Icebergs in the Atlantic
Every ship from Europe brings accounts of an unusual quantity of
icebergs in the Atlantic. It is probable that the north-westerly winds which have prevailed in this latitude to such an extraordinary degree this winter, have raged also in the Arctic circle, have set the ice fields in motion earlier than common, and have filled the Atlantic with drifting bergs and pack.
The origin of these ice-mountains was long a subject of controversy. By some persons the berg was thought to be the result of months of freezing in the open sea. By others it was more correctly attributed to a land origin. Dr. Kane, the historian of the late American expedition, has proved conclusively by observation on the spot, that the iceberg has a similar origin with the glacier, being deposited on the sides and in the valleys of Arctic mountains, and afterwards pushed forward exactly as glaciers are, down the slope and along the gorge. As these valleys eventually open to the sea, the field of ice is finally protruded into the water, where a part breaks off, at last, by its own weight, and is floated away. The early namigators, seeing these enormous masses, called them in their native tongue, “bergs,” or mountains, and by that name they have been known ever since.
Not unfrequently large masses of rock, which are frozen up in the glacier on land, are borne off with the iceberg. As the berg melts, they drip away, and sink to the bottom of the sea. Geologists tell us that the huge bowlders, which are often seen in the interior of this continent, hundreds of miles away from primitive formations of a similar character, were thus transported, at some far distant period, when most of America was still a vast ocean. In melting, the bergs often assume the most fantastic shapes. Some look like floating towns, with towers, pinnacles, and forts. Some bear the shape of gigantic castles. Some recall the fairy descriptions of the Arabian Nights. The temperature of the water being lower than that of the atmosphere, they melt at the bottom faster than at the top, and finally turn over, convulsing the deep for an immense circle around, and imperilling ships that happen to be near.
The play of light on these bergs is, at times indescribably beautiful. At other times however the ice-mountains move surrounded with fog, the offspring of their own evaporation; and on such occasions woe to the mariner who is not warned in time of the damp mist he sees settling down around. After traversing our eastern coasts, and assisting to make our springs later than those on the Pacific side, the bergs are melted down by the gulf stream, or borne off, in greatly-reduced bulks to the coast of Ireland, where they disapperar forever.

