1871 Credit Valley Railway 1883

Section D: Appendices

Appendix A: Historic Time Line 600 Five Iroquois nations form the powerful Confederacy of the Longhouse. 1000 Norsemen arrive from Europe and set up temporary settlements on the northern tip of Newfoundland. At this time, the land that would become Canada supports 300,000 native people. This is almost 500 years before Columbus. Native people of southern Ontario begin to plant and harvest corn. The Thule people - ancestors of the Inuit - migrate east across Artic Canada. 1492 Columbus sails to America. 1497 John Cabot (Giovanni Caboto) of Genoa makes two voyages for England to the fishing grounds of Newfoundland. He claims New World territory (either Newfoundland or Cape Breton Island) for King Henry VII of England. 1498 Cabot makes his second voyage across the Atlantic to the Maritimes but is lost at sea 1500 Gaspar de Corte-Real sails around Newfoundland 1508 Thomas Aubert visits Newfoundland 1520 Fagundes sails into the Gulf of St. Lawrence area 1524 Verrazzano for France and Gomes for Spain, Scout the Atlantic seaboard 1527 John Rut in Labrador 1534 Jacques Cartier explores the coast of Newfoundland, Prince Edward Island, and New Brunswick. He lands on the Gaspe Peninsula and claims the land for France. The new colony, eventually called New France, included forts and settlements in what is now the maritimes and Quebec, which were the beginning of cities such as Quebec City (founded 1608) and Montreal. 1535 Jacques Cartier journeys up the St. Lawrence to the Native settlements of Stadacona and Hochelaga. He gives Canada its name (from Indian word kanata, meaning village). 1541 Cartier returns to North America with the Sieur de Roberval to found a settlement. They named it Charlesbourg-Royal and it became the first French settlement in North America. 1542 Roberval’s expedition 1576 Martin Frobisher journeys as far as Frobisher Bay, Baffin Island, on the first of three voyages in search of the Northwest Passage. 1583 Sir Humphrey Gilbert visits Newfoundland and claims it for England. 1585 Davis is dispatched to find the Northwest passage to Asia and Davis Strait is named after him 1595 Mercator’s Atlas is published 1598 La Roche’s colony is established on Sable Island 1600 Hakluyt’s Voyages is published 1600 King Henry IV of France awards a Fur trading Monopoly to a group of French merchants. 1602 Waymouth sails into Hudson Strait 1604 Pierre Du Gua de Monts and Samuel Champlain establish a colony in Nova Scotia. Marc Lescarbot starts the first library and first French school of Native people, and in 1606 produces the first play staged in Canada. After Lescarbot returns to France, he writes the first history of Canada. 1605 Port Royal is established in Nova Scotia by the French under Samuel de Champlain. - 1606 First theatrical production in Canada 1608 Samuel de Champlain founds a permanent French colony at Quebec. Quebec City is founded. 1609 Champlain travels with the Algonquins to Lake Champlain where they attack the Iroquois and the French use firearms against the Iroquois. Lippershey invents spectacles 1610 Etienne Brule goes to live among the Huron and eventually becomes the first European to see Lakes Ontario, Huron and Superior. 1610 Henry Hudson explores Hudson Bay and is set adrift by a mutinous crew and dies. 1610 Explorer Henry Hudson is set adrift by his mutinous crew in Hudson Bay. 1611 Etienne Brule reaches Lake Nipissing. Henry Hudson cast adrift in James Bay by mutineers. First Jesuits arrive in New France (at Port Royal). 1612 Samuel de Champlain is named the Governor of New France. 1613 Argall attacks St. Sauveur in Acadia. Foundation of St. John’s Newfoundland. 1615 The first Roman Catholic missionaries try to convert Native people to Christianity. Champlain discovers the Great Lakes.

