June 15, 1854

Ten thousand emigrants arrived at Quebec in one week! The fact almost startles us, until we have gleaned the additional intelligence, that large numbers of them are bound to the Western States of the neighbouring Union; and that the German and other immigrants who seek a home among their country men in the West, pay at once a tribute to our honesty as a people, and a tribute to our steamboats and railways, in seeking their way through Canada, as a means of avoiding the land-sharks of enlightened country men around us. We shall have our emigration too – unquestionably so.

June 15, 1854

Some idea may be formed of the rapid increase of travel in the Upper Province of Canada, by reading the following remarks of the

Rev. Dr. Duff, in a late address at Toronto: ” I had an exemplification furnished me the other day of what this Railway which has been opened westward from Niagra Falls to

Detroit, is likely to do for this region. A respected friend, a brother mentioned to me at London that the person who managed the stage line between Niagra Falls and Detroit  told him that the average number of passengers conveyed in a whole twelve months used to vary somewhat between 1500 and 2000. ” The other evening it so happened there was an accident. The engine took it into its head to run off the line, but happily it was noticed in time to prevent the passengers cars from being overturned. In this train there were between six and seven hundred passengers, and while they were detained another train came up with three hundred more.  ” The Eastern train next came up with 600 passengers, so that it really happened that at the station in the neighborhood  of Paris there were congregated at one and the same moment that evening, not fewer than 1500 passengers, nearly as many as used to be conveyed by the stage in  twelve months. That was in one day, and that not in the travelling season of the year. By and by you will have floods of travellers from across Niagra Falls, to see what is going on in Canada.

June 8, 1854

Northern, Great Western And Grand

Trunk Railroads
Rumor has for some time past been particularly busy with the

railroads. The old dame – it is to be feared she is fast becoming a

bold dame – has several times put a stop to nearly all the railroads

from Sarnia to Trois Pistoles. She has effected innumerable

amalgamations, erected gigantic monoplies, and done the most frightful

things imaginable. But in sober truth, the amalgamation projects have

not exactly ended in rumor. We were amused the other day to see a

formal proposalput to a public meeting at London. C.W., for an

amalmagation between the Great Western and the Grand Trunk Railroad

Companies.Any one who could bring himself to believe that this

proposal was made under any sufficienr authority, must have looked

upon the project as fully ripe; as all agreed upon, arranged and

settled between the two Companies,who had come to ask the sanction of

the town of London as Great Western stockholders. We understand,

however, that the proposal submitted to that meeting seems to have had

a shrewd suspision of this; for it adjourned without taking any

action. The rumors of stoppages on the Grand Trunk; of the abandonment

of this and that section of the road are merely revivals of an old and

almost forgotten romance. Indeen these rumors take a milder form than

they were several months ago, when it was stated by certain journals

with great positiveness that one-half of the line was to be abandoned.

This was declared a settled fact. Since then rumor has abandoned the

wholesale principle of dealing with the Grand Trunk and essayed to

kill it bit by bit. The surprising part of the affair is that none of

the directors either here or in England know anything about these

abandonment resolves. The knowledge of this business seems to be

exclusively confined to a certain class of Canadian journalists, from

whom the palm of prolific invention cannot be withheld. The

Corporation of Toronto however is inclined to be credulous on the

subject. It accepts as gospel truth the gossip of Dame Rumor about the

abandonment by the Grand Trunk Company of this and that section of

their line. Nay, it talks about proceedings in Chancery to compel the

performance of a work, which no sensible man ever looked upon as in

the remotest degree likely to be abandoned. It fights in the shadow

and asks the world to admire it’s valor! It is known to our readers

that a proposal for an amalgamation between the Grand Trunk and Great

Western Railroad Companies was made some months ago. We have reason to

believe that the negotiations have been barren of results; and it may

now be regarded as certain the amalgmation will n ot take place. This

result was probably un-looked for by most of those who were cognizant

of the existance of the negotiation. We do not pretend to be familiar

with the causes that led to the rejection of the proposal; but there

are some obvious difficulties in the way of such an arrangement which

must strike everybody. The line of the Northern Railroad by no means

takes the direction best calculated to secure the largest amount of

frieght. It scarcely touches upon the great northwest country which is

capable of increasing the annual productions of the country to an

extent that few have any adequate idea of. The Northern Railroad will

now be required to go alone; and if it can do so successfully non will

rejoice more sincerely than we. In any event, we do not apprehend any

possible danger to the public interests from the fact of the

government guarantee having been extended to this line. The prospects

of the line will soon become a patent fact; and in any case the lein

held by the government on the road is ample security for it’s

investment. But what revenue the road will yield is a question to be

determined only by actual experience after the work has been completed

and in operation a sufficient length of time to show the amount of

business it will attract. – Leader.

