.to* 
 
 REPORT 
 
 THE GAUGE 
 
 FOR THE 
 
 ST, LAWRENCE AND ATLANTIC RAIL-ROAD, 
 
 By A. C. MORTON, Esquire, 
 
 CHIEF ENGINEER. 
 
 MONTREAL: 
 
 PRINTED AT THE CANADA GAZETTE OFFICE, 
 
 1847. 
 
 Ci 
 
^ ^ ^ n & o 
 
 
 EEPORT. 
 
 ENGINEER DEPARTMENT, 
 
 Montreal, Sept. 20, 1847. 
 
 HON. A. tf. MORIN, 
 
 Resident St. Lawrence and Atlantic 
 
 Rail-Road Company. 
 
 Sir, — The Act to amend the Act incorporating 
 the St. Lawrence and Atlantic Rail-road Company, 
 passed at the late Session of the Provincial Parlia- 
 ment, 10th and 11th Victoria, Cap. 65, provides, 
 
 “ That the Gauge upon which the said rail shall 
 “ be constructed, and which shall be used in the said 
 “ railway, shall be four feet eight and one half inches, 
 “ unless, within six calendar months, the Governor 
 “ of this Province in Council, shall, by Order in 
 “ Council, determine upon any different Gauge, and 
 “ that, upon communication to the said company of 
 “ any Order in Council, establishing any different 
 “ Gauge, the Gauge so established shall be the one 
 “ used in the said road as if the same had been 
 u established in and by this Act.” 
 
 The Charter of your road contemplates a connec- 
 tion at the boundary line with another road belonging 
 to an American Corporation, the two forming a per- 
 fect line to the Atlantic coast. 
 i* 
 
 
4 
 
 It therefore became necessary in the early stage 
 of these roads that the subject of the Gauge should be 
 jointly considered by the two corporations. 
 
 After a careful consideration of the question by a 
 convention of Directors from each corporation, 
 Articles of Agreement were entered into relative to 
 the general plan of construction, &c. dated April 
 17th, 1846, in which among other things it is pro- 
 vided (Article 5th) “ that the Gauge shall be that 
 “ of five feet six inches in the clear between the 
 “ rails.” 
 
 As this Gauge differs from that embraced in the 
 recent Act of Parliament, it is proper that I should 
 state the reasons which influenced me in recommend- 
 ing its adoption for your road. 
 
 The question of the best Gauge for Railways has, 
 within a few years, been much discussed, and it is a 
 subject upon which much difference prevails. The 
 agitation of this question did not, however, take 
 place until railway improvements were far advanced, 
 involving a vast expenditure of money ; and it is not 
 surprising that, under these circumstances, there 
 should be a difference of opinion as to the propriety 
 and expediency of a change. 
 
 In an abstract view of the subject, I believe 
 Engineers generally consider that a wider Gauge 
 than the prevailing one is desirable, to meet the re- 
 quirements of the present advanced state of railway 
 improvement. 
 
 With our present knowledge of Railways, were a 
 new system to be commenced free from interest and 
 
5 
 
 the prejudices of Engineers, committed to a particular 
 width, there can be little doubt but that a different 
 Gauge from that of four feet eight and a half inches 
 would be adopted. 
 
 This Gauge had its origin from no scientific inves- 
 tigation of the subject, but from mere accident, it 
 having been in use at a very early date on tram- 
 roads, upon which the ordinary wagons of the 
 country ran. 
 
 From these it was copied for several Coal roads, 
 and afterwards for the Stockton and Darlington, and 
 Liverpool and Manchester Railways, which were the 
 first constructed for passengers and general traffic. 
 
 This Gauge having been adopted for the first im- 
 portant road in England, was copied or extended by 
 branches or other lines without any investigation of 
 its merits till several hundred miles were built. 
 
 In the United States the same Gauge was usually 
 adopted, and not without very good reason, for it 
 was supposed that the experience already obtained 
 in England, from having first introduced Railways 
 generally on this Gauge, was sufficient evidence of 
 its possessing all the requisite advantages. 
 
 As the first Locomotive Engines used in the United 
 States were imported from England, it was doubtless 
 considered advisable, both as regards economy and 
 convenience, that they should conform to those 
 already in use in that country, and this may have 
 been a strong reason for adhering to the same Gauge. 
 
 The Great Western road in England was, I believe, 
 the first constructed on what is now termed the 
 
6 
 
 Broad Gauge, although an increased width of track 
 had previously been proposed in the United States, 
 and in a few instances adopted. 
 
 The South Carolina road, which is 136 miles in 
 length, and was completed in 1833, has a Gauge of 
 five feet. 
 
 The propriety of an increased width of track was 
 laid before two or three Rail-road Companies, in the 
 State of New York, in 1834 and 1836, one of which 
 adopted a width of track of Six Feet for its road, 
 which extends from New York to Lake Erie, a dis- 
 tance of 450 miles. * 
 
 There are 63 miles of this road in operation, and 
 the construction of a large portion of the remaining 
 distance is rapidly progressing. 
 
 Nearly all the remaining roads in New York have 
 a Gauge of four feet nine inches. 
 
 Those of New Jersey, Ohio and Mississipi are four 
 feet ten inches. The New Orleans and Nashville road, 
 Louisiana, is five feet six inches, and all the roads 
 of South Carolina, Georgia, and Florida, of which 
 there are nearly 900 miles now in operation, have a 
 width of track of five feet. 
 
 In nearly all the remaining States, the Gauge of 
 four feet eight and a half inches has been adopted. 
 
 *E. F. Johnson, Esq. Civil Engineer, as early as 1834, communi- 
 cated his views to the Auburn and Syracuse Rail-road Company, as to 
 the propriety of an increased -width of track, and subsequently in able 
 reports to the New York and Erie, and the New York and Albany 
 Rail- road Companies, advocating the wide Gauge. 
 
7 
 
 In considering the question of Gauge for your 
 road, it is important not only to take into view the 
 comparative merits of various widths of track, but 
 the ultimate design of the road, the nature of the 
 country through which it passes, and its connection 
 with other lines ; also, the state of railway improve- 
 ments in the Provinces, the probable effect their 
 construction will have on the business of the Canals* 
 and finally, the position of Canada, commercially* 
 and the benefits that will flow from the adoption 
 of a judicious and well matured system of Railways* 
 
 The primary object of your road is to open the 
 shortest and most direct communication between 
 Montreal and the Seaboard, affording facilities at all 
 seasons of the year for the transmission of merchan- 
 dize, passengers, and the public mails, commensurate 
 with the wants of a great commercial public. 
 
 A glance at a map showing the Atlantic coast, the 
 St. Lawrence valley and the upper lakes, will impress 
 the most casual observer with the important position 
 of your road. 
 
 In connection with the Portland Road, it forms a 
 continuous line from the St. Lawrence at Montreal 
 to the Atlantic at Portland, which is from 70 to 100 
 miles shorter than any other line of improvement 
 between these points, connecting on the one hand 
 with a long line of inland navigation including a vast 
 and fertile territory, and terminating on the other at 
 one of the best harbours on the Atlantic coast. 
 
 These are features in your road which give it a 
 commanding position, and indicate that, ultimately, it 
 
8 
 
 must constitute tlie great thoroughfare and outlet for 
 an immense trade. With a reasonable degree of 
 assurance that these results will be realised, it ap- 
 peared to me the part of wisdom that you should in 
 determining on the plan of the road avail yourselves 
 of all the improvements which long experience in 
 this species of inter-communication may have sug- 
 gested. 
 
 To keep pace with the increasing facilities of 
 transportation, to meet the demands of a rapidly 
 increasing trade, to compete successfully with rival 
 lines, whose object is to divert trade from the 
 St. Lawrence valley, and the public works of Canada, 
 seemed sufficient reasons for giving to your road an 
 enlarged capacity. 
 
 In northern climates it has been found extremely 
 difficult to keep railways in a proper state of adjust- 
 ment, and various expedients have been resorted to 
 with a view more effectually to guard against the 
 effects of frost. 
 
 Efforts to overcome this difficulty, have to a 
 limited extent been successful, but it is only by 
 constant attention and great cost that railways are 
 retained in that state of repair required by a proper 
 regard to safety and economy of transportation. 
 Any inequalities in the surface of the rails from 
 frost or other causes communicates to the cars an 
 irregular rocking motion which adds to the resistance 
 to be overcome and the inconvenience of passengers. 
 
 The increase of base afforded by a wider track 
 with wheels of given size, lowers the centre of gra- 
 
9 
 
 vity and allows greater ease and steadiness of motion 
 in the cars, and consequently less wear and tear both 
 to the machinery and the road and less danger of 
 accidents. 
 
 With a view to the better accommodation of pas- 
 sengers, many railway companies in the United States 
 have ordered cars of increased dimensions, some of 
 which are 9 A feet wide, yet this increase is strongly 
 opposed by car builders and is well known to operate 
 unfavorably from the too great overhanging weight. 
 
 On long lines it is desirable to have large and well 
 ventilated cars which will permit each passenger to 
 have a separate seat with arms upon which he may 
 lean, and room sufficent to change his position 
 without incommoding or annoying the person in the 
 adjoining seat ; comfortable saloons should be pro- 
 vided for ladies and children, and the passage ways 
 through the car should be sufficiently wide to permit 
 passengers to walk about and pass each other conve- 
 niently. With the narrow Gauge these objects cannot 
 be accomplished ; but with the width of track adopted 
 for your road, these improvements may be readily 
 made, and still the motion of the cars with this 
 increased width will be easier than that of smaller 
 cars on narrow gauge roads. 
 
 Your road will furnish a cheap and expeditious 
 conveyance for emigrants, by which they will be 
 enabled to reach their place of destination at the most 
 favorable period for securing a crop the first season 
 of their arrival in the country. 
 
 The transportation of emigrants will undoubtedly 
 
10 
 
 constitute an important branch of business, and for 
 the second class cars the additional width allowed 
 by a wider Gauge, will permit an increase in the 
 number of seats, and the most advantageous arrage- 
 ment for a larger number of passengers in a given 
 number of cars. The w r eight of car per passenger 
 carried would in this case be less than on narrow 
 Gauge roads. For first class passenger cars it is pre- 
 ferable to give superior accommodations, which in- 
 creases the number of passengers and the revenue 
 of the road even though the weight of car per pas- 
 senger should be slightly increased. 
 
 This however with your Gauge remains a matter 
 of choice ; for you may have the same weight of car 
 with the inferior accommodations of the narrow 
 Guage or by a very small increase of weight, furnish 
 the most superior accommodation. 
 
 This is not a question whether the company shall 
 construct narrow and inconvenient cars because they 
 may cost or weigh less, but it is a question in which 
 the public are interested and have a right to claim 
 the best accommodations which the Gauge will 
 permit. Besides it is well known that passengers 
 are attracted in greater numbers to that road which 
 gives the greatest accommodations ; and therefore it 
 becomes directly the interests of the company to 
 offer every inducement which shall secure the pa- 
 tronage of the public. 
 
 On the Great Western Railway in England which 
 has a Gauge of 7 feet, the weight of car per passenger 
 carried, is no greater than the average of the London 
 
11 
 
 and Birmingham, Grand Junction, Dover and Brigh- 
 ton, South Western and Midland Company, but 
 affords far superior accommodation to passengers. 
 
 On the New- York and Erie [Railway, in the 
 state of New- York, which has a Gauge of 6 feet, 
 the weight of car per passenger carried is 35 pounds 
 less than on the narrow Gauge roads there, and affords 
 equal room for each passenger. 
 
 The nature of the business to be done on your 
 road, will undoubtedly nearly resemble that of 
 roads in the northern part of the United States ; 
 and it is supposed that first class passenger and 
 merchandize cars of a similar character to those in 
 use there, will be found more appropriate for your 
 road than cars of any other description. In refer- 
 ence to freight cars, it is believed that the wider Gauge 
 of 5| feet will be found to afford superior advantage 
 to those of the narrow track. 
 
 A greater width of car may be adopted which is 
 better calculated for carrying all kinds of freight : 
 much of which will be bulky. 
 
 The articles which would be transported to better 
 advantage on large cars, are various kinds of light 
 machinery, furniture, charcoal, hay, cattle, horses, 
 calves, hogs, sheep, cotton, hops, wool, &c. 
 
 From the bulky character of such freight, it will 
 doubtless often be necessary to limit the load below 
 the tonnage which should be carried by each car, for 
 want of space, and in such case a loss of power is 
 sustained ; for the number of cars in the train will be 
 increased and their weight will compose a larger 
 
12 
 
 part of the gross load. With larger cars a less length 
 of train would be required for the same tonnage, 
 thereby lessening the resistance to be overcome from 
 side winds which increases with the length of the 
 trains. 
 
 The resistance of a train in passing curved portions 
 of a road, is also considerably lessened by diminishing 
 its length. 
 
 Increased width of cars, gives greater advantage 
 in hauling a given load under the same circumstances ; 
 for it is well known that the power is applied more 
 advantageously to short trains than to long ones, 
 and by diminishing the number of cars the weight 
 of useful tonnage carried is greater in proportion to 
 the gross load. 
 
 Freight cars need not necessarily be any heavier 
 on your Gauge than they are now on most narrow 
 Gauge roads ; but if we avail ourselves of the greater 
 capacity, which the 5i feet track allows, the weight 
 of car per ton of freight which may be carried, will 
 be less than on the narrow Gauge. 
 