1615 Europeans first come in contact with Iroquoian and Algonquian-speaking native peoples. 1616 Champlain completes eight years pf exploring, traveling as far as west Georgia Bay. The French and Huron form an alliance. 1617 Louis and Marie Hebert and their children become the first French settlers of farm land in New France. 1621 William Alexander is awarded Nova Scotia by England 1623 Founding of Avalon, Newfoundland 1625 Jesuits arrive in Quebec to begin missionary work among the Indians 1627 War breaks out between England and France The Company of One Hundred Associates is founded, by Cardinal Richelieu, to establish a French Empire in North America. Champlain surrenders Quebec to Kirk brothers from England. (Port La Tour, N.S., is the only part of New France to avoid capture by English.) 1630 The first French schools are founded in Quebec by religious orders. 1631 Foxe explores the Artic looking for the North West passage 1631 Thomas James sails into Hudson Bay and discovers James Bay which is named after him Treaty of Saint-Germainen-Laye returns New France to French 1634 The Huron Nation is reduced by half from European disease (smallpox epidemic, 1639) 1634 Nicolet discovers Lake Michigan 1635 Founding of the French Academy; the Jesuit college at Quebec Champlain dies in Quebec, December 25, aged about 65. 1637 Kirke is named the first governor of Newfoundland 1638 Placentia Newfoundland is founded 1639 Grant of Batiscan; Jesuits found Ste. Marie among the Hurons 1639 The first Ursulines reach Quebec 1640 Discovery of Lake Erie 1642 Ville-Marie (Montreal) is founded by Paul de Maisonneuve. 1643 Three settlers killed in first of countless Iroquois attacks on Ville-Marie on June 9th. 1644 The founding of the Hotel-Dieu in Montreal 1645 The Hotel-Dieu Hospital in Ville-Marie, founded by Jeanne Mance, is completed. 1648 The First Council of New France is held 1649 The Iroquois disperse the Huron nation (1648-49) War between the Huron and Iroquois confederacies leads to the destruction of the Huron nation. The Iroquois begin raids on New France. The Jesuit Father Jean de Brebeuf is martyred by the Iroquois at St-Ignace on March 16th. The Iroquois disperse the Huron nation (1648-49) 1651 Jean de Lauzon is appoint Governor of New 1654 Sedgwick seizes Port Royal 1657 Arrival of the Sulpicians in Canada 1657 Pierre d’Argenson becomes Governor of New France 1658 First girls school in Montreal 1658 Francois de Laval made Apostolic Vicar of New France 1659 Francois de Laval arrives at Quebec as de facto bishop of New France on June 6th 1660 Iroquois attack Dollard des Ormeaux near Carillon, Que. On May 2nd 1661 D’Avaugour becomes the Governor of New France. Radisson and Des Groseilliers explore to Hudson Bay 1662 Thomas Temple is appointed Governor of Nova Scotia 1663 King Louis XIV decides to rebuild New France. He sends a governor and troops to protect the colony, and intendant (Jean Talon) to administer it, and settlers to increase its population. 1665 With New France under the personal control of Louis XIV, Jean Talon arrives at Quebec on September 12th, as first intendant. 1666 Fort Temple is founded as an English stronghold. Carignan-Salieres Regiment leaves Quebec, September 14th, on raids into Iroquois territory that will end Iroquois harassment of New France for 23 years. 1668 English Ketch Nonsuch reaches Rupert River in James Bay on September 29th, where crew will build first Hudson's Bay Company post. 1669 Lake Erie discovered. 1670 On May 2nd, Hudson's Bay Company receives royal charter in London, giving it exclusive trading rights to vast territory drained by rivers the flow into Hudson Bay. The Hudson's Bay Company, Canada's oldest business enterprise, is founded by the British, primarily as a fur trading enterprise (it still exists today as a major Canadian department store chain). 1671 Founding of Fort Albany on the Hudson Bay

1672 The Hudson Bay Company is charter by King James of England Frontenac becomes the Governor of Quebec Albanel completes an overland trip to Hudson Bay 1673 Moose Factory and Fort Monsoni are founded. Jolliet and Marquette reach the Mississippi. Foundation of Cataraqui (Kingston) On July 12 Frontenac awes restless Iroquois at Kingston, Ontario. 1675 Founding of Fort 1679 Sieur Du Lhut lands at present day Duluth. La Salle sails in Griffon. Griffon lost on return trip. 1680 Founding of the Comedie Francaise 1682 La Salle reaches the mouth of the Mississippi and on April 9th, claims Louisiana for France. La Barre becomes the Governor of Quebec Rene-Robert Cavalier de La Salle reaches the mouth of the Mississippi, and claims for France all the land through which the river and its tributaries flow. 1685 Denonville becomes the Governor of Quebec 1686 John Abraham explores the Churchill River Moose Factory and Rupert fall into French hands 1689 Frontenac begins his second term as vieregal. Abenaki Indians seize Pemaquid Kelsey explores the North for the Hudson Bay Lachine Massacre of August 5th starts new series of Iroquois raids. 