Railroad to the Pacific – The Grand Trunk
Mr. Walter Shanley, well known as a Canadian Engineer to the Directors of the Port Huron and Michigan Railroad Company, has presented his report to that Company. The report is not yet printed, but the following is an extract from it, for which we are indebted to the Montreal Hearld, which paper says: – ” The object of this Company, it may be shortly stated, is to cross the State of Michigan in a line wich shall be the extension of our own Grand Trunk, eastward from its termination at Fort Sarnia. It may not be uninteresting to Canadians, who feel pride in believing their fellow countrymen equal to any enterprise, to learn at once, that not only the survey for this project has been made by a fellow-countryman; but that the whole work has been contracted for by the Canadian firm of Holton, McPherson, Galt and Gzowski. TGhe extract froom the reeport is as follows:
“I have stated,” says Mr. Shanley, “that the eastern starting point of te contemplated road, is opposite to Port Sarnia, the western terminus of the Grand Trunk Railway of Canada, and separated from it by but half-a-mile of water. Running your finger along directly opposite to the other extremity of the route, and distant from it by the width of Lake Michigan (85 miles) stands Milwaukie, already noticed as the commercial metropolis of the Great State of Wisconsin, and now numbering a population of 30,000, which judging from past progress, is certain to be doubled within four years, a certain criterion of the magical growth of civilized communities in the Far West. We would here beg leave to refer you to the map of the United States and Canada, and to direct your attention to the route of the Grand Trunk Railway, from Portland, in the State of Maine, to Montreal, thence following the banks of the St. Lawrence to Toronto, from Toronto in a general westerly direction to Sarnia, at which point you are close under the 43rd parallel of latitude. Near the parallel, westward, you will find Port Huron, Grand Haven, Milwaukie, points in the same leading line from Lake Ontario to the broad west: and still pursuing it beyond Milwaukie farther towards the Pacific, you reach the great Mississippi River at Prairie du Chien.–Beyond is spread out the immense State of Iowa and the vast Minesota territory, inviting millions to fix their homes upon these smiling prairies, to cultivate for the benefit of mankind the teeming soil that till yesterday was in undisputed possession of Nomadic tribes of Indians and countless herds of Buffalo. From Prairie du Chien, the Mississippi is navigable downwards 1,500 miles to the Guelph of Mexico; upwards of 160 miles to St Paul’s, at the falls of St. Anthony, to which point steamers are daily plying during the season of navigation. Milwaukie has a Railway in operatiuon half-way to Prairie du Chien; the whole distance will be completed in less than two years and though we have travelled due west 450 miles from Sarnia before reaching the Mississippi, we are still scarcely more than on the threshold of the far west, which like the mirage of its prairies ever seems to recede before the traveller bewildered with the immensity and fertile sameness of the regions that suuround him. With a long route from the west, terminating at Milwaukie and the gigantic Trunk Line of Canada terminating at Sarnia, a link between the two, such as the Norther Michigan road would be, must command an immense through travel, nor need the break in the chain caused by the crossing of Lake Michigan, be looked upon as detrimental to the interests of such a line. * * * * The traveller from beyond the Mississippi, weary of a long day passed in the Railway carriage, will joyfully hail a sunset view of the clear waters of Lake Michigan, and the porspect of a night’s rest on board the steamer awaiting him in the Harbour of Milwaukie. He awakens next morning to take his seat in the train for Port Sarnis, where he arrives at 10 A.M., and at 3 P.M. of the same day finds himself in Toronto, where if he be travelling for pleasure, as many thousands from the South and West do in the summer, he may again take the water for the sake of enjoying the scenery of the St. Lawrence. The man of business bound for the Atlantic coast or Europe will keep upon the rail to Montreal and Portland.
The whole distance thus brought into the most direct communication with this city, is westward to Prairie du Chien, nine hundred and fifty-eight miles, eastward to Portland two hundred and ninety; in all twelve hundred and forty eight. This distance is thus divided, viz: Prairie du Chien to Milwaukie 160 miles; Milwaukie per Steamer to Grand Haven 85 miles; Grand Haven to Port Sarnia, 202 miles; Port Sarnia to Toronto, 168 miles; Toronto to Montreal, 243 miles; Montreal to Portland 290 miles; or to Quebec 180.
Mr. Shanley has so compiled the statement of the capabilities of the road to remunerate its projectors, as to put us in possession of facts, in themselves, of no slight importance. It appears from them that the Northern Michigan Railroad is the third parellel road crossing the Michigan peninsular,–that the two existing lines, the southern and the central, run within a territory of only some 35 miles of latitude, while the rest of the state to the northward of the latter, will of course be wholly tributary to the Norhtern road, at least till other competing lines are established. Notwithstanding the comparative smallness of the territory pierced by the Southern and Central roads, and the division of the business between the rival routes, the Central has paid dividends of 14 per cent, and never less than 8, and the Southern of 12 per cent. Of the revenues, the largest portion is derived from through traffic, 70 per cent of those of the Central Michigan arising from that source and that the Northern will not be behind on this score may be easily conjectured from the fact that the eight counties through which the latter will pass have increased in population from 14,418 in 1834, to 65,904 in 1850.
65,904 in 1850. In the same localities the valuation of real estate has increased from 1851 to 1853 by no less a sum than $13,283,433. As coal, gypsum and pine timber are all to be found upon the line of the railway, all more or less, as our French friends say, exploites, it is not too much to expect that the country will afford as large a revenue per head as the tracts of the State of New England, New York, and the Southern part of Michigan through which other roads run. The estimate founded on experience of these roads $3 per head. This in 1858, would give a revenue from local traffic of $705,000. Mr. Shanley assumes that the Northern will command at least as considerable a through traffic as the Central Michigan in close proximity to a powerful rival; and taking that as his basis of addition to the local traffic, he arrives at the annual gross revenue of $1,277,500, or net revenue of $662,625, or 8 1/4 per cent, on the outlay of $8,000,000, which will be the cost of the road at $40,000 per mile.

May 4, 1854

The Grand Trunk Railroad
The following, intended for the information of the British public, is taken from a late number

of the London Morning Advertiser; Montreal feb. 20

I promised, in my last weeks communication, to forward you a few particulars with

reference to the Grand Trunk Railroad, its progress, and its prospects, feeling assured, from

the English correspondence I have received on the subject, that this vast undertaking is watched

in the British metropolis with much interest, and if possible, more in a social than commercial

point of view. It is at this moment totally impossible to predict the changes and consequent

benefits to the colony which the running of this line will accomplish,spanning as it does the

whole length of the two provinces, besides providing an outlet to the Atlantic Ocean for the

produce of the Western States, which now as a great measure finds its way through its southern

neighbor’s territories.