 With a Gauge of 4 feet 8J inches, it is found 
 difficult to arrange the working parts of an engine, 
 and to give the requisite dimensions to the fire box 
 and boiler, without raising too much the centre of 
 gravity. 
 
 Nearly all the engine builders in the United States, 
 with whom I have consulted, admit that they labor 
 under great difficulty for the want of more room, and 
 that a Gauge of 5 to 5| feet will allow them suffi- 
 cient space to overcome all these difficulties. 
 
13 
 
 It is owing to this inconvenience in arranging the 
 parts and in making the repairs, that many builders 
 have adopted outside cylinders for some of their 
 engines. 
 
 These it is generally admitted are objectionable on 
 many accounts and are likely soon to get out of use, 
 particularly for engines designed for high speed. 
 
 They are more usually adopted for freight engines, 
 on account of the less speed they are required to run, 
 but for these they are nearly abandoned by the prin- 
 cipal builders of the Eastern States. 
 
 It is however often the case that in order to make 
 up for lost time, freight engines are necessarily run 
 with great velocity, in which case all the objections 
 to outside cylinders operate with full force. With 
 this arrangement of the cylinders, the power is ap- 
 plied alternately to each side of the engine, which 
 causes it to sway from side to side, and produces 
 that galloping and oscillatory motion, so injurious to 
 the machine and the road, and so productive of ac- 
 cidents. It is well known that by the application 
 of the power nearer the centre of the machine, and 
 the more fovorable position of the working parts 
 with inside cylinders, the above difficulties are 
 avoided. 
 
 The greater space afforded by a 5A feet Gauge per. 
 mits the most favorable disposition of these parts, and 
 all the benefits resulting from their central position 
 are fully realized. 
 
 Another reason assigned for the adoption of out- 
 side cylinders, was the frequent breaking of crank 
 
14 
 
 axles ; but it is only necessary to manufacture these 
 with proper care and proportion, to insure exemp- 
 tion from the difficuly. This has already been done 
 and they are now deemed by many builders, as safe 
 as the straight axle. 
 
 As before remarked it will be found, that inequali- 
 ties and irregularities in the track are unavoidable, 
 where frost operates with the force that it does here, 
 and therefore it becomes important to lessen if 
 practicable their evil effects upon the machinery and 
 the road. 
 
 By increasing the width of track, the motion of 
 the engine is easier and more steady, its various parts 
 working more freely and with less danger of injury 
 from sudden changes. It is desirable to have as 
 large driving wheels as practicable without raising 
 too much the centre of gravity of the engine. By 
 enlarging the driving wheels, the same speed may be 
 maintained with less velocity of the piston and less 
 friction ; and as most of the weight is on these wheels, 
 their increased size lessens the shock which the 
 engine receives. 
 
 Large wheels permit a more efficient and econo- 
 mical application of the steam, lessen the wear and 
 tear of the working parts, and with an increased base 
 give greater steadiness and security. 
 
 Both the lateral and vertical movements of the 
 engine being easier, its action on the road will be less 
 injurious, and there will be less danger of its leaving 
 the track. 
 
 The more important advantages however resulting 
 
15 
 
 to the engine from a wider track is the enlarged size 
 of the boiler and fire box which this increased space 
 allows. 
 
 As the power of the engine depends upon the ex- 
 tent of evaporating surface, all improvements which 
 have reference to an increase of power have been 
 directed to the enlargement of these parts. 
 
 The space however on the narrow Gauge being 
 limited, the only means left to increase the heating 
 surface is to lengthen the boiler and fire box. But 
 there is a strong objection to the increased length of 
 boiler on account of the loss of power required in 
 creating sufficient draft through their long tubes. 
 
 In some cases they have been so much extended, 
 and the additional length so far removed from the 
 fire box, that it has proved a positive disadvantage : 
 Much of this increased length of tube is inefficient ; 
 and from their remote position from the fire add only 
 in a small degree to the evaporating power of the 
 boiler, for the air must be drawn through this additi- 
 onal length of tube, giving increased friction and re- 
 quiring a stronger blast and a serious loss of power. 
 It has been observed on an examination of tubes 
 long in use, that the effect of the heat is visible only 
 on the portion nearest the fire box. 
 
 Long tubes are more liable to get out of order or 
 leak, than short ones, on account of their flexibility 
 and the distance between points of support. 
 
 This has proved to be the case even with new 
 engines which had been in use but a short time. To 
 remedy this defect, supports have been placed mid- 
 
16 
 
 way of their length; but these have given rise to other 
 evils which are equally objectionable. 
 
 There can be no doubt that with equal superficial 
 area, short tubes are the best, as they present a larger 
 surface near the fire, are less liable to get choked, or 
 out of order, and require less blast to produce the 
 proper draft through them. 
 
 Mr. Stephenson, the great advocate of the narrow 
 Gauge, in his testimony before the Gauge Commis- 
 sioners, states that they have made the boiler as wide 
 as the narrow Gauge will allow ; and this is evident 
 from the various expedients resorted to for the pur- 
 pose of gaining an inch or two in width of fire box. 
 He also states that he has increased the power 
 by lengthening the boiler and fire box ; and that the 
 engines are as large as ought to be put on the present 
 roads. 
 
 It should be remembered that the weight and power 
 of engines had been from time to time increased ; 
 that roads had been rebuilt, and their parts made 
 stronger, in order to sustain these heavier engines 
 up to the time when it was ascertained that the nar- 
 row Gauge did not admit of a more powerful engine. 
 Then, and not till then, was it stated that the 
 engines were as powerful and as heavy as ought to 
 be placed on any road. 
 
 There is no doubt that if more powerful engines 
 could be built on that Gauge, there would be no diffi- 
 culty or hesitation in providing sufficiently strong 
 roads to sustain them. The Commissioners in their 
 report to Government, remark in reference to the 
 
17 
 
 narrow Gauge engines, that they “are as powerful as 
 they can well be made within the limits of this 
 Gauge.” 
 
 Major General C. W. Paisley, Inspector General 
 of Railways, whose opinions from his position and 
 from his not being an advocate of either the narrow 
 or broad Gauge, are entitled to great respect, states 
 in his testimony before the Commissioners, that “ he 
 “ does not think the Messrs. Stephensons’ opinions of 
 “ the sufficiency of the narrow Gauge of 4 feet 84 
 “ inches for all purposes has been born out by the 
 f£ subsequent experience of more than two years. The 
 “ Gauge of 4 feet 84 inches does not admit of a boiler 
 “ of sufficient diameter or of a fire box of sufficient 
 “ width to give such power to the Locomotive engine 
 “ as is required by the present state of railway travel - 
 “ ling. Mr. Robert Stephenson has attempted to get 
 “ rid of this disadvantage by lengthening his boiler in 
 “ the best engines constructed by him, which are also 
 “ made with outside cylinders. The lengthening 
 “ of the boilers appears to me to be a failure, 
 “ since it has not produced engines equal in power 
 “ to those of the Great Western Railway ; and 
 “ some of the engines with long boilers which I 
 “ have observed by travelling upon them, especially 
 “ the one called the White Horse, of Kent, used on 
 “ the South Eastern Railway go very unsteadily, 
 “ oscillating or rolling very much, which, if the 
 “ speed were materially increased I think might, 
 t: prove dangerous, and which must have a tendency 
 “ to injure the permanent railway.” “ As a further 
 
 “ proof of the inefficiency of long boilers to obtain 
 2 
 
18 
 
 u the object in view, I may remark that the engines 
 16 made by the Messrs. Sharp (brothers,) formerly 
 “ Sharp and Roberts of Manchester, as well as Mr. 
 “ Trevethick, of the Grand Junction Railway, at 
 “ Creeve, and by Mr. John Gooch, of the South 
 tl Western Railway, travel as quick as those long 
 “ boiler engines of Mr. Stephenson’s, and much 
 
 steadier.” 
 
 From the above testimony, it appears that engines 
 with boilers of ordinary length in use on several 
 roads, had produced as great results and attained as 
 high speed, with less oscillatory motion, than the 
 engines with long boilers. It appears further, although 
 the advocates of the narrow Gauge had asserted that 
 it affords all the room necessary for sufficiently 
 powerful engines, yet, a great effort had notwith- 
 standing been made to add still further to that 
 power, but with, to say the least of it, doubtful 
 success. 
 
 The attempt to give engines on the narrow Gauge 
 increased power by lengthening the boiler may be 
 regarded as a failure ; and no means have been sug- 
 gested whereby it is likely to be accomplished, 
 except that of increasing the diameter of the boiler, 
 and the width of the fire box. A wider Gauge will 
 undoubtedly afford space for these changes, and 
 lessen the irregular motion of the engine and its 
 liability to run off the track. 
 
 The power of an engine is in proportion to the 
 extent of its evaporating surface, or perhaps more 
 correctly in the language of Mr. Stephenson : The 
 
19 
 
 “ power of the engine, supposing the power to be 
 “ absorbed, may be taken to be directly as the area 
 “ of the fire grate or the quantity of fuel contained 
 “ in the fire box.” 
 
 Increasing the size of the boiler and fire box so 
 as to bear the same proportion to a 5A feet track that 
 those of a narrow Gauge engine now do to 4 feet 8^ 
 inches, would add to the extent of heating surface 
 nearly 25 per cent. 
 
 This allows an important increase of power which 
 w T ill lessen the cost of transportation, and will prove 
 highly beneficial in other respects. 
 
 There is always an advantage in having a large 
 boiler and fire box ; and although it may not be ne- 
 cessary at all times to use the power to the full ex- 
 tent, yet the same result may be obtained with 
 greater economy, and less intense heat, consequently 
 less injury to those parts of the engine, which are 
 so soon destroyed by fire. 
 
 The repairs of Locomotive Engines constitute a 
 large part of the expenditure for power ; and these 
 repairs are required mainly on those parts exposed to 
 the injurious effects of great heat. To work an 
 engine economically, the boiler should never be 
 forced by a strong blast, but the draught should be 
 such as to produce only the amount of steam that 
 may be applied usefully. 
 
 There is an advantage in being able to call into 
 action the increased power, which is at command 
 with a greater extent of heating surface and equally 
 intense heat, for the purpose of more readily over- 
 2 * 
 
20 
 
 coming the greater resistance on portions of the road! 
 where steeper gradients prevail, or where storms of 
 sleet and snow may have been unexpectedly encoun- 
 tered. 
 
 The latter difficulty is often experienced on North- 
 ern roads, and more powerful engines will be found 
 of the greatest importance as regards economy and 
 punctuality. 
 
 The utmost punctuality is required in the running 
 time of trains, more particularly so on roads having 
 but a single track where trains must pass each other 
 at given points. A large number of the roads in 
 the United States have but one track, and very many 
 of the accidents on these roads result from not run- 
 ning to time. Delays are occasionally unavoidable* 
 particularly with freight trains, and more powerful 
 engines will often be capable of making up lost 
 time, and at all times to run with greater regularity 
 and punctuality. 
 
 But there are other and more important reasons in 
 favor of more powerful engines. The revenue of 
 the road is in direct proportion to the freight and 
 passengers carried. 
 
 The effect of engines of great power is to increase 
 the tonnage of each train, thereby with a given amount 
 of traffic to reduce the number of trains and the num- 
 ber of engines required to do the business of the 
 road. 
 
 The expenses of a road are, nearly as the miles 
 run ; therefore the effect of transporting an equal 
 
21 
 
 amount of tonnage with a less number of trains is 
 an increase of net revenue. 
 
 An engine capable of drawing 20 tons of net 
 load more than another, will, applying an ave- 
 rage charge of 1\ pence per ton per mile, increase 
 the earnings 25 pence for each mile run; and, allow- 
 ing that your freight engines will run 300,000 miles 
 per annum, the increased earnings by adding this 
 amount to the average loads will be <£31,250 per 
 annum : — that is nearly 50 per cent, of the whole 
 cost of running freight trains this distance. 
 
 By adding to the power of the engine, a much 
 larger business may be done with but a small in- 
 crease of cost. Many of the expenses of Locomotive 
 power are the same whatever the power of the en- 
 gine. The cost of Engine-men and Fire-men, the 
 proportionate expense of superintendence and ma- 
 nagement, the cost of oil, &.C., are the same. The 
 cost of repairs of engines do not increase in propor- 
 tion to the power or the loads drawn, but, nearly, as 
 the miles run. 
 
 As it regards fuel, it may be observed that it varies 
 with the load, but the ratio is modified somewhat by 
 the amount consumed in getting up steam and in 
 standing at the station. A large engine working to 
 th efull extent of its 'power , as a matter of course, con- 
 sumes more fuel than a small one under the same cir- 
 cumstances. This is the only item of increased ex- 
 pense, and this is fully reimbursed by diminishing the 
 delays, accidents and extra labor attending the use of 
 a greater number of Engines. The Gauge Commis- 
 
22 
 
 sioners admit this, and state decidedly that economy 
 is in favor of large engines when working at their 
 full power. 
 
 On many narrow Gauge roads it is customary to use 
 assistant engines to a great extent, and on the Lon- 
 don and Birmingham road, nearly 29 per cent, of the 
 whole number of miles run by passenger trains 
 during the half year ending June, 1845, were with 
 two engines to each train. 
 
