwall . . . . , 
 
 Oobourg 
 
 Guelph 
 
 Loudon 
 
 Total. 
 
 37 
 
 Which, with the 183 at the regular Stations, makes a Total on the whole Line of 220. 
 Point St. Charles, October, 1859. 
 
 W. S. MACKENZIE. 
 
f 
 
Loco- Dept 
 
 F. 
 
 OnAKD TRUNK llAILWAy. 
 
 STATEMENT ^"'^^''^'illm^W^M. CAR .ST„rK, ITS mSTIUlillTION', 
 CONDITION AND APPUOXIJIATK VALIIK. 
 
 — — 
 
 h 
 
 
 £ 
 
 
 g" 
 
 
 9 
 
 
 "S . 
 
 
 
 Ih 
 
 OJ u 
 
 ^ 
 
 u ^ 
 
 ^ 3 
 
 1^^ 
 
 3 
 
 o''- 1 
 
 First Class, 
 Second Class, 
 Composite, 
 
 Baggttgo and Post OUicc, 
 
 Box, 
 
 Platform,, 
 
 Cattle, 
 
 Brake Vans, 
 
 Snow Ploughs, 
 
 Ballast Waggons, 
 
 $194,400 00 
 68,000 00 
 3,400 00 
 20,400 00 
 40,600 00 
 111,100 00 
 587,400 00 
 35, Too 00 
 25,600 00 
 32,300 00 
 73,150 00 
 
 DISTRIBUTION AND VALUE OF L0C03I0TIVB STOCK. 
 
 DISTRIBDTION. 
 
 Portland Division, 
 Eastern do 
 Central do 
 Western do 
 
 Value. 
 
 $2,268,250 00 
 
 N. B.— These Cars are constantly moving from one Division to another 
 Octobfr,' 1859. $ 
 
 Point St. CHmss, ^ W. S. MACKENZIB. 
 
II 
 
 f^- 
 
 ^ 
 
ILWA 
 
 re Working 
 
 IMS 
 
 )H8 
 
 IlATEi 
 
 4.09 
 
 12. 7U 
 
 4.00 
 
 vi.rn 
 
 3.04 
 
 09.51 
 
 2.98 
 
 09.34 
 
 3.92 
 
 12.28 
 
 4.0U 
 
 12.68 
 
 4.39 
 
 13.71 
 
 7. 
 6. 
 fi. 
 4. 
 4. 
 0. 
 
 3.73 
 
 4.01 
 4.21 
 3.85 
 3.28 
 3.02 
 2.68 
 
 n.C7 5. 
 
 3.47 
 
 2.42 
 2.40 
 2.73 
 2.99 
 3.18 
 
 12.64 
 13.17 
 12.04 
 10.26 
 09.43 
 08.38 
 
 10.87 
 
 07.26 
 07.21 
 08.20 
 08.98 
 09.53 
 
 4. 
 
 4. 
 
 5.. 
 
 4.. 
 
 4. 
 
 C.I 
 
 4. 
 
 3.1 
 
 4.i 
 
 4.( 
 
 3.f 
 
 3.53 
 
 10.60 
 
 3.( 
 
 2.87 08.60 
 
 4.1 
 
 3.26 
 
 09.47 
 
 3.-! 
 
 3.49 
 
 09.72 
 
 4.1 
 
 2.681 07.78 
 
 3.( 
 
 2.65 
 
 07.69 
 
 3.; 
 
 2.45 
 
 07.13 
 
 3.1 
 
 2.38 
 
 06.90 
 
 3 i 
 
 2.80 
 
 08.07 
 
 3.' 
 
0. 
 
 -o»ept GRAND TRUNK I 
 
 (onipnrativc Pivisioitai Statement, shewing the Rates in tents per Mile, of the Various Items of Expenditure for Loco 
 
 DATE. 
 
 July, 
 
 August,. . . 
 September, 
 October, . . , 
 November, 
 December,. 
 
 1859. 
 January, . . 
 Ft Itriiary, . , 
 
 March, 
 
 Arril, 
 
 Miiy, 
 
 June, 
 
 PORTLAND. 
 
 RATES PER MILE IN CENTS, FOR 
 
 1857 
 January, . 
 February, . 
 March,. . . . 
 April, ... 
 
 May, 
 
 June, 
 
 47.08'? 
 41.01)2 
 47.411 
 50.G77 
 54.40S 
 65.943 
 
 Woon 
 
 
 307.188 
 
 1858. 
 January,. . . 
 February, . . 
 March, . . . , 
 April, 
 
 Mny. 
 
 June 
 
 Ji-'y, 
 
 August,. . . 
 Scpt'jmbor, 
 October,.. . 
 November,, 
 December,. 
 
 Cts.Mls, 
 45 10.78 
 27 10.03 
 14.35 
 12.08 
 10.93 
 10.33 
 
 !.C5 
 
 11.38 
 
 69.083 
 60.374 
 
 05.C82| 
 02.713 
 54.1421 
 54.190 
 
 372.784 
 
 42.11 " 
 39.738 
 46.700 
 47.704 
 54.710 
 63 595 
 
 2 . 73; 
 2.85j 
 2.89 
 3.01 
 3.53 
 .3.88 
 
 Oil nnd T. llo>v, 
 
 2B 
 
 3.49 
 5.08 
 8.10 
 7.45 
 7.70 
 
 UlB.Mls. 
 01.04 
 00.94 
 01.17 
 01.07 
 01.11 
 
 7.45 01.07 
 
 7.05 01.07 
 
 09.55 
 09.89 
 10.13 
 10-55 
 12.30 
 13.61 
 
 5 -8 
 5.09 
 5.19 
 5.18 
 4.83 
 4.88 
 
 3.14 10.88 5.00 
 
 3. 61 
 3.73 
 3.71 
 3.01 
 2 . CO 
 2.50 
 
 12.00 
 13.00 
 13.01 
 10.54 
 09.11 
 08.77 
 
 294.500 
 
 05.G44| 
 G4.589I 
 02.7841 
 58.42:',i 
 57.745 
 54 . 509 
 
 3.12 10.93 
 
 5.40 
 5.27 
 5.45 
 4.93| 
 4.85; 
 
 4.7(»; 
 
 00.85 
 00.84 
 00.85 
 00.81 
 00.80 
 00.8 
 
 1^ 
 
 a a? 
 
 Si? 
 
 » 
 
 CtK.Mls.(:ts..Mls.j(;ts.Ml.s, 
 00.071 02.87: 04.95 
 00.291 <^2.U)I 05.61 
 G?.02' 04.88 
 
 00.10 
 00.06 
 00.08 
 00.05 
 
 01.67] 04.43 
 
 01.45 
 01.45 
 
 04.14 
 03.94 
 
 00.10 0.'.89 04.58 
 
 00.84 
 
 00.91 
 00.88 
 00.91 
 00. S2 
 00.81 
 00.77 
 
 5.07! 00.3.- 
 
 2.30; 07.11; 4.80| 00.81 
 4.84: 00.80 
 4.0l| 00.77 
 4.42i 00.74 
 4.70- 00.80 
 5.01! 00.85 
 
 07.4rij 
 07.52i 
 09.041 
 
 2.48 
 
 2.50 
 
 3.01 
 
 3 -48] 10 39j 
 
 3.37, 10.13: 
 
 363.753 
 
 
 48.180 
 r,o7 
 648 
 55.401 
 54 449 
 57.446 
 
 2.84' 08.5.3, 4.74: 00.79 
 
 -I- 
 
 00.18 
 00,19 
 00.10 
 00.20 
 00.19 
 00.18 
 
 00.18 
 
 01.33 
 01.48 
 02.20 
 01.47 
 
 03.78 
 03.98 
 03.95 
 04.18 
 
 01.57, 04.62 
 01.57 04.31 
 
 01.61 04.12 
 
 00.191 02.03! 05.50 
 
 00.20 
 00.18 
 00.19 
 00.18 
 00.19 
 
 01- 95 05.65 
 
 01 75] 04.81 
 
 01.67 04.82 
 
 01.671 04.30 
 
 01.40! 03.96 
 
 00.19 01.71 04.74 
 
 00.17 01.59 
 00.171 01.29 
 
 00.18 
 00.18 
 00.18 
 00.20 
 
 00.18 
 
 3.47| 10.08| 
 
 ;^.48. 09.70; 
 
 .T.39| 09.84; 
 
 •.!.9i: l',3.46j 
 
 2.55! 07.42i 
 
 2.3:; 06.76; 
 
 5.32! 00,90 Of:. 21 
 5.851 00.901 00.22 
 4.84' 00.82! 00.20 
 4.05, 00.79: 00.18 
 5.00J 00.85| 00.17 
 5. ISi 00.87| oo.;,o 
 
 310.691 2.99 •<,s.62: 5.11 'W.HO 00 19 
 
 01.33 
 01,39 
 01.68 
 0:!.04 
 
 01.54 
 
 02.26 
 02.29 
 02.42 
 02.05 
 
 03.92 
 03.90 
 04.07 
 
 til 
 
 Cts.Mls. 
 
 19.71 
 
 19.00 
 22.5'i 
 19.31 
 17.71 
 16.84 
 
 to 
 c 
 X 
 
 a 
 
 =■3 
 
 a 1 
 En 
 
 EASTERN. 
 
 RATES PER MILE IN CENTS, FOR 
 
 Cts.Mls. 
 10.06J 
 10.54 
 07. 4S' 
 29.93' 
 06.65| 
 00.33: 
 
 Cst.MJN. 
 
 30.37 
 29 . 00 
 29,94 
 49.2'i 
 24.30 
 23.17 
 
 19.02 ll.OSi ;w.7o 
 
 15.09 
 16.38 
 17.38 
 17.20 
 19.54 
 20.49 
 
 17.63 
 
 21.29 
 21.74 
 20.66 
 18.04 
 10.07 
 15.09 
 
 18.42 
 
 13.60 
 13.68 
 13.87 
 
 04. Kf 15.54 
 04.20| 17.25 
 04 35 17.57 
 
 04.11 
 
 15.15 
 
 04.65 
 05.08, 
 04.25 
 I 04.10 
 01. 8S 0-1.24 
 
 18.10 
 18.25 
 I 7 . 53 
 I. '..01 
 
 05.69 
 04.89 
 05.69 
 03.78 
 04.78 
 04.03 
 
 50.850 
 52.191 
 59.598 
 50.577 
 52.374 
 72.879 
 
 338 475 
 
 04.85 
 
 03.96 
 07.53 
 09.19 
 07.48 
 05.06 
 04.11 
 
 21.38 
 21.27 
 23.07 
 21.04' 
 
 24.321 
 24.52i 
 
 74.8C8 
 68.337 
 67.995 
 59.020 
 47.893 
 49 . 930 
 
 4S 
 
 29.27 
 29.85 
 25.52 
 21.13: 
 19.20 
 
 308.045 
 
 45. ''88 
 <!4.400 
 54.991 
 50.230 
 52.101 
 vi2.216 
 
 00.07 ^4.49 309.626 
 
 03.14 
 05.34 
 05.32 
 06.68 
 08.65 
 13.86 
 
 00.', 
 
 15.17 
 14.99 
 
 09.1? 
 
 o7.:'rt 
 
 01.81 
 
 02. t 
 
 04.00 
 
 04.36 
 
 14.50] 09.09 
 13.641 07.20 
 
 10.14| 10.43 
 
 10.74 
 19.02' 
 19.19 
 22.22 
 25.90 
 31.43 
 
 22.10 
 
 02.404 
 03.094 
 62.421 
 54.943 
 54.705 
 50.556 
 
 348.243 
 
 33.27 
 33.241 
 
 27. 3 -.1 
 23.02I 
 23.05' 
 20.9i> 
 
 50.910 
 
 46.338 
 
 57.14 
 
 45.908 
 
 51 .505 
 
 54.979 
 
 20.57 
 
 300 905 
 
 Wood. 
 
 .0 
 s 
 o 
 
 5.02 
 '1.37 
 4.47 
 3.70 
 
 S 
 
 i-'tb.Mls. 
 15.07 
 13.12 
 13.42 
 U 28 
 
 3.30] 09.92 
 3.19! 09.60 
 
 3.97 
 
 11.93 
 
 3.27 09.83 
 3.15| 09.47 
 2.99 08.99 
 3. 10' 09., (2 
 3.30! 10.18 
 4 42! 13.23 
 
 Oil & Taliow, 
 
 ir2 
 
 ^a 
 
 fA 
 
 4.67 
 5.48 
 5.40 
 7.09 
 5.31 
 5.49 
 
 5.56 
 
 7.87 
 5.82 
 0.53 
 
 Cta..Ml9. 
 00.70 
 00.82 
 00.81 
 01.06 
 00.79 
 00.82 
 
 00.84 
 
 00.18 
 00.87 
 10.98 
 
 4.511 00 
 
 4.40 
 
 4.08 
 
 3.341 10.04 
 
 4.38 13.14 
 5.00 l.-i.Ol 
 4.68 
 3.49 
 
 14.05 
 10.50 
 
 2.99 08.98 
 2.85 08.50 
 
 3.84, 11.52 
 
 2.77 
 2.83 
 2.87 
 3.40 
 3.94 
 4.23 
 
 73 
 00.72 
 00.07 
 
 a 
 
 Ots.Mls. 
 00.11 
 00.12 
 00.12 
 00.19 
 00.14 
 00.11 
 
 00.13 
 
 00.14 
 00.11 
 00.13 
 00.11 
 00.12 
 00.13 
 
 5.74 00.89 00.12 
 
 _i 
 
 3.03 
 3.77 
 4.48 
 3.87 
 3.58 
 4.59 
 
 4.02 
 
 08.33 
 03 . 50 
 03.04 
 10.40 
 11.83 
 12.71 
 
 3.30] 09.93 
 
 3.29 
 3.3) 
 2.69 
 2,95 
 2.04 
 3.31 
 
 3.04 
 
 4.52 13.11 
 4,49 12.51 
 3.')3| 11.41 
 3.48J 10.10 
 3.191 09.20 
 2.72 07.1;6 
 
 3.0 
 3.14 
 
 00.65 
 00.67 
 00.61 
 00.48 
 
 00.45] 
 00.57 
 
 00.12 
 00.12 
 00.15 
 00.12 
 00.14 
 00.15 
 
 ■a 
 c 
 
 i 
 
 Cts.Mls, 
 05.06 
 04.65 
 03.93 
 03.99 
 03.62 
 01.05 
 
 Cts.Mla.Cts..MI», 
 05.10 26.04 
 
 03.68 
 
 01.78 
 01.90 
 01,67 
 02.12 
 02.60 
 03.33 
 
 §1 
 
 la 
 
 X 
 
 K 
 
 04.83; 
 04.61 
 05.17 
 04.96 
 03.59 
 
 04.04 
 
 02.14 
 
 00.57 00.14 
 
 00.36 
 00.41 
 00.44 
 00.5l| 
 00.48J 
 OO.6O1 
 
 00.07 
 00.13 
 00.11 
 00.11 
 00.11 
 00.12 
 
 00. 4C 00.11 
 
 3.70 
 
 10. 6t 
 
 00.56 
 00.55 
 
 3.22 00.58 
 
 3.31 
 
 3.44 
 
 3.38 
 
 3.30 
 
 03.91 
 03.55 
 02.88 
 02.49 
 02.38 
 1 . 80 
 
 03.74 
 03.73 
 03.80 
 04.29 
 04.12 
 04.39 
 
 03.98 
 
 23.54 
 
 22.89 
 
 21.09 
 
 19.4 
 
 15.77 
 
 21.22 
 
 16.07 
 10.08 
 15.58 
 10.57 
 17.64 
 21.80 
 
 17.17 
 
 04.53 
 04. 3u 
 04.07 
 04.23 
 04.14 
 03.!i8 
 
 22.35 
 23.71 
 21.76 
 17.82 
 16.09 
 14.82 
 
 77I 04.14 19.14 10.42 
 
 .= 6i 
 '^X 
 
 -g. 
 
 Uts.Mls. Ct.i.Mls. 
 10.85] 36.89 
 12.70 36.30 
 
 10.34 
 10.93 
 08.95 
 06.4 
 
 09.82 
 
 12.80 
 11.74 
 15.55 
 09.08 
 12.95 
 12.54 
 
 12.50 
 
 11.72 
 1'..75 
 09.21 
 09.07 
 13.89 
 07.77 
 
 33.23 
 32.62 
 28.40 
 22.29 
 
 31.04 
 
 29.47 
 27.82 
 31.13 
 25.05 
 30.59 
 34.34 
 
 29.67' 6 
 
 34.07 
 35.46 
 30.97 
 26.89 
 29.98 
 22.59 
 
 i9.56 
 
 01.60 
 02.69 
 01.64 
 02.33 
 02.59 
 03.39 
 
 03 07 
 03.49 
 03.47 
 03.(,7 
 03.81j 
 04.24 
 
 14.06 
 
 15.22 
 14.30 
 17.02 
 18.821 
 21.00! 
 
 08.27 
 09.39 
 00.88 
 08.31 
 09.23 
 09 . 90 
 
 02.34 03.70 10.54 08.62 
 
 10.23 
 10.77 
 09.03 
 
 00.11 03.00 04.11, 21.49 
 
 00.12 04.40 04.07; 21.65 
 
 00. I J O3.07I 03, 60' J 8. 83 
 
 00.59 OO.I2I 03. Oil 04.12 I7.94| 10.83 
 
 00.02 00.13 02.201 03.90 10.11; 09.83 
 
 00.02' '/'1, 12 02.20 03.68; 14,00| 09.64 
 
 00.59; 00.12 03.05 
 
 03.91; 18.35 
 
 10,11 
 
 22.33 
 21.01 
 21.18 
 25.33| 
 28.05' 
 30.90 
 
 25.10 5; 
 
 31.72 
 32.42' 
 28.40| 
 28.771 
 25.94' 
 24.24I 
 
 28.4SJ 4 
 
 I 
 
 
0. 
 