1690 Frontenac victorious on October 21st as Sir William Phips lifts four-day siege of Quebec. 1692 Madeleine de Vercheres defends family fort against Iroquois on October 22nd. 1693 The English retake Fort Albany from the French 1694 The Tartuffe affair at Quebec 1694 Iberville seizes York 1696 Iberville’s campaign in Newfoundland 1696 On July 4th, Frontenac and 2,000 men leave Montreal on raid that will permanently end Iroquois harassment of New France. 1697 Callieres becomes the administrator of Canada First settlement at Moncton, New Brunswick Iberville in Pelican wins control of Hudson Bay on September 5th. 1698 Thomas Savery patents his “steam engine” 1699 End of the Iroquois. 1700 Horses come to the northern plains, and the region's Native people become nations on horseback. An Ojibwa band known as the Mississaugas had driven all others from the area of the Credit River. 1701 Cadillac at Detroit 1701 Treaty of peace with the Iroquois Confederacy is signed. Iroquois sign lasting peace with New France on August 3rd. 1702 Having begun in Europe in1701, The War of the Spanish Succession spreads to North America (Queen Anne's War) in Acadia and New England. Leake ravaged French Newfoundland 1703 Vaudreuil becomes Governor of Quebec and Beauharnois becomes Intendant 1704 New flood of card money in Canada. 1705 J Raudot becomes the Intendant of Canada 1706 Opening of Montreal’s public marketplace 1707 Denis Papin constructs his first steamboat 1708 St. Johns falls into French hands 1710 Montreal's public marketplace opens. Port Royal surrenders for the last time to the English on October 12th. 1711 Abortive invasion of New France. 1713 On April 11th. The Treaty of Utrecht ends Queen Anne's War, confirming British possession of Hudson Bay, Newfoundland and Acadia (except l'Ile- Royale [Cape Breton Island]). France starts building Fort Louisbourg near the eastern tip of I'Ile-Royale. 1715 Beginning of the ginseng boom. 1717 Construction begins on Fortress Louisbourg. 1718 The foundation of New Orleans.

1720s French establish a trading post at the mouth of the Credit River. 1720 Fort Rouille founded on the site of Toronto. 1721 Scroggs looks for a North West passage, while Richard Norton explores by land 1726 Beauharnois becomes Governor . 1726 The first English school in Newfoundland is established, known as "the school for poor people". 1729 Reorganization of Newfoundland by the English 1730 The Mississauga drive the Seneca Iroquois south of Lake Erie. 1731 The La Vérendrye family organize expeditions beyond Lake Winnipeg and direct fur trade toward the east. They are the first recorded Europeans to sight the Canadian Rockies from the East. Gilles Hocquart becomes the Intendant of New France 1736 The Beauce country opened for settlement 1737 Opening of the north shore road from Quebec to Montreal. Grey Sisters founded in Canada Opening of the North shore road from Quebec to Montreal 1738 Opening of the St. Maurice Ironworks; founding of Port La Reine (Portage La Prairie) and Fort Rouge (Winnipeg, Manitoba). 1740 The Mandan Indians west of the Great Lakes begin to trade in horses descended from those brought to Texas by the Spanish. Itinerant Assiniboine Indians bring them from Mandan settlements to their own territories southwest of Lake Winnipeg. 1743 Discovery of the Rocky Mountains. Louis-Joseph, son of Pierre de la Verendrye, explores westward in search of the "Western Sea", crossing the plains almost to Rocky Mountains. 1744 Having begun in Europe in 1770, The War of the Austrian Succession spreads to North America (King George's War). Duvivier seizes Canso but fails at Annapolis 1745 Fortress Louisbourg surrenders to the English on June 15th (but will be handed back three years later). 1747 La Galissoniere becomes Governor of New France 1748 Bigot becomes Intendant of New France Louisbourg and l'Ile-Royale are returned to France by the Treaty of Aix-La-Chapelle. - 1749 The British found Halifax on June 21st as a naval and military post; about 3 000 people settle there in one year. 1750 Fort Beausejour is built by the French - Fort Lawrence is built by the English The Ojibwa begin to emerge as a distinct tribal amalgamation of smaller independent bands. German immigrants begin to arrive in numbers at Halifax. 1752 Canada's first newspaper, the Halifax Gazette, appears in March. 1753 Lunenburg, Nova Scotia, is founded. 1754 Fort Necessity capitulates 1754 Beginning of the French and Indian War in America, though not officially declared for another two years Fort Duquesne is constructed. Jumonville is killed on the Ohio. Anthony Henday explores the west. Wilkinson’s first steel mill at Bradley 1755 The expulsion of the Acadians in July by the British begins; 6 000 to 10 000 Acadians were driven from their homes. 