 This would not he the result were the engines on 
 that road more powerful. Trains propelled by two 
 or more engines are of necessity delayed at all the 
 wood and water stations, or where cars are to he 
 taken and left on side tracks. 
 
 Attaching a number of engines to one train ope- 
 rates most unfavorably, from the unequal manner in 
 which the separate engines act, and the increased lia- 
 bility to accident. It also adds very materially to 
 the cost of transportation. 
 
 Mr. J. M £ Connell, Superintendent of the Locomo- 
 tive Department of the Birmingham and Gloucester 
 Bailway, a narrow Gauge advocate, states in his testi- 
 mony before the Gauge Commissioners that, “ We 
 “ find from experience that economy of working is 
 “ very much assisted by taking the trains by one 
 “ heavy engine instead of two light ones, that is to 
 “ say, you save the wages of two men, and I think 
 “ the expense of repairs is very much reduced, and 
 “ materials, for instance, oil, tallow, &c., and the 
 “ consumption of coke in the one engine is not at all 
 “ equal to the consumption of the two, which only 
 “ do the same amount of work.” 
 
23 
 
 Mr. William Cubitt, a distinguished Civil En- 
 gineer, states in his testimony before the same Com- 
 missioners, that, “ Large and powerful engines are 
 “ more cheaply worked in proportion than smaller 
 “ ones, for the work they do,” and adds, in relation 
 to the consumption of coke, &c., “that they are 
 “ cheaper altogether. With regard to manual atten- 
 “ tion, and all that, it takes the same expense to work 
 u a small engine as it does a large one, and they can 
 “ be more economical in coke, with reference to the 
 “ work they can do. The same quantity of repairs 
 “ will cover more work.” 
 
 The first cost of large engines is cheaper in pro- 
 portion to their power than small ones. 
 
 The history of every species of transportation af- 
 fords evidence of the advantage and economy of car- 
 rying large loads. Canals and railways were in- 
 troduced on account of the facilities they afforded for 
 moving large loads, thereby lessening the cost of 
 transportation. 
 
 The enlargement of the canals of New York, 
 Pennsylvania and Canada, was made for the purpose 
 of increasing the tonnage of vessels, as a means of 
 lessening the cost of transportation. 
 
 By enlarging the Erie Canal from its original di- 
 mensions to 7 feet deep and 70 feet wide, it was esti- 
 mated that the cost of transportation would be re- 
 duced 50 per cent. 
 
 It is ascertained from experience that increasing 
 the tonnage of boats on the Delaware and Hudson 
 Canal from 31 to 45 tons, reduced the cost of trans- 
 
24 
 
 portation 33 per cent., and the saving this made on 
 the business of the canal for two years reimbursed 
 the cost of its enlargement. By the application of 
 steam to vessels for navigating lakes and rivers and 
 also large canals, a larger class of vessels have been 
 introduced, carrying greatly increased loads, and the 
 effect has been a great reduction in the cost of 
 transportation. 
 
 These various modes of transportation alluded 
 to, show the efforts that are making to provide 
 more efficient means for the vastly increasing busi- 
 ness of the country and the advantages which will 
 accrue from increased facilities and ability to move 
 larger loads. If we refer to the history of Bail-roads, 
 it will be observed that from the time at which they 
 were in the most rude state up to the present day, 
 there has been a constant effort to gain an increase 
 of power. 
 
 It was not till 1829 that any very great improve- 
 ment of the Locomotive engine was accomplished ; 
 and from the opening of the Liverpool and Manchester 
 Rail-road in 1830, we may date the introduction of 
 Locomotive engines generally on railways in pre- 
 ference to any other power. From that day to the 
 present there have been constant changes and im- 
 provements going on in the character of engines and 
 the railways upon which they were to operate. 
 
 I need scarcely allude to the vast improvements 
 which have been made within a comparatively short 
 space of time, for every person is familiar w r ith the 
 subject. 
 
25 
 
 When it is recollected however that in 1 829 it was 
 considered a great feat for a Locomotive to draw 12^ 
 tons 70 miles at the rate of 14 miles per hour , it cer- 
 tainly must excite feelings of the utmost admiration 
 that in 1846 a locomotive engine on the broad gauge 
 was able to draw over 100 tons, a distance of 116 
 miles at an average velocity of 49 miles per hour, 
 running 10 miles of this distance at the rate of 66 
 miles per hour, and two miles at a speed of over 69 
 miles per hour. 
 
 These are results that have been obtained in Eng- 
 land by the adoption of the broad Gauge, which has 
 been in use comparatively but a short time. The 
 narrow Gauge having been adopted on the first intro- 
 duction of railways, improvements have from time to 
 time been made in the engines of this width till final- 
 ly, as the Commissioners state, no further addition 
 to their power can well be made, yet their best per- 
 formances fall far short of the results above stated. 
 What results may we not expect when the same 
 efforts shall have been made to develope the power 
 of the broad Gauge engines 1 
 
 Large and powerful engines have been objected to 
 on account of the injury which they cause to the road. 
 With heavy engines it is of course necessary to con- 
 struct a more perfect road and to either increase the 
 weight of the rail or the number of bearing points 
 of the engine. The plan of track adopted for your 
 road contemplates the use of the heaviest class of 
 engines. The rail is of an approved pattern both 
 for strength and durability and with the continuous 
 
26 
 
 support given by the sills it is equal to a rail of 
 80 or 90 pounds per yard on cross sleepers as they 
 are usually laid. 
 
 It is urged as an objection to the broad Gauge that 
 the resistance is greatly increased in passing around 
 curves in consequence of the greater length of the 
 outer rail and the slipping of the wheels in passing 
 over this increased distance. 
 
 No difficulty has been experienced in passing around 
 curves of small radius at great velocity even with a 
 Gauge of 7 feet, and with a Gauge of 5i feet the width 
 bears so small a proportion to the radius of the 
 curve that there would be no difficulty in this res- 
 pect and but a small increase of slipping would re- 
 sult from the excess of width over the narrow Gauge 
 were there no provisions to lessen its effects. 
 
 Improvements have been made both on Locomotive 
 Engines and Cars which lessen the resistance on 
 curves, and this undoubtedly will be still further 
 reduced by improvements which are constantly 
 making in Rail-road machinery. 
 
 As Cars were formerly constructed, the axles being 
 placed at a geater distance from each other, the 
 friction was greater. In the United States, four 
 wheeled Cars have mostly gone out of use, and those 
 having two pairs of wheels at each end of the Car 
 have been adopted, the axles of which are placed 
 nearer together, which obviates in a great degree this 
 difficulty. 
 
 On your road, as well as other great lines in Ca- 
 nada, the character of the country is such as to 
 
27 
 
 require comparatively but a small amount of curva- 
 ture, and this increased width of track will not be 
 attended by any material loss of power or inconve- 
 nience in this respect. 
 
 The increased cost of construction is another 
 objection urged against a wider Gauge to which much 
 importance has been attached. 
 
 But on examination, this will be found compara- 
 tively of little importance, particularly with the Gauge 
 adopted for your road. The width of road bed is not 
 necessarily increased, although in the consideration 
 of this subject it would be well to provide as much 
 additional width as is given to the tracks. 
 
 Most of the narrow Gauge roads in the United 
 States are graded in the first instance for a single 
 track, and the width of road bed on embankments 
 varies, being on different roads from 12 to 15 feet. 
 For double tracks it is generally from 24 to 26 feet. 
 
 Your road is being graded for a single track having 
 a surface width of 15 feet with provision for a double 
 track which is 26 feet. 
 
 The New York and Erie Bail-road which has a 
 Gauge of 6 feet is graded for a single track with a 
 width of road bed on embankments of 15 feet, while 
 many of the narrow Gauge roads have the same 
 width, and no inconvenience is experinced for want 
 of more space in either case. 
 
 The London and Birmingham road in England and 
 several narrow Gauge roads in the United States have 
 a width on embankments of 26 feet, and this is the 
 width proposed for your road. It therefore appears 
 
28 
 
 that on many important roads of that Gauge as 
 great a difference exists in the width of road bed as 
 would be the increase necessary for a Gauge of 5b 
 feet. 
 
 The width from centre to centre of tracks will be 
 determined by the width of Cars from out to out, and 
 the space between Cars when passing each other. 
 
 On most roads the space between tracks is 6 feet 
 and the width of Cars has been increased to 9 feet 
 6 inches, and in some instances to 9 feet 8 inches. 
 
 The clear space between Cars should not be less 
 than 18 inches and assuming the width of Cars to be 
 9 feet 6 inches, the distance from centre to centre of 
 tracks will be 1 1 feet. 
 
 Now, if we allow the space for both Gauges to 
 be 1 1 feet, add the width of track, and it gives for the 
 narrow Gauge 15 feet 8i inches, and for the 5i feet 
 track 16 feet 6 inches between outside rails, making 
 a difference due to the latter Gauge of 9b inches. 
 
 But allowing 18 inches between Cars, with 
 the widest Car that would ever be likely to be adopted 
 on 5J feet Gauge, the increase width of road bed 
 would be only 2 feet. This extra width if strictly 
 applied to all parts of the road would require an 
 increase of 2 feet in the length of culverts, bridge 
 abutments, &c. This addition is of course to the 
 body of those structures only, the wings, parapet walls, 
 &e., remaining the same in either case. 
 
 These additions were they really made would on 
 your road amount to but a trifling sum, as there are 
 scarcely any deep rock cuttings, heavy excavations or 
 
29 
 
 embankments, and no tunnels. The mechanical 
 structures are generally of a cheap character. 
 
 But it is not proposed to add to the dimensions ; for 
 the width which is adopted on narrow Gauge roads 
 has been found to answer every purpose for an in- 
 creased width of track. The space left outside of 
 the rails for your road, as now graded, will be nearly 
 5 feet ; and this is deemed sufficient. 
 
 The bridges have, when the road- way is on the lower 
 chords a clear space between the trusses of 15 feet, 
 yet on several narrow Gauge roads the space is no 
 less, while some have more than this. 
 
 Bridges designed for the road-way on the top 
 chords, (of which character are nearly all your more 
 important structures) are not necessarily enlarged, 
 for the trusses may be placed in such a position as 
 will conduce both to economy and strength. 
 
 The trusses of this description of bridge in course 
 of construction for your road are placed 12 feet apart 
 for a single track which with the thickness of the 
 trusses, gives a top width of from 16 to 18 feet, and 
 when the third truss is added for a double track, it is 
 placed at a distance of 9 feet, the masonry being 
 designed for this in the first instance. 
 
 This effects a great saving, and the dimensions 
 need not differ from the same kind of bridge designed 
 for a narrow Gauge road. Adopting the same kind 
 of track which is proposed for your road, the 
 difference in cost would be a mere trifle or with a 
 cy 3s sleeper road, the increased cost would not exceed 
 (c£8) eight pounds per mile. 
 
30 
 
 As it regards the cost of Cars, I am able to state 
 from communications of builders on the subject, that 
 the increased cost will be comparatively small, and 
 will consist mainly in the extra weight of the axles 
 due to a greater width of track. 
 
 It is probable that with a feet track, inside 
 bearings for Cars will be considered preferable, in 
 which case the axles will be about 3 inches shorter 
 than those at present in general use on the narrow 
 Guage. Car builders state that the cost of Cars of 
 this description will be no more for the wide track 
 than for the narrow. It is stated on roads where 
 both inside and outside bearings have been extensively 
 used, that the former are preferred, and that for Cars 
 to be constructed hereafter no other will be used, — 
 that, with inside bearings, the Cars are easier on the 
 journals and the road, and are in every respect safer, 
 that the journals are less liable to break, the Cars 
 move easier around curves, and in case of breaking 
 a wheel or axle, the effect is less disastrous to the 
 train and the road. They are objected to on account 
 of the greater trouble of oiling, and liability to get 
 more dirt in them. The former is a comparatively 
 small objection, and the latter, if it exists at all, may 
 doubtlessly be removed. 
 
 The amount paid for the last Passenger Cars 
 ordered for the Erie Koad, (having a Gauge of 6 feet) 
 which seat 69 Passengers independent of the saloon, 
 was no greater than is charged for Cars of the same 
 finish, seating the same number of Passengers for the 
 narrow Guage roads of the Eastern States. 
 
31 
 
 The cost of Engines will be no more in proportion 
 to their effective Power for a wide Gauge than for a 
 narrow ; and I was informed a short time since by a 
 large manufacturer, that he would make no difference 
 in the cost between Engines on the ordinary Gauge, 
 and those of 5 J feet track. 
 
 The reasons assigned, are the greater conveniences 
 and facilities for arranging economicaly the working 
 parts for inside connections. 
 
 Allowing that the items of increased expense above 
 referred to are incurred on your road, (which as be- 
 fore remarked will not be the case), the aggregate will 
 not amount to 1| per cent, on the total cost of the 
 road. 
 
 It has been suggested that greater difficulties would 
 be encountered in removing the snow on a wide 
 track than on a narrow. The increased resistance 
 from this cause, resulting from the difference be- 
 tween the narrow track and the Gauge adopted for 
 your road, will, I believe, be found very small and 
 hardly worthy of notice. 
 
 It certainly will prove of little consequence com- 
 pared with the increased power which this greater 
 width gives to the engine. It is a strong argument 
 in favour of a wide Gauge that the engines may be 
 constructed of greatly increased power, with a view 
 to overcome more readily this difficulty. 
 