 TRUNK RAILWAY. 
 
 (penditure for Locomotive Working and Kepairing. from January 1857 io June 1859, inclusive, «vi(]i Half-Yearly Average. 
 
 FOR 
 
 §1 
 
 ja 
 w 
 
 ;s.Mla.Cts..Mls. 
 15. 10 ati.04 
 
 14.83; 
 14. Ul 
 15.17 
 14.06 
 13.59 
 
 14.04 
 
 13.74 
 13.73 
 13.80 
 14. 2y 
 
 14. IL' 
 14.39 
 
 13.98 
 
 23.54 
 
 22.89 
 
 21.09 
 
 19.4 
 
 15.77 
 
 til 
 X 
 
 "E 
 
 21.22 
 
 16.07 
 16.08 
 15.58 
 16.57 
 17.64 
 21.80 
 
 17.17 
 
 4.53 
 
 14. 3o 
 14.07 
 14.23 
 14.14 
 i3.!>8 
 
 22.35 
 23.71 
 21.76 
 17.82 
 16.09 
 14.82 
 
 14.14 19.14 10.4; 
 
 Uts.MlN. 
 10.85 
 V, 
 10.34 
 10.93 
 08.95 
 06.4 
 
 is. 
 
 CENTRAL. 
 
 RATES PER MILE IN CENTS, FOR 
 
 CtM.Mls.l 
 36.89| 
 30.30 
 33.23 
 32.62 
 28.40 
 22.29 
 
 09.82 
 
 12.80 
 11.74 
 15.55 
 09.08 
 12.95 
 12.54 
 
 12.50 
 
 11.72 
 11.75 
 09.21 
 09.07 
 13.89 
 07.77 
 
 31.04 
 
 29.47 
 27.82 
 31.13 
 25.65 
 30.59 
 34.34 
 
 69.20 
 
 71.572 
 
 81.200 
 
 87.023 
 
 86.893 
 
 99.345 
 
 WOOD. 
 
 .a 
 3 
 U 
 
 495.210 
 
 105.859 
 101.615 
 105.538 
 05.111 
 97.054 
 107.279 
 
 29.07; 612.456 
 
 4 
 
 4.23 
 
 4.58| 
 
 4.161 
 
 3.531 
 
 3.461 
 
 Cts.Ml». 
 89; 15.1 
 13.22 
 14.30 
 12.96 
 11.04 
 10.83 
 
 4.09 
 
 12.76 
 
 Oil & Tallow. 
 
 j3 a 
 
 7.35 
 5.92 
 6.28 
 0.94 
 6.64 
 6.82 
 
 a 
 
 CO 
 
 i:ts.Mls.;Cts.Mls. 
 01. ng' no. 14 
 
 00.89 00.14 
 GO. 94 00.17 
 01.04 00.16 
 
 Cts.MIs. 
 05.01 
 04.64 
 03.94 
 03.99 
 
 g 
 
 
 01.00 00.17 03.62 
 01.02 00.15 03.42 
 
 Cts.Ml!i 
 05.05 
 04.83 
 04.63 
 05.18 
 04.96 
 04.70 
 
 o 
 
 Cts.MlN. 
 26.44 
 23.72 
 23.98 
 23.33 
 20.79 
 20.1 
 
 o 
 
 0.661 01.00 00.10 04.04! 04.88 
 
 22.84 
 
 4.00 
 3.04 
 2.98 
 3.921 
 4.00i 
 4.39: 
 
 12.51 
 09.51 
 09.34 
 12.28 
 12.68 
 13.71 
 
 3.73; 11.07 
 
 7.40 01.11: 00.12 03.32 04.45 21.51 
 
 5.03' 00.79! 00.10 03,30 
 5.40J 00.80i OO.llI 03.03 
 4.03 00.78' 00.10' 03.20 
 
 04.20 17.90 
 03.80J 17.20 
 04.08 20.44 
 
 Cts..Mls, 
 10.74 
 06.24 
 08.86 
 10.05 
 08.50 
 09.67 
 
 
 09. o; 
 
 .Mls.Cts. 
 37.18 
 29.96 
 32.84 
 33.38 
 29.29 
 29.79 
 
 WESTERN. 
 
 RATES PER MILE IN CENTS, FOR 
 
 31.89 
 
 14.522 
 14.814 
 22.007 
 19.422 
 20.361 
 21.256 
 
 WOOD. 
 
 Oil a Tallow. 
 
 3 
 
 113.342 
 
 11.69; 33.20 25.008 
 
 09.37| 27.27: 
 09.60| 20.89J 
 11.231 31.67 
 
 4.94! 00.86 00.10 03.17; 03.97 20.79 
 
 6.06' 01.09 00. ll! 03.75' 04.13 22.79 10.99 
 
 5.61j 00.92; 00.10 03.30' 04.12 20.11 
 
 34.07 
 35.46 
 30.97 
 26.89 
 29.08 
 22.59 
 
 83.8751 
 71.414 
 9,!. 459 
 95.124 
 97.861 
 f0.199 
 
 9.56 527.032 
 
 i3 07 
 13.49 
 
 13.47 
 
 14.06 08.27 
 
 15.22 09.39 
 
 14.30 00. 8H 
 
 I3.(,7j 17.02 08.31 
 
 I3.81| 18.82 09.23 
 
 14.24 21.00 09.90 
 
 13.70 10., '■)4 08.62 
 
 j 
 
 14.11, 
 14.07 
 
 ;3.ot; 
 
 )4.12 
 )3.90 
 )3.68' 
 
 21.49 
 21.05 
 )8.83 
 17.94' 
 10.11 
 14.00 
 
 )3.9]; 18.35 
 
 10.23 
 10.73 
 09.63 
 10.83 
 09.83 
 09.64 
 
 10.11 
 
 22.33 
 21.01 
 21,18 
 25.33 
 28. 05 
 30.90 
 
 90.355 
 88.901 
 84.223 
 97.804 
 96.588 
 75.74»! 
 
 4.01 
 4.21 
 3.85 
 3.28 
 3.02 
 2.08 
 
 12.54 
 
 4.85 
 
 .3.17 
 
 4.97 
 
 12.04 
 
 5.09 
 
 10.21 
 09.43 
 08.38 
 
 00.87 00.11 04.40 04.78 
 
 00.80; 00.10 04.02' 04.30 
 
 00.75i on. 12; 03.85' 03.93 
 
 4.32' On.nsj OO.lOj 03.48; 03.09 
 
 4.39| 00.55' 00.12 03. Uj 03. I'J 
 
 5.09! OO.Oel 00.131 03.08 03.89 
 
 3.47 10.87 
 
 22.70 
 23.05 
 20.69 
 18.08 
 17.00 
 10.15 
 
 09.75 
 
 10.4(1 
 
 11.15 
 13.87 
 10,70 
 12.18 
 08.23 
 10.25 
 
 4.76' 00.69: 00. ir 03.71' 04.04 19.43 10.94 
 
 . I I i 
 
 2.42: 07.26; 
 
 2.40; 
 2.73 
 2.99J 
 3.18; 
 3 53 
 
 07.21 
 O8.20I 
 08.98: 
 09.53 
 10.60 
 
 25.10 533,680 
 
 31.72; 
 32.42' 
 28.40: 
 28.77: 
 25.94 
 24.24 
 
 73.490 
 76.687 
 84.611 
 84.046 
 80.759 
 84.757 
 
 2.87, 08.60 
 
 3.20 
 3.49! 
 
 2.68! 
 
 09.47 
 09.72 
 07.78 
 
 28.4SJ 484.3-)0 
 
 I 
 
 2.65 07.69 
 2.45! 07.13' 
 
 4.15 00.50| 00.10! 02.60 03.73 
 3.90' 00.041 ,)0.12| 04.08| 03.06 
 4.53J 00.77 .10. ll! 02.53 03.05 
 4.06 00.71 OO.IO' 02.84! 03.28 
 3.95| 00.091 00.11; 02 91: 03.51 
 3.08 00.641 00.11; 03.85; 04.02 
 
 I 
 
 14. !9, 08.67 22.86 
 
 15.711 00.65 22.30 
 
 15.26 00.26 21.52 
 
 15.91 06.11 22.02 
 
 10.75 07.28 24.03 
 
 19.22 10.00 29.88 
 
 30.54 
 33.78 
 
 24.009 
 20.129 
 28.328 
 23.633 
 23.924 
 
 30.57 151.031 
 
 33.85 
 36.92 
 31.39 
 30.20' 
 25.231 
 26.40 
 
 19.384 
 17.480 
 20.730 
 25.137 
 20.563 
 24.404 
 
 3.31 
 2.95 
 1.91 
 2.38 
 2.19 
 2.25 
 
 h-i 
 
 a 
 
 I 
 
 2.42 
 
 2.23 
 2.35 
 1.90 
 1.82 
 2.12 
 2.52 
 
 Ct».MlH,| Cts Mls.:Cts.MI». 
 
 10.35, 0.42' OO.OOj 00.08 
 
 09.23J 0.92' 00. h! 00.08 
 
 05.97; 8.081 01.30J 00.28 
 
 f;t8.MI,s. 
 05.00 
 04.64 
 03.93 
 
 Cts.MIs. Cts.MIs. CtH.MIs. Cts.MU 
 
 07.43, 10.24; 01.54 00.171 03.09 
 06.84 0.85' 01.46 On.l8| 03.02 
 O7.O2I 7.01, 01.14 00.141 03.81 
 
 07.50 0.88 01.03 00.10 04.10 
 
 ■a 
 
 51 ; 
 
 O 
 
 PS? 
 
 05.10 
 04.83 
 04.63 
 05.18 
 04.90 
 OO.lOj 
 
 20.50 10.85 
 18.92 04.27 
 10.11! 06.03 
 18.311 07.41 
 I7.06i 11.05 
 
 18.21 
 
 05.14 17.99 
 
 06.97: 8.091 01.21 00.10 02.90 04.97: 10.27 
 
 2.15 
 
 2.35 
 2.79 
 2.30 
 1.88 
 1.05 
 1.61 
 
 07.35 
 0t!.12 
 05.69: 
 00.63 
 07.87, 
 
 5.94 00.92 00.12' 02.78! 05.02, 10.19 
 6.69 01.00 OO.l.T 02.50' 04.50' 14.39 
 
 4.40' 00.72' 00. KJ' 02.50 
 4.53J 00.81 00. J! 02.60 
 5.45 00.98' 00.12! 03.06 
 
 00.73i 5.84 00.94! 00.13: 02.73 
 
 10.87 
 
 08.57 
 
 09.40 
 06.05 
 07.53 
 04.33 
 
 04.17 13.11 
 04.01' 14.70! 00.45 
 04.44 10.47! 05.18 
 
 31.44 
 23.19 
 22.14 
 25.72 
 28.71 
 29.08 
 
 26.50 
 
 25.73 
 22.84 
 21.92 
 17.51 
 21.21 
 21.65 
 
 04.62; 15.15; 00.571 21.72 
 
 30.37 133.098 
 
 30.862 
 30.235 
 34.916 
 35.959 
 35.800: 
 29.018 
 
 07.30 
 08.72 
 07.18 
 05.88 
 05.17 
 05.03 
 
 I I 
 
 4.68j 00.85; 00.11; 03.43 
 
 5.611 00.93, 00.09; 03.64 
 
 5.781 00.7.3: 00.15! 03. .59 
 
 4.18; 00.53 00.12' 02.47 
 
 04.75 
 05.13' 
 04.04! 
 
 04.26 
 
 4.47 00.50 00.11' 02.58 
 
 5.55J 00.09! 00.19; 01.97; 04.76 
 
 16.50 
 18.51 
 10.29 
 
 I 
 
 09.17; 
 10.82 
 12.70' 
 
 13.20 08.34 
 
 04.38i I2.80I 08.92| 
 
 12.64! 03.77' 
 
 25.67 
 29.33 
 29.05 
 21.60 
 2 1 . 72 
 16.41 
 
 2.04 00.37! 5.00; 00.70, 00.13 02.86| 04.62; 14.68i 08.75 23.4:! 
 
 1.48 
 1.31 
 
 1.58 
 1.76 
 1.80 
 
 2.O9I 
 
 04.45; 
 03.92! 
 
 04.75| 
 05 27| 
 05.40 
 06.20; 
 
 3.83: 00.49, 00. U: 01.35' 03.85 10 ''.5J 04.07 
 :!.40| 00.491 00.11' 02.79; 04.23; \\.'>i^ 00.14 
 3.641 00.50' 00.10 01.40, 04.05' 10,9" 
 00. IJ 01.83| 03.771 11.47 
 00.12' 02.45! 03.70' 12.27 
 00.11! 05.191 03.70 15.91 
 
 3.92! 00.48 
 4.03 00.60 
 
 3.77! 00.02 
 
 08.80 
 07.46 
 07.47 
 
 4.05i 00.60 
 
 00.111 03.12 03.62 16.111 07.51 23.62 196.790 1.67 05.01 
 
 .77 00.53: 00.12: u2.45 03.89, 12.00 
 
 3.48| 00.62| 00-12, 04.241 03.95, 18.40; 08.89 
 
 08.79 
 
 4.00 00.68 00.13 04.781 03.66 18.971 
 3.64: 00.04; 00.12; 03.58' 03 70 15.821 
 
 00.93 
 
 3.54I 00.03 00.11; 03.79; 03.05 15.87, 00.70 
 3.83' 00.07: 00.12! 02.81 03.84 14.57, 08.9.S 
 
 2.38 00.90 3 80 00.681 00.13; 02.56' 03. 7l! 13.98 08.09 
 
 2. sol 08.07 3.73 00.65 00.121 03.60 03.75 
 
 I ! I i I 
 
 10.19 08.18 
 
 27.29 
 27 70 
 22.75 
 22.57! 
 23.55, 
 22.97; 
 
 23.997! 
 22.947, 
 27.501 
 30.72l| 
 35.I8I; 
 38.386, 
 
 2.33 06.701 
 
 ■'.?8 00.34| 
 
 1.05' 05.77; 
 
 2.01 05.84; 
 
 1.47 04.28! 
 
 1.10 03.371 
 
 15.22 
 17,68 
 10.81 
 18.93 
 19.74 
 
 (19,10 25.13 
 
 07.37 10,37 
 
 i ' ! ! i 
 
 3,30 00.5,5: 00.11. 04.63; 03.09 15,71 09,90' 25,04 
 
 3,18; 00,52! 00,12! 05,33j 03.14 15,45 07,501 22.05 
 
 3.25! 00.54! 00.10, 02.681 03.21 12 311 00..5(il 18.80 
 
 3.35; 00.57; 00.12; 02.18 
 3.30! 00.58] 1.12 01.90 
 
 03.44; 12. 15 09.00| 21.24 
 03.51! 10.45 OS^.^l 10,3(1 
 
 2.06 00..50i 00.12! 01,70; 03,30 00.14' 08,15| 17,20 
 
 24.37 
 
 179.233i 
 
 _i 
 
 1,80 05.171 3.22 00.551 00.12, 02.85; 03.40. 12,09; 08,30 20.45 
 1 ! 
 
H. 
 
 Locc> Dept- 
 
 STATKMEN'T SIIEWIXG TITE RATES IX CENTS PEU MTLE, OF THE VARIOUS ITEMS 
 OF KXl'EXUITUItE FOR LOCOMOTIVF \V()I!K]XC; AND KKrAlRINO, ALL DIVISIONS 
 CO.MIU.NliD FROM JANUARY 1857 TO JUXE 1859 IN'CLUSIVE, AVITII THE HALF 
 YEARLV AVERAGES. 
 
 
 ileage. 
 
 ,,, , Oil and 
 
 r/i 
 
 t 
 
 
 
 a 
 
 a u 
 .2 E 
 
 a 
 
 
 
 
 S tb 
 u c 
 
 11 
 
 ■s 
 
 £.5 
 
 S 'i 
 
 stof 
 rep. ; 
 
 DATE. 
 
 i i = 
 
 
 
 
 
 -n 
 
 ot. o s a 
 
 
 
 m 
 
 I'l, Ml» 
 
 JJ K? 
 
 H is 
 
 IM., Ml. 
 
 H is 
 
 1857. 
 
 
 i:i. M!< joe. Ml.. Oil, Ml. 
 
 CI.. Ml. 
 
 riv Ml. 
 
 ri.. Ml,. 
 
 rii Mi«. 
 
 Jiiraiiiry 
 
 ISlG.-i 
 
 4.09,13.01 5.50(10.89 00.10 
 
 04.47 
 
 ')5. 05^24. 12 
 
 10.70 
 
 34,88 
 
 February 
 
 ■.8li:';U' 4.17 12.13 5.;)3iJ0.82 OO.Ki 
 
 04.08 
 
 05.0l!22.2O 
 
 08. 9(. 
 
 31.10 
 
 March. ,. 
 
 -'lu/i; 
 
 4.15:13.10 0.70 01.00,00.15 
 
 03.50 
 
 o4,0H'22.49 
 
 08.05 
 
 31.14 
 
 April. 
 
 20Ti;i)9 
 
 3.71 11.82 7.4101. lOiflO. 1403. 42 
 
 05.00:21.48 
 
 14,87 
 
 30.35 
 
 May. 
 
 2i4o:i(j 
 
 3.25110.34 0.89 01.02 00.14 0,3.07 
 
 04. 70)19.33 
 
 08.44 
 
 27.77 
 
 June. 
 