I am well aware that in the midst of the present political difficulties, it is

no easy task to discuss the question of social improvement, whether at home or in the colonies;

but I am equally alive to the fact, that when war does break out – which now appears inevitable,

and which even threatens an immediate outburst, – there will be thousands of persons who will at

once withdraw their Continental investments to deposit them in some other and safer

security. To what point of the globe, then will they turn to find so great a desideratum as a

safe investment in these times of approaching war. Certainly not the Eastern side of the

Atlantic. America then, and that of British North America, must be most naturally pointed at as

being the oasis in the desert. Here a thousand different works are being pushed on with vigor,

which, when completed, will yield to their supporters a far higher rate of premium than has been

obtained for similar securties in the Old Country for many years past.

And amongst others I would certainly place the Grand Trunk Railroad as the first on the

list. To give an idea of the vastness of this work, I may mention that it engrosses the traffic

of a region extending 800 miles in one direct line, from Portland to Lake Huron containing a

population of nearly three million in Canada, Vermont, New Hampshire and Maine. And before

proceeding further, it would be well to observe that it is for the whole of its length,

protected from possibility of injurious competetion not only by Legislative enactment but by

what is of greater security against rail lines – viz: natural causes. To continue then at

Portland, it connects with the system of railways reaching eastward to the Province of New

Brunswick, and hereafter to Halifax in Nova Scotia, as well as southward, by lines already

existing to Boston and New York. At the frontier of Canada it again unites with other lines to

Boston and the great manufacturing districts of New England. From Richmond it runs eastward to

Quebec and Trois Pistoles, 253 miles giving direct access to the great shipping port of Canada

in summer; and hereafter by rail to the Atlantic at Halifax, by Trois Pistoles and Mirimichi,

forming the only route to the great fisheries of the Gulf of St. Lawrence, and the eastern

timber, coal, and mineral district of New Brunswick. At Montreal it again meets three railways

now in operation to Boston and New York. At Prescott it receives the tributary line from Bytown

and the vast timber districts of the Ottawa, 60 miles, now in course of early completion; and on

the opposite side of the St. Lawrence, the Northern New York road to Ogdensburgh will pour its

stream of passenger traffic upon the trunk line. At Kingston the Rome and Cape Vincent Railroad,

also from New York, becomes its tributary. From thence to Toront it receives the entire produce

of the rich country north of Lake Ontario through the channels of the Belleville and

Peterborough branches, and several other new lines already in progress of construction, and all

tributary to the main trunk road. At Toronto the Ontario, Simcoe and Huron Railroad, 100 miles,

now nearly finished, pours off the traffic of the region around Lake Simcoe and the Georgian

Bay. At the same point is also met the Great Western Railway, by Hamilton to Detroit, 240 miles,

now in a forward state of completion, by which communication is had with the southern part of

Western Canada, as well as with the railways in operation from Detroit to the States of

Michigan, Illinois and Wisconsin. From Toronto westward, the line passing through the heart of

the western penninsula of Canada insures to the Grand Trunk the exclusive traffic of the finest

part of the province; while at its terminus at Sarnia it debouches at the very outlet of Lake

Huron, avoiding the Shallows of the Detroit and St. Clair rivers below — a point the most

favorably situated for the navigation extending through the Lakes Huron and Michigan, and

hereafter through Lake Superior. At Sarnia the American railroads now in course of construction

place the Grand Trunk Line in the most direct communication with the arterial lines to the Great

West and the Mississippi, a region whose advance in population and wealth has been regarded as

almost fabulous, and yet whose resources are still very partially developed; while the traffic

of the copper and iron districts of Lake Superior, the most valuable and extensive in the world;

with the coal ov Michigan, will accumulate on the railroad at this point, reaching ocean and

navigation at Montreal in much less time; and by the same milage, than it can now pass by boat

to the waters of Lake Ontario, 350 miles above that city. It will therefore be seen that the

road commencing at the debouchure of the three largest lakes in the world, pours the

accumulating traffic in one unbroken line throughout the entire length of Canada, into the St.