 As an evidence that the effect of widening the 
 Gauge, and increasing the power of the engine, is to 
 lessen the difficulties of removing the snow, I would 
 refer to the great snow storm of 1845, which ob- 
 
32 
 
 structed nearly all the roads in the northern part of 
 the United States. 
 
 The Erie road, with a Gauge of 6 feet, lost but one 
 trip, while the main lines (narrow Gauge) south of 
 New York, were impassable for a number of days. 
 
 You are aware, however, that from the favorable 
 character of the country a very large portion of your 
 road will be on embankments elevated five or six feet 
 above the general surface of the ground, which will 
 much facilitate the removal of snow, allowing the 
 winds to sweep more freely over its surface, and thus 
 prevent any great accumulation on the track. 
 
 The most prominent objection which can be made 
 to a wide track is, the connection with other roads 
 of a different Gauge, and the necessity of transferring 
 freight and passengers from one line to another. 
 
 This, under certain circumstances, would evident- 
 ly be so serious an objection as to overcome ail 
 considerations in its favor, and again, under other cir- 
 cumstances, it may be less objectionable than other 
 difficulties. 
 
 As it regards the connection of your road with 
 other lines, I know of only one which is now con- 
 templated that would have any bearing on the sub- 
 ject of Gauge. 
 
 As there are but 15 miles of road in operation in 
 Canada, and only 8 more for which definite arrange- 
 ments are made for the narrow Gauge, the question 
 of connection is not therefore necessarily involved 
 in any difficulty here. From the position of Mont- 
 
33 
 
 real, the great mass of freight would necessarily' be 
 transhipped here. 
 
 This at present is unavoidable. In the event of the 
 construction of a bridge across the St. Lawrence, 
 which is a work entirely practicable, and of great 
 merit ; and also, the construction of a line of roads 
 extending to the Upper Province, there would still 
 be a transfer of a very large quantity of freight at 
 Montreal, particularly during the season of naviga- 
 tion. 
 
 Should a bridge be constructed across the St. 
 Lawrence River, there is no practical difficulty in 
 carrying your road and the St. John’s road over on 
 the same bridge on account of a difference of Gauge, 
 and further than this there is no necessity for a con- 
 nection. 
 
 And until other roads shall have been constructed 
 above the Lachine road, there will be no reason for 
 a connection with this Line. The question of Gauge, 
 therefore, so far as concerns a connection with any 
 other road in Canada yet constructed, is an open one, 
 and is not embarrassed by existing lines. 
 
 There is a branch, however, contemplated, by 
 which it is proposed to connect your road with the 
 Passumpsic and Connecticut River Rail-road, in the 
 State of Vermont, which is intended to form part of 
 a line to Boston. 
 
 This may be considered an important branch to 
 your road — the peculiar features of which, and the 
 nature of the business to be expected from it, we will 
 proceed to consider. 
 
 3 
 
34 
 
 The distance from Montreal to Boston, via the 
 most direct lines now in connection with the Pas- 
 sumpsic road, is about 387 miles, and in this distance 
 there are six different Corporations. These roads 
 will differ in length from 14 to 128 miles, and each 
 of these, so far as completed, is operated by the 
 Company to whom it belongs. 
 
 The chief objection to this route for through traffic, 
 as compared with the Portland line, consists in its 
 greater distance to the Seaboard, and the greater 
 number of separate roads of which the line is com- 
 posed. 
 
 When several roads are operated in connection, 
 forming in the aggregate a line of several hundred 
 miles in length, with lateral lines extending in various 
 directions, it is found extremely difficult so to regu- 
 late the distribution of Cars as to meet the demands 
 of trade. 
 
 Serious difficulties have been encountered in the 
 United States, where many long lines are composed 
 of distinct roads of various lengths, operated by sepa- 
 rate Corporations. 
 
 Each Corporation has its local trade which it is 
 highly important should be accommodated ; to do 
 this, cars must be provided for each station on the 
 main line and its branches ; and at the same time 
 others returned to the several branches of other 
 roads, composing the line, and to latteral roads, 
 which constitute parts of other main lines. 
 
 It will be readily perceived that without the most 
 perfect arrangement there will be difficulties in 
 
35 
 
 returning the required number of cars to all the 
 stations at the time they may be wanted. 
 
 Cars often find their way on to other lines which 
 have no arrangement for an interchange and are 
 missing for months. 
 
 There are periods of the year when there is a 
 vastly increased amount of business to be done not 
 only of local but of through traffic, and in many 
 instances the trade preponderating greatly in one 
 direction, the cars are many of them to be returned 
 empty. 
 
 Trade varies on different roads, and is subject to 
 changes more or less at various stations on the same 
 line, and it often becomes difficult even for one cor- 
 poration to systematize its business so as to return 
 cars to the proper stations to meet the immediate 
 demands of its own trade. 
 
 But when we combine a large number of corpora- 
 tions having an aggregate length of road of three or 
 four hundred miles, each corporation operating its 
 own road and each striving to accommodate its own 
 local business, there will unavoidably be much con- 
 fusion and irregularity. 
 
 The agents at the various stations are always 
 desirous of securing the requisite number of cars to 
 dispose of freight that may have been left in their 
 charge, with the urgent solicitation of the owners 
 that it should be forwarded immediately. 
 
 And often various descriptions of freight must 
 reach market within a limited time, or the owner 
 and the company with whom it is deposited suffer 
 serious loss. 
 
 3 * 
 
36 
 
 Under these circumstances, it is not surprising that 
 every station agent should use every effort to secure 
 a sufficient number of return cars in which to for- 
 ward the freight left in his charge. 
 
 Commencing at the end of the line towards which 
 is the greatest tonnage, the cars on their return are 
 many of them empty or lightly loaded, and these 
 are to be left at various stations, the number to be 
 regulated by the amount and the pressing nature of 
 the business to be done. 
 
 The consequence is that in the anxiety to accom- 
 modate all the business, the greater number of cars 
 are left at w T ay stations and branches nearest the 
 terminus or market, while the more remote stations 
 in the interior and the other extremity of the line are 
 unsupplied. 
 
 These difficulties are much enhanced by an increas- 
 ed number of roads forming the line, particularly 
 when each road is under distinct management. 
 
 There is now in operation an uninterrupted line of 
 railway between Boston and Buffalo. The dis- 
 tance is 535 miles and there are ten distinct corpo- 
 rations each of which operates its own road. 
 
 The difficulty of effecting satisfactory arrangements 
 with the several corporations, and the impossibility 
 of controlling the return and proper distribution of 
 cars to the several roads, render necessary a tran- 
 shipment of freight at Troy. 
 
 But even with this division of the line it is found 
 extremely difficult to return the cars westward so as 
 to meet the demands of trade. 
 
37 
 
 A portion of the time during the great press of 
 business last winter, it often occurred that there were 
 no freight cars, or a very limited number, west of 
 Syracuse, about mid-way of the line between Troy 
 and Buffalo, nearly the whole being detained on the 
 eastern portion of the line. 
 
 This result arose in a great degree probably from 
 imperfect arrangements and the want of a full supply 
 of cars; but it shows conclusively that on a long line 
 of roads operated by separate companies, much diffi- 
 culty will be experienced in the return of cars. 
 
 There is a strong objection on the part of most 
 Companies to their cars going a great distance off 
 their road and beyond their immediate control, par- 
 ticularly when their own line is of much extent 
 having branches and a large local trade. 
 
 It is stated that the Boston and Worcester and 
 Western Rail-road Companies, whose roads form 
 part of the line between Boston and Buffalo, will not 
 allow their cars to go west of the Hudson river or to 
 leave their own roads except to pass over the Green- 
 bush and Troy road of 6 miles length, for the pur- 
 pose of receiving the freight transferred to them from 
 the Cars of other Companies west of Troy. 
 
 The inconvenience of exchanging cars are repre- 
 sented, by persons who have had much experience 
 on roads where it takes place, to be very great and 
 the cost of repairs very considerably increased. Cars 
 furnished by so many different Corporations often 
 differ materially in their construction, their strength, 
 the ease with which they run, and the amount of ser- 
 vice they will perform without extensive repairs. 
 
38 
 
 They are not subject to that constant and careful 
 inspection, in passing over so many roads and such 
 long continuous journeys. 
 
 Small repairs are more apt to be delayed till the 
 defect becomes serious, and consequently the cost of 
 making it good much increased. 
 
 Defective cars are often neglected from a desire 
 that they may be returned to the Company to whom 
 they belong, for the necessary repairs, and this will 
 often be the cause of serious accidents and at all 
 times of increased expense. 
 
 The regulations in regard to the inspection and 
 prompt repair of cars, cannot be too rigidly and 
 strictly carried out, for a little remissnes is often 
 the cause of serious results. 
 
 With reference to the transfer of freight, there are 
 many strong objections and ordinarily, it should not 
 be permitted, but even this will for very long lines 
 under certain circumstance, I believe, be found pre- 
 ferable to an interchange of cars. There are many 
 kinds of freight which may be transferred from one 
 conveyance to another with great dispatch and 
 economy. 
 
 The article of flour which will constitute a most 
 important article of freight on your road, I am in- 
 formed on good authority, is transhipped from cars 
 to vessels at Detroit, at the rate of one shilling for 
 100 barrels. Freight is transhipped at Albany, from 
 canal boats to barges, at the rate of two pence per 
 ton. 
 
39 
 
 At other points in the United States, where a large 
 amount of merchandize is to be transhipped, it is 
 done with great economy by machinery propelled by 
 steam, and it is believed that improvements will be 
 made for the transfer of freight on Rail-roads, that 
 will materially reduce the cost, and render it on every 
 account far less objectionable than at present. 
 
 It is simply a question of cost, and if facilities of 
 transhipment are such as to make the cost and in- 
 conveniences no more than the difficulties and ex- 
 pense resulting from an extended interchange of cars, 
 I believe it will be adopted in preference. 
 
 Much has been said about the difficulty of transferr- 
 ing cattle and other live stock from one car to another. 
 But every one knows who has had any experience in 
 the business, that with suitable arrangements there is 
 no practical difficulty and necessarily but slight delay. 
 
 Ail that is required in loading cattle in the first 
 instance into cars, is to have a yard parallel with the 
 train of cars, with inclined passage ways leading to, 
 and on a level with the floor of the several cars, 
 through which cattle are readily driven on to the 
 cars. So in transferring cattle from one train to 
 another, it is only necessary that the trains should 
 stand parallel, and opposite each other with an inter- 
 vening platform, and passage ways provided, through 
 which cattle are as readily driven as they would be 
 through a lane or a narrow street. 
 
 The same operation would effect the transfer of all 
 kinds of live stock with equal facility. Live stock 
 is in fact the cheapest of all kinds of freight for 
 transhipment. 
 
40 
 
 The time occupied in doing this with such arrange- 
 ments as should always be provided, would not be 
 greater than is now often required at stations in load- 
 ing or unloading freight where no change of cars 
 takes place. 
 
 There would be little difficulty in transferring 
 several kinds of freight without breaking bulk either 
 by removing the car bodies or by the use of boxes, 
 both being effected with steam cranes or other ma- 
 chinery. 
 
 In the evidence before the Gauge Commissioners it 
 is stated by an Engineer (not connected with the broad 
 Gauge interest) of great experience not only in the 
 construction of railways but in the transfer of freight 
 by both the above methods, that “ there was no diffi- 
 culty whatever in doing it.” And he further states 
 that, on a large scale “ the cost would not exceed half 
 a penny per ton.” 
 
 On the main line of the Pennsylvania improve- 
 ments, freight is transhipped in crossing the Alleg- 
 hany Mountains from the Canal to Rail-road on one 
 side, and from the Rail-road to the Canal on the 
 other side of the Mountain, without breaking bulk. 
 A transhipment takes place on the main line of the 
 New York Canals at Albany, where over one million 
 of tons arrive annually, and in fact transhipments 
 occur on all the leading routes from the Seaboard 
 west. 
 
 Wherever a transfer of merchandize is necessary 
 or advisable which will often occur for various rea- 
 sons in an extensive country, there will always be 
 abundant means to effect it expeditiously and econo- 
 mically. 
 
41 
 
 But in reference to the Passumplic branch of your 
 road, it is not simply a question of the policy of 
 transferring freight from one Gauge to another. There 
 are other circumstances connected with this branch 
 which have an important bearing. The amount of 
 the freight that will be likely to pass this branch, 
 and the nature of the business generally, enter into 
 the consideration of the subject. 
 
 Your road, as stated in another part of this report, 
 is designed to furnish the shortest and best communi- 
 cation with the Seaboard ; and with a view to avail 
 yourselves of all the natural advantages of your route, 
 to furnish to the public the conveniences and facili- 
 ties of transportation which the nature and extent of 
 the business to be done require and to enable you to 
 compete successfully with rival routes, you deemed 
 it important to give to your road an enlarged capacity. 
 
 Now the question arises whether the connection 
 with this branch, situated, as it is, holds out sufficient 
 inducement in the amount of its business for the at- 
 tainment of which it would be advisable for you to 
 sacrifice the great and manifest advantages of your 
 main line. 
 
 The distance as before stated from Montreal to the 
 Seabord by this branch, and the roads to connect 
 with it, will be about 107 miles longer than by the 
 main line to Portland. 
 