 25;)423 .3.10 10.04 
 
 1254245: 3.80 11.73 
 
 1 
 
 G.08 
 
 00.99 
 
 ,i 
 
 00.98' 
 
 00.12 
 
 02.45 
 03.41 
 
 04.31 
 
 17.91 
 21.03 
 
 08.01 
 
 25.92 
 
 
 C.48 
 
 00.14 
 
 04.77 
 
 09.80 
 
 30.89 
 
 July 
 
 275408 
 
 1 1 
 3.32110.53' 
 
 7.05 01.07 00, 15 02. 3o|o4. 1 3, 18. 24 10.28 28.52 
 
 August 
 
 200335 
 
 2.901)9.40 
 
 5.34 00.83 00. 13:02.42:04. 10! l(i.8S 08.59 25.47 
 
 Sei)teiuber 
 
 205344 
 
 2.80 09.13 
 
 5. 7(; 00.90 00.13 02.45:03.94:10.55 09.99 20.54 
 
 October 
 
 245 17M 
 
 3.25 10.30 
 
 4.72 00.79 00.12112.41 04.17 17.85 08.02 25.87 
 
 November 
 
 222722 
 
 3.58 11.42 
 
 4.75(10.81 00.13:02. 58:04.23 
 
 19.17 08.88 28.05 
 
 December 
 
 235329 
 1504310 
 
 4.09 13.01 
 
 ■^.32 10.58 
 
 1 
 
 5.3100.92 
 
 00.13 03.08 04.20 
 
 00.1302.5401.13 
 
 1 1 
 
 21.40 09.13 30.53 
 
 
 5.53 00.90 
 
 1 !' 
 
 18.28 09.18 27.4G 
 
 ! 1 
 
 1858. 
 
 
 |i 1 : 1 
 
 
 
 Januiuy 
 
 191000 
 
 3.84 12.18 
 
 4.08 00.82 00.13 03.00 04.88:2 1 .07 
 
 09.50 
 
 31,17 
 
 Febniar}- 
 
 1 73032 
 
 4.10 13.17; 
 
 4.80 00.82 ,00.13 03.03 04.71122.40 
 
 11.50 
 
 34.03 
 
 Marcli. 
 
 215880' 3.89 12.30, 
 
 5. 08:00. 75 00. 14 03. 12 04. 22;2:i. 53 
 
 10.20 
 
 30.73 
 
 April. 
 
 218195 3.11 09.87 
 
 4.34 00.59 00.13|02.74 04.13!17.40 
 
 09,99 
 
 27.45 
 
 May 
 
 2.31235 2.70 08. 7i; 
 
 4.33t)0.59:00.14O2.54O4.O0il0.O9 
 
 08,84 
 
 24.93 
 
 June. 
 
 230414 2.57 08.19 
 
 4.90 00.07, 
 4.08 00.70' 
 
 00.10,02.1003,95 
 
 j 
 
 15.10 
 18.02 
 
 07.28 
 09.45 
 
 22.44 
 
 
 1205822 3.33 10.57 
 
 1 
 
 00.13,02.93 04.29 
 
 1 1 
 
 28.07 
 
 July 
 
 249325' 2.38!o7.14 4.08 
 
 00.55 00.11 
 
 01.94 
 
 1 I 
 03.77 13.5100.60 
 
 20.17 
 
 August. 
 
 2408 19: 2.40!07.20 3.94 
 
 00.01()0.13 
 
 02.84 
 
 03.77 14.5500.94 
 
 21.49 
 
 September. 
 
 244344 2.55,07.05 
 
 3.95 
 
 00.05,00.14 01.84 
 
 03.70 14.04 00.55 
 
 20.59 
 
 ( 'ctober. 
 
 2471S.S 2.9208.771 
 
 3.8.'<00.04'|00. 13 02.24 
 
 03. (;5 15.43 00.92 
 
 22.35 
 
 Noveiiil)er. 
 
 244904 3.21 09.04| 
 
 3.84 00.00 00. 13 02. 4S 
 
 03.77 10.08 08.00 
 
 24.74 ' 
 
 December 
 
 209392 
 1442472 
 
 3.4 '.i 10.38 
 
 3.95 
 
 00.08, 
 
 00.13 03.40 
 
 00.13,02.44 
 
 1 
 
 04.13 18.78 11.11 
 03.80 15.41 07.02 
 
 29.89 
 
 
 2.80,08.41 
 
 1 
 
 3.94 
 
 00.03' 
 
 1 
 
 23.03 
 
 1859. 
 
 1 1 t 
 
 !: 
 
 
 1 1 
 
 
 January 
 
 190577 3.53 10.23 3.80 
 
 00. 07i 00.14 
 
 03.03 
 
 04.13'18. 80 10.90 
 
 29.70 
 
 February 
 
 1384 79 3.59 09.99 4.13 
 
 oo.09:'00.15 
 
 04.19 04.02 19.04 10.52 
 
 29.50 
 
 Mai-cli 
 
 221905, 3.0;),08.90 3.77 
 
 00. 001,00.13 
 
 03.00|03.70 10.57 08.20 
 
 24. H3 
 
 April. 
 
 210190 
 
 2.81 08.14 1 3.75 
 
 00.05100.13 
 
 .)2.90 
 
 03.85 15.73 08.24 
 
 23,97 
 
 May 
 
 221951' 2.49 07.241 3.95 
 
 00.09i;00.13 
 
 02.31 
 
 03.90 14.2709.19 
 
 23,46 
 
 June. 
 
 230008 2.24 00.53; 3.94 
 
 00.09 00.14 
 
 02.17 
 
 03.72 13.25 
 
 08.58 
 
 21.83 
 
 ' ' 
 
 1281179 2.9208.42 3.89 
 
 1 1 1 
 
 00.G7:00.14 
 
 03.00 
 
 03.8910.12 
 
 09.2225.34 
 
 1 
 
 I'oi.si St. Cuaulks, October, 1859, 
 
 W. S. MACKENZIE. 
 
I 
 
 Loco- Dept 
 
 L 
 
 GRAND TRUNK RAILWAY. 
 
 Statement sheiriiig the llutcs pei' nilc fi»r Rciiniriii;; furs, Oil nnil Wasic for M'orking 
 tliciu, anil the Total Cu»t per nile per Car, frtini Jan. 1^57 to June 185V, inclusive. 
 
 DATE. 
 
 milos run by 
 (me ear. 
 
 Oil niKl wnstc, Waiion niid p , , . 
 
 rfpairuiK. 
 
 mill' per cur 
 
 18:>7. 
 Janimi-y . 
 Fulinmry. 
 Miitxh.... 
 A|>i'il ■ • • . 
 May .... 
 ,'uiie . . .. 
 
 !K)2,704 
 1,014, J:!! 
 
 l,4S7,i;(l2 
 
 i,:mi,um 
 l,-5fi,Ui:< 
 l,."iH0,7l4 
 
 (;ts.:\iis. 
 
 00.17 
 00. K') 
 00. ic, 
 oo.:!.'> 
 
 00. 17 
 00.15 
 
 Cts.Mls. 
 02.13 
 02.10 
 01.74 
 01.85 
 01.47 
 1 . 40 
 
 7,H23,72 7 
 
 00. lU 
 
 01. 7j 
 
 Cts.Mls. 
 02 . .30 
 02.25 
 01. OO 
 02.10 
 1 . 04 
 01., '■..5 
 
 01.01 
 
 July..., 
 August 
 
 Oct 
 
 Nov , 
 Dec , 
 
 ISM. 
 
 Jiin\iary . 
 Ft'bi'uaiy . 
 Mill-ell.... 
 Ajiiil . ■ • . 
 
 May 
 
 June . . . . 
 
 July . . 
 
 A ugildt 
 Sept ... 
 
 Oct 
 
 Nov ... 
 Dec... 
 
 January 
 F.'bruaVv 
 Marcli... 
 April . . . 
 May . . . . 
 June.. . . 
 
 1850. 
 
 l,17i;,20G 
 l,:ii)5,775 
 1,,SU5,4;)5 
 l,7lll,:!43 
 
 i,i;i;o,o5() 
 
 l,.S,-)7,iJ23 
 
 00. IH 
 00. 10 
 00 . 1 2 
 00.13 
 00 . 09 
 00.12 
 
 01, 
 01, 
 01, 
 01, 
 00 
 01 
 
 44 
 42 
 23 
 00 
 94 
 53 
 
 9,!t30,0»8 
 
 00.14 
 
 01.2,". 
 
 1,178,013 
 l,O,S7,040 
 l,il,">2,258 
 1,705,333 
 l!7,s2,088 
 l,i;8i;,u82 
 
 0,152,023 
 
 00.11 
 
 01.01 
 
 0,183,120 
 
 00.13 
 
 01, 
 01, 
 01. 
 01, 
 01 
 01 
 
 02 
 58 
 35 
 13 
 03 
 05 
 
 01.30 
 
 00.13 
 
 01. ai! 
 
 01.09 
 
 011.12 , 
 
 01.01 
 
 02 . 03 
 
 00.12 
 
 01.07 
 
 01.79 
 
 00. n 
 
 01.44 
 
 01.55 
 
 00.10 
 
 01.44 
 
 01.54 
 
 00.13 i 
 
 01.52 
 
 01.05 
 
 01.72 
 
 l,i!0l,0;i3 
 
 Oil. 10 
 
 01.14 
 
 1,21 
 
 I, (!4 1,708 
 
 00.11 
 
 1 . 42 
 
 1 . 53 
 
 i,7(;;i,.;55 
 
 00.11 
 
 00.90 
 
 01.10 
 
 2,u:il,173 
 
 00.10 
 
 00.83 
 
 00.03 
 
 1,042,577 
 
 viO.OO 
 
 01.11 
 
 01.20 
 
 1,401,000 
 
 00.11 
 
 01.47 
 
 01.58 
 
 10,.-.4 1,400. 
 
 (ifi.lO 
 
 01 14 
 
 1.24 
 
 I,VA730 
 
 00,14 
 
 01.S.\ 
 
 01.99 
 
 lxiv^2,5ll 
 
 (H>.»4 
 
 01.70 
 
 01.03 
 
 1,007.202 
 
 i^>. 12 
 
 01.52 
 
 01.04 
 
 1,1582,185 
 
 VN>. 12 
 
 01.30 
 
 01.48 
 
 l.r,\i,,209 
 
 00.14 
 
 01.32 
 
 01.40 
 
 1,770,274 
 
 00. i;; 
 
 01. l,'^ 
 
 oi.;!l 
 
 00.40 01.59 
 
 i 
 
 T\'. S. MACKEXZIE. 
 
' 
 
 \ 
 

 CLASS AS COMPAKEI) AVITFI 
 
 OTHKll AMKllI(!AiN 
 
 1 
 
 iia| 
 
 
 
 
 
 
 d 
 
 
 
 
 
 
 1 
 
 
 
 C3 
 
 u 
 
 
 
 
 
 
 1 
 
 
 
 01 
 
 s 
 
 
 
 
 
 
 
 
 
 
 a 
 
 & 
 
 
 
 
 
 
 
 
 
 
 o> 
 
 s 
 
 
 
 
 
 
 
 
 
 
 g 
 
 "Eb 
 
 
 
 
 
 
 
 
 
 'So 
 
 a 
 
 
 
 
 
 
 
 
 , 
 
 
 n 
 
 M 
 
 
 
 
 
 
 
 
 OT 
 
 
 M 
 
 V 
 
 
 
 
 
 ^K 
 
 
 
 Si 
 
 ei 
 
 t»^ 
 
 > 
 
 
 
 
 
 
 
 
 
 s 
 
 U 
 
 o 
 
 ^ 
 
 i 
 
 d 
 
 0) 
 
 £ 
 
 
 
 
 
 ^ 
 
 C3 
 
 a 
 
 o 
 
 o 
 
 S 
 
 ii 
 
 !29 
 
 
 4 
 
 o 
 
 u 
 
 o 
 
 ^ 
 
 B 
 
 e 
 
 (^ 
 
 fe 
 
 CJuEi 
 
 
 J3 
 
 4-J 
 
 Is 
 
 
 o 
 ►J 
 
 o 
 
 c3 
 
 0) 
 
 G 
 
 a 
 
 
 
 "^ 
 
 
 
 5 ca 
 
 
 3 rt 
 
 d 
 
 1 
 
 3 d 
 
 B 
 
 a 
 
 3 3 d 
 
 0* 
 
 93 C 
 
 
 d 
 
 1 
 
 ^ 'c 
 
 ', « ; 
 
 <; « > 
 
 '. W J/-. 
 
 « ^. 
 
 K > 
 
 '< M ir, 
 
 « ^^ 1 K 
 
 y, 
 
 1 
 
 
 
 
 
 1 
 
 
 
 
 ~ 
 
 ~ 
 
 "^ 
 
 .40 
 
 11.30 
 
 2 .90 
 
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 E. 
 
 LIST OF STAFF IN LOCOMOTIVK. CAR AXP FUEL DEPARTMENTS AS PER LATEST RETURNS.— SHEWING 
 
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 ILLINOIS CENTRAL RAILWAY AVERAGE R 
 
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 i.e: 
 
 
 BOSTON AND MAINE RAILWAY AVERAGE I 
 
 POINT ST. CHARLES, October, 1859. 
 
ITURNS.— SHEWINO AVERAaE RATES OF EACH CLASH AS COMPARED WirH OTHER AMERICAN RAILWAYS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 11 II 1 1 1 1 1 • 
 lAILWAY AVERAGE RATES. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 6 
 
 1.69 
 
 4 
 
 1.76 
 
 94 1.20 
 
 65 
 
 1.27 
 
 6 
 
 1.46 
 
 24 
 
 .93 
 
 4 
 
 1.09 
 
 4 
 
 1.12 
 
 34 
 
 1.31 
 
 2 
 
 1.25 
 
 29 
 
 1.09 
 
 9 
 
 1.28 
 
 104 
 
 2.10 
 
 104 
 
 1.15 
 
 89 
 
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 68 
 
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 59 
 
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 2 
 
 .80 
 
 3 
 
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 10 
 
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 113 
 
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 RA 
 
 1 
 [LWAY 
 
 II 1 1 II 
 AVERAGE RATES. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 
 
 3 
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 2.25 
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 10 
 
 '■El 
 
 1.271 
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 4 
 
 1.44 
 
 
 
 
 
 
 
 
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 E RAILWAY AVERAGE RATES. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1.16 
 
 
 
 
 2.38 
 
 
 
 1 ^^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 W. S. MACKENZIE. 
 

Loco- Dopt- 
 
 I. 
 
 OH AND TllUXK T^ AT LAVA Y. 
 
 STATKMKNT HIIKWINd TIIH MIIJvS RIN TO ().\K ColiD OK WOOD OF 128 VVVAV 
 VKKT, TIIK CO.VSr.MPTlOX OK WOOD, IV (TltlO KKKT, I'KH MILK Itl'.V, AM) THE 
 MA.XIMIM AND MIMMCM O.V KACII DlVI,-^lO\ KOIt SI.V .MONTII.S, KNDI.Nd :iIhi' 
 DKCKMIiKI!, 18.-'?, .lOiii ,n:Ni;, 1,n,-,h, .'iisi DKCKMJiKII, Ih.'.h, A.ND ;miii JVSK, 1H50. 
 
 DATKS. 
 
 r(iii!iiini|iiiiiii (>r u'lHiii ill 
 
 Cubic Fi'ct per .Mile Uiiii. 
 
 .Miles run In Oiu' (' 
 Wood of 128 Cubic 
 
 .III i.r 
 
 Kcet. 
 
 Portland 
 Divisioo. 
 
 ii3 
 wi5 
 
 Cintral 
 Divijiou. 
 
 Western 
 
 Division. 
 
 Portland 
 Division. 
 
 l>ivi:fion. 
 
 M a 
 
 H 
 
 a a 
 
 Si.K niontlis, cndhigaisl Dec, 1857 
 
 '« " aoth Jiiiu', 1858... 
 
 c'lili, I'l. cull. I'l. 
 
 :i.i-t ;i.;u 
 
 (.Ill), fl, c'uti. It. 
 
 3,7;i 2.i;-. 
 
 iiiilos. luili'i*. milci). 
 41 ,18 1 .Tl 
 
 uulcd. 
 59 
 
 :!.12 .■!.8i 
 
 3.47( 2.04 
 
 41 j 311 j ,i7 
 
 03 
 
 " ' 31st Doc, 18.58.... 
 
 2.81 3.30 
 
 2.87 1,07 
 
 45 30 
 
 44 
 
 77 
 
 '• " 30th June, 1859... 
 
 2.99 :uit) 
 
 2.80 1.80 
 
 j 
 
 43 33.50J 40 
 
 71 
 
 DATK. 
 
 Consuraiition of Wnoil in Cubic Feet '\ .Miles nm to One fJonl of Wood of 128 
 
 per Mile ruu. 
 
 I'oi'lliuiil Eastern ! Centra. Western 
 
 Cubic Feet. 
 
 Porllnnd 
 
 Division. 1 Division. Division, 'ilvision.,! Division, 
 
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 Eiistern i Central i Wesl(<rn 
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 •^8 2 . 73'4. 42'2 . 99 4. 39 2 . 08 2 . 52 
 
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 Mil. 
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 1.10; 
 
 55 
 
 37 
 
 47 
 
 28 54 
 
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 37 :iio 
 
 1 
 
 55 
 
 Point St. Charleg, 
 
 15th November, 1859. 
 
 W. S. MACKENZLE, 
 
^, 
 
 -J^.^' 
 
 w \r ^ 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 1.0 
 
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 Photographic 
 
 Sciences 
 Corporation 
 
 23 WEST MAIN STREET 
 
 WEBSTER, N.Y. t45«0 
 
 (716) 873-4503 
 
 i\ 
 
 <^ 
 
 
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 «6^ 
 
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Loco, Oept. lur 
 
 LIST OP DRIVERS AND FIREMEN WHO HAVE RECRIVED MEDALS. 
 
 '■*^^#^ ##/\»»»w>« 
 
 A Smith,.. ,., 
 Win. Ogle,... 
 R. Trench, . . . , 
 Wm. Todd,..., 
 N. S. Grant,.., 
 W. Somervillc, 
 T. Oritchley, .. 
 M. Hussey, . . . . 
 T. Ponohue,.. . 
 J. A. True,.... 
 