Lawrence at Montreal and Quebec, on which it rests at the north, while on the south it reaches

the magnificent harbors of Portland and St. John’s on the open ocean. The whole future traffic

between the western regions and the east, including Lower Canada parts of the States of Vermont

and New Hampshire, the whole of the State of Maine and the Provinces of New Brunswick, Nova

Scotia, Prince Edward’s Island and Newfoundland, must, therefore, pass over the Grand Trunk

Railroad.
Another feature in connection with the road, and which cannot fail to produce summer

traffic, will be the Montreal Victoria Tubular Bridge, which, when, erected, will be the

greatest achievement of engineering skill yet accomplished on either side of the Atlantic. Thus

far have I endeavered to give a faint outline of the country this line is to be carried through.
Its contractors are Messers. Pete, Brassey, Betts, and Jackson; its Directors are some

of the first men in Canada; in London its Directors are |Messers. Baring, Glyn, McCalmont,&c.,;

and its managers are Sir C.P. Roney, Mr. Alexander Ross, and Mr. S.P. Bidder, men who have been

engaged for the last 20 years either in the construction or management of railroads. Having

this much of the prospects of the unfinished portions of the road, I have now to draw your

attention to the section which is at present open and working, and also to the sections which

will be opened in the ensuing spring. The line at present open extends from Montreal to

Portland a distance of nearly 300 miles; and in the course of a couple of months the line

between Montreal and Quebec will be completely finished. It is right to remark that had it not

been for the disastrous shipwrecks of last autumn, this road would have been opened last year;

but as four vessels, which were laden with iron for the bridges &c., along the road, went to the

bottom of the sea, the delay could not be avoided. I am given to understand that already

contracts have been entered into for the conveyance of the enormous amount of two hundred

thousand superficial feet of timber daily from one district alone.

April 13, 1854
Canadian Grand Trunk Railway

A very large emigration of masons,carpenters, quarry men, engine drivers, engine fitters and

other artisans, is taking place for this railway. Between four and five hundred have already

left England, and all the third class accomodation in the canadian Serew Company’s vessels which

leave Liverpool this and the next month has been secured by the contractors for these men. Great

numbers are seeking this employment, tempted partly by the high wages offered,(in many cases

double what they receive in England and Scotland,) and partly by the comparative cheapness of

provisions in Canada, and the certainty of every industrious man becoming a possessor of land

within a very few years. Arrangements have likewise been made for sending out large drafts of

“navvies” and other laborers in sailing vessels during the spring. Constant employment has been

guaranteed by the contractors to steady men for five years. The passage money of those who

cannot pay it, as well as of their wives and children, is defrayed for them, on condition of the

men being under stoppage of a shilling a-day each until the debt is liquidated. This is a light
infliction, inasmuch as the lowest rate of pay for inskilled labor is 4s, and it ranges up to 8s

and 10s a day for mechanics and artizans. If the conduct of these latter has been good during

twelve months after arrival, each is to receive a bonus of £2, and under similar circumstances a

laborer is to receive £1. Herepath’s Journal.

Port Sarnia
April 20, 1854

WAR! WAR!!
The crisis which has been to a certain extent expected for some time

past, has at last arrived. Europe is now in a state of declared war.

The arrival of the Hermann at N. York on the 14th inst., with London

dates to the 29th ult., brings the intellingence that the Autocrat had

refused to give any reply to the joint demand of England and France,

and that in consequence of this Queen of England had sent a message to

both Houses of Parliment, intimating that she relied on the bravery of

her army and navy in the emergency. That this appeal would be met

with becoming spirit, even enthusiasm, there was no reason to doubt.

The war is decidedly popular in Great Britain, and the general feeling

appears to be an anxious desire that Russia, seeing she has

obstinately persisted in her refusal to accept of all terms of

mediation, may be made to hear the indignant growl of the British

Lion, and the crow the Gallic chantieleer. The Lion has reposed so

long in peace that many thought his ancient spirit had vanished; that,

in short, he was the British Lion no more. This however, is not the

case, and there is no reason to doubt that, under the improved panoply

in which science has latterly clothed him, his roar will make the

whole of European continent to tremble, if his voice is not obeyed.

War is, nevertheless, a sad alternative. The chivalrous spirit of a

nation, in the enthusiasm engendered by the idea that arms are

resorted to in a righteous cause, will for a time banish from the

minds of the people the sad and sickening scenes which are its

inevitable results. These sad realities must, however, ultimately

present themselves, and with the breeze which wafts to an expectant

people the glad tidings of victory over their enemies, must also be

borne the sorrowful news of the loss of many of their valiant fellw

countrymen, whose blood has been shed for the cause of liberty, and

the tidings of which will bring sadness and grief to many a dwelling.