 The great number of Corporations on this route, 
 over whose roads the business must pass, and the 
 difficulties attending it have also been alluded to, 
 such as the separate management of each road, con- 
 
42 
 
 sisting of the officers, agents, and clerks of each 
 Company, each furnishing its own power with en- 
 gine-men, firemen, conductors, &c., whether the road 
 is 20 or 120 miles in length. 
 
 The terminus on the Seaboard is not at the open 
 harbor of Boston, but in the rear of the City where 
 freight destined for a foreign market must be subject 
 to the delay and embarrassment of vessels approach- 
 ing it through numerous draw-bridges and accumu- 
 lation of ice in winter, or be carted across the City. 
 
 These are peculiarities which have a direct ten- 
 dency to increase the cost of transportation, and 
 should they be found so great as to increase it mate- 
 rially it is a question whether any very large amount 
 of through freight will take this route. 
 
 With this great difference in distance and the 
 other disadvantages above mentioned, there can be 
 no doubt that the cost of transporting all descrip- 
 tions of freight from Montreal to the Seaboard by 
 the branch route will be very much greater than by 
 your main line. 
 
 As it regards the curvatures and grades of the two 
 routes, if any difference exists, it is but slight, both 
 may be regarded as favorable. 
 
 You are aware, however, that on the Portland 
 line a very large portion of the distance is nearly 
 level or descending towards the Seaboard. 
 
 There are but two Corporations comprising this 
 line, whose charters were granted by the respective 
 Governments with a view to their being united as 
 one road, and the sole object of these Corporations, 
 
43 
 
 through all the incipient stages of the work, and up 
 to the present time has been to consolidate the inter- 
 ests and render the roads indentical. The same sys- 
 tem as it regards their location, the plan of construc- 
 tion, the width of track, and the general system of 
 conducting the business of transportation, when 
 these roads shall have been finished, has been mu- 
 tually agreed upon by the two Companies. 
 
 The length of road to be built by the two Corpo- 
 rations is nearly the same, each being a favorable 
 distance to operate economically, and uniting at the 
 same time at the boundary line between the two 
 countries. 
 
 The terminus at the seaboard is at one of the best 
 harbours on the Atlantic coast ; it is large and capa- 
 cious, easy of access and is never closed with ice. 
 The terminus is so located as to be parallel with the 
 main harbour, presenting an uninterrupted wharf of 
 half a mile in extent, along which every class of 
 vessels may be safely moored to discharge their 
 cargoes and to receive directly from the cars their 
 return freight. 
 
 These are the leading features of your main line, 
 and they are alluded to not with the view to draw 
 an invidious comparison or a desire to detract in the 
 least from the merits of the line which is proposed to 
 form a connection with your branch, for I regard it 
 as an important line and one which will add very 
 considerably to the revenue of your road. 
 
 But it is with the view that the subject of trans- 
 portation of through freight may be more fully under- 
 
44 
 
 stood, that you may judge more accurately as to the 
 probable route the mass of the business will take, 
 and the bearing this may have on the Gauge of your 
 road and your ability to compete with other lines, 
 whose object is to turn the trade from the St. Law- 
 rence before it reaches you. 
 
 The efforts that are now making to deprive you 
 of the trade to which you are naturally entitled by 
 your position, are such that it not only effects in the 
 greatest degree the interests of the Stockholders in 
 your road, but the whole business population of the 
 lower province. 
 
 It is a subject of serious consideration with you 
 whether it will be more for the interest of your 
 Stockholders and the public at large to adopt a nar- 
 row Gauge for the sake of uniformity with foreign 
 lines which cannot add to your ability to compete 
 for this trade, or to adhere to one of the great advan- 
 tages which will give your main line the superiority 
 beyond a question. 
 
 Owing to the greatly increased distance and other 
 disadvantages of this branch as contrasted with your 
 main line to Portland, it does not appear likely that 
 a large amount of merchandize forwarded for ship- 
 ment to England or to a foreign market, will pass over 
 this road. 
 
 To illustrate the subject we will suppose that the 
 distance via this branch is only 370 miles.* The dis- 
 
 * The distance as given in the printed reports of the several com- 
 panies, together with the distance from the Boundary to Montreal 
 gives a total of 387 miles between the latter place and Boston by this 
 route. This however, may be hereafter reduced by new lines, and 
 1 have assumed above that the distance will be only 370 miles. 
 
45 
 
 tance to Portland as now surveyed by the longest 
 route, is 280 miles, assuming that an average charge 
 of \\ pence per ton per mile is made on freight, the 
 cost of each ton carried to Boston over 
 
 this branch will be £\ 18 6 
 
 And each ton carried to Portland via the 
 
 main line will be 1 9 2 
 
 Giving a difference in cost of £0 9 4 
 
 per ton in favour of the main line, not including 
 
 truckage or extra expense at Boston in reaching 
 vessels. 
 
 The question of transhipment as it regards the 
 mass of freight, has with this view of the subject, 
 little bearing, for it is supposed that generally it 
 would take the cheapest route, and should the ad- 
 vantages of a wider Gauge and a less number of 
 corporations lessen the cost of transportation, the 
 above difference in favor of the main line will be 
 still further increased. 
 
 It may be thought, by some persons unacquainted 
 with the circumstances, that as Boston exceeds Port- 
 land in population and in business, that the advantages 
 of making shipments would be greater there than at 
 the latter port. 
 
 When it is recollected, that the State of Maine 
 exceeds any other State in the Union in the number 
 and capacity of her harbors, and in the tons of ship- 
 ping which she now annually puts afloat, there need 
 be little apprehension about the facilities of making 
 favorable shipments, when your road shall have been 
 extended to that port. And, as before remarked, the 
 
46 
 
 advantages of Portland Harbor, as it regards its ca- 
 pacity, safety, and freedom from ice in the winter, 
 its position and accessibility, and the far greater 
 economy with which it is reached from the interior, 
 are such as to give it a decided superiority, as con- 
 nected with your trade, over any other port of the 
 Eastern States. 
 
 Adopting a wide track does not cut off your trade 
 from the direction of this branch, for it is shown 
 that there is a transhipment on the main line of roads 
 passing through the State of Massachussetts, and New 
 York, all having the same Gauge, and forming the 
 most important line of railway communication in the 
 United States. 
 
 The circumstances of these roads are similar to 
 yours in connection with this branch, and the other 
 lines forming its extension to the same point in the 
 State of Massachussetts, and they are such as at 
 present to render a transhipment necessary. 
 
 Notwithstanding this, a large business has been 
 done ; and why should not the business of the Pas- 
 sumpsic branch be done with equally favorable 
 results. 
 
 It is alleged, that a large business would be done 
 with Boston, and that the adoption of a wider Gauge 
 cuts off the connection with the line leading to that 
 city, and therefore does not allow a choice of markets. 
 
 On a full view of the subject, I believe that this 
 conclusion will not be sustained, but that the adoption 
 of a wider track for your road will not only allow an 
 equal choice of markets, but lessen the cost of reach- 
 ing these markets. 
 
47 
 
 I 
 
 The distance from Montreal by your main line to 
 Portland, thence to Boston by steamboats or rail-road, 
 is but a trifle more than by your branch line, the 
 Passumpsic, the Northern, the Concord, and other 
 roads to the same point. 
 
 Between Portland and Boston there are steam 
 vessels plying constantly, summer and winter. Pas- 
 sengers and all description of freight are carried on 
 these steamboats at very low rates, in consequence of 
 the competition with each other, and with the Rail- 
 roads. 
 
 A competition must always exist on this route 
 between rival lines of Boats and Rail-roads, which 
 will continue to keep the rates low for all time to 
 come. It is well known, that transportation can 
 be done by Steamboats and Propellers at lower rates 
 than by any other means of conveyance. 
 
 The facilities for the transhipment of freight at the 
 Atlantic terminus, from your cars to vessels, will be 
 of the cheapest and most superior character. 
 
 The location of the terminus is such as to afford 
 more ample means and accommodations for an 
 extended business, than perhaps any other Railway 
 terminus on the continent. 
 
 A connection with the roads extending from Port- 
 land to Boston is contemplated, by which a choice of 
 conveyance is at all times afforded to merchandize 
 and passengers going in that direction, while another 
 connection with the eastern part of Maine and the 
 Lower Provinces is in progress, opening a communi- 
 cation for trade and travel going eastward. 
 
48 
 
 If the object is to reach Boston with merchandize 
 from the interior or to forward it from Boston to the 
 interior, there can be no doubt but that it can be 
 carried cheaper on this line than by any other route to 
 the St. Lawrence. 
 
 Although the distance from Boston by this route 
 may he somewhat greater than by others, yet one 
 fourth of the whole distance between Montreal and 
 Boston being by the cheapest mode of communica- 
 tion in existence, and the remaining portion of the 
 route being a continuous line of Railway of great 
 excellence and capacity, there is little reason to 
 doubt the superior economy of this route. 
 
 If it is desirable to ship merchandize for Europe or 
 any part of the United States, its delivery at Portland 
 harbor gives in all respects equal or superior 
 advantages. 
 
 With regard to importations made while the 
 navigation of the St. Lawrence is closed, it may 
 be observed that the more easterly position of 
 Portland harbor and the greater safety and ease with 
 which it is entered, will somewhat shorten the voyage, 
 and the great saving in distance thence to Montreal 
 will insure your main line the greater portion of this 
 business, and affords additional reasons for a road of 
 greater capabilities. 
 
 Your road is intended to form a large portion of the 
 line to Quebec nearly equal to half the distance be- 
 tween the latter place and Montreal, and while it 
 thus composes a part of the main line between the 
 two most populous and important Cities of Ca- 
 nada, it furnishes to both a communication with the 
 
49 
 
 sea board, and the means of winter importations. 
 When your main line is extended to Quebec and to 
 the Atlantic, the citizens of both places may make 
 their winter importations with the same regularity 
 and safety as though they were located on the sea- 
 board. 
 
 Merchandize going in either direction between 
 Quebec and England during the suspension of the 
 navigation of the St. Lawrence, would probably take 
 the shortest and cheapest route. 
 
 The people therefore of this part of the Province 
 have a direct interest in whatever tends to lessen cost 
 of transportation on your road. 
 
 From the general views I have thus taken of the 
 probable course of the trade of your road both to and 
 from the seaboard, I am led to believe that the great 
 mass of merchandize will reach Portland Harbor 
 and that with the exception of the Quebec trade it 
 will pass over the whole length of your main line. 
 
 If this should prove to be the case, and there 
 appears to be well founded reasons for looking 
 forward to such a result, it is a subject of consi- 
 deration in determining the Gauge of your road, what 
 importance is to be attached to the freight business of 
 the Passumpsic branch compared with the great mass 
 which will go in another direction. 
 
 It remains to be considered how far you will be 
 warranted in reference to your peculiar position and 
 the efforts now making to turn the trade from the 
 St. Lawrence above Montreal, and also in regard to 
 the great interest of the public, which is deeply con- 
 
 4 
 
50 
 
 cerned, in whatever lessens the cost of transportation, 
 and retains the trade in its legitimate channels; 
 I repeat, it is for you to consider how far it would be 
 wise, under the circumstances, to lessen in any degree 
 the capacity of your road. 
 
 In discussing the question of Gauge as connected 
 with the business of the Passumpsic branch, I have 
 thus far confined my observations to the subject of 
 merchandize transportation. 
 
 It now remains to be considered whether the 
 adoption of a different Gauge on your road from that 
 of the Passumpsic branch will affect your passenger 
 business unfavorably or afford less accommodation to 
 the travelling public. 
 
 I beg leave again to refer to the system of rail- 
 ways in the United States, as perhaps affording the 
 nearest approximation both in construction and 
 management to what will be found from the similarity 
 of the country and the nature of the business to be 
 done, most suitable for Canada. 
 
 The line of railway between Boston and Buffalo 
 is as before stated, 53 5 miles in length, and is oper- 
 ated by ten separate corporations. 
 
 As every line yet projected from Montreal to Bos- 
 ton nearly resemble this in the proportionate num- 
 ber of corporations, and other circumstances, there 
 appears to be much propriety in referring to the 
 management of passenger business on this line. 
 
 A number of these corporations own the passen- 
 ger, baggage and mail cars jointly. 
 
 This arrangement extends from Rochester to 
 
51 
 
 Schenectady, a distance of 236 miles. On the remain- 
 ing distance it is believed that the passenger cars be- 
 long to separate Companies, each furnishing a pro- 
 portionable number, if run over several roads. 
 
 The same cars run from Buffalo to Rochester, a 
 distance of 73 miles, where a change takes place, the 
 passengers are transferred to other cars ; thence to 
 Utica, a distance of 158 miles, the same cars are 
 continued, where another change takes place. 
 
 At Schenectady, distant from Utica 78 miles east, 
 there is another change where passengers are placed 
 in the cars of the Schenectady and Troy road, thence 
 to Troy the distance is 19 miles. It is contemplated 
 to extend the cars from Utica to Troy which will 
 avoid the change at Schenectady. 
 
 After arriving at Troy, passengers for Boston take 
 the cars of the Troy and Greenbush Company, and 
 again change at East Albany to the cars of the 
 Western and Boston and Worcester roads which run 
 to Boston, a distance of 200 miles. 
 
 Here, it will be observed, there are 535 miles of 
 rail-road on the same Gauge forming one line and 
 operating in connection, yet in this distance, there 
 are five points at which passengers are changed to 
 different cars. 
 