 Driver, 
 
 Do 
 
 Do 
 
 Do 
 
 Do 
 Fireman, 
 
 Do 
 
 Do 
 
 Do 
 
 Do 
 
 Queen's Wharf. 
 
 I'oint St. Charles. 
 
 Longueuil. 
 
 Hadlow. 
 
 Portland. 
 
 Don. 
 
 Brockville. 
 
 Kingston. 
 
 Point St. Charles. 
 
 Portland. 
 

 S3H JANUATIY l^r, IS^Ji. 
 
 
 I860. 
 
 
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 28 
 
 
 
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 24 
 
 
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 31 
 
 
 
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 April 7 
 
 
 
 10 55.70 
 
 14 
 
 
 
 4(1 53.30; 
 
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 87j:52.5-Ji May 5 
 70 153.32 12 
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 83 47.54 June 2 
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 231 
 
 
 
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 30 
 
 
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 14 
 
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 25 
 
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 15 
 
 
 
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 80.57 Oct. 6 
 
 
 
 
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 Auditor of TraJJic <md Ticket A<jnU. 
 
Ko, 1. 
 
 GRAIND TRUNK 
 
 STATEMENT OF "WEEKLY TKAEEIC BECEIl'TS, SHEWING AVEllAG 
 
 
 1854. 
 
 1855. 
 
 V'o. 
 I'ndl 
 
 
 1856. 
 
 
 
 1857. 
 
 C'lidinu: 
 
 jAvi'niuc 
 Mik'.s Amount, i"'riiiiU' 
 
 per uU. , 
 
 W<.<'k i 
 cndini; 
 
 \IUCM 
 
 lAvcrairi'j 
 
 Amount, iiicrniiic 
 
 ilicr \vk., 
 
 }^ .Miles 
 
 Amount. 
 
 iiTiailcj 
 irr w K. 
 
 Week 
 ending 
 
 Miles 
 
 AveYai 
 
 Amount, per 1111 
 
 pel- wl 
 
 
 
 8 cts. ;? cts.l[ I 
 
 
 S ft.^.l § cts.I 
 
 
 
 
 S CtH. § ClJ.'l 
 
 
 
 
 ? ct.s. $ Ct 
 
 Jun. 
 
 71 T.)2 8001. 7."? 27.40 
 
 Jan. 2;i2 M4:!5.90 '19.44 ' 
 
 Jan. 
 
 5 
 
 51;!14023.30};27.14 ; 
 
 Jan 
 
 3: 849 43019.03 J51.38 
 
 
 U' 2[>2: HHTI.'.OJ 30.31 
 
 13 2;i2 15:'.51.t;s '52.57} 
 
 
 12: 
 
 513:14872.24} 28.9:» 1, 
 
 
 10! 8.i;)3.i4;i;t.5o |40.(;2 
 
 
 21' 2<.r: 10i;33.4S 3ii.41i 
 
 20 2:12 11320.85 '38.79 , 
 
 
 u.; 
 
 51315159.40 
 
 29.55 
 
 
 171 809j30711.17}44.1 1 
 
 
 2h; 2h:' Ki.'^l'i.r)!! 37.13 j 27 
 
 292 11S03.85 40.03 || 
 
 
 20 
 
 513il7940.G0 
 
 U.97 
 
 
 24| 80927720.55 |34.2i; 
 
 Ffh. 
 
 4: 2;rJ rj333.1G 42.23i Fcl). 3 
 
 2:12 12 1:10.94} 42.8!) [I'V-b. 
 
 2 
 
 513 18181.14} 
 
 15.44 \ 
 
 
 31 809129701.48 ;30.7l 
 
 
 11 2;vj 1'm;71.3j.};j.;.84J lo 
 
 292 12223.37 41.80 : 
 
 91 
 
 523 17112.74 j 
 
 -13. 3i; 
 
 Feb. 
 
 7 809 33878.14 |44.87 
 
 
 1h! •-"^■.! 10iM)-J.3>i(34.25J 17 
 
 292 12517.22} 42.97 | 
 
 
 Ki! 
 
 513 18394.42* 
 
 15.80 
 
 
 14 849 30590 80 j43.1(l 
 
 
 15' 2;»2 OCi',"). KU 32.8:11 1 24 
 
 292 1107-1.54.) 50.25}! 
 
 
 23: 
 
 513 15031.79 ! 
 
 to. 47 :! 
 
 21 849'45581.19}'53.0:i 
 
 March 
 
 4 y.)l 121!i.-).12Ml.7i;j'.Murcl'. 3 
 
 292 15053.20} 51.55 ; Murcl 
 
 1 ll 
 
 513 23473. 28JI45. 70 i! 
 
 28 849'55003.42 ii!5.50 
 
 
 111 2:'2 12243.45i 41.'J3 
 
 10, 
 
 292 17774.41} 00.87 ii 
 
 
 8 
 
 5i:! 10781.35 ' 
 
 ^..71 'Murcl 
 
 7! 84:il47488.00 55.93 
 
 
 IH: 2:12 13251. .'ilj 4r).3S 
 
 17 292 15557.71} 53.28 
 
 
 15 
 
 513 18401.02 i 
 
 -15.98}' 
 
 
 14! 849:51222.87 00.33 
 
 
 25 2;t2 13793. 07M7.23J 
 
 24 292 18510.04 03.41 
 
 
 22 
 
 .M3 24948. 70} 1 
 
 18.03 
 
 
 2l| 8-19153:120.04 03.52 
 
 Aiwil 
 
 1 2i'2 iir)0().77 3;t.3.'<j; 
 
 31 2:12 1725S.19 59.10 
 
 
 29 
 
 513i25511.42}i 
 
 19.73 
 
 
 28; 84ii'5549S.19 i;5.57 
 
 
 S 2112 14r.40.i»l 4'.i.4ri iiAprll 1, 2:12 1.^)429.39 j2.84 ! 
 
 :».!,. ll 
 
 ti 
 
 51320O9S.00 j 
 
 52.03 : April 
 
 4' 849;54;,1-1.G7 03.97 
 
 
 15, 2;»2 12^73. 2iJ 44.0HJ 
 
 41 292 17008.37}'5a.2!) | 
 
 
 12 
 
 51321812.05 
 
 12.52 I 
 
 111 849'l8513.37.i57.17 
 181 P4;i'402;i3.05} 54.52 
 
 
 22' 2!l2 15301.(j5i 52.40 
 
 21 292 2O054.545 70. 73}, 
 
 
 19 
 
 5i:!'23331.(.4} 
 
 15.48 : 
 
 
 2!» 2:t2 1 4 7153. 23 i 50.5tJ 
 
 28 292 14234.95 48,75 ' 
 
 
 20 
 
 513 243;>7.04 
 
 47.50 ;! 
 
 25' 84:t 44838. 7(1 152.81 
 
 JIny 
 
 C)\ 2!»2 14252. 5f;.i 48.81 
 
 Jfiiy 5 
 
 292 102:14.92 '55.80} 'Miiy 
 
 3 
 
 513!23001.07 
 
 44.83* May 
 
 2i 849 40001. 91}'54. 18 
 
 
 l.V 2;»2 li;ii5S.05i 54.99 
 
 12 
 
 292 21741.83} 74.40 1 
 
 
 10 
 
 513/24082. 4;i} 
 
 18.11} 
 
 9': 849 41002.09 149.07 
 
 
 20: 2:'2 I78)'^.45j 01.02 
 
 19; 292 17522.07} 00.01 
 
 
 17 
 
 513:25542.13} 
 
 49.79 
 
 10 849:43771.29 151.55 
 
 
 2" 2:>2 1771.'). 70 00. (i7 
 
 2G 292 17370.80} .-,;.). 40 
 
 
 24 
 
 51. ■'.21 97 1.55} 
 
 42 . 83 
 
 23: 84:1:43705. 31}i51. 48 
 
 June 
 
 3 2112 18244. 40J 03.02 
 
 June 2 292 i:t091.23 ;07.43} | 
 
 31 
 
 513:22812.33 
 
 44-47 
 
 30: 84:1/13340.21 151.05 
 
 
 10 292 1S57().83 (i2.4S 
 
 9^ 293 18585.32 '03.(^5 i'June 
 
 7 
 
 513'22080.71 
 
 44.22 Juno 
 
 C' 849 17100.99}'55.49 
 
 
 17. 2;<2 17179. 90J 58. H3J 16' 2!'2 17912. 81 JOl.341; 
 
 
 14 
 
 513 25939.18* 
 
 50.50* 
 
 
 13' 849i40998.92 
 
 )5.3G 
 
 
 24i 292 10.-^K2.53 57.81J 23; 292 17892. 22s'Ol. 58 
 
 
 21 
 
 513127340.87 
 
 53.31 
 
 
 20; 849I47573.7I 
 
 50.03 
 
 July 
 
 1! 292 17051.85 '00.45 30; 202 19432. Olj 00.55 
 
 
 28 
 
 513 25294.05} 
 
 49.31 ; 
 
 27| 849j48825.1S 
 
 57.51 
 
 
 8 292 18134. 3';i 02.10 July 7 388 23101.471 59. 70 |ijuly 
 
 5 
 
 513 27401.70} 53.J41 July 
 
 4' 849'47230.75} 
 
 55-04 
 
 
 15 292 10781. 77 J 57.47 
 
 14' "i.-^H 25170.48 :04.89 
 
 
 12 
 
 513 2';270.71 51.22 i 
 
 llj 849[4H820.82}'57.51 
 
 
 22 292 15559.98 53. 28} 
 
 21 388 22929.10 59.10 
 
 
 19 
 
 513:22302.75} 43.47}' 
 
 18. 849 45023.54} 
 
 53.74 
 
 
 29 292 15750.05 53.94 
 
 i 28^ 388 22:100.57 59.19 
 
 
 20 
 
 513'24i;40.93}!48.03 ii 
 
 25: 849:42377.00} 
 
 49.91 
 
 Aug. 
 
 ;i 292 17755.73 00. 80 J 
 
 'Aug. 4 388 23157,005 5:». 08 
 
 Aug. 
 
 2 
 
 513;23278.8l} 
 
 45.38 lAug. 
 
 ll 849' 12529.29 
 
 50.09 
 
 
 12 292 17885.35 !oi,25 
 
 11; 388 23058.37} 59.43 
 
 
 9 
 
 513 23288.78 
 
 45.40 Ij 
 
 8! 849U4:i43.03*:52-93 
 
 
 19 292 20002.90 !08.71 
 
 18 388 25579.55 i;,-,.93 
 
 
 IG 
 
 513 20300.50} 
 
 51.38} 
 
 
 15j 84940705.27 55.01 
 
 
 20' 292 20072.0.'* 08.74 ! 25 :!S8 24075. 18 J 02 05 
 
 
 ^3 
 
 513'2454 1.27 
 
 47 84} 
 
 
 22' 849 47178.42 |55.57 
 
 Sept. 
 
 2 292 2 1920. 53 j 75.07 
 
 Hei)).. 1 , 3SS 2.i:i55 . 4O5 02 . 70 
 
 
 30 
 
 513'25014.02} 
 
 49.93 
 
 
 29 84947.;79.07}5O,.lO 
 
 
 9 292 2055(>.41 :70.39il 
 
 8 3.«8 22040.2:1* 50.82 
 
 Sept. 
 
 6 
 
 5 13' 24048. 01} 
 
 48.05 Sept. 
 
 5' 84;i'48589.04} 57.25 
 
 
 10 292 2O(i40.0(J '70.70* 
 
 15' 388 22887.83 58.99 
 
 
 :3 
 
 513 23:124.53} 
 
 40.03* 
 
 12 849:47385.01} 55.81 
 
 
 23 293 2013:t.lG 08. 9U 
 
 22; 388 2 '.200. 13 54.80 
 
 
 20 
 
 513 24311.54 
 
 47.40 
 
 19 849:48157. 02*150. 72 
 
 
 30' 292 20300. 03J 09.75 
 
 29' 388 23939. 98} 01. 7' > 
 
 
 27 
 
 513'27020.03 
 
 52.08 1 
 
 20' 84;i|50040.02 158-94 
 
 Oct. 
 
 7 29224000.47 82.2H'Oct. 0' 38, 22899. 55i 59.02 
 
 Oct 
 
 4 
 
 513/24353.50 
 
 47-47 ;Oct. 
 
 3; 84950450.78 159-42 
 
 
 14 29221 187. 70i 73.59 
 
 13, 388 23504.23 00.57 
 
 
 11 
 
 51320190.47 
 
 51.05} j 
 
 10 849 51100.49 loO.lO 
 
 
 2 1 292 203:t2 . 25J CM . 49 
 
 20| 3.'<8 23332.08} 00.13 
 
 
 18 
 
 51.3'25885.30 
 
 50.40 
 
 
 17; 84:150015.12} 58.91 
 
 
 28 29220(141.27* 08. 03i!i 27 38825085.51 ;04.05 
 
 
 25 
 
 513:28523.87} 
 
 55.00 
 
 
 24 8.J9'40957.70} 55-31 
 
 Nov. 
 
 4 292205:14. 22no. 53 ;n„v. 3 38H 24008. 94 :02 .03 
 
 Nov. 
 
 1 
 
 513^28091.49} 
 
 1-54.70 i| 
 
 31! 849:44583. 37*'52. 51 
 
 
 11 2:t2 17834.40 ,01. 07 J 
 
 K 
 
 , 38S21592.83} 55.05 
 
 
 8 
 
 513'25201.99} 
 
 49-24} Nov. 
 
 7! 849'4S231.97 50.81 
 
 
 18 292 15709. 9U 54. OOj 
 
 17 
 
 \ 388 22482.33 57.94} 
 
 
 15 
 
 51328359.31] 
 
 55.29 
 
 
 141 849'47402.82}'55.91 
 
 
 25^ 292 17305. 74 j 59. 20} 
 
 24 
 
 i 513 20192.04} 51.05} 
 
 
 22 
 
 84948804.15 
 
 57.48} 
 
 
 2I1 849,48855.01} 57.54 
 
 Dec. 
 
 2 2:t2 20574.00 70.40 ] Dec. 1 
 
 i 513 27800.90 154.32 
 
 
 29 
 
 849,51484.15 
 
 00 ■ 04 
 
 
 28' 84951591.95} GO. ?< 
 
 
 9 292 11 709.3'';} 40.30 j 
 
 e 
 
 i 51328013.88 '54. Gl 
 
 Dec. 
 
 C 
 
 849'44083.05} 
 
 52.03 
 
 Dec. 
 
 5 84;);g0020.10} 
 
 70.7(1 
 
 
 16 292 13718.07} 40.98 
 
 1 1.^ 
 
 i 513 223',i7.27 43.00 
 
 
 13 
 
 849 45845.59) 
 
 5-! 00 
 
 
 12; 849;58424.80 
 
 08.81 
 
 
 23 2;»2 12759.34 43.69} 
 
 1 22 
 
 ; 513 23341.34 45.50 
 
 
 20 
 
 84938000. 91) 
 
 44.84 
 
 
 19, 849'53131.88 
 
 02.5fc 
 
 
 30 2S)2il4570.52 49.92 
 
 1 1 
 
 29 
 
 513 10114.03 31.41 
 
 1 
 
 
 27 
 
 849 33527.55) 
 
 39.49 
 
 
 2G: 849144071. 90} 
 
 i 1 
 
 51. OL 
 1 
 
 Audit Departmknt, 
 
 iJovembcr, 1859. 
 
Wo. 1. 
 
 [RUNK RAILWAY. 
 
 WING AVERAGE PER MLE, I'Ell WEEK, FROM JANUARY Isr, 1S51.. 
 
 
 1857- 
 
 
 ^ 1858. 
 
 
 1859. 
 
 
 I860. 
 
 
 Wcik 
 
 tidiii;; 
 
 Miles 
 
 Ainoimt. 
 
 .\v(ira«i' 
 
 IH'I'lMllc 
 
 per wk. 
 
 t'lidi 
 
 !k Ml... 
 
 Aveniirc 
 
 .Viiiouiit. lii'i'iiiilc 
 
 \ir.V \\\i. 
 
 ciidiiiK 
 
 Mis. 
 
 Amount. 
 
 .Vvi.iiiirc 
 
 |H.|' tllilt- 
 
 piT \vk. 
 
 W.'ck 
 
 umliuK 
 
 .\ mount. 
 
 pt ru:tlo 
 
 
 
 ? cts. 
 
 $ CL^. 
 
 
 
 S Ct.S. § ct.^. 
 
 
 
 
 $ Ct:J 
 
 $ Ct8. 
 
 1 
 
 J 
 
 S ft-!.' ■•? r.rs. 
 
 11 3 
 
 849 43019.03 
 
 51.38 
 
 Jan. 
 
 2I 84!' 35383. 91} 41.07 
 
 Jilli. 
 
 ] 
 
 880 
 
 '33500.24} 38.07} 
 
 Jun. 
 
 7 
 
 
 1 
 
 10 
 
 8 19 3449;). 50 
 
 40.02} 
 
 
 9l 849i2900H.50 134 . 10 
 
 
 8 
 
 880 
 
 12941 l.iHi};!:j. 42 
 
 
 14 
 
 
 
 
 17 
 
 H09:';i;7ll.l7; 
 
 44.14 
 
 
 10! 849:31073. 29JJ37. 30 
 
 
 15 
 
 880 
 
 32880.17) 37. .30} 
 
 
 21 
 
 
 
 
 21 
 
 8ii|j;j7720.55 
 
 34.20} 
 
 
 23 
 
 809J41911.55 
 
 5 1 . 80 
 
 
 '}•) 
 
 880 
 
 31i!)32.53 
 
 45.38 
 
 
 28 
 
 
 
 
 31 
 
 800|29701.48 
 
 30.71 
 
 
 30 
 
 809 3.H8 72.07 
 
 48.05 
 
 
 29 
 
 880 
 
 40 120. HI 
 
 45. (iO 
 
 Feb. 
 