June 8, 1854

We regret to have to announce to our readers the occurrence of a

seroius accident on the line of the Great Western Railway, which has

resulted in the loss of 7 lives, 3 fatally wounded and a number of

others more or less injured. The accident occured to the Day Express

train, from Detroit, on its way to the Suspension bridge, about two

o’clock yesterday afternoon. The train had just left the Lobo station,

about nine miles west of London, when the engineer discovering a cow

on the side of the track, a short distance ahead, slackened his speed.

while the train was passing the animal, she attempted to run under the

third car, which, singular to say, threw it off the track, and

precipitated the fourth and fifth cars down the embankment of 70 feet,

carrying death and distruction to the passengers. the fourth car was

first class and was not much injured. two passengers in this car were

killed, one instantly, and the other surviving but a few hours. The

fifth was a second-class car, and was principally occupied by

emigrants, who had, through some unaccountable mistake, taken this

train supposing it was going west. This car was literally smashed to

pieces and five persons instantly killed, besides injuring a number of

others, two or three fatally.
Our informant, the Rev. G.P. Harris, who was in the first car that

went down the embankment, and who fortunately escaped unhurt,

describes the scene of the disaster as heart-rending in the extreme;

the groans of the wounded and wail of the dying could not but excite

sympathy from the most callous.
The Conductor and other officers of the Company rendered every

possible assistance to the unfortunate sufferers, and no blame can be

attached to the employees for the occurence of this sac calamity. the

train arrived in this city this morning about one o’clock. This is the

first serious accident that has occurred on the Great Western

Railroad, and we hope it may be a long time ere we are called upon to

record another – Christian Advocate.

June 8, 1854

Fateful Accident
An accident of a very distressing nature occured yesterday on the

Great Western Railway, by which the Conductor of the day Express Train

going West a worthy young man by the name of William D. Worthington,

aged 24, was instantly killed. Upon arrival of the train at London, he

found that one of the Cars from some cause was unfit to proceed any

further, and changed it for another which was attached to the train.

This occasioned some considerable delay more than usual, which brought

them behind time, at which the deceased seemed disappointed, and was

hastening the speed of the train to make up for the dentention. It

appears he was apprehensive that the journals of the substituted Car

might heat, and when the train was a short distance above Thamesville,

he was observed standing in front of the car on the lower step,

holding on to the handrail and leaning over so as to see the front

journals. From this he passed through the Car, and out upon the

platform in the rear of the new Car, when it is supposed he must have

taken the same position to observe the hind journals and while leaning

over, his head came in contact with a post standing at one of the

cattle guards near the track, and as the train proceeded at the rate

of forty or forty five miles an hour it must have killed him

instantly. He was not missed until the train had proceeded some four

or five miles, and upon going back they found his body in such a

position as to indicate that he came to his death as we have narrated.
The deceased was very much respected upon the line, and was the second

son of Thomas Worthington, Esquire, Inspector, for Ports for Upper

Canada. His father was sitting in the Car, as his son passed through,

and they spoke to each other, alas! how little did either of them

think for the last time! And how little did that father think, as the

fair form of his son passed from his sight, that his eyes should soon

rest only on his mangled corpse! — Kent Advertiser.

June 8, 1854

Rumor has for some time past been particularly busy with the railroads. The old dame – it is to be feared she is fast

becoming a bold dame – has several times put a stop to nearly all the railroads from Sarnia to Trois Pistole. She has effected

innumerable amalganmations, erected gigantic monopolies, and done the most frightful thing imaginable. But in sober truth,

the amalgamation projects have not exactly ended in rumor.  We were amused the other day to see a formal proposal put to a

public meeting at London, C.W., for an amalgamation between the Great Western and Grand Trunk Railroad Companies. Any one

who could bring himself to believe that this proposal was made under any sufficient authority, must have looked upon the

project as fully ripe; as all agreed upon arranged and settled between the two Companies, who had come to ask the sanction

of the town of LOndon as Great Western stockholders. We understand, however that the proposal submitted to that meeting was

wholly unauthorized. Indeed the meeting seems to have had a shrewd suspicion of this;for it adjourned without taking any

action. The rumors take a milder form than they were several months ago, when it was stated by certain journals with great

positiveness that one-half of the line was to be abandoned. This was declared a settled fact. Since then rumor has