 It is as yet, I believed, only proposed to avoid one 
 change. But so far as I have been able to learn there 
 is little difficulty in effecting these changes, or objec- 
 tions raised to them by the travelling community. 
 
 On a long line with the proper arrangements for 
 the transfer of baggage, there would be no objection 
 
 4 * 
 
52 
 
 on the part of passengers to a change of cars, for 
 it would be a great relief after along ride to change 
 from dusty cars to those well cleaned and ventilated. 
 
 This transfer would probably take place at points 
 where passengers would be furnished with refresh- 
 ments or their ordinary meals, and I doubt not the- 
 opportunity would be gladly embraced by all as af- 
 fording relief from the tedious monotony of a long 
 rail-road journey. The safety of passengers requires 
 that cars should be run no greater distance than will 
 permit frequent and careful inspection of all their 
 parts, and this cannot well be done except at the end 
 of the journey. 
 
 Between Boston and New York, there are changes 
 from road to road, and from road to Steamboat, and 
 between New York and Philadelphia, and Philadel- 
 phia and W ashington, the same thing occurs. 
 
 These changes are generally looked forward to 
 with pleasure, as it gives variety to the journey with- 
 out adding to its inconveniences. 
 
 Changes are frequent and necessary for cross lines 
 and branches. On the Western road, in Massachu- 
 setts, a transfer is made to several important branches, 
 one of which forms a main line to New York. 
 
 At the commencement of the journey, the baggage 
 is generally placed in enclosed crates, secure in every 
 respect, each passenger receiving a check properly 
 numbered, and a corresponding check is attached to 
 each trunk or parcel, he is therefore under no ap- 
 prehension about his baggage whatever the number 
 of changes may be, and at the end of the journey he 
 
53 
 
 lias only to present his check and his baggage is 
 delivered. 
 
 In England it is customary to carry the baggage 
 on the top of the passenger cars, and as every change 
 of car involves a change of baggage, each piece is 
 to be removed separately from the top of one car to 
 that of another. 
 
 Frequent changes of this character would I doubt 
 not be highly objectionable, and this I believe consti- 
 tutes the main argument against a change of passen- 
 ger cars in England. 
 
 But when the baggage is transferred from one road 
 to another without unpacking it or opening the crates, 
 the objections to a change of cars cease. 
 
 As an evidence of some of the difficulties of an ex- 
 tended interchange of cars in England, I would refer 
 to the testimony of Mr. Edward Bury, of the London 
 and Birmingham road, before the Gauge Commissi- 
 oners. He states that they are put to great inconveni- 
 ence in consequence of the public not desiring to 
 change, and that the trains are loaded with carriages 
 far beyond what is necessary for the number of passen- 
 gers. That the average number of passengers in the 
 first class cars is not eight, whereas they will accom- 
 modate eighteen. 
 
 Mr. Bury, further states that in consequence of 
 the great number of foreign carriages on their road, 
 that they have one empty train each way daily, and 
 that they have returned as many as 67 empty cars in 
 one day. This is a very serious and unnecessary tax 
 on the Corporation, which in this country should be 
 avoided. 
 
54 
 
 In Canada and the United States, the main lines of 
 Eail-road, when a great system shall have been per- 
 fected, will be more extended, embracing a vast 
 extent of country, and it would be preposterous to 
 attempt an interchange of cars, throughout the two 
 countries or any considerable portion of them, and 
 transfer of both freight and passengers will at various 
 points be unavoidable. 
 
 There are now probably over 5000 miles of rail- 
 ways in operation in the United States, and in the man- 
 agement of so extensive a system much valuable expe- 
 rience has been acquired, yet the transfer of passen- 
 gers on these railways is of common occurrence, and 
 little is ever said about it, simply because the ar- 
 rangements are ordinarily such as to relieve passen- 
 gers from any anxiety about their baggage, and other- 
 wise is to them a subject of indifference. 
 
 Judging therefore from the experience of these 
 roads, it does not appear probable so far as the 
 passenger business of the Passumpsic branch is con- 
 cerned, that a difference of Gauge at the boundary 
 line would have any effect on the revenue of your 
 road. 
 
 With the same Gauge I do not think you would 
 find it advisable to allow your passenger cars to go 
 out of the Province in this direction. 
 
 The distance from Montreal to the boundary line 
 by this branch is about 128 miles ; and under the 
 circumstances there appears much propriety in ma- 
 king this point the place of transfer, for it could not 
 be expected, neither is it desirable, that your pas- 
 senger cars should run over all these roads to Boston. 
 
55 
 
 The statements given in another part of this re- 
 port relative to the subject of merchandize transpor- 
 tation will I trust aid somewhat in coming to a 
 conclusion as to the probable amount of freight which 
 will pass over this branch for shipment or for the 
 Boston market. And I will further observe that 
 it is desirable on account of convenience, regularity 
 and despatch of business on your road, that your 
 Boston trade should continue over the whole length 
 of your main line, which, I believe, will be found to 
 be for the interest of the Public. 
 
 The merchandize passing over your road for the 
 Boston market will bear a small proportion to the 
 amount destined for England and other markets ; and 
 your main line furnishing a better means of convey- 
 ance than the branch for through freight whatever 
 its destination, renders the question of break of Gauge 
 on the Passumpsic branch of less importance. 
 
 I have already shown that a break of Gauge con- 
 stitutes no objection as it regards passenger business. 
 And in view of your peculiar position with reference 
 to competing lines and the probable course of trade, 
 I am decidedly of the opinion that a break of Gauge 
 on the Passumpsic branch at the boundary line is 
 preferable to an exchange of cars, and a sacrifice of 
 the great advantages of a broad Gauge on your main 
 line. 
 
 There is another and more extended view of the 
 question of Gauge which is not only of great interest 
 to your road, but of vital importance to the welfare 
 and prosperity of all the Provinces. 
 
56 
 
 Canada and the Lower Provinces embrace an ex- 
 tent of territory of over 414,000 square miles, with 
 a soil of unsurpassed fertility, possessing great agri- 
 cultural and mineral resources, and inhabited by a 
 hardy and enterprising population, numbering nearly 
 two million souls. It is watered by the great rivers 
 and lakes of North America, and these waters are 
 teeming with the trade of the surrounding territories. 
 
 It requires no prophetic skill to foretell the great- 
 ness of a country thus situated, and the vast increase 
 of wealth and prosperity which will attend a full 
 development of its great resources by a judicious 
 system of internal improvement. 
 
 Government, with a full appreciation of the im- 
 portance of this country, and the great natural advan- 
 tages of the St. Lawrence for cheap transportation, 
 has embarked in a great system of Canals, which are 
 equal in importance and magnitude to any in the 
 world. 
 
 It is not, however, a question whether the advan- 
 tages of the St. Lawrence route are such as to retain 
 the trade of the Canadas only, but it is rather whether 
 these superior facilities shall not attract a large por- 
 tion of the trade of the American States bordering 
 on the great Lakes. 
 
 The rapidly increasing wealth and trade of the 
 West are considerations of the greatest importance 
 to both countries ; and it is a question yet to be 
 decided, which of the numerous rival routes to the 
 Atlantic Seaboard, will be able to attract the largest 
 share of that trade. 
 
57 
 
 The Atlantic Cities, Boston, New York, Phila- 
 delphia, and Baltimore, with the aid and encourage- 
 ment of their respective States, are all striving with 
 commendable zeal to secure this great prize. 
 
 Baltimore is pressing forward with her great rail- 
 way, which is destined to scale the Alleghany ridge, 
 and reach the Ohio river at Wheeling. 
 
 Philadelphia with all the advantages secured to 
 her by the long line of state canals which reach the 
 Ohio Biver at Pittsburgh, has now embarked in the 
 construction of the Central Rail-road, which is to 
 perfect the great line of railway communication over 
 the same mountain range to the Ohio River. 
 
 In like manner New York with all the incalculable 
 benefits conferred upon her by her magnificent 
 canals and her great central chain of railways, is 
 pressing vigorously forward with her Erie road to 
 reach Lake Erie at Dunkirk. 
 
 Boston not content with her Great Western Road, 
 and the control of the roads composing the great 
 thoroughfare westward in other States, is now extend- 
 ing her arms in other directions, with a view more 
 effectually to secure the western trade. She is ad- 
 vancing with the construction of another road to 
 Lake Champlain, thence to the St. Lawrence River 
 at Ogdensburg. 
 
 She maintains that the opening of a channel of 
 communication to the St. Lawrence at this point, 
 will secure to her the balance of the trade of the 
 Lakes which does not reach her through the Erie 
 and Oswego Canals, and the Great Central Rail-road 
 to Buffalo. 
 
Another line from Cape Vincent opposite Kings- 
 ton to Rome in the State of New York, is in con- 
 templation, where it will unite with both the Erie 
 Canal and the New York central line of roads, and 
 thence the trade will reach Boston or New York at 
 the option of the forwarders. 
 
 All these vast schemes of internal improvement 
 have for their object the western trade. 
 
 Among the rival routes above referred to, there are 
 several which have for their direct object the trade 
 of the St. Lawrence, and will if not counteracted, 
 divert a large portion of it from your canals, and 
 Canada East. 
 
 In what light is the Ogdensburg road to be 
 regarded, which is to form a direct railway commu- 
 nication from the St. Lawrence at that place to 
 Boston 1 The great advantages of this line it is 
 maintained by its friends, consists in its ability to 
 divert the trade of the Upper Province from its legi- 
 timate channel, the St. Lawrence. 
 
 An able advocate of this road in a document pub- 
 lished in Boston, after dwelling upon the difficulties 
 of the navigation of the St. Lawrence below Ogdens- 
 burgh, the objections to the canals and the impor- 
 tance of the trade of the Upper Province, observes, 
 “ for these reasons the Ogdensburgh route to Boston 
 “ would have a decided preference over the Mont- 
 “ real route to Portland. But if the western trade can 
 “ go by Montreal at all, and is permitted to go there, 
 “ then there is no probability that Boston would take 
 “ any share of it. Preference of course would be 
 
59 
 
 “ given to the British carrying trade so far as legis- 
 “ lation could do it, and if any portion of it must 
 “ find an outlet at an American port, no doubt Port- 
 “ land would be the place.” 
 
 From this it appears that if the trade of the Upper 
 Province is permitted to go down the St. Lawrence 
 river, or through our Canals, it would, in that case, 
 not be likely to reach that particular American Port, 
 but would find its way to the Ocean in British Vessels. 
 
 It has been suggested that the Ogdensburgh road 
 would not materially affect the business of the Canals; 
 for the construction of a road from Montreal to 
 the Boundary line, in the direction of Burlington, 
 connecting with the Ogdensburgh road, would open 
 a communication whereby the trade would come 
 through the Canals to Montreal, and onward to 
 Boston. 
 
 It is hardly reasonable to suppose that trade will 
 pass the Ogdensburgh road, and take so circuitous a 
 route, going an increased distance of 60 or 70 miles, 
 passing Montreal, and thence in order to reach 
 Boston, return to the same road at Lake Champlain. 
 
 This is manifestly well understood by the Capitalists 
 who have embarked in the construction of the great 
 line to Ogdensburgh, and they are fully aware that the 
 trade must be taken by them from the St. Lawrence 
 at Ogdensburgh, or the great mass will never reach 
 Boston. 
 
 The distance from the St. Lawrence river at Og- 
 densburgh to Lake Champlain by the Ogdensburgh 
 road, thence over the several lines of Railway to the 
 
60 
 
 Seaboard at Boston, will not differ materially from 
 the distance from the same point by the St. Lawrence 
 river to Montreal, thence over your road to the 
 Seaboard at Portland. The question, therefore, as to 
 which channel of communication the western trade 
 will take to the Seaboard seems nicely balanced, and it 
 will preponderate to that route which will furnish 
 the greatest facilities, and the cheapest mode of trans- 
 portation. 
 
 All the rival lines of the States which approach 
 the frontier between Buffalo and Ogsdenburgh will 
 exert their influence in favor of a narrow Gauge in 
 Canada, not because it is the best, but from the fear 
 of the great superiority of a wider Gauge, and their 
 inability, in case it is adopted, to compete so success- 
 fully in drawing off your trade. The countries are 
 separated by natural boundaries, the great Lakes 
 and the St. Lawrence river from Lake Superior to 
 St. Regis, and at no point within these limits is it 
 practicable, consistent with the navigation of the 
 river, to connect the railways of the States with 
 those of Canada, except at Niagara Falls. 
 
 Although it is proposed to erect a suspension 
 bridge at this point, whereby a connection may be 
 formed with these railways, yet I am fully convinced 
 that no Railway Company in Upper Canada will 
 ever find it for their interest to allow their Cars to 
 cross Niagara river, for the purpose of running over 
 the numerous roads of New York and Massachusetts, 
 a distance of five hundred miles to the Seaboard. 
 This, with reasonable economy and despatch, is im- 
 
61 
 
 practicable. There must, unavoidably, be a change, 
 and the probable point would, in this case, be at 
 Niagara river. And I am informed by a person of 
 high standing connected with the lines in Upper 
 Canada, that it is not contemplated that their 
 cars, except baggage cars, will run over the roads 
 of New York. I have already shown that there 
 would be no necessity even for this, were the same 
 system of transferring baggage adopted here as on 
 other main lines of the United States. The great 
 business of the roads of Upper Canada will be in 
 connection with your Lake, River, and Canal Navi- 
 gation, and with the roads of the Lower Provinces. 
 