 4 
 
 
 
 
 b. 1 
 
 809 33878.14 
 
 44.87} 
 
 Fub. 
 
 
 
 809 35920. 54}|44. 40 
 
 Feb. 
 
 5 
 
 88(1 
 
 37172.41 
 
 42.24 
 
 
 11 
 
 
 
 
 14 
 
 849 3i;500 80 
 
 43.10 
 
 
 13 
 
 80!) 3009 7. 08 }j3 7. 94 
 
 
 12 
 
 880 
 
 35838.50 
 
 •10.725 
 
 
 18 
 
 
 
 
 21 
 
 849'45581.19^ 
 
 53. G9 
 
 
 20 
 
 809i37483.20 
 
 40.33 
 
 
 19 
 
 880 
 
 39809.73 
 
 45.30} 
 
 
 25 
 
 
 
 
 2H 
 
 849'55(;(;3.42 
 
 05.50 
 
 
 27 
 
 809iU93!).83} 
 
 51.84 
 
 
 20 
 
 880 
 
 42274.71 
 
 48.04 iMarch 3 
 
 
 
 rch 7 
 
 84:il47488.00 
 
 55.93 
 
 .March 
 
 809'43522.0G 
 
 53.79 
 
 Marcli 5 
 
 880 
 
 43703.05 
 
 49.00 
 
 
 10 
 
 
 14 
 
 849;51222.87 
 
 00.33 
 
 
 13 
 
 800 11872.00} 
 
 55.40 
 
 
 12 
 
 880 
 
 45182.2 1! 
 
 51.34} 
 
 
 17 
 
 
 21 
 
 849':)3:i20.04 
 
 03.52 
 
 
 20 
 
 80945711. 88}'50. 50 
 
 
 19 
 
 880 
 
 47505. 5U54. 52' 
 
 
 24 
 
 
 28 
 
 849'55498.19 
 
 ('.5.57 
 
 
 27 
 
 809 50383.11 
 
 02.27 
 
 
 20 
 
 HHI] 
 
 51004.51 '53.71 
 
 
 31 
 
 
 ril 4 
 
 849 
 
 54:, 14. 07 
 
 03.97} 
 
 Ajiril 
 
 3 
 
 809 40304.35} 
 
 57.23 
 
 April 
 
 
 
 8!U) 
 
 51544.10} 
 
 58.57 
 
 April 
 
 7 
 
 
 
 
 11 
 
 849 
 
 18513. 37^ 
 
 57.17} 
 
 
 10 
 
 84!*;47H3:).085 
 
 50.34 
 
 
 9 
 
 8l<0 
 
 49008.19 
 
 55.70 
 
 
 14 
 
 
 
 
 IH 
 
 849 
 
 40293. 05 J 
 
 54.52} 
 
 
 17 
 
 8-19 49350.39 
 
 58.13 
 
 
 10 
 
 880,10903.41! 
 
 53.30} 
 
 
 21 
 
 
 
 
 25 
 
 849 
 
 44838.70 
 
 52.81 
 
 
 24 
 
 849 50053.83 
 
 59.00 
 
 
 23 
 
 880 
 
 ■14858.80 
 
 50.97J 
 
 
 28 
 
 
 
 
 y 2 
 
 849 
 
 40001. 01 j 
 
 54.18} 
 
 .May 
 
 ] 
 
 841)40424.74} 
 
 54.77 
 
 
 30 
 
 880 
 
 40222. S7} 
 
 52.52}| 
 
 .May 
 
 5 
 
 
 
 
 9 
 
 84!) 
 
 11002.09 
 
 49.07 
 
 
 8 
 
 84!)4308H.89 
 
 50.74} 
 
 May 
 
 7 
 
 880 
 
 40923. 71; |53.32 
 
 
 12 
 
 
 
 
 1(! 
 
 849 
 
 43771.29 
 
 51.65}| 
 
 
 15 
 
 849J40137.21 
 
 54.34 
 
 
 14 
 
 8H1) 
 
 •1248(;.49}'.|8.2.H 
 
 
 19 
 
 
 
 23 
 
 849| 
 
 13705. 3 U 
 
 51.48 
 
 
 nn 
 
 849'44228.90 
 
 52.1)!)} 
 
 
 21 
 
 880 
 
 39927.40 
 
 45.37 
 
 
 20 
 
 
 ] 
 
 30 
 
 849; 
 
 13340.21 
 
 51.05 
 
 
 29 
 
 849J41)!28.45} ■1!(.03 
 
 
 2,S 
 
 8 SO 
 
 41833.83 
 
 47.54 
 
 June 
 
 2 
 
 
 
 
 10 G 
 
 849 
 
 17l00.99i 
 
 55.49} 
 
 .June 
 
 5 
 
 81938732.30 45.02 
 
 June 
 
 4 
 
 880 
 
 40380.01 
 
 45.8!) 
 
 
 9 
 
 
 
 
 13 
 
 849; 
 
 10998.92 
 
 55.30 
 
 
 12 
 
 84!) 38828.27 45.73 
 
 
 11 
 
 880 
 
 38917.27} 
 
 44.22} 
 
 
 IG 
 
 
 
 
 20 
 
 849! 
 
 17573.71 
 
 50.03} 
 
 
 19 
 
 849|43104.95} 50.84 
 
 
 18 
 
 880 
 
 37301.10 
 
 42.39 
 
 
 23 
 
 
 
 
 27 
 
 849J 
 
 48825.18 
 
 57.51 
 
 
 20 
 
 849:38403.50} 45.3')} 
 
 
 25 
 
 880 
 
 3900:;. 7h} 
 
 45.07 
 
 
 30 
 
 
 
 
 ly 4 
 
 849! 
 
 17230. 75 J 55-04 
 
 July 
 
 3 
 
 849|44081.99 51.92 
 
 July 
 
 2 
 
 880 
 
 412(;5.05 
 
 ■17.80 
 
 July 
 
 7 
 
 
 
 , 
 
 11 
 
 849] 
 
 48820.82} 57.51 
 
 
 10 
 
 849'3.s\S83.97} 45.80 
 
 
 9 
 
 880 
 
 39707.94 
 
 45.12 
 
 
 14 
 
 
 
 
 18 
 
 849 
 
 15023.54} 53.74 
 
 
 17 
 
 849:30982. 17}:43. 50 
 
 
 10 
 
 880 
 
 3!)40l.7S 
 
 44.77} 
 
 
 21 
 
 
 
 
 25 
 
 849' 
 
 42377.00} 
 
 49.91 
 
 
 24 
 
 849i302(;7.43}'42.83} 
 
 
 23 
 
 880 
 
 37434.05 
 
 42.54 
 
 
 28 
 
 
 
 
 g. 1 
 
 849 
 
 12529.29 
 
 50.09} 
 
 
 31 
 
 84!)'39429.55 J40.44 i 
 
 
 30 
 
 S81) 
 
 44304. (;9 
 
 50.41} 
 
 Aug. 
 
 4 
 
 
 
 
 8 
 
 849! 
 
 44943.031:52.93}' 
 
 Aug. 
 
 7 
 
 849;30774.27}'43-3l} 
 
 Aug. 
 
 C 
 
 880 
 
 391,33.74 
 
 44.47 
 
 
 11 
 
 
 
 
 15 
 
 849| 
 
 10705.27 
 
 55.01 1 
 
 
 14 
 
 84937721. 39.}'44.43 
 
 
 13 
 
 880 
 
 38874.41 
 
 44.17} 
 
 
 18 
 
 
 
 
 22 
 
 849i 
 
 47178.42 
 
 55.57 
 
 
 21 
 
 849137300.97} 43.93} | 
 
 20 
 
 880 
 
 41954.92 
 
 47.07} 
 
 
 25 
 
 
 
 
 2!) 
 
 849' 
 
 47079.07} 
 
 50. 10 1 
 
 
 28 
 
 84947103. 37i'45. 55 i| 
 
 27 
 
 88(1 
 
 40381.09 
 
 52.70} 
 
 Sept. 
 
 1 
 
 
 
 pt. 5 
 
 849 
 
 48583.04} 57.25 | 
 
 Sept. 
 
 4 
 
 849:43421.09 |51 . 14}! Sopt. 
 
 3 
 
 880 
 
 45242.78 
 
 51.41 
 
 
 8 
 
 
 
 
 12 
 
 849 
 
 47385. Gli 
 
 55.81 
 
 
 11 
 
 849'41753.80 |49.18 
 
 
 10 
 
 880 
 
 4875S.08 
 
 55.41 
 
 
 15 
 
 
 
 
 19 
 
 849; 
 
 18157.02 
 
 50.72 
 
 
 18 
 
 849:11132.17 118.45 
 
 
 17 
 
 880 
 
 5131)0.00 
 
 58.40} 
 
 
 22 1 
 
 
 
 2 (J 
 
 849'50040.(!2 
 
 58.94 
 
 
 25 
 
 849:43058.03} 50.72 
 
 
 24 
 
 880 
 
 51585.50 
 
 58.02 
 
 
 29 
 
 
 
 
 t. 3 
 
 849-50450.78 
 
 59.42} lOct. 
 
 2 
 
 880157491. 47}:05. 33 
 
 Oct. 
 
 1 
 
 8.10 
 
 70903.84 
 
 80.57 
 
 Oct. 
 
 G 
 
 
 
 
 10 
 
 849 51100.49 
 
 00.1!)}! 
 
 9 
 
 880U9()95.90 i5').47 
 
 
 8 
 
 880 
 
 58097.9)! 
 
 00 7o 
 
 
 13 
 
 
 
 17 
 
 849'50015.12J 
 
 58.91 i 
 
 
 10 
 
 88052975. 21}'00. 20 
 
 
 15 
 
 880 
 
 00032 40 
 
 08.22 
 
 
 20 
 
 
 1 
 
 24 
 
 8^9'4t;957.Tii] 55.31 
 
 
 23 
 
 880 54877.8!) 02.30 
 
 
 22 
 
 880 
 
 (50040.10 
 
 08.23} 
 
 
 27 
 
 
 1 
 
 31 
 
 849:44583.37* '52. 51 
 
 
 30 
 
 880'50229.17} <;3.8!)5 
 
 29 
 
 880 
 
 (50484.38 
 
 08.73^ 
 
 Nov. 
 
 3 
 
 
 i 
 
 V. 7 
 
 849'4H23l.97'''5G.81 
 
 Nov. 
 
 G 
 
 880 50832.30} 57.70} Nov. 
 
 5 
 
 880 
 
 58470.05 
 
 00.45 
 
 
 10 
 
 
 " 
 
 14 
 
 849' 
 
 47402. 82}'55. 91}' 
 
 
 13 
 
 880|50088.92 !57.00 
 
 
 12 
 
 880 
 
 56154.40 
 
 03. 8I;, 
 
 
 17 
 
 
 
 21 
 
 849 
 
 48855.01} 57.54 1 
 
 
 20 
 
 880:50110.34} 5G. 91 
 
 
 19 
 
 
 
 
 
 24 
 
 
 
 28 
 
 849 
 
 51591.951 GO. ?0}; 
 
 
 27 
 
 880:47144.43 |53.57 
 
 
 20 
 
 
 
 
 Dec. 
 
 1 
 
 
 
 
 c. 5 
 
 849|0OO2n.l0J 70.70 
 
 Dec. 
 
 4 
 
 880 51979.13 59.00}, Dec. 
 
 3 
 
 
 
 
 
 8 
 
 
 
 
 12 
 
 849;58424.80 08.81 
 
 
 11 
 
 88045087.5.3} 51.92 \ 
 
 
 10 
 
 
 
 
 
 15 
 
 
 
 
 ID 
 
 849^53 13 1.88 02.58 
 
 
 18 
 
 880'45070.51} 5I.2U 
 
 
 17 
 
 
 
 
 
 22 
 
 
 
 
 2G 
 
 849J4407l.9Gi 51.90 
 
 1 1 
 
 
 25 
 
 88037147.27 42.21 
 
 
 24 
 31 
 
 
 
 
 
 29 
 
 
 
 J. HARDM.\X, 
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 -^ M 
 
 n 
 
 '- o 
 
 T 00 
 
 |(l 
 
 1- fO 
 
 C. 00 
 
 jj 
 
 o" J- 
 
 'I o" ■ 
 
 B 
 
 '£> T1 
 
 e-4 I.O 
 
 ^ 
 
 IQ to 
 
 O lO 
 
 
 -^tfm 
 
 —*ti -^iH 
 
 -If* 
 
 — 1« <-!« 
 
 1 
 
 •^ ■* t- 
 
 ■M '^1 « 
 
 '-i lO c» 
 
 CTO-* 
 
 • 
 
 00 ^ F^ 
 
 CO OO -t 
 
 T); CO oo 
 
 1.-5 CI -t 
 
 i 
 
 d cj m 
 
 •-* a rn 
 
 (^ d r- 
 
 -i fo' r 
 
 > 
 
 oj n o 
 
 •^ to c-.. 
 
 P-. I- t— 
 
 t' -^ -r 
 
 ^ 
 
 CO o t~ 
 
 to oo 00 
 
 o oo__-<_ 
 
 CO CI CI 
 
 
 
 
 
 •. -^ n 1 
 
 1 
 
 CO C; t- 
 
 »c^ ^ -t 
 
 oo'qo irT 
 
 O 1- CI 
 
 • 
 
 1- 1- O 
 
 e-i o o 
 
 ->• 1.-5 -< 
 
 O 00 o 
 
 4 
 
 «-* t-t CI 
 
 M C>J -1 
 
 ^ — 1 CI 
 
 C) — 1 -< 
 
 
 
 
 3 
 
 3 a g* u o <u 
 
 = •_ o " • o 
 
 3 
 
 »^ ft, <; -< ~ '^ 
 
 > 
 
 •-» ■*( y; O St. Q 
 
 
 
 
 i 
 
 
 ft -« 
 
 c- 
 
 OS 
 H CO 
 
 >', '"' 
 W c 
 
 11 
 C 
 
 Q ■£ 
 
 c: 
 
 
 TT, 
 
 Auditor, 
 
 I 
 
 N? 
 
i%«. a. 
 (iJiANI) riM'NK UAJI.WA^' 
 
 TRAFFIC RECEIPTS. 
 
 JiiHuuiji li(, 1HA4, lit June 'Mth, 185'.). 
 
 |8S4-.Jnniiar)'. 
 Kt'liniiifv. 
 Miircl,. 
 
 April. 
 M«y. 
 
 .1 
 
 July. 
 
 Aiiuuil. 
 
 Hp|itc'inljcr. 
 
 Hl'luliiT. 
 
 Niivi'mtn'r. 
 
 18.').") — Jiinimrj-. 
 t'cbriinry, 
 Miircli. 
 
 April. 
 
 M.i,V. 
 
 .luiio. 
 
 • Inly 
 
 Srpli'inhpr. 
 
 *)i'toln'r. 
 
 •Vovcmlipr. 
 
 r>''ri'rnhcr. 
 
 \A't<\ — Jitiiiiiiry, 
 r't'lirmiry. 
 March. 
 
 April. 
 
 Mny. 
 
 .Iilliiv 
 
 .(illy. 
 
 .Vil);ii,it. 
 
 Soptdinbi'r. 
 
 Ooliilier. 
 
 Nnvernbor. 
 
 OrniMiilx'r. 
 
 1^.■|T — .Ttinuar} . 
 I'fbnmry. 
 Mnroh. 
 
 April. 
 Mny. 
 
 .riini>. 
 
 ■fuly. 
 
 Aii({usl. 
 
 .Seplcmhor. 
 
 ()cti)lu>r. 
 
 .Voveiiibcr. 
 
 Oeceinltpr. 
 
 -.Iiiiumry. 
 February. 
 March. 
 
 .\pril, 
 
 ■May. 
 
 June. 
 
 July. 
 
 Au|;iist. 
 
 September. 
 
 ilclob, .. 
 
 .Voveinher. 
 
 December. 
 
 .raaiiary. 
 
 February. 
 
 March. 
 
 April. 
 
 May. 
 
 June. 
 
 MCINTIII.Y. 
 
 i gl.'AlirKIII V. Mk\.V YKAHLY 
 
 S el,. ^ cm 
 
 «o,Hii7.ri7 
 4:i,M>!.<ii 
 
 .')(i,i)7;i.oii I 
 
 ' MO, '(HI) liT ' 
 
 .•-7,l.l,-).74); 
 7I,i:m.4:iiI 
 7!i,7,'7.Hiiii 20H,ii:iH.oi) ;i4l>.iri4 7I| 
 
 Wi nill«*. 
 
 iiO,'lo4.Ji> 
 n7,o.ij.2i) 
 H!t,;i7.'..72|i I 
 
 34.'),H'.'5.a41l 
 
 HH,.-)iil.DD 1 
 
 7:i,N0S.(IH I ' 
 
 7.',:i.'.7,li:i i 'i1iP,7:il.uo • 48(1,553.24) 
 
 «4,ii7n.fiii 
 
 57,.-)54.79 
 H4,ni;880( 
 
 835,577,98 
 
 7rt,4iiM.lo) 
 tin,:H7.UH) 
 9'J,435.n2 
 
 :iH,iil«.l5 
 108,013.2:1) 
 f)3,tl2il.H7i 
 
 ^o7,l'17.■l.^)| 
 
 2lll,in0.21 
 
 .I'll.. 177. r,ii| 
 
 3no,288.-2fl 
 
 io7,:iii:i.i7 t 
 
 ini,120.87j; I 
 
 »ii,!»i!P.li: 3O!<,4H3.50j| fin8,7.',i.7(ij| 
 
 7I,.1K1..-)1 , 
 
 7H,;i25.47 ; 
 
 !13,4!l.1.40 ! 
 