Looking at the circumstances which have conspired to produce the war

which has just been declared, we cannot see that Great Britain could

well avoid participating in it, not however, for the purpose of

upholding and defending Mahomedanism, but in order to secure the

freedom of Turkey and the nations of Europe, from a despotism of a

much more arbitrary and dangerous character than even is that of the

Turks. The peace and furture welfare of England herself, and her

extensive numerous dependencies, renders it necessary that a check

should be put to the grasping ambition of the Russian despot; and our

hope is, that “God will defend the right” and that the victories of

the allied armies will be so brilliant, that the haughty and arrogant

Nicholas will speedily be compelled to come to those terms which

milder means were unable to procure.

April 13, 1854

Nova Scotia Railways

A Letter from Mr. Jackson to Lt. Governor of Nova Scotia, dated 3d of the present month, was

submitted to the Assembly of Halifax last week which for the present puts an end to all hope of

railways in Nova Scotia being constructed by Messers Jackson,Pete, Brassey and Betts. The

prospect of an European war has so completely altered the aspect of affairs that Mr. Jackson

says it is now impossible to obtain for any new enterprise the Support of British capital. He

also says that the work on Railways in Nova Scotia will far exceed what the Province expects

and it is still more apparent , that the traffic will not itself, yield a sufficient return to

induce himself and partners or any company to embark capital in them. But forming part of a loag

ime with a terminus on the sea-coast it could be made so useful as n ot to render cost an

object. Mr. Jackson then Says: – “We therefore feel it due to the Province of Nova Scotia to

say, we do not see our way to prosecute the works for some time to come, and also that we have

no right to keep up any expectation in the Province of our doing so immediately, but rather to

help to the best of our power any party inclined to enter at once upon the enterprise and to

accomplish this we are willing to place at their disposal our Plans and Estituates on being

reimbursed simply the money out of pocket: and we have also authority to state that Mr. Beatty

would be willing to render his aid if he would be of use.`

After the withdrawal of Mr. Jackson and partners, and decided opinion he expresses, we doubt ony

other Company will be inclined to enter upon the matter – and we fear a long period will elapse

ere we see the commencement of railways in the sister Province. `They have let the time go by!

- St. Johns New Brunswicker.

April 13, 1854

☛ Grand Trunk of Canada
Extract from a private letter, from a merchant in Hull,to Wm. Radston,

Esq.
“You will perceive by the Hull newspaper, that we had a visit from Mr.

C.P. Roney, and Mr. Keefer who seem to be much interested in the

prosperity of Canada. A deputation of Gentlemen, consisting of some of

the most influential merchants and ship-owners,with the officers of

the Chamber of Commerce accompanied them during nearly the whole day,

in inspecting our docks, public buildings, &c.; they expressed

themselves much pleased with the appearance of our town and business

facilities..

From information derived from these gentlemen, I feel auite certain a

much better class of emigrants than heretofore will come out and

settle amongst you, for although Hull is now and has been for many

years doing extensive business in timber, &c,, sending yearly a large

number of vessels to Quebec, still we seem to have known but little

respecting the resources and prosperity of Canada.those gentlemen have

given us such an impression of what Canada is, and will be, that I

venture to assert men of worthand intelligence will begin to make

arrangements to settle amongst you, I mean respectable tradesmen,

mechanics, (and farmers who have means to purchase land,) for there is

no doubt Canada is a desirable place for the farmer and agricultural

laborer. Probably this year there will be no great increase of this

class of emigrants I have mentioned on account of war prospects. We in

Hull of course are deeply interested in this question, as you are

aware Hull has always done a large business with Russia. My own

opinion is that the great Grand Trunk Railway is to be of immense

advantage to you in a commercial point of view. We have been well

pleased with the gentlemen, and consider ourselves favored, for we

have got much useful, and no doubt beneficial information from their

visit. — Kingston Commercial Advertiser

April 2, 1854

The Inventors of Railroads
We hear the question asked who was the inventor of the railway and

have never heard it satisfactorily answered, and believe there are

very few persons in this country who know anything on this subject.

