The Northern Railroad.
On Friday last [May 28] a company of gentlemen were invited by the indefatigable and zealous promoter of this enterprise, F. C. Capreol, Esq., to visit the works going forward at the "Hog's Back," about six miles from the city. Among those present were G. P. Ridout, Esq., one of the representatives of the city [President of Toronto Board of Trade]; Kivas Tully, Esq., Civil Engineer; John Cameron, Esq., of the Commercial Bank; T. D. Harris, Esq.; and many others, besides several representatives of the City Press. The party were conveyed to the ground along the Vaughan Plank Road in an omnibus, and on arriving at the embankment were cordially received and entertained at the residence of Mr. Fuller, of the firm Fuller & White, the sub-contractors on this section.
The work at this point is perhaps the heaviest on the whole line, the embankment riding between forty and fifty feet over a valley on the farm of Mr. Geo. White. The culvert for the passage of the small stream which runs through the valley is about 118 feet long with an arch about 8 feet span, formed of four tiers of brick, resting upon a solid stone foundation; the whole being covered with cement prior to the earth being laid upon it.1 The foundation for the walls, we found was formed of a double tier of thick plank resting upon heavy sleepers, and placed level with the bed of the steam, so as to prevent the undermining of the walls and the consequent destruction of the culvert. The stone—a beautiful hard greywacke [a variety of sandstone]—is quarried from the bed of the Humber, and brought from a distance of four miles. From this point the company proceeded northward to inspect other two embankments and their culverts, and a bridge crossing one of the concession roads. These culverts were of a different construction, being formed of substantial heavy dry stone work, and intended merely as drains; each, however, gives a double passage of nearly two by four feet for the water. These embankments lie about the point near to the proposed junction with the Guelph Railroad, whence both will enter the city by a single track extending about six miles. We observed along the line piles of timber, for ties, of the best description; and we are inclined to believe, from the appearance of the work and from the fact that a good deal of the iron has already arrived, that the cars may be running as far as Newmarket or Bradford by October.2
We learn that Mr. Keefer, the Civil Engineer, has been over the whole ground, and reports that the work has, so far, been done in a satisfactory manner,—with some exceptions,—which, we are told, are being remedied. Whatever may be the pecuniary advantages or disadvantages arising from the investment of capital in the construction of this road, there is but one opinion as to the public benefits which must arise from it. Its opening will form a new era in our material progress, and cannot fail to confer great and lasting benefits upon this city and district. Should the Sault Ste. Marie Canal be opened between Lakes Huron and Superior, the flood of emigration to the shores of the great inland Sea must necessarily pass over this line, being by far the shortest, as it must be the cheapest, route to the far North-West.
With the construction of this, the first Railroad which will be in operation in Canada West, the name of Mr. Capreol must ever be identified; and we only regret that, having wisely abandoned the lottery part of his original scheme, any difference between him and the Board of Directors, should have prevented his realizing fully the honour and credit to which he was entitled for his zeal and enterprise as its original projector.
Ref: Newmarket Subdivision
Toronto and Guelph Railroad.
On Thursday last [May 27] a public meeting was convened by the Mayor, in compliance with a requisition, to change the best route from the Toronto and Guelph Railroad, in which the city is deeply interested. His Worship the Mayor took the chair at half-past 7 p.m., at which time a considerable number of gentlemen had assembled, and explained the object of the meeting. The Mayor also referred to a statement of the comparative cost of each of the routes surveyed, which is as follows:
Cost per mile. Aggregate cost. Southern Route by Milton £[illegible—?,144] [illegible—387,000] Central route by Humber, crossing at Lambton and Credit at Meadowvale, ten miles from the mouth 7,000 Brampton Route by the Humber 6,700 310,000 Brampton Route by Weston 6,300 301,000 Mr. Alexander Dixon then moved a resolution in favour of the Northern route by , Weston, Brampton and Georgetown, seconded by Mr. Atkinson.
Mr. Dixon's resolution was negatived, and the following moved by Mr. W. H. Boulton, seconded by Mr. J. D. Ridout, was adopted almost unanimously:
That this meeting having every confidence in the Board of Directors of the Toronto and Guelph Railroad Company, consider it inexpedient to prescribe any particular line as the one to be adopted, though they have no hesitation in declaring it to be their opinion, that the most northerly route is most desirable in other respects, if considered most eligible by the Directors.
At a meeting of the Directors of the Company held on the following day [May 28], a decision was [illegible] in accordance with the recommendation of the resolution of the public meeting, in regard to the route,—that which is denominated the Northern Route having been adopted. Fourteen of the sixteen Directors were present, and the vote in favour of the Northern Route was carried by 13 to 1. There is nothing of greater importance than that careful attention should be paid to the selection of the line best [...illegible...] of advantage to the interests of the Company. That which has been adopted has, it will be seen, the advantages of cheapness in the construction; and, we cannot doubt, when as much animosity existed in coming to the decision, that in other respects the Northern route will be most likely to harmonize with the public interests.
Ref:
Goderich and Brantford Railroad.
The Huron Signalsays, a meeting of the friends of this project was held at the British Exchange Hotel, Goderich, on Tuesday evening, 25th. inst. The meeting was well attended, and shows the deep interest taken by all classes in the contemplated undertaking. After a longer and able speech on the advantages of such a road to the inhabitants of Huron, Perth and Bruce by Mr. Geo. Brown, [illegible] the following among other resolutions was unanimously passed:
That a Public Meeting of these United Counties be held at the Market Square, Goderich, on Tuesday the 29th day of June inst. at 12 o'clock, noon, to take consideration on the propriety of recommending the County Council to take stock in the Buffalo and Brantford Railroad Company, in the same and on the responsibility of the United Counties, aforesaid. Provided, always, that the said Railroad is extended from Brantford through or by Stratford to Goderich.
Since giving the report of the Meeting the Signal had received a communication from the Secretary of the Brantford Corresponding Committee, announcing that the Town and Township of Brantford have already subscribed stock in the Buffalo and Brantford Railroad, and for their own local purposes to the amount of $310,000—that they are to hold a meeting on Saturday 20th inst. for the purpose of taking immediate action to extend said Road to Goderich.
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