 In deciding on a system of Railways for the Pro- 
 vinces, which are to co-operate with the river and 
 the canals, in contending against these powerful 
 rivals for the Western trade, it becomes a question 
 of vital importance to the people of Canada, that 
 your Railways should have a greater capacity than 
 those of your enterprising neighbours. 
 
 The St. Lawrence river and its auxiliaries — the 
 stupendous canals of Canada — afford a line of navi- 
 gation superior to any of your rivals, and should your 
 various chartered rail-roads be constructed with the 
 same liberal policy as regards capacity which cha- 
 racterize your canals, and the same regard to the 
 great interests of the Provinces at large, there need 
 be no apprehension as to your ability to retain your 
 own trade or to compete successfully for that of the 
 Lakes. 
 
 In this country there is about to be commenced a 
 system of railways which will eventually extend 
 
62 
 
 thousands of miles. Already have lines been pro- 
 jected which reach from Halifax to Lake Huron, 
 passing the whole extent of the country, connecting 
 your inland seas, rivers and canals, with your At- 
 lantic coast, and joining all the Provinces together in 
 one iron bond of union and commercial intercourse. 
 
 How important is it, therefore, in the commence- 
 ment of this system, and before any of the links of 
 this great chain are completed and fixed beyond re- 
 medy, that the subject of Gauge should be definitely 
 determined for all the Provinces, and that it should 
 be that which the experience of every country in 
 which railways have yet been constructed, has been 
 found to be desirable, and above all, that which the 
 position and wants of this country demand 1 
 
 The question of Gauge here is a different one from 
 that in England, and many of the arguments which 
 apply there with much force have no bearing on the 
 subject here. 
 
 The agitation of the question there has been not as 
 to the best Gauge for an entire new system of rail- 
 ways, but generally a contention between two 
 parties actuated and guided by personal feelings, and 
 strong pecuniary interest, in favor of two extremes, 
 neither of which it is generally admitted is what is 
 wanted. 
 
 In recommending a Gauge for your road, I have 
 not been guided by a limited or sectional view of the 
 Provinces, but in reference to the state of the whole 
 country, its wants and capabilities, and the adoption 
 of such a width of track as experience seems to point 
 out as desirable for a perfect Railway. 
 
63 
 
 The width (5J feet) is not what is termed the 
 narrow or broad Gauge, but is such a medium that 
 while it avoids the objections to both extremes it 
 combines all the requisites of a most superior road. 
 
 It is such that while it affords to the public the 
 most ample means of communication, superior in all 
 respects to the generality of roads, it does not by 
 its greater capacity impose a burden or a tax on the 
 smaller branches or unimportant lateral lines whose 
 business may be less, and whose means of construction 
 are limited. 
 
 Your road was regarded as one of great import- 
 ance, forming part of the main trunk through the 
 Provinces ; it was the first road commenced (except 
 one of 15 miles length) in the country, and there- 
 fore in determining the Gauge a great responsibility 
 had to be assumed. 
 
 The arguments favoring an increased capacity for 
 your road apply with corresponding force to all the 
 Railways of the Provinces, and it is not now too 
 late to bring about uniformity. 
 
 In this view of the case, I would earnestly appeal 
 to the opinions of Engineers in England, and to the 
 decision of the British Government as furnishing the 
 most full and convincing proof of the position I 
 have maintained. 
 
 The experience of English Engineers should and 
 must have great weight with us in the discussion of 
 this question, and we should turn our attention to 
 their opinion, as no doubt forming the best grounds 
 for a just estimate of the value of Gauge . The 
 
64 
 
 question of the best Gauge for Ireland was finally 
 settled in 1843 by Major General Paisley, Inspector 
 General of Railways. He obtained the opinion of 
 Engineers and Engine Builders of the greatest expe- 
 rience. 
 
 The opinions of the fourteen gentlemen to whom 
 he addressed his inquiries, showed conclusively that 
 a wider Gauge than 4 feet 8^ inches was the best. 
 The average of their opinions was £ feet 3 inches, 
 and General Paisley decided upon this width, which 
 has been adopted by Parliament for Ireland. 
 
 Since that date, the Report of the Gauge Commis- 
 sioners has given us evidence that a still wider Gauge 
 than 5 feet 3 inches has advantages over a less 
 width in reference to power and economy. 
 
 It is well known that the Commissioners in the 
 examination of the subject came to the conclusion, 
 that, under the circumstances, there being 1901 miles 
 of narrow, and only 274 miles of broad Gauge, Roads 
 in Great Britain in operation, that in future all Roads 
 to be constructed should conform to the narrow 
 Gauge, and if a uniformity was required among 
 those already constructed, the change should be from 
 the broad to the narrow Gauge. This conclusion 
 was arrived at, not from the alleged superiority of 
 the 4 feet 84 inch Gauge, over any intermediate 
 one between it and seven feet, but as the best means 
 in their opinion of obviating the difficulty of a break 
 of Gauge in England. 
 
 But in connection with this part of the subject, 
 the Commissioners observe, “ We are desirous how- 
 
65 
 
 “ ever of guarding ourselves from being supposed to 
 “ express an opinion, that the dimensions of 4 feet 
 “ 84 inches, is in all respects the most suited for the 
 “ general objects of the country.” 
 
 The object of the inquiry was solely to devise 
 means whereby under the particular circumstances 
 in which the Rail-ways of England were placed, the 
 real or supposed difficulty resulting from a break of 
 Gauge, might be remedied, and therefore no opinion 
 was expressed by the Commissioners as to the best 
 Gauge for a new system of Railway in a country 
 where few or none had yet been constructed. 
 
 The publication of the testimony taken before the 
 Gauge Commissioners, brought the whole subject 
 fully before Parliament. 
 
 This testimony with singular unanimity of opinion, 
 established the desirableness of a wider Gauge than 
 4 feet 8| inches. 
 
 No less than 19 out of 21 persons whose testimo- 
 ny was required on the abstract question as to what 
 gauge ioas in itself the best gave opinions in favor of 
 a greater width than 4 feet 84 inches. Parliament 
 referred the report of the Gauge Commissioners to the 
 Lords of the Committee of Privy Council for Trade. 
 
 The Board of Trade instead of advising entire 
 uniformity of Gauge as recommended by the Gauge 
 Commissioners, say : “ They are unable altogether 
 
 “ to concur with the Commissioners in the full ex- 
 “ tent of these recommendations,” and further ob- 
 serve : u They would therefore recommend that the 
 “ lines for which Acts have been obtained, but 
 
66 
 
 “ which have not yet been completed, to the south 
 “ of the line from London to Bristol, should be per- 
 “ mitted to be constructed on the broad Gauge as 
 “ originally intended.” And again add : 16 In suggest- 
 “ ing therefore (with some exceptions to be speri- 
 “ fied) the adoption of the recommendation made by 
 “ the Commissioners, that the ‘ 4 feet 8^ inch Gauge 
 “ should be declared by the Legislature to be the 
 “ Gauge to be used in all Public Railways/ ‘ hereafter 
 “ to be constructed in Great Britain/ they do not con- 
 “ ceive that any declaration on this point should be 
 tl understood as positive and final. The working of 
 “ the wider Gauge established in Ireland, and the 
 “ future history of Railways in other Countries, may 
 “ possibly prove the superiority of some other and 
 u intermediate Gauge, while the advance of science 
 “ and the course of experience may point out a prac- 
 “ ticai method of altering an existing Gauge, and of 
 u easily effecting a great operation which is now ge- 
 “ nerally conceived to be so costly and so difficult as 
 “ in truth to be impracticable.” 
 
 The decision of Parliament was a full vindica- 
 tion of the opinion of the most skilful Engineers 
 and Engine builders in the Kingdom. And Parlia- 
 ment established on their recommendation a Gauge 
 of 5 feet 3 inches for Ireland where the question was 
 open and unembarrassed. 
 
 The Statute of 9 & 10 Vic. Cap. 57, enacts, that 
 5 feet 3 inches shall be the Gauge for Ireland , and 
 that all Railways southward of the line of the Great 
 Western Railway (from London to Bristol) shall be 
 of the Gauge of 7 feet, and that those north of this line,, 
 
67 
 
 excepting certain independent lines and roads connect- 
 ing with the Great Western , shall be of the Gauge of 
 4 feet 8J inches . 
 
 This decision was all that the friends of the broad 
 Gauge could reasonably desire, and the deliberate 
 judgment of the British Parliament may fairly be 
 considered as adopting a Gauge of 5 feet 3 inches as 
 abstractly the best. 
 
 Had Parliament been called upon at the same time 
 to establish a Gauge for the Provinces, there is little 
 doubt they would have decided upon a Gauge similar 
 to that for Ireland 
 
 The Gausre for Canada should be wider than for 
 Ireland. The same arguments which induced the 
 adoption of 5 feet 3 inches there, would lead, at least, 
 to 5 feet 6 inches here. The power should be in 
 proportion to the magnitude of the business to be 
 done, and it is evident that the long line of railways 
 to be built in Canada will be required to transport a 
 vastly larger tonnage than in a country of such 
 limited extent as Ireland. 
 
 It should also be recollected that the nature of 
 much of the freight in Canada which would pass 
 overyour roads is bulky and heavy compared with 
 its intrinsic value, unless therefore it can be carried 
 in large quantities, and consequently at comparative- 
 ly a cheap rate, it cannot be transported at all, for thej 
 expense will absorb too much of its value. 
 
 These considerations fairly carried out, with re- 
 ference solely to the question of capacity as affected 
 by the Gauge, would lead us to the adoption of a 
 
 5 * 
 
68 
 
 Gauge wider perhaps than 5i feet, but we have taken 
 this limit in consideration of the question of expense, 
 as applied to the branch lines, as well as the long main 
 lines which are to be constructed, coupled with the 
 opinions entertained by the respectable Engineers 
 above quoted and my own, that 5A feet will give every 
 desirable advantage. 
 
 There appears to me no room to doubt this, and 
 my sense of duty and regard to the interest of the 
 Stockholders, constrains me to urge you to use all 
 honorable means to secure to your road the advan- 
 tages of the 5J feet Gauge. 
 
 In recommending a wider Gauge than the prevail- 
 ing one, I would not be understood as desiring to 
 erect any barriers, or interpose any obstacles to 
 the accomplishment of the objects sought by the 
 promoters of rival lines. For they, in fact, open 
 communications to good markets for the people of 
 Canada, and they will of course be benefited not 
 only by these avenues, but by the competition likely 
 to arise as rival lines are increased. 
 
 But what 1 would recommend is simply that you 
 give to your own lines all the superiority over your 
 rivals which the experience of England and America 
 has shown to exist in a broader Gauge, and leave to 
 the enterprize of our neighbours to overcome these 
 advantages as they best can. 
 
 I have the honour to be, 
 
 Sir, 
 
 Your Obedient Servant, 
 
 A. C. MORTON, 
 
 Chief Engineer . 
 
CONVENTION 
 
 AND 
 
 FUNDAMENTAL ARTICLES OF AGREEMENT, 
 
 Between The St. Lawrence and Atlantic , and The Atlantic 
 and St. Laivrence Rail-road Companies , 
 
 ENTERED INTO THE 17tH DAY OF APRIL, A. D. 1846. 
 
 This Indenture of two parts made and con- 
 cluded this seventeenth day of April, in the year of 
 our Lord one thousand eight hundred and forty-six, 
 by and between the St. Lawrence and Atlantic Rail- 
 road Company, acting by George Moffatt, Augustin 
 Norbert Morin and Samuel Brookes, their Com- 
 mittee for this purpose, duly appointed on the one part; 
 and the Atlantic and St. Lawrence Rail-road Com- 
 pany, acting by William Pitt Preble, John Mussey 
 and John Bundy Brown, their Committee for the 
 same purpose, duly appointed on the other part — 
 Witnesseth: That, whereas the two Companies were 
 incorporated for the express purpose, as appears by 
 their respective Charters, of constructing a continu- 
 ous Rail-road from the navigable waters of the River 
 St. Lawrence, at Montreal, to the navigable waters 
 of the Atlantic Ocean, at Portland, for the common 
 convenience, use and benefit of the citizens, subjects 
 and residents, as well as of Great Britain and its 
 several Provinces and dependencies, as of the State 
 of Maine and of the other States of the American 
 
70 
 
 Union ; and whereas, for the purpose of carrying into 
 effect the intentions of the Provincial Parliament of 
 Canada, and of the Legislature of Maine, in author- 
 izing and empowering said Companies to construct 
 said Rail-road, it has become necessary for the two 
 parties to this indenture to agree upon some uniform 
 plan and system of construction, and upon the point 
 of connection and junction at the boundary between 
 the territories of Great Britain and the United States 
 
 > 
 
 and upon some general principles, rules and regula- 
 tions for the management and conducting of the ope- 
 ration and business of the road when constructed ; — 
 now, therefore, it is mutually covenanted and agreed 
 by and between the parties of the first and second 
 part, as follows, viz : 
 
 1st. The Atlantic terminus of the proposed Rail- 
 road shall be on a wharf of suitable dimensions and 
 construction for the purposes and business of the 
 road, extending to the navigable waters of Portland 
 harbour, to be built at such particular place at Port- 
 land as the Directors of the Atlantic and St. Law- 
 rence Rail-road Company, in the exercise of their 
 best judgment and discretion, shall determine to be 
 most convenient and suitable for the purposes and 
 business, and for the best interests of the road. 
 