 1 241,tn2'47 ! I 
 
 103 838. 43j! ' 
 
 IO.|.!l24.17t' 
 
 111,593.08J| 320,355.00)! .-iOl ,758. 16|| 
 
 117,183.21) ' 
 
 10!l, 3:12.39 
 
 109,705.81) 
 
 1,077.229.43 
 
 Not. ,17111—388 luiltn. 
 
 Nov. •9lh— nin mllen. 
 Dee. 3r(l— 553 miloa. 
 
 iFcl>. 12tli— 513 milen. 
 I [lino.) 
 
 OloninK of Ht. Thumas'a 
 April l/lh— 553 miles. 
 
 33i-,,24Tin) 
 120, 398. U») 
 18.1,1)08.001! 
 181,777.82 i 191,14.'.. 12 I 827,380.81) 
 
 Oct. 27lli_701 mikM. 
 Nov. 171b— 849 milea. 
 
 i 147,089.801 
 170,505.29) 
 228,501.31) 
 
 .■i4K,15R.41j 
 210,905 00 ; 
 180,194.70)! j 
 
 21O,O9C.90ji 007,190.07 'l,I53.3.'.3.08) 
 
 1,389,141.78 
 
 209,018. 24)| j 
 
 202,230.50) 
 
 217,911.50) I 
 
 0!! 9,100.31)1 
 
 214,059.00 I I 
 
 200,437.32)1 I 
 
 227,093.57 r.42,194.89) 1,271,301.21 
 
 148,4.-7.7l 
 144,389.88 
 201,891.72 
 
 ,124,714.29) 
 
 \■<.<^ — 
 
 204,309.51) 
 187,123.91) 
 172,199.70 
 
 497,739. 34 I 
 
 503,033.13 1,001.372.47 
 
 173,390.84 
 179,559.04) 
 207,703.17)1 j 
 1 500,713.00 ! 
 
 225,041. ?2) 
 
 200,8.'i0.S9 j 
 
 19.1,898.40)! 027,390.71 1,188,104.37 
 
 148,910.40) 
 
 158,870.3j 
 
 215,177.89 
 
 200,371.59 
 j 187,203.20) 
 i 109,240.44) 
 
 52-'. 90 1.70)1 
 
 550,881.24 [1,079,845.94) 
 
 2,249,470.84 
 
 Sept. 27lli— 880 miles. 
 
 .XuDiT Department, 
 29tli October. 1859. 
 
 J. HARDMAN, 
 
 Auditor of Traffic and Ticket A/ient 
 
' to 30tli 
 t rortion 
 iir Yearly 
 
 RTOilOTIIJUKB. 
 
 
 ■t. 
 
 'J 
 
 U, 
 
 $ GU. 
 
 04 
 
 483.02 
 
 El 
 
 20 382.78 
 
 .181 417.94 
 
 .82 
 W 
 
 ^.24 
 
 530.80 
 
 429.80 
 
 i 
 
 c 
 
 TT, 
 
 Audi (or. 
 
No. 3. 
 
 GHAND TETJNK EAILWAY COMPANY 
 
 Stvtemta't Shpwino' Contract Price for :MaintcnaTicc of Permanent Way, per Mile per I 
 June isr)l), with Jlolf Ycn^h/ Cod of Mahitemnce Ihro' Com ractors ior ^'^m^^ 
 of their F.xtra and Additional "Workd whieh is char-ed to J^e^enue ; and also exhibit 
 Cost of Maintenance. 
 
 DISTRICT. 
 
 1857. 
 
 = 5< 
 
 
 llAl.r YEAIl TO 30TU JUNK 
 
 rt - *- 
 U 5 rt 
 
 Portliind District \ 
 
 f Line 140 MiU's] 
 I Siding U " I 
 
 Contract liricc. 
 5Sj mil;;s at f;3tj0.00 
 
 92 " at 302.00 
 
 Eastern Divisoin 
 
 I 150J " 
 
 (Line 279 milc:^ ] f ) 
 
 Siding i " \m " -^t ■'^'■"•oM, 
 
 ! }. ^ l(i7 " at 380.00 \ 
 
 guts. 
 
 1503 379.53 
 
 .23 . 
 
 "n r 
 
 C^ 
 
 ■.2:- . 
 
 O i'' 
 
 - u 
 *i - 'J 
 5 a o. 
 
 UALf VHARTO 3l8t DKC. 
 
 % Cts. $ Uts. 
 
 Central Division- 
 
 279i 
 
 f Line 333 
 Sidiug 3 
 
 330 
 
 J I 
 
 at 380.00 }.i279i3GG.23 
 at 320.00 I ' 
 J 
 
 f Line 86 
 i SidinK '- 
 
 Western Division \ 
 I 
 I 
 
 90 
 
 2)0 " at 420.00 [ 
 
 for lir.:' vear J- 33G -102.00 
 1.2G " at 372.00 
 
 f 1 
 
 I First year at 420.00 
 
 .j 2nd \ear '.it 400.00 \\ 90 420,00 
 
 I' 1 3rd year at 380.00 | 
 
 37,870.35 
 
 61,852.58 
 
 88,751.47 
 
 25.793.04: 
 
 Whole lino to 
 Stralfiird 
 
 Line 849 
 Siding 7 
 
 85G 
 
 85G388.27 
 
 214,207.44 
 
 502.42 
 
 442.99 
 
 528.28 
 
 573.18 
 
 500.62 
 
 
 $ Ct3 
 
 57,001.66 
 81,192.-14 
 
 o u 
 
 $ Cts. 
 We. 24 
 
 581.51 
 
 77,075.14 458.78 
 
 23,230.97 516.24 
 
 •sa 
 
 S S d 
 
 238,500 21 
 
 557.54 
 
 $ Cts. 
 
 379.53 
 
 366.23 
 
 312.00 
 
 400.00 
 
 374.38 
 
 MoNXREAL, 25th October, 1859. 
 
Y COMPANY or CANADA. 
 
 'ay, per Mile per Year, for the period from 1st January, 1857, to 30th 
 motors, for same period, Tvhen to Contract Trice is added that Portion 
 le ; and also exhibiting the Rate per Mile per Year, of said Half Yearly 
 
 Lf VHARTO SlStDKC. 
 
 
 "a r 5 
 ■=f5y 
 
 $ Ct3, 
 
 YiOOl.GG 
 
 1,192.-14 
 
 IS 
 
 o u 
 
 18SB. 
 
 $ Cts. 
 
 '?66.24 
 
 581.51 
 
 'Z,0'75.14 458.78 
 
 3,230. 9T 516.24 
 
 •ss. 
 
 v I. 
 
 £ S d 
 
 irALP TEAK TO 30TII JDNK. 
 
 
 
 
 HALF YEA 11 TO JllST DEC. 
 
 •S s 
 
 115 
 
 (3 oT 
 
 IS 
 
 $ Cts 
 
 379.53 
 
 366.23 
 
 312.00 
 
 400.00 
 
 $ Cts, 
 
 36,219.23 480.52 
 
 $ Cld. 
 
 !8,500 21 557.54 
 
 374.38 
 
 56,992.26 
 
 75,120.65 
 
 24,747.05 
 
 408.18 
 
 193.079.19 
 
 649.94 
 
 451.12 
 
 $ Cts. 
 
 'It. 
 
 34,928.76 463.40 
 
 65,034.33 
 
 447.15 76,293.31 
 
 23,084.93 
 
 199,341.33 
 
 465.78 
 
 454.12 
 
 513.00 
 
 435.75 
 
 1859. 
 
 
 $Cts 
 
 ,'^79.53 
 
 366.23 
 
 3V2.00 
 
 HALF TEAR TO SOTir JUNE. 
 
 n. 
 
 « S o 
 H 
 
 52 
 
 « I. 
 
 o j;W 
 o 
 
 $ Cts. 
 
 36,408.04 
 
 $ Cts. 
 
 483.02 
 
 53,445.20 382.78 
 
 70,214.18 417.94 
 
 380.00 23,885.82 530.80 
 
 372.29 
 
 183,953.24 429.80 
 
 JOSEni ELLIOTT, 
 
 Auditor, 
 
ulili); 
 
 '.V, 
 
 Ct!<. 
 
 .21 
 
 .20 
 
 Montli cndint; 
 :it'tli Juiu.', 
 
 * cts. 
 :i7,7(i-i.;ir. 
 
 |(;,!k;(;.hu 
 
 :j7,!)2!i.(;h I 
 
 .'■■.'•>(i,2r>7.29 
 ^n, •„•!(). H7 
 
 ;^(;•l,r,l,•^.(l;! 
 
 .31 
 
 .•i',in:i.2« 
 
 7o;i,(j;!0.2o 
 
 .02 
 
 «!,7it;..it 
 
 111,(1:18.10 
 
 .55 
 
 1,501.38 
 
 17,173. 21; 
 
 .91 
 
 r),l('.7.05 
 
 5O,0r)7.77 
 
 .sy 
 
 154.VJ2.00 
 
 •-',015,3;il.l2 
 lt!,^00.40 
 
 H,:i:i.').-.'i 
 ;i!»,0 7i.:i4 
 
 
 
 
 
 
 
 
 2,079,128.29 
 
 W. n. A. DAVIKS. 
 
Wo. 4. 
 
 GRAND TRUNK RAILWAY COMPAQ 
 
 STATEMENT SHEWINO EXPENDITURE ON ivEVENUE ACCOUNT FOR 1 
 
 Month ending 
 lilst July, 
 
 is:.s. 
 
 Locomotive Charges 
 
 Pftssengcr TrHnic charges 
 
 Merchivndizp chiirgo.i 
 
 Maintenance of Way anil lliiildingi. 
 
 General charges 
 
 Telegraph charges 
 
 Ferry-Boata, Conveyance of Passen- 
 gers, and Cartage, &c., of Goods. . . 
 
 $ els. 
 ;!5,3CI.0tj 
 
 1. '5,^40. 01 
 
 •20,824. li.T 
 
 04,190.59 
 
 10,5.t0.14 
 
 l,4:iG.n5 
 
 3,108.54 
 
 Moiitli cnilhiR 
 lil.-t AuKUst, 
 
 Isjs. 
 
 Muiith endiiiK Montli pii(Jiii»r 
 mill Sfptumljcr, 31st OctobiT, 
 
 ;sr.s. 1^5^, 
 
 $ cts. 
 37,108.74 
 
 18,998.74 
 
 29,095.91 
 
 00,318.70 
 
 7,821.13 
 
 1,080.71 
 
 0,933.40 
 
 Cost of Working the Pvoad 
 
 Taxes 
 
 Ooinpensalions, kc 
 
 Agencies 
 
 150,807.25 
 
 105,047.39 
 
 $ cts. 
 30,170.55 
 
 17,177.03 
 
 24,533.52 
 
 00,358.34 
 
 0,499.71 
 
 1,302.80 
 
 •1,443.47 
 
 $ cts. 
 42,237.73 
 
 10,454.80 
 
 25,873.18 
 
 51,897. SO 
 
 9,701.78 
 
 1,345.18 
 
 3,994.04 
 
 Moiitli tiidlii« 
 :l"th NuNdmber 
 
 Moiitli I'lidiiig 
 :tlst Woctiiibcr, 
 
 $ Cts. 
 49,089.30 
 
 17,435.05 
 
 31,893.27 
 
 00,004. 10 
 
 8,349.78 
 
 1,319.98 
 
 6,097.81 
 
 156,540.37 
 
 151,504 57 
 
 ;i^ cts, 
 
 58,490.11 
 17,951.07 
 33,350.85 
 04,080.15 
 24,010.47 
 1,503.58 
 
 5,994.83 
 
 174,449.41 205,393.06 
 
 CniBK AccoDNTANT'a Opfici, 
 
 Montreal, 24th October, 1859 
 
Wo. 4. 
 
 l/KY COMPANY OF CANADA. 
 
 t^ENUK ACCOUNT FOR THE YEAR ENDING 30tii JUNE, 1809. 
 
 
 Moiitli I'lidliig 
 Usl IJoi'iiiibcr, 
 
 Month cniliiiK 
 
 31.st Jivnuury, 
 
 1S5'.). 
 
 MdHtll flldllliJC 
 
 li'illi I'l'ln .lurv, 
 
 Muiitli I'liiliuK 
 ,•!l.^l .Mf.uli, 
 
 Mdiitli ondiiitr 
 ;;i.tli April, 
 
 Aloiith I'liiliMf 
 :i!'.t M;i,v, 
 
 Monlh ond'mi? 
 
 :iiilli Jui\e, 
 
 1 S.V.I. 
 
 
 tK. 
 
 )5 
 il 
 IG 
 78 
 38 
 
 81 
 
 ;? c(s. 
 
 .18,490.11 
 1'7,9.''j1.07 
 3;!,3.50.85 
 (M,08G.15 
 24,010.4? 
 1,503.58 
 
 5,994.83 
 
 $ cts. 
 56,938. 70 
 
 18,090.05 
 
 31,573.50 
 
 5V,098.;iH 
 
 5,704.57 
 
 1,734.33 
 
 2,025.87 
 
 50,318.75 
 19,8(5.08 
 31,727.03 
 47,,'-'89.92 
 5,018.07 
 1,014.51 
 
 3,184.10 
 
 $ cts. 
 5r.,591.07 
 
 18,1)57. 02 
 
 35,049.50 
 
 49,701.74 
 
 8,125.03 
 
 1,555.00 
 
 2,794.01 
 
 $ CtiS. 
 
 17,124.00 
 17,727.10 
 
 33,i;n;j.58 
 
 58,129.71 
 7,105.70 
 
 1,248.83 
 
 5,410.08 
 
 $ Ct.-i. 
 
 44,032.21 
 10,250.20 
 :i2,t5H.C.2 
 .58, 801. 31 
 12,002.02 
 1,107., 55 
 
 4,707.91 
 
 Iji cts. 
 37, 704. 35 
 
 10,900.82 
 
 27,929.08 
 
 58,133.28 
 
 0,710.44 
 
 1,504.38 
 
 5,107.05 
 
 $ eta. 
 556,257.29 
 
 ^11,240.87 
 
 :u;4,513.03 
 
 703,030,20 
 
 111,058.10 
 
 17,473.20 
 
 50,557.77 
 
 41 
 
 205,393.06 
 
 173,772.00 
 
 105,328.72 
 
 172,434.09 
 
 170,355.18 
 
 109,509.8,'^ 
 
 154,122.00 
 
 2,015,331.12 
 
 ' 10,390.40 
 
 
 
 
 
 
 
 
 
 8,335.43 
 
 
 
 
 
 
 
 
 
 39,071.34 
 
 
 
 
 
 
 
 
 
 ! 
 
 
 
 
 
 
 
 
 j 2,079,128.29 
 
 W. H. A. liAVIKS. 
 
I 
 
i 
 
 5i 
 
 
 11 
 
 it 
 
IV o. .1. 
 
 GRAND TIUJNIv RAILWAY. 
 
 Maa 
 
 Statkmtat slipwint,' number mid rosf, of Br'nlLfC! Ticiicwiils on (he 
 
 i'orlliiiid Disli'icl.'^, iVoiii llicir (■(Miiiiiciiccinciil 
 
 MDNTUKAI. AND IHI.ANU l'()M> UlHTlilCT. 
 
 IVroiilrcal and Inland Pond, and 
 in 1S57. 
 
 DATC 
 
 NAMK •>>' llllllillll. 
 
 iiKviiii'iiiiN or 
 iiiiiiKm. 
 
 niiKiit urn ATI). 
 
 NO. <ir MNIITM 
 I m'A.MH.ur NfAN. 
 
 IC.'ii. mill Viiiim-kn, Iluwc Triinn 
 
 IH.'i". l;l,irK l!iMr, : il 
 
 \\ liilu lliv.(liiiKi'ii|iaii; ' ilu ...• 
 
 ..SI. Iluniiillic, 
 . .,Al I |il>MI . .. , 
 
 . . .Ni-iii' t |iti)ii . , 
 
 IH.'m nriil (Ii'iiimI CiiiiuI Iliini' Triixi ('Iinriiiiii ... 
 
 lH.it). Kiclii'lii II h Tiilii' Ili'lii'il 
 
 .iSiicI < Ciiili, .Mcl'iilliiinTriHi' Itii liiiiiiinl. . 
 
 jWilluvv lliiii.k .Ill Wiiul.iir ... 
 
 Wii.ilM.i lliiiiik iIh Wiri.l-ur . . . 
 
 .Mll^'liullilil, 'Ill I.l'llllnw nil'. 
 
 Siiliiiciii IliviT, Iliiui' Tnirt.f I.rniiiiiv ilk'. 
 
 IH.'i'.l. 
 
 Iliiriiii \iilli'v, 
 
 AVhili' lliv .(-iililil >|iiili). 
 I.Mi'll- lilVIT 
 
 j.SlllllvIl' lll'.H.k, 
 
 {Diirliiitii llhii'k llivi'i', , . 
 iSl. Fi'iiiii'li 
 
 M('(.'iilliiniTi'u>4 Ili'lnil 
 
 tlu I'liliin 
 
 tlirili-r \i lull 
 
 , il Iiiiiliiiiii. . . . 
 
 ilii liiiiliiiiii. .. 
 
 McI'iiIIiiimTiii--' .Mi'll niu . 
 
 Ilrumiitiiii TiiIh' uihI lllnk'i' Hniiii|itiiii , . 
 
 Miiirii(t .Mrriilliiiii TiMSi .Shirlimnkii. 
 
 AValiTvilli'i ill) Wiiii'ivilli' 
 
 liiiiiniliiiy Line ilii llMiCiinl . 
 
 Niirliiii, Nil. I, CiinliT .Niirlmi. 
 