abandoned the wholesale principal of dealing with the Grand Trunk and essayed to kill it bit by bit. The Surprising part of

the affair is that none of the directors either here or in England know anything about these abandonment resolves. The

knowledge of this business seems to be exclusuvely confined to a certain class of Canadian journalists, from whom the palm

of prolific invention cannot be withheld. The Corporation of Toronto however is inclined to be credulous on the subject. It

accepts as gospel truth the gossip of Dame Rumor about the abandonment by the Grand Trunk Company of this and that section

of their line. Nay, it talks about proceedings in Chancery to compel the performance of a work, which no sensible man ever

looked upon as in the remotest degree likely to be abandoned. It fights a shadow and asks the world to admire its valor! It

is known to our readers that a proposal for an amalgamation between the Grand Trunk and Great Western Railroad Companies

was made some months ago. We have reason to believe the the negotiation has been barren of results; and it may now be

regarded as certain that the amalgamation will not take place. This result was probably unlooked for by most of those who

were cognizant of the existance of the negotation. We do not pretend to be familiar with the causes that led to the

rejection of the proposal; but there are some obvious difficulties in the way of such an arrangement which must strike

everybody. The line of the Northern Railroad by no means take the direction best calculated to secure the largest amount of

freight. It scarcely touches upon the great north west country which is capable of increasing the annual productions of the

country to an extent that few have any adequate idea of. The Northern railroad will now be required to go alone; and if it

can do so successfully none will rejoice more sincerely than we. In any event, we do not apprehend any possible danger to

the public interests from the fact of the government guarantee having extended to this line. The prospects of the line will

soon become a patent fact; and in any case the lien held by the government on the road is ample security for its

investment. But what revenue the road will yield is a question to be determined only by actual experience after the work

has been completed and in operation a sufficient length of time to show the amount of business it will attract. – Leader.

☛ A Tour Through Canada
We extract the following from the correspondence of the Port Huron

Commercial:

Business has called me over the Great Western Railway, running from

the Falls of Niagra to Detroit, the last two weeks. This is destined

to be one of the best roads upon the continent, and in the summer

season a remarkably pleasant route, so soon as it shall be levelled up

and gravelled. Leaving the Detroit river, the road runs along in sight

of the beautiful St. Clair Lake, in full view of the steam and sail

vessels passing up and down. the road has but two or three slight

curves between Detroit River and Chatham, a distance of 45 miles. The

track leaves where the river Thames empties into the lake, and follows

that stream to London a distance of one hundred and ten miles from

Detroit. the track is upon an exact air-line, fifty-four miles east of

Chatham, and is very straight throughout the line. The country is

very heavily timbered upon the route from Detroit to London. From

London to Hamilton, and in fact to the Falls, the country is quite

rolling; but from Detroit to London is almost a dead level. London

contains a population of over ten thousand, is lighted with gas, and

exhibits quite a city like appearance. There is an excellent farming

country about it, which has heretofore been its main support, as it

was entirely inland previous to the building of this road. Another

road is now being built from Toronto through London to Port Sarnia,

opposite your place. A number of flourishing villages have sprung up

along the line between Hamilton and London the most prominent of which

is Woodstock. It is indeed a very flourishing village. The next in

importance is Paris, which is one hundred and fifty-seven miles fron

Detroit, and thirty eight miles west of Hamiton. At Paris the Buffalo,

Brantford and Goderich Railway intersects the Great Western, and is to

cross it at that point. Cars are now running from Paris to Buffalo

direct, or rather to Waterloo, opposite Black Rock a distance of about

eighty miles. It is said to be a very straight road. The company

building that road have lately succeeded in raising all the means

required for building the entire road to Goderich, and the grading

west of Paris has been commenced. The main village of Paris is a

little off from the Great Western Railway, and consequently I cannot

speak of its merits or demerits, except from some specimens in the

shape of females who pass over the road occasionally, and assemble at

the cars to receive and bid good-bye to friends. they are the best

looking and intelligent, to appearance, of any I have discovered in my

peregrinations. They get them right up there. Dundas is the next

town of importance, being 5 miles west of Hamilton. The railroad

passes along the side of a mountain or immense hill, some 170 feet

above the town, the village being on a nice level plat of ground, and

handsomely laid out. From the cars a horse in the street looks about

as large as a modern sized dog. This is the terminus of a ship canal,

which runs from the bay at Hamilton. This is a more romantic sight

than can be found upon any railroad route in the United States.