 2nd. The St. Lawrence terminus of the proposed 
 Rail-road, shall be on a wharf of suitable dimensions 
 and construction for the purposes and business of the 
 road, extending to the navigable waters of the River 
 St. Lawrence, at such particular place opposite, or 
 nearly opposite Montreal, as the Directors, or other 
 proper Officers of the St. Lawrence and Atlantic 
 
71 
 
 Rail-road Company, in the exercise of their best 
 judgment and discretion, shall determine to be most 
 convenient and suitable for the purposes and busi- 
 ness, and for the best interests of the road. 
 
 3rd. The point of junction and connection between 
 the St. Lawrence and Atlantic Rail-road and the 
 Atlantic and St. Lawrence Rail-road, shall be at 
 some place at the boundary between the TJnited 
 States and Canada, to be hereafter mutually agreed 
 upon, after the various passes shall have been fully 
 explored and examined by competent Engineers, and 
 all material facts having a bearing on the ques- 
 tion shall have been ascertained ; it being distinctly 
 understood and agreed that in no case shall the point 
 of connection and junction be further west than the 
 Coaticooke River: and further, that' the point or 
 place so to be mutually agreed upon, is to be that one 
 only, which after such examination and exploration, 
 a Commission, consisting of three members to be ap- 
 pointed under the authority of the parties of the first 
 part, and three members to be appointed under the 
 authority of the parties of the second part, shall, in 
 the exercise of their best judgment and discretion, 
 and after full consideration and discussion, recom- 
 mend, and the Directors, or those exercising the au- 
 thority of Directors of the respective Companies, shall 
 afterward approve and determine to be most advan- 
 tageous, and adopt. 
 
 4th. For the purpose of facilitating and expe- 
 diting a decision in regard to the point of junc- 
 tion and connection between the two proposed 
 
72 
 
 roads, the respective Committees, acting in behalf of 
 the first and second parts, shall meet at Sherbrooke 
 as soon as may be convenient, and there agree upon 
 such general principles, and make such arrangements 
 in regard to surveys and reconnoissances and points 
 to be examined and routes to be explored, as in their 
 judgment shall be best calculated to enable the two 
 Companies to come to a speedy and satisfactory de- 
 termination of the question. And it is mutually 
 agreed by the respective parties of the first and se- 
 cond parts, that they will respectively, and as soon 
 as circumstances will admit, take the necessary 
 measures to have the point of junction fixed and 
 finally settled and determined, as soon as it can be 
 done consistently and understandingly, and with a 
 full view and knowledge of all the facts and conside- 
 rations, which ought to govern in their decision. 
 
 5th. The proposed road shall be constructed 
 throughout its whole extent, on the same general 
 plan and system. The bed of the road shall be laid 
 sufficiently high to protect it from being clogged up 
 and rendered impassable by ice or snow. The rails 
 shall be of a uniform pattern, and of the same material 
 and weight the yard. The Gauge shall be that of 
 five feet six inches in the clear between the rails. The 
 maximum gradient shall not, if possible, exceed sixty 
 feet to the mile. The general direction of the road 
 from the place of junction and connection to each ter- 
 minus, shall be as straight as the nature of the country 
 through which it passes, and the Charters and other 
 circumstances, will admit. The road shall be laid 
 out not less than six rods wide throughout its whole 
 
73 
 
 extent. The bed of the road shall be made, and the 
 rails laid in the first instance, with the ulterior view 
 of a double track, when the business of the road shall 
 require it. 
 
 6th. When the road shall have been so far completed 
 as to be opened for business, each Company shall have 
 furnished for the use of the road a sufficient number 
 of Cars for passengers and freight, suitable for the 
 business of the road. Rules and Regulations for 
 conducting the business of the road shall be adopted, 
 predicated upon the broadest and most enlarged 
 principles of mutual convenience and accommodation, 
 and with a view to advance the joint and reciprocal 
 interests as well of the contracting parties as of the 
 public. No distinction shall be made in the transpor- 
 tation of passengers on account of their citizenship or 
 nationality ; nor shall any difference or discrimination 
 be made in the freight or other expenses of any article 
 or merchandize on account of its foreign or domestic 
 origin or ownership. The inhabitants of the British 
 Provinces and the subjects of Great Britain on the 
 one part, and the citizens of Maine and of the United 
 States on the other, shall at all times be entitled to, 
 and receive from the parties of the first and second 
 parts respectively, the same accommodation and the 
 same privileges at the same rates and charges, without 
 any distinction or discrimination whatever. 
 
 7th. Eeach party reserves to itself the management, 
 control and proceeds of its own way business. Pas- 
 sengers and freight transported over the whole length 
 of both roads and also over the whole length of one 
 
74 
 
 and a part of the other road, shall be considered, as 
 between the parties to this indenture as through 
 business. A tariff of rates of passage and freight 
 through shall be agreed upon by the parties of the 
 first and second parts, and the amount received in 
 each case shall be apportioned and divided to each 
 party, according to the number of miles of their 
 respective roads over which the passenger or freight 
 shall have been transported. 
 
 8th. After this agreement shall have been approved, 
 confirmed and ratified by the respective Directors or 
 other Officers duly authorized, performing the duties 
 of Directors of the respective Companies, each party 
 shall commence without any unreasonable delay the 
 construction of their respective roads and prosecute 
 fhe same with all reasonable diligence, so that each 
 party shall have c ompleted the same to the point of 
 junction at the boundary, and the whole road be in 
 successful operation within five years from the time 
 the point of junction and connection of the two roads 
 shall have been fixed and finally determined in the 
 manner hereinbefore provided by Articles Three and 
 Four of this Indenture. 
 
 9th. In case any difference of opinion should arise 
 between the Boards of Directors of the respective 
 Companies, which could not be amicably arranged 
 between the two parties, touching the rates of freights 
 or passages, or the management of the respective 
 roads, or the furnishing of Cars or Engines, or the 
 just proportion of charges and expenses which in any 
 case ought in equity to be borne by both Companies 
 
75 
 
 or either, or respecting the transportation of pas- 
 sengers and freight by either road, or any other sub- 
 ject of difference, all such differences between the 
 respective Boards of Directors, shall be submitted to 
 arbitration in the manner following, viz : — One dis- 
 interested Arbitrator shall be selected by each Board 
 of Directors, to whom the matter in controversy shall 
 be submitted, and in case the Arbitrators thus selected 
 cannot agree, they shall select a third Arbitrator, and 
 the decision in writing by majority of the Board of 
 Arbitrators thus appointed and constituted, on the 
 point or matter in controversy, shall be binding and 
 conclusive upon the two Companies, in regard to the 
 matter so submitted. 
 
 10th. And it is hereby further agreed by and be- 
 tween the said two contracting parties to these pre- 
 sents, that in the event of war occurring between 
 Great Britain and the United States of America, then 
 and in every such case during the interruption there- 
 by caused, this agreement shall remain in abeyance. 
 
 11th. This agreement and the covenants therein 
 contained, having been signed by the respective com- 
 mittees of the two Companies, and having been first 
 submitted to the Directors of the Atlantic and St. 
 Lawrence Rail-road Company on the one part, and 
 to the Committee (or Directors) for managing the 
 affairs of the St. Lawrence and Atlantic Rail-road 
 Company on the other, and by them respectively 
 approved and ratified, and the Seal of the Corporation 
 hereunto affixed, shall thereafter be forever binding 
 on the two Companies. 
 
76 
 
 And to the fall and faithful performance of the 
 several agreements by each party to be done and 
 performed, and to the keeping of all and singular, 
 the covenants by them to be severally kept, the said 
 Atlantic and St. Lawrence Rail-road Company on the 
 one part, and the said St. Lawrence and Atlantic 
 Rail-road Company on the other, bind themselves 
 each to the other. 
 
 And further, in satisfaction of any injury and da- 
 mage which may arise from the non-fulfilment of any 
 or all of the within stipulations, by either of the 
 two contracting parties, the St. Lawrence and At- 
 lantic Rail-road Company on the one part, and the 
 Atlantic and St. Lawrence Rail-road Company on 
 the other part, do hereby pledge the entire Capital 
 Stock of their respective Corporations each to the 
 other. 
 
 In Witness Whereof, the said William Pitt Preble , 
 John Mussey and John Bundy Brown , on the one 
 part, in behalf of the said Atlantic and St. Law- 
 rence Rail-road Company, and the said George Mof- 
 fatt , Augustin Norbert Morin , and Samuel Brookes , 
 on the other, in behalf of the St. Lawrence and 
 Atlantic Rail-road Company, have hereunto inter- 
 changeably set their hands the day and year above 
 written. 
 
 G. MOFFATT. 
 
 A. N. MORIN. 
 
 SAMUEL BROOKES. 
 
 WM. P. PREBLE. 
 
 JOHN MUSSEY. 
 
 J. B. BROWN. 
 
77 
 
 At a Meeting of the Directors of the St. Lawrence 
 and Atlantic Rail-road Company, held at Montreal 
 this eighteenth day of April, in the year of our 
 Lord, one thousand eight hundred and forty-six: 
 
 The Sub-committee of the Board of Management 
 of this Company, appointed by resolution of the 
 25th of March last, and further authorized by the 
 Resolve of this Board of the 17th instant, having 
 submitted to this Board for their consideration, an 
 Indenture of two parts, bearing date the seventeenth 
 day of April instant, entered into by the Honorable 
 George Mofiatt, the Honorable Augustin Norbert 
 Morin, and Samuel Brookes, Esquire, a Committee 
 for that purpose, duly appointed by the Committee 
 of Management of this Company, and further autho- 
 rized by the resolution of this Board of the 17th of 
 April instant, on the one part, in behalf of the St. 
 Lawrence and Atlantic Rail-road Company, and the 
 Honorable William Pitt Preble, John Mussey, aud 
 John Bundy Brown, Esquires, a Committee for that 
 purpose, duly appointed by the Board of Directors 
 of the Atlantic and St. Lawrence Rail-road Com- 
 pany, appointed under their Resolve of the 29th of 
 October, 1845, on the other part, on behalf of said 
 Company: 
 
 1st. Resolved ,* That the Indenture and Agreement 
 aforesaid be and the same hereby is approved, ratified, 
 confirmed and adopted as the duly authorized Act of 
 this Board. 
 
 2d. Resolved , That a duplicate of this Act of rati- 
 fication and adoption, attested by the President, be 
 
78 
 
 attached or subjoined to the original Indenture, and 
 the Seal of this Corporation be thereunto affixed, as 
 required by the terms of said Indenture. 
 
 3d. Resolved , That said Indenture be entered at 
 large on the Records of this Board. 
 
 In obedience to the Second Resolution 
 above recited, I have subjoined a dupli- 
 cate of the Act of Ratification (o this 
 ) L s > Original Indenture, and affixed thereto 
 ( ’ the Seal of the St. Lawrence and Atlan- 
 
 tic Rail-road Company, this twenty-first 
 day of April, A. D. one thousand eight 
 hundred and forty-six. 
 
 G. MOFFATT, President . 
 
 Thomas Steers, Secretary . 
 
 At a Meeting of the Directors of the Atlantic and 
 St. Lawrence Rail-road Company, held at Port- 
 land, this twenty-eighth day of April, in the year 
 of our Lord, one thousand eight hundred and 
 forty-six : 
 
 The Committee of this Board, appointed under 
 the Resolve of October 29th, A. D. 1845, having 
 submitted to this Board for their consideration, an 
 Indenture of two parts, bearing date the seventeenth 
 day of April instant, entered into by the Honorable 
 William Pitt Preble, John Mussey, and John Bundy 
 Brown, Esquires, on the one part, in behalf of the 
 Atlantic and St. Lawrence Rail-road Company, and 
 the Honorable George Moffatt, the Honorable Augustin 
 
79 
 
 Norbert Morin, and Samuel Brookes, Esquire, a 
 Committee for that purpose duly appointed by the 
 Committee of Management of the St. Lawrence and 
 Atlantic Rail-road Company, on the other part, in 
 behalf of said Company : 
 
 1st. Resolved , That the Indenture and Agreement 
 aforesaid be and the same hereby is approved, rati- 
 fied, confirmed, and adopted as the duly authorized 
 Act of this Board. 
 
 2d. Resolved , That a duplicate of this Act of Ratifi- 
 cation and adoption, attested by the President, be 
 attached or subjoined to the Original Indenture, and 
 the Seal of this Corporation be thereunto affixed, as 
 required by the terms of said Indenture. 
 
 3d. Resolved , That said Indenture be entered at 
 large on the Records of this Board. 
 
 In obedience to the Second Resolution 
 above recited, I have subjoined a dupli- 
 cate °f the Act of Ratification to this 
 h L. S. £ Original Indenture, and affixed thereto 
 
 ^ * the Seal of the Atlantic and St. Law- 
 
 rence Rail-road Company, this 29th day 
 of April, A. D. one thousand eight hun- 
 i dred and forty-six. 
 
 WM. P. PREBLE, President . 
 
 B. Cushman, Clerk and Secretary . 
 
 \ 
 
 MONTREAL : — PRINTED AT THE CANADA GAZETTE OFFICE.