 Nnrl Nil ■.' Mit'i>n"iM 'rniij Vnrlim. 
 
 riiiariiiu llivi.1-, ilii iSiiiie uf Vor'l., 
 
 I. i'lmil. 
 CnrglllM, do 'Itiluiid I'uiiil. 
 
 I'irt 
 I All 
 l&O 
 
 n» 
 I no 
 
 75 
 
 T'l 
 
 7.1 
 I'Ji) 
 l'.!0 
 
 Tift 
 7''i 
 57 
 40 
 DO 
 1 ,Mi 
 Ull J 
 
 III) I 
 
 I'ill 
 rjo 
 
 HI) 
 '44 
 
 6« 
 
 80 
 110 
 
 A wodili'ii tirlilgo cov'il Willi Iron, crnjiti'il on lop. 
 
 Ill) il.i ilo 
 
 l)U llil ilu 
 
 A Wiiii'Irii liriilifi' in ({iiihI ruiiillllun. 
 
 .Tiilii' II li'i'l liitfh liy 7 IVi'l Willi', I'liH-ii'il iin (np. 
 
 A Hiiiuli'ii liriil^ii ill ){iiim| riiii'liliiiM, run lliri'Utfh. 
 
 111! ' ill) 'III 
 
 llii ilii il'i 
 
 llii ill) ilii 
 
 I III (III iKi 
 
 .V wuiiilcii lirliljfc cin'il with iruii, rru^-ii'l mi ti)|i. 
 Uu ill) 'lo 
 
 A wnnili'n lirlilpo ruvM wlili Irnn, irn'"'"! on lop. 
 Tiilii' mill (llnlir In iiiK iinuli' in Kiiirliiml, ni'i'iiiiirj 
 
 ('iiiii|itrtril. 
 lA wimdin liriilge In (fooil i uiiiliiinri, run lliiniinli. 
 I)U ill) ili> 
 
 Do I'Dviri'J Willi iriui, crosat'il tm l"!). 
 
 * .rix'f'"" '•'I '---■•'"■■'■' '- ■- ' • . 
 
 .\ ituuliLii iiiiiij^v »»>. 'I »iiii iiiMl clusauii uu "l(<. 
 
 Vu run tliron|{li. 
 
 I consider that in consiilcratlon of tlicm-.nnor in 
 which till' wiiiiili'n liriil(,'i'S, iiliove inuntli'i' I, are 
 |irotc('li'il liiiih I'nini lire ami h rather, ii^ uill »a 
 uf thr i|iiiility of limber nscil in tlicin, at liasl 
 twi'niy years of acrvico from theiu may In; Hal'uly 
 calculated upon. 
 
 D. STAKK. 
 
 POIITLANU DISTRICT. 
 
 DATK. 
 
 185C and 
 1KJ7. 
 
 NAMK OF BIIIDGIt. 
 
 UKBCIIIPTinN. 
 
 WIIEni SITUAT D. 
 
 <N0 or I I,KNnTII 
 
 iHI'ANS. lor BPAN, 
 
 1359. 
 
 .Vorthunibeiland, 
 
 ftorlimii, 
 
 I'l'aliiiilv, 
 
 I'calirim'i 
 
 Uiitlli' KImt, ' ill) 
 
 Shelliiir , . . j ilo 
 
 liethel, i do 
 
 ii( wo Tni-.'] Vol liiiimherla'd . 
 
 do (fiirliiim 
 
 ill) f iiirliam 
 
 'iinler .'^Ih'IImiiih' 
 
 .^li'll'iiiiie 
 
 .*>lirlhiiriu' 
 
 Htclliu! , 
 
 ilii 
 
 N'ulhe^'iin, .Vo. 2, Ilo 
 
 Niilln-i.'ia ., .No. : 
 
 DummiT, .No. -, 
 
 SlniUi'iil lliillinv, (iinlf 
 
 llalclii-rs .Mcadiiw 
 .MiiD.'e iiri'iik,. . . . 
 (•ol)l)'sl!r:i|.,N(is.l 
 Danville Juncli 
 
 Triirt 
 
 I 
 
 . 'Wi'.-l Mil, 
 .IWi'.n Mllmi... 
 
 in. 
 
 IS: 3 
 
 111, 
 
 do 
 
 dii 
 
 do 
 
 llijHO Truss. . . 
 
 We.^t .Miliii 
 
 Htriill'iinlllullo'V. 
 I du 
 
 Milan .. .|.Innc.. 
 N'eiir Dmivillc. 
 DmivilleJuiu'rn. 
 
 I 
 
 di' 
 
 ralliim Truss. 
 
 U'onnerlicnt liiver, 
 
 '^'"•■I< 
 
 IIMiilliii's llniok, (iinii-r 
 
 'lliimn.ri-, Nil. 1, ,.ML-(':il|iimTnis3. . 
 
 JNiii-lli llii.ni'li, Nil. -J I do 
 
 I.Niirlh llian.lj, No. ]. do 
 
 j.Milmi, \rrh i 'iilverl . . . . 
 
 I.Mootic liiver, .\kriilliini 'I'riis.". . 
 
 Wild I! 
 
 , (iirile 
 
 Stralfoid.. . . 
 
 rSlark 
 
 iSlaik 
 
 AVv.n Mil.m.. 
 I do 
 do 
 
 iMil.iu 
 
 jtfiirliiim 
 
 ICilead 
 
 ilMea.'iiul IiiviT, . .Met 'alliiin Truss. . 
 
 jWalkei's .Mills, do 
 
 iWliilinaii's, do 
 
 iliaeon's Kails, .\rcli Culvert. . . . 
 
 \Vesl i'mis i.McCalliim Truss. . 
 
 .South Paris, do 
 
 .Meeliaiiics' falls, I do 
 
 Varmoiilli, 1 do 
 
 ...iWe'^l liethel... 
 ...jLiiekes Mills... 
 , .illrvanl's Toml. . 
 ...| do 
 
 ...West I'liris 
 
 . . . :,'^^lu1h Paris. . . . 
 . . . i.Meeluuiie Falls. 
 . ,.|yarim>iiih 
 
 I'redumiiscot, flirder ,.\ear Purllaud. 
 
 80 
 50 
 40 
 
 :to 
 
 30 
 DO 
 GO 
 
 ICO 
 118 
 78 
 50 
 50 
 50 
 CO 
 40 
 
 75 
 
 124 
 
 CO 
 
 70 
 
 50 
 
 60 
 
 20 
 
 64 
 
 70 
 
 04 
 
 80 
 
 120 
 
 20 
 
 80 
 
 140 
 
 153 
 
 122 
 
 70 
 
 \ wooden bridge, trains cross on top, in ijood cnnd'o 
 Do run tlii'iiii;;li, in j^nnd iiniililiiin. 
 
 Do crossed uu tup, in guud cuuditiun. 
 
 A wooden hiidge in good condition, run through. 
 Do do du 
 
 Do do do 
 
 A wooden bridge in good condition, crossed on top. 
 
 I 
 
 lA wooden bridge, run through, in good condition, 
 
 A wooden bridge, run Ihroiijili, in good eoniUtion, 
 Ilo crossed on top, do 
 
 Il'i do do 
 
 IXearly eoinpli'l"d. 
 
 lA wooden bridge, run 'hroiigli, in good order 
 
 A wooden bridge cov'd with iron, crossed ou top. 
 II) do do 
 
 Do do do 
 
 Xenrly completed. 
 
 .-^ wooden tiridge, run through, in good order. 
 
 Do crossed on top, cov'd with iron. 
 
 Do do do 
 
 Do run through, just completed. 
 
 With respect to the dnrnbllity of these wooden 
 bridges, the same remarks apply as to those for the 
 Montreal and Island Pond District. 
 
 D. STARK. 
 
No. «. 
 
 GRAND TKl XK JUIIAVAY. 
 
 STATEMEN'T SIIRWINd liENDWAI. i»r HAir.S, TIIKIi: I'liHSEVT COVDITfON, AN» 
 
 TJii; uj:iiumi;MK.\T.s ok iiik ljne tu ir-r it jn kkfk'ievt ommi 
 
 During tlic yours 1857 anil 1858 *\wrv Imvo b.rn rcniow.l mixI nn.w, ,1 „t, the 
 Poilan.l DiviHion, about Oflflo Toni 
 
 *^"«"'''" " " ^r,m .. ' 
 
 Ccntm ,.„„ , 
 
 ^'•""'r.i " " ,5^ „ 
 
 Since tbo 1st Jiiiiuiiry, J 859, Ujit.; Iiaw Ip.ni n-nowfl on tlif 
 
 rortlMud Division, 3100 Tom. 
 
 '^"•^^'•"' " KM) '< 
 
 . f-entral " .,.^,^ „ 
 
 Wostorn '< j^ „ 
 
 There in sUll n-ciuircl to put tli(.- line in cflieiciit order i'nr tiiu next year, mi tl,,- 
 
 Po..i1,u.,l Division, noo Tom 
 
 KaHtorn '' j,,„„ .. 
 
 Central " .,,j.|^ „ 
 
 ^'^esloro " ....'.."..' .'...."."."."f 10.) « 
 
 • Of this :!r>0 Tons is for now worlii. 
 t Of this 120 " If i< 
 
 The Company arc in course of rcceiviuj,' the folIowiii]L,' supplies :— 
 
 From England (Rliynnoy [nm Coiiiimiiy,) 1000 torn. 
 
 " " (Eiiliw Vftlo Compnny, via No •' Yorlt,) lotio "' 
 
 " " (Cha])man i Co.) r,,y) ,, 
 
 '■'"'"') 2600 tons. 
 
 To be difstributcd as follows : — 
 
 Poslland Division 400 torn. 
 
 Eftslein " (.„,, „ 
 
 ^''^""•'^l " 1300 " 
 
 Western '■ ^r,^) u 
 
 Ah 2000 tons, in addition to tbo above mentioned rails, arc now contracted for by 
 tho Compiiny in En^'land, there will bo an ample supply (with those re-rolled) for 
 maintenance rcfjuircmcnta for uevoral years. 
 
5^ 
 
 C 
 
 hi 
 f/J 
 
 > 
 
 Q 
 
 C 
 
 c 
 
 h- 1 
 
No. 7 
 
 GRAND TRUNK RAILWAY. 
 
 AUDIT OFFICE. 
 
 Siati;mi:nt shuwlny the Numhvr of I'nmw/trs and Tonit of Ftctf/hl, Fnu'artlt 
 
 and Oulumnh, at enc/t Station. 
 FOR THE YEAB ENDINO SOth JUNE. 1859. 
 
 1 
 
 
 NO, iilf f 
 
 \HHKMII in. 
 
 Tovn ivM \iiim. 
 
 TOMN nrru AUIll. 
 
 ■ BTATIDNS. 
 
 
 
 
 
 i'o.'it Kill'!. 
 
 
 
 1 
 
 
 lllWIII'll:!, 
 
 OiitwiinU. 
 
 (Ii'll. Pri'lulit. 
 
 lien. I'ri'lifli 
 
 , Cu.'h I'll,'!. 
 
 
 'rdi-tlaiiil 
 
 ■ .OIlO!) 
 
 MKiHo.i 
 
 l027(;iMI 
 
 1 loi.oii 
 
 7077s.;;: 
 
 i 7.00 
 
 
 Kalinoiiili 
 
 II 'jr, 
 
 ii(;7,i 
 
 ! ;iM7.27 
 
 l..")0 
 
 (I2.;t. 
 
 ) 
 
 
 ('iiiiil)ei-liiiiil • 
 
 HI J 
 
 !»7!»i 
 
 10. i;; 
 
 
 II.OHl 
 
 
 f \'iiniii)iitli - 
 
 • 7712.J 
 
 <;277.\ 
 
 l(;;;;!.;{7 
 
 18.00 
 
 85;».i: 
 
 1 
 
 1 
 
 
 "1 "I'liniiDiitli .Imiclii 
 
 • •• 
 
 2.)i;t' 
 
 4'i;!.<i 1 
 
 
 220. 1-. 
 
 
 
 North VariiKiiitli - 
 
 1711) 
 
 IhKJ 
 
 2i>.">;t OM 
 
 • • • 
 
 5i;;.(i,s 
 
 • ■• 
 
 
 I'owiiiil 
 
 i;i7(i 
 
 1)12 
 
 2I»2.!I| 
 
 ", 1.(10 
 
 l.ilM.I-J 
 
 
 
 New (ilimccMtor 
 
 21 li>.', 
 
 I.S2(i', 
 
 Ills.-,;; 
 
 28.10 
 
 i .'U(;2.!»7 
 
 
 
 ('ol)I)'s ltri(lf,'o 
 
 ;ii;i,i 
 
 'U',-,'h 
 
 8;t.i;i 
 
 ... 
 
 H.')1.17 
 
 
 
 Dativillt' Junction • 
 
 'J72();.i 
 
 .'{O2o;i4 
 
 ;i;j.V28.o;; 
 
 17H8'..'')0 
 
 2I200.(»;J 
 
 
 yj 
 
 llot.-I Ifuiul - 
 
 i;{4 
 
 'i!»;i,^ 
 
 i7.-..i(; 
 
 • • • 
 
 lilltl.lll 
 
 ... 
 
 Va 
 
 o 
 
 lOnipiro Koad 
 
 ii7;5L 
 
 KMWiA 
 
 II7.!I!I 
 
 • • • 
 
 I20l.;i2 
 
 
 
 Moclianic Kalln 
 
 :i()!)i) 
 
 .'ilO.Ji 
 
 2!»82.7.S 
 
 • • • 
 
 ;!o.'M.2<; 
 
 1) 00 
 
 
 Oxlonl- 
 
 II'JH 
 
 ir.r,4 
 
 Mr,J,H 
 
 • •• 
 
 i(;i>8.iii 
 
 «•■ 
 
 >■ 
 
 Soiith Paris - 
 
 G'jr.a,\ 
 
 T.\'>:\\ 
 
 (ili2.i;i 
 
 .'i2or».()() 
 
 2.V)0t;i 
 
 
 Sj 
 
 WoMt Paris - 
 
 707 ,i 
 
 (1701 
 
 i.-i?.;!! 
 
 .•>o;j.87 
 
 1 l)»5.it; 
 
 
 Q 
 
 llryant's Pond 
 
 I7r.(4 
 
 207!>.\ 
 
 1 Hid. 88 
 
 ... 
 
 iii77.;ji» 
 
 
 
 Ijocko's Millii 
 
 tsc.i 
 
 r,m' 
 
 172.1;; 
 
 • • • 
 
 ■185.01 
 
 • •• 
 
 
 lUtlicl - 
 
 P.)I7' 
 
 2iy2.i 
 
 2271.1'.! 
 
 281».00 
 
 27l7.|t( 
 
 22.00 
 
 H 
 
 West Pit h.'l- 
 
 '2(Hi 
 
 2G;i,j 
 
 2.'j»il..S7 
 
 
 1> 12.22 
 
 
 o 
 
 *C;iIca(l 
 
 11)2. J 
 
 ... 
 
 • •< 
 
 • • • 
 
 .. . 
 
 t •• 
 
 ^ 
 
 Hlicllnirne 
 
 17() 
 
 22S.I 
 
 41.1!» 
 
 ■ « • 
 
 110.17 
 
 I7.S.00 
 
 
 (lorliam 
 
 .•J5Gr> 
 
 2211" 
 
 :i70i.(;2 
 
 • •• 
 
 2;;7i.8;; 
 
 2805. .50 
 
 
 Pcrlin Falls - 
 
 GGI,'. 
 
 ■sk; 
 
 •108. i:, 
 
 .. 
 
 7701.80 
 
 
 
 Wost Milan - 
 
 ao4.( 
 
 'Ml 
 
 27(i.8S 
 
 • * ■ 
 
 ;j5i4.yi» 
 
 27!t.OO 
 
 
 *Stark(" 
 
 I7()i 
 
 • • • 
 
 • • • 
 
 • • • 
 
 ... 
 
 
 
 Nortlininltcrland 
 
 irj.-.L'I 
 
 1H22.'. 
 
 M;-.7.!»0 
 
 • • • 
 
 2O02.<ii; 
 
 30OO..5O 
 
 
 Stratford Hollow - 
 
 2l(i 
 
 2.S7 " 
 
 1(7.18 
 
 • • * 
 
 1 528.5; 1 
 
 520.50 
 
 
 Nortli Stratford 
 
 1011 
 
 i;jHi 
 
 ll.'J2.7."j 
 
 • a • 
 
 ;i 18 1.82 
 
 120!».S7 
 
 ' 
 
 *Wcnlo(.k - 
 
 IH7 
 
 
 
 
 
 
 
 * Poster's Mills 
 
 !> 
 
 
 
 
 
 
 ^ • hhmd Pond - 
 
 ;52'j 1 
 
 ;j02i 
 
 •10il.O8 
 
 211.50 
 
 1185.02 
 
 lOO.'i.OO 
 
 C 
 
 •" Norton 
 
 •S-2 
 
 ... 
 
 ... 
 
 • ■ • 
 
 ... 
 
 • • • 
 
 h-t 
 
 Poinidary Line 
 
 :v^r, 
 
 328 
 
 112.17 
 
 ... 
 
 l.5iio.;io 
 
 5i;;.5G 
 
 Q 
 
 Coaticooko. - 
 
 ir,[n 
 
 nai.'v 
 
 ]21I7.7;{ 
 
 2!ll).0(; 
 
 i;52i.io 
 
 .•;78.i4 
 
 Compton 
 
 1(J72 
 
 1801" 
 
 .'■)r)2.7:» 
 
 
 ss;-i.os 
 
 31I5.0I> 
 
 Watervillo - 
 
 !)2r> 
 
 915 
 
 47r,.,'->.-i 
 
 ... 
 