The next place is Hamilton, situated upon a bay, projecting out from

the head of Lake Ontario. It is a very enterprising city, and

containing a population of perhaps fifteen thousand. the harbor is a

good one. Steamboats leave here for Toronto, Rochester, Oswego, &c.

All of the machinery, cars &c., are manufactured here. The cars will

compare favorably with any built in the United States. Hamilton has

an excellent farming country about it, and must eventually become a

prominent city of Canada West. It’s position will make it so.

Hamilton is 185 miles from Detroit and 43 miles from the Falls.

Passengers coming over this road by daylight are in full view of Lake

Ontario for a distance of 20 miles. It is a magnificent view to look

upon the placid waters of that beautiful lake, the eye catching, at

intervals, the canvas and steam which are propelling the messengers of

commerce to and fro. The next place is St. Catherines, 217 miles

from Detroit, and 11 miles from the Falls. This seems to be a

thriving place. Three miles east of this is Thorold, of no particular

importance, except that the Welland Canal passes through there. the

Canal was first built through St. Catherines. The Welland Canal is 28 miles long, from Lake Erie to Lake Ontario. There are 28 locks. there is much shipping through this canal. Next and last comes the Suspension Bridge. It is one of the wonders of the world, but is nothing compared to the Railroad Bridge now being constructed directly over the present one. When completed it will be the most magnificent work in the world. There are to be three tracks across the bridge; the Great Western track, the gauge of which is five feet six inches; the Canandaigua and Elmira road, which intersects the New York and Erie, at the latter place, with a gauge of six feet; and the New York Central, which runs directly through Lockport and Rochester, with a gauge of four feet ten inches.

June 1, 1854

Port Sarnia, Thursday, June 1,1854

Railway Matters
Repeated enquiries have lately been made to us as to as to what is now doing, or is likely to be

done, in relation to the two Railway schemes in which the inhabitants of our County are

particulary interested,
viz: the continuation of the Grand Trunk line from Guelph, and the branch of the Great Western

from London. We are sorry to say, that, notwithstanding we have made use of every means of

obtaining information within reach, as to the progress and prospective completion of those

works, the result is far from satisfatory. As far as operations on the line of the Great Western

branch are concerned, it is true, there is something being done, as the contractors, Messrs.

Frank & Co., are proceeding with the clearting out and grading of the track in this

vicinity,having lately advertised for 200 labourers for that purpose; and an additional purchase

of River frontage was lately made by the Company for depot purposes. Still, the works are not

proceeding with that degree of activity indicating anything like speedy completion, which would

be desirable. So far as the operations of the Grand Trunk Company are concerned, between Guelph

and this place,- there is in the meantime no movement whatever. everything remains at a stand.

As to the causes of this inactivity, there are various rumours afloat. It is known that Grand

Trunk stock is at a heavy discount both in England and in Canada at the present time, possibly,

in a great measure owing to the position of affairs in Europe, and the effect the war has had,

and, if long continued, is still more likely to have, upon the state of the money market in

England, Another conjecture is, that the principal shareholders in the Grand Trunk, becoming

alarmed lest the investment may not prove so renumerative as was originally expected, feel

inclined to limit their operations to such portions of the line as are likely to prove more

immediately lucrative,- an idea which has received considerable credence from the fact that they

have lately been making an attempt to form a coalition with the Great Western Company, and

proposing, as the basis of the amalgamation, that the Grand Trunk should not in the meantime

come any further west than Guelph, and that the Great Westernroad, from Torontoto Hamilton and

London, and other places to the west and south-west of the latter place, should be the medium of

communication woth the south-western peninsula of the Province.In order to ascertain how such a

project would take with those interested in the Great Western road, a meeting was lately

convened in London, to which this proposition was submitted. There it met with no favour; nor as

far as we can learn, is it now likely to meet with any favour from any of the stockholders in

the Great Western. This road, it is ascertained, will pay well. The amount of traffic upon it

far surpasses all previous expectations. It is indeed, the chief thoroughfare for travel from

the Eastern States to Michigan, Wisconson, Iowa, and the farwest and north-west and will

continue to be so, in a great measure, until the Michigan Northern Line, communicating directly

with Grand Haven and Milwaukie, is built. This Latter Line, as is generally known, is to form

the contemplated continuation of the Grand Trunk, The principal part of the stock in it being

held by parties interested in the success of that extensive scheme. That, when this Northern