Some few years ago,Howett,of Peoples Journal gave a somewhat lengthy

sketch of the alleged inventor who, upto May 1836, had been neglected

in England. While thounsands had been enriched by his brilliant

scheme, he had remained forgotten — forced by poverty to sell glass

on commission, for a living. How many of the railway projectors,

agitators, stockholders &c., have ever heard of the subject of these

remarks,About half a century ago, the exact year is not known,there

was born at Leeds, England,a man named Thomas Grey. Scarcely anything

is known of his early history. He was, we believe, a poor collier; and

being very ingenious, he conceived the idea of facilitating the

transportation of coal from Middle-town colliery of Leeds, a distance

of three miles, by means of a short railway which he constructed of

wood. Upon this, his cars moved along at the rate of three and a half

miles an hour, to the great merriment of a wise and discriminating

public, who laughed at the idea of a railway as something very

visionary, and as the mere suggestion of laziness. Poor Grey thought

otherwise. Magnificent visions of future railways such as are now

stupenduous realities, loomed up before him, and he began to talk in

public of a general system of iron railroads. He, was, of, course,

laughed at, and declared a visionay moon struck fool. But the more Grey contimplated his little railway for coal, the more firmly did he believe in the practicability and immense usefulness of his scheme. He saw in it all that is now realized, and he resolved inspite of his ridicule, the sneers and rebutts that were heaped upon him, to prosecute his undertaking. He petitioned the British Parliament, and sought interviews with all the great men of the kingdom; but all of this had no effect, except to bring down upon him, wherever he went, the loud sneers and ridicule of all classes. Still he persevered, and at length engaged the attention of men of intelligence and influence, who finally embraced his views, urged his plans, and the grand result is now before the world. Thos. Grey the inventor of railroads, who not longer than 1820, was laughed at for ever mentioning the idea, still lives in Exeter England, in the full realization of his grand and noble railroad schemes, for which he was declared insane. How much has the world benefited by his insanity !

March 23, 1854
Splendid Financial Success of the Grand Trunk Railway
The attempts so perseveringly made to injure this magnificent

enterprise which will cause an expenditure of £9,000,000 sterling, on

account of Canada, have been carried from this province to England.  A

call on the Grand Trunk shares was payable in England on the 6th of

February; and the enemies of this enterprise made a dead set to

prevent the call being responded to by the shareholders.  A scurrilous

pamphlet containing a rechauffe of all the exploded charges which had

been made against the company for months past, was issued and

circulated gratuitously in England on the 3rd of Feb’y, just before

the call came due.  The concoctors of this infamous production

doubtless calculated that the falsehoods they scattered broadcast

amoung the shareholders of the Grand Trunk would do their work, and

that there would be no time for correction and refutation.  Wherever

it was believed that the Grand Trunk shareholders were to be found,

there was this bundle of falsehoods sent.–It is hardly necessary to

mention that such a production as this was issued anonomously:  nobody

could be found to father the calumnies it contained.  Amoung those who

were honoured with a copy of this unowned production were the Duke of

Newcastle, Secretary for the Colonies, Lord Elgin and other persons of

distinction.  But the concoctors of this disgraceful work mistook the

public whom they addressed.  They are accustomed to address a Canadian

audience and they greatly mistook when they concluded that the arts

which they practise here would have an effect on the capitalists of

England.  How utterly this contrivance failed of it’s object which

will be understood when we state that not only has the call amounting

to £360,000, sterling, been promptly paid; but that there has in

addition been received at the company’s Bankers nearly  £300,000

sterling, in anticipation of future calls; and at latest accounts the

money continued to pour in with unabated rapidity.  These payments,

together with deposits paid in May last, and the capital already paid

up on the Quebec and Richmond, the St. Lawrence and Atlantic, and the

Toronto and Sarnia companies amount to more than one fourth of the

total capital of the amalgamated capital companies.  Whoever were weak

enough to entertain doubts of the success of this enterprise will now

doubt no longer.  This eminent financial success has been attained in

spite of the deperate and unprincipled efforts that have been made to

write down the enterprise.  It has, by it’s enemies and the enemies of

provincial prosperity, been described as a “grand bubble;”  And we

were bid wait a few weeks to see it burst.  But fortunately this

instance, the efforts of calumny have prooved fruitless; and whatever

advantages may reasonably be anticipated from the success of the Grand

Trunk are certain to be realized.–Leader

MARCH 16, 1854
The Grand Trunk is likely to fair badly between Prescott and Cornwall,

the land owners along that portion of the route having combined,

according to the Reorder, to force extravagant prices for the land

required by the company.  One hundred pounds per acre is the price

asked for land no better than has been purchased in other parts of the

province for £12 10s per acre.  The Company have offered £15 per acre,

and if this is not accepted, a new line is to be surveyed ten or

twelve miles in the rear; so that the great damage complained of by

the farmers in the front will be avoided, and those combined to force

extravagant prices taught a lesson at the same time.–Examiner