 2:;o.5o 
 
 1)78.75 
 
 H^ 
 
 Lennoxillc - 
 
 1732i 
 
 1780.1 
 
 1052.011 
 
 Il 
 
 1130.87 
 
 
am k ttni\ua 
 
 Ml. OF rAHSKKHiaiS. 
 
 TONS rat 
 
 •Alius. 
 
 TONS OCnVAKDS. 
 
 
 O * il a 11 fKM3» 
 
 luwutdii. 
 
 UutwardM. 
 
 UuD. Fiuight. 
 
 Co.'a Fuel. 
 
 (icii. rreight. 
 
 Co 'rt Fuel. 
 
 
 1 
 
 Sborbrookc - 
 
 r.i>22:\ 
 
 f.128 
 
 5382.87 
 
 3190.02 
 
 4279.53 
 
 • • • 
 
 
 Broiuptou Falls 
 
 1580 T 
 
 1927 
 
 5714.78 
 
 • • • 
 
 15033.79 
 
 615.00 
 
 
 Windsdr 
 
 700^ 
 
 7231 
 
 501.10 
 
 451.87 
 
 573.74 
 
 ... 
 
 
 KIchinon;! 
 
 53{i9.'i 
 
 5714 
 
 2869.37 
 
 1167,73 
 
 4751.65 
 
 108.37 
 
 
 Durham 
 
 vyj\ 
 
 7ys 
 
 596.06 
 
 ■ • • 
 
 3367.73 
 
 1861.79 
 
 
 Acton - - - 
 
 ;jys4A 
 
 3204i 
 
 1882.68 
 
 • ■ • 
 
 5735.99 
 
 1542.00 
 
 
 U])tnn - - - 
 
 -Miii 
 
 2024! 
 
 564.17 
 
 261.25 
 
 6229.95 
 
 1940.51 • 
 
 
 Urilamiia Mills 
 
 L'WJ 
 
 1372! 
 
 153.50 
 
 ■ • • 
 
 6792.95 
 
 7792.85 
 
 
 Ninth liaiii^o (New) 
 
 ik; 
 
 172' 
 
 • •• 
 
 ... 
 
 • • • 
 
 • • • 
 
 
 St, Ilyafintlio 
 
 ]0!2.'].' 
 
 1278i) 
 
 5137.58 
 
 
 5012.66 
 
 ■ ■ • 
 
 
 * Soixiuifo - 
 
 csi" 
 
 • ■ • 
 
 • • ■ 
 
 1866.94 
 
 • • ■ 
 
 • • • 
 
 
 St. Ililahc - 
 
 -i'JtT 
 
 5S74| 
 
 530.38 
 
 • •1 
 
 273.07 
 
 • •• 
 
 1^ 
 
 JM.pil - 
 
 • • • 
 
 • *• 
 
 2466.89 
 
 31.50 
 
 938.08 
 
 246.00 
 
 Jioiuhorvillc Moun- 
 
 
 
 
 
 
 
 1^ 
 a: 
 
 tain - 
 
 10'.) 
 
 1507 
 
 • •• 
 
 • •• 
 
 • •• 
 
 • •• 
 
 Hi 
 
 ( 'harons 
 
 ■1-1\ 
 
 7(541 
 
 • • * 
 
 »•« 
 
 • •• 
 
 • •• 
 
 Danvilh, 
 
 LSui; 
 
 2072" 
 
 1891.27 
 
 • •• 
 
 2279.51 
 
 36.00 
 
 AVaiwIcU 
 
 777 
 
 7(]0 
 
 151.73 
 
 • •• 
 
 3353.51 
 
 280.0(1 
 
 S^ 
 
 Artliiili:iska - 
 
 1502 
 
 147G1 
 
 2030.82 
 
 • ■ • 
 
 7676.67 
 
 ••• 
 
 « 
 
 Stanfold 
 
 1193 
 
 15721 
 
 474.40 
 
 • ■• 
 
 4958.25 
 
 
 
 Somerset 
 
 Kilo.^ 
 
 1572" 
 
 639.20 
 
 • •• 
 
 3547.39 
 
 162'6.2." 
 
 CO 
 
 Ijacanc'our - 
 
 202 7. V 
 
 JSli! 
 
 467.31 
 
 25.50 
 
 7366.68 
 
 982.5(' 
 
 < 
 
 Mcthot's Mills 
 
 <;o.H 
 
 <]()'.)" 
 
 268.15 
 
 160.00 
 
 1223.64 
 
 126.00 
 
 JJinck IJIvei- - 
 
 .'iO.').^ 
 
 5341 
 
 92.14 
 
 • •• 
 
 2537.25 
 
 2276.60 
 
 
 Crai;i's IJoail - 
 
 1044 1 
 
 UC'.)'. 
 
 316.26 
 
 18.00 
 
 899.14 
 
 «• • 
 
 
 ( 'llaudit•I•(^ 
 
 87(;.i 
 
 033 " 
 
 57.52 
 
 360.00 
 
 267.48 
 
 ■ • • 
 
 
 * Etflicmin - 
 
 1440A 
 
 • •• 
 
 ■ • • 
 
 • • • 
 
 • • ■ 
 
 • • • 
 
 
 Point Levi - 
 
 1714,")" 
 
 244841 
 
 27606.09 
 
 2942.25 
 
 8627.14 
 
 • • ■ 
 
 
 ■•• St. .lean - 
 
 132 V 
 
 • ■■ 
 
 ■ •• 
 
 • •• 
 
 ■ 1. • 
 
 ... 
 
 
 St. Ilcni-i 
 
 451.' 
 
 4(i9 
 
 469.00 
 
 198.00 
 
 83.14 
 
 • * ■ 
 
 
 St. diaries - 
 
 il.'iOi 
 
 1550 
 
 26,35 
 
 297.10 
 
 48.79 
 
 
 
 " St. Michael 
 
 J ;;•;»" 
 
 • •* 
 
 
 ... 
 
 ... 
 
 • •• 
 
 
 * St. Valliurc 
 
 i2'J.l- 
 
 ... 
 
 • •• 
 
 ... 
 
 • • 
 
 • •• 
 
 
 St. Francis - 
 
 14s"' 
 
 loi'i 
 
 83.45 
 
 359".50 
 
 39.11 
 
 
 
 * St. Picnv, - 
 
 2(12 
 
 ... 
 
 ... 
 
 ... 
 
 • • • 
 
 « • • 
 
 VSt. Thomas - 
 
 22G;JJ.- 
 
 3911 
 
 3(;34.96 
 
 922.00 
 
 319.26 
 
 • •• 
 
 
 Montreal 
 
 5102;")" 
 
 4'J317 
 
 75677.17 
 
 19006.10 
 
 39.! 12.66 
 
 ... 
 
 5?-; 
 
 Pointn Clairi'- 
 
 H>7'JA 
 
 26091 
 
 83.80 
 
 702.00 
 
 4754.66 
 
 • • • 
 
 C 
 
 St, Aim's 
 
 ii2;-u 
 
 1738' 
 
 81.36 
 
 • • • 
 
 31.82 
 
 • •• 
 
 
 Vaudreiill 
 
 2775' 
 
 379a 
 
 504.82 
 
 486.00 
 
 476.49 
 
 • •• 
 
 >; 
 
 -' Cc'huv. 
 
 you 
 
 ■ • • 
 
 • • • 
 
 ... 
 
 • •• 
 
 • •• 
 
 C 
 
 < 'otciui Landing- • 
 
 3!»87i 
 
 347 11 
 
 823.67 
 
 • •ft 
 
 1379.24 
 
 2475.01 
 
 
 ■■■ Kiver Beandcttc - 
 
 5S5l 
 
 ... 
 
 • a • 
 
 • •• 
 
 • • • 
 
 • •• 
 
 
 Lancaster 
 
 3,SG7.^ 
 
 4S8S 
 
 1241.87 
 
 • •• 
 
 1873.57 
 
 5998.50 
 
 Ch 
 
 Summcrstown 
 
 743 li 
 
 859 
 
 58 77 
 
 • •• 
 
 72.96 
 
 4i/41.0] 
 
 t-i 
 
 Cornwall 
 
 77S4A 
 
 11043 
 
 723.22 
 
 2934.50 
 
 419.93 
 
 
 
 Monlinette - 
 
 7171 
 
 *•• 
 
 
 • •• 
 
 • • • 
 
 • •• 
 
 Dickinson'sLandinc 
 
 2340 
 
 2854 
 
 407-89 
 
 
 509.02 
 
 774.00 
 
 
 *AnltsvilIe - 
 
 20H».i, 
 
 ••• 
 
 ... 
 
 • * • 
 
 ... 
 
 • •• 
 
 55 
 
 C 
 
 C 
 
 
Cn ■« Fuel. 
 
 615.00 
 
 108.37 
 18G1.7!» 
 1542.00 
 1940.5<i 
 
 771)2.8.") 
 
 24G.0() 
 
 3(;.0() 
 
 280.00 
 
 1620.2"' 
 982.5«' 
 12G.00 
 
 2276.(50 
 
 STATIONS. 
 
 2475.01 
 
 59S8.r>0 
 4^41.01 
 
 774.00 
 
 NO. or rASSKNOEB!!. 
 
 Inwnrds. Outwanls. 
 
 t5 
 
 c 
 
 I— > 
 
 > 
 
 c 
 
 
 Williamsburg 
 
 Matildn 
 
 Edwardsburgh, 
 
 (Closed) 
 Presc'ott Juuctiou 
 Prcscott 
 Maitlund 
 Brockville - 
 Lyn . - - 
 Mallorytown - 
 Lansdowuc - 
 Giiiiano(iuo - 
 Kingston Mills 
 
 (Closed) 
 Kingston 
 
 Collin'sl5ay( Closed) 
 Erncstown (Closed) 
 Napaneo 
 Tyendinaga - 
 Shannonville - 
 llellcville - 
 Trenton 
 Jjrit;i.ton 
 C'olborne 
 \ (.'rafton 
 Cobourg" 
 Port Hope - 
 rortBrilaln(Closcd) 
 Ncwtonvillo - 
 Newcastle 
 Bowmanville- 
 Oshawa 
 Port AVhitby - 
 IJuffin's Creek 
 Frenchman's Uay - 
 Port Union - 
 Scarboro' 
 Toronto 
 Charlton 
 ^^'eston 
 Malton 
 Brampton 
 
 ISorval - - - 
 Georgetown - 
 Limehousc (New) 
 Acton West - 
 Kcckwood 
 G iiclph 
 \ Schantz 
 
 355'-. 
 2641 
 
 938 
 
 1508.^ 
 
 22183' 
 
 oM 
 
 11.5941 
 
 1013 
 
 113r)i 
 
 773' 
 
 1922 
 
 34 
 
 15476 
 
 6 
 
 204 
 5251,1 
 834' 
 221 7 i 
 ]2080l 
 4H-ir 
 48071 
 4321' 
 18!t3.i 
 lG577i 
 15000 
 212 
 10S2 
 4532i 
 8736J, 
 5049" 
 7607 ;i 
 179U 
 
 1952:1 
 
 10741 
 21581 
 95663. A 
 2452" 
 5771 
 3064 
 6373;! 
 
 667" 
 4873.^ 
 
 169" 
 3365 
 4868 
 14877 
 
 3961 
 
 3988 
 2971 
 
 102 
 
 1755 
 
 16799 
 
 6381 
 11 866 A 
 
 941'. 
 
 128U 
 839.1 
 1900 
 
 48 
 14242 
 
 8 
 
 661 
 
 56191 
 
 935' 
 
 20961- 
 
 12464" 
 4933i 
 46621 
 45101 
 2091' 
 
 16018 
 
 15521 
 226 
 1224 
 5384 
 9183 
 6851 
 9957 
 2335* 
 2879' 
 15281 
 2905.V 
 
 584751 
 2719.1 
 
 10262' 
 59981 
 
 12739.1 
 13591 
 7086 
 
 2191 
 3775J 
 5880 
 
 17282J 
 521' 
 
 TOSS INW.V'.DS. 
 
 (icii. frclHht. t.'.>.'s Fuel 
 
 558.76 
 383.31 
 
 12.39 
 
 5726.52 
 
 108.35 
 
 3.S27.80 
 
 1112.35 
 
 171.16 
 
 77.68 
 
 190.56 
 
 5,08 
 
 4416.60 
 
 .68 
 
 3.54 
 
 1224.71 
 
 69.69 
 
 73.21 
 
 3049.55 
 
 8106.46 
 
 342.64 
 
 .367.03 
 
 562.34 
 
 2150.78 
 
 3066.86 
 
 2.70 
 
 245.26 
 
 454.74 
 
 908.59 
 
 1661.22 
 
 1538.33 
 
 122.33 
 
 190.58 
 
 164.23 
 
 103.12 
 
 46261.22 
 
 67.05 
 
 666.14 
 
 330.11 
 
 1398.45 
 
 159.06 
 
 1740.38 
 
 264.12 
 1040.25 
 
 2S33.7C 
 5.78 
 
 •lu.xs ijL"r\vAui)< 
 
 IJl'll. l"l-Oi^;llt. 
 
 Cu.'s I'l'cl. 
 
 1038.00 
 
 161.00 
 
 600.00 
 
 S455.00 
 
 42.00 
 500.00 
 655.50 
 
 802.00 
 
 9125.78 
 .90 
 
 78.00 
 60.00 
 
 18.00 
 162.00 
 
 126.00 
 
 9.00 
 
 27.00 
 
 907.69 
 1061.83 
 
 20.79 
 
 3454.39 
 247.33 
 
 :',035.42 
 
 1296.02 
 176.62 
 149.08 
 
 1024.43 
 
 .03 
 3185.95 
 
 '2.22 
 1203.48 
 
 238.86 
 
 261.26 
 2252.75! 
 
 464.101 
 
 558.84 
 1100.13 
 
 622.72 
 
 3080.991 
 
 10322.34! 
 
 2.33' 
 
 .382.72! 
 1361.921 
 1878.08 
 1455.02 
 2477.381 
 12(12.68' 
 
 894.85! 
 
 346.90 
 
 23].42i 
 
 38200.75! 
 
 2500.59 
 
 2202.82 
 
 112.00 
 2245.33 
 149,5.06 
 7798.24 
 
 3791.92 
 2455.74 
 4634.94 
 2325.19 
 
 63.00 
 
 348.00 
 
 6 12.00 
 
 '.61.00 
 
 2617.50 
 6039.00 
 
 116.50 
 500.00 
 
 655.50 
 802.90 
 
 1608.63 
 
 2123.52 
 
 1388.25 
 
 88.00 
 
 369.00 
 
 .90 
 
 ('.(HI.OO 
 
 1611.00 
 
 51.00 
 
 291.00 
 

 NO. OK rA3sl;N(lI.B9. 
 
 TONS INWAKDS. 
 
 TONS OUTWAKIiS. 
 
 STATION'S. 
 
 
 
 
 
 
 
 
 Inwards. 
 
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 452^ 
 4470, 
 
 478 
 4859 
 
 58.63 
 1212.53 
 
 36.00 
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 825.73 
 1699,36 
 
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 496JL 
 
 574 .^ 
 
 323.97 
 
 • •• 
 
 712.85 
 
 520.49 
 
 1-1 
 
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 514 
 
 67S-,i. 
 
 213.43 
 
 27.00 
 
 261.83 
 
 2142.3S 
 
 
 ITainluirg 
 
 1657^ 
 
 1776 
 
 329.72 
 
 54.00 
 
 192.12 
 
 
 Shakespeare - 
 
 1039 
 
 1185i 
 
 205.25 
 
 18.00 
 
 838.14 
 
 387.00 
 
 
 Stratford 
 
 10S19 
 
 10H53 
 
 5010.33 
 
 1371.00 
 
 2657.37 
 
 2616.00 
 
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 7136 
 
 6303.53 
 
 1182.00 
 
 1758.29 
 
 2355.00 
 
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 Thormlale (New) 
 
 564 
 
 • 774 
 
 15.38 
 
 738.00 
 
 12.44 
 
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 6450 
 
 2398.06 
 
 2763.00 
 
 1477.02 
 
 47.00 
 
 O 
 
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 Total 
 
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 23563 
 
 • • 
 
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 652794.^ 
 
 42?,954.39 
 
 83261.47 
 
 429351.39 
 
 83261.47 
 
 FREKJIIT. Tons. PASSENGERS. 
 
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 Foi'cigu 
 
 ... 88141 
 
 }-, Foreie: 
 
 1 
 
 ., 66791 
 
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 i22 
 
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 ...56165;; 
 
 Local 
 
 • •• • 
 
 ..4458244' 
 
 X.R.-rruni Station-: marUt.l thus » Tickets are only issiicd l.y Contlcctors on Ij. a:-(I tlu' Cars. 
 
General Fmsemjrr Slakmciit for the Year ending 30//i June, IH.VJ. 
 
 LOCAL. From StatL.i to Station ... 
 
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 NortiuTn Opdensburg Railway 
 Cobourg & I'cterboro' Railway 
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 number of Miles travelled 
 
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 Total Passenger Receipts ... ... 
 
 Average J\eceipt ]ier l'asseng^r 
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 88141^ 
 
 ... C52704i 
 
 4293507 r 
 
 6r).77 
 
 $956349.22 
 
 1.46J 
 
 2.22 
 
 Miles rravt lied by each Passenger ... Increased 12.25 per cent. 
 Average Receipt per Passenger ... „ 4.21 „ 
 
 Average Receipt per Passenger per Mile Decreased 7.50 „ 
 
 Statement shoidng the Distance travelled bi/ Passengers. 
 
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THE PLANS ARE IN THE FOLLOWING ORDER. 
 
 1. M.\pnr Canaim. (Frontispiece.) 
 
 2. rr.llTLASD. 
 
 3. lilCUMuND JlNCTION. 
 
 4. SoiTii (Jlehlc. 
 
 5. Mi'N-il;r..u.. 
 
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 7. Ditto \y\ru Lunul-euil and Cuako.ns. 
 
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