Michigan line is completed, running as it will do, through the centre of the State, it will

lesson materially the amount of traffic on the Michigan Central, and the Great Western roads, is

quite evident; so that it was not to be expected that an amalgamation with the Grand Trunk could

receive any favourable consideration from the Londoners, whose interests are already vested in

the road now running past their Town, -because, although the proposal was, not to extend the

road further west than Guelph in the meantime, there is little reason to doubt that the original

scheme of continuing the line on to Lake Michigan will be carried out as soon as circumstances

will permit. The policy of the shareholders in the Great Western road therefore evidently is to

discourage the prosecution of the Grand Trunk works in the western section of the Province

entirely, as well as to throw cold water upon the Northern Michigan line; and altho’ they are

proceeding (slowly,of course), with the construction of their branch from London to this place

(Sarnia), certain of the knowing ones amoung us do not hesitate to state that they are merely

keeping on the move in order to deter the Grand Trunk folks from proceeding, under the

supposition that two lines are not necessary, and that, should the G.T. abandon the project,

the G.W. would speedily do so likewise, until a more convenient season! And it is possible there

may be more truth than poetry in this last idea. As to what the Grand Trunk Company really

intend to do in regard to future operations west of Guelph, as we before hinted, we are entirely

uninformed. All hope of amalgamation, it would appear, is vain, and we are not sorry it should

be so. The interest of the Province, if not immediately requiring the continuation of the line

to this, it’s western terminus, will, at all events do so before any lengthened period elapses;

the idea of the G.T. coming to Guelph, and there terminating is absurd, -and the idea of a

northern, and no western continuation, equally so. That the original scheme will ultimately be

carried out, there is we think, little reason to doubt. The position of this Town, at the foot

of the lake, and the best crossing place on the River St. Clair, with so large a portion of the

State of Michigan lying to the North of us, points the situation out as the most eligable place

in the west for an important Railway station. The continuation of the line is, only a question

of time. And there is another idea which may be mentioned, in connection with this subject, viz:

- that a Railway from Port Huron to Detroit is also only a question of time. With such a line,

and a connection with London by the branch of the Great Western now in Process of construction,

Detroit would be as near, if not nearer to London than by the line of the Great Western no in

operation. All things considered, we feel disposed to keep easy on the score of our railway

connections, for that we will have them in abundance before long is indubitable. We are not

therefore sorry that the Great Western Shareholders repudiate all connection with the Grand

Trunk. It would have been matter of regret had such an amalgamation been effected. Both lines

will be wanted, and as one will be to a certain extent, a check upon the other, monopoly and

exorbitant charges will thus be prevented; and if the Shareholders should not be able to pocket

so large a percentage, the public will be the gainers.
In connection with the above remarks we find the following in the Port Huron Commercial of

Saturday last. It would appear the the construction of the Port Huron and Michigan

contemporaries, looked upon as a matter of necessity, and which will only be deferred until the

means are provided:- “our announcement of a couple of weekssince, of the suspension of work on

the Great Western Railroad, has occasioned general remark among the friends of the Port Huron

and Lake Michigan, and Oakland and Ottawa roads. The flint Democrat seems to have confounded the

Grand Trunk with the Great Western. The latter never had any connection of interest with the

Port Huron and Lake Michigan line; the prosecution of our road we understand to be dependant now

upon the former corporation. “The Whig of the same place, very sensibly says:

We have never based our confidence in the P.H. & L.M. Railroad upon the statements of

speculators or others; but upon the growing development of the Northern and Western States,

rendering it a commercial necessity, the completion of which would be most profitable to its

owners. That necessity is every year increasing: and becoming the more imperative as the

prospect of completing the Oakland and Ottawa Road diminish. At the present time so far as we

can learn, realities indicate, that if the O & O road succed in reaching Fentonville within a

year or two, it will make a long stop there. Upon a consideratee review of all thes

circumstances, we cannot see any sufficient reason for desparing nor have yet seen the smallest

reason to doubt the assurances given at the Jackson Railroad Convention, that the money to build

the road was already. Further we are still assured by on of the Directors that work will

commence this season and the $2,000,000 provided in the present Charter be expended, trusting to

the Legislature to increase the capital stock to the amount required to complete the road viz;

$8,000,000. Our readers now know as much as we do on this subject. We cannot vouch for the truth

of any of the matters stated, but like the Port Huron Commercial, by putting that and that

together, we form our conclusions. How far they are justified each of our readers can judge for

themselves. ” We have ever considered the building of our road westward a question of time

merely. We have been led into premature announcements so often, by interested parties, that we

intend hereafter to give all the facts as fast as they come to our knowledge, which may bear in

any way upon the works. Hence our statements in regard to the Great Western and Grand Trunk

roads”.

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.