1756 The Seven Years War between Great Britain and France begins, fought partly in their North America colonies. The Marquis de Montcalm assumes a troubled command of French troops in North America and proceeds to capture Fort Oswego. 1757 Fort William Henry falls 1758 Louisbourg surrenders to the English on July 26th, for second time. (Now it will be destroyed) 1758 In July French troops, under the command of Louis-Joseph de Montcalm, win victory over the British at Carillon (Ticonderoga). 1759 At the Battle of the Plains of Abraham, September 13th, Quebec falls to the British, outside Quebec City, depriving France of her North American empire. Both commander, Wolfe and Montcalm, are killed. 1760 Nova Scotia townships of Chester, Dublin, Liverpool, Cornwallis, Campbelton and Kentville are formed The British Conquest is assured when Levis wins the battle of St Foy. General James Murray is appointed first British military governor of Québec. September Montreal and all of New France surrenders to the English on September 8th. 1763 Alliance of Native nations under Pontiac, chief of the Ottawa, makes war on the British, seizing many forts and trading posts. Treaty of Paris, February 10th, seals the fall of New France. New France is renamed "Quebec" and formally delivered to England by the Treaty of Paris. 1764 Murray becomes civil governor of Québec, but his attempts to appease French Canadians are disliked by British merchants. 1768 Guy Carleton succeeds Murray as governor of Québec. 1769 Prince Edward Island, formerly part of Nova Scotia, becomes separate British colony. 1770 Samuel Hearne, guided by Chipewyan leader Matonabbee, explores in a two-years voyage the Coppermine and Slave rivers and Great Slave Lake. He is the first white man to reach the Artic Ocean overland. 1772 The Hudson's Bay Company opens Cumberland House on the Saskatchewan. 1773 Scottish settlers reach Pictou, Nova Scotia, aboard the Hector.

1774 Quebec Act is passed on June 22nd, by British Parliament, recognizing the French Canadian's right to preserve their language, religion, and civil law. The Act's geographical claims were so great that it helped precipitate the American Revolution. 1775 The American Revolution begins gaining independence from Great Britain for the Thirteen Colonies. The people of Quebec, Nova Scotia, and Prince Edward Island decide against joining the revolution. On December 31st, American invaders under General Montgomery assault Quebec. The city is under siege until spring, when British reinforcements drive the Americans away. 1776 The fur traders of Montreal band together in the North West Company to compete with the traders of the Hudson's Bay Company. On May 6th, under Carleton, Québec withstands an American siege until the appearance of a British fleet. Carleton is later knighted. 1778 Captain James Cook explores the Pacific Coast from Nootka, Vancouver Island, to the Bering Strait. 1783 In the area around the mouth of the Saint John River in Nova Scotia, around 40,000 thousand United Empire Loyalists arrive to settle, with some heading on to Quebec. First Loyalists land at Saint John, N.B. On May 18th. Loyalists are identified as those American colonists of British, Dutch, Irish, Scottish and other origins, and others who had remained loyal to their King during the American Revolution and were behind British lines by 1783. (Those who arrive after 1783 are called Late Loyalists.) Pennsylvania Germans begin moving into modern-day southwestern Ontario, then southwestern Québec. The American revolutionary war ends. In Montréal and Grand Portage (in present-day Minnesota), the North West Company is formed by a group of trading partners. Most settle in Nova Scotia, Quebec, and New Brunswick. Three thousand Black Loyalists settle near Shelburne, Nova Scotia. The border between Canada and the U.S. is accepted from the Atlantic Ocean to Lake of the Woods. 1784 On August 16th, Province of New Brunswick formed. After helping the British during the American Revolution, the Iroquois are given two land grants. Thayendanegea (Joseph Brant) settles his followers at the Six Nations Reserve, near Brantford. 1785 The city of Saint John, N.B. is incorporated. Fredericton opens a Provincial Academy of Arts and Sciences, the germ of the University of New Brunswick. 1789 At the behest of the North West Company, Alexander Mackenzie journeys to the Beaufort Sea, following what would later be named the Mackenzie River. 1791 With western Québec filling with English-speaking Loyalists, the Constitutional Act of 1791 divides Québec into Upper and Lower Canada (modern-day Ontario and Quebec). 1791 On June 19th, Province of Lower Canada (Quebec) and Upper Canada (Ontario) formed. The Constitutional Act of 1791 set aside Clergy Reserves, tracts of land in Upper Canada reserved for the support of "Protestant clergy" 1792 Captain George Vancouver starts summer voyages to explore the coast of mainland British Columbia and Vancouver Island and on August 28th, Captains Vancouver and Quadra meet at Nootka Sound to settle British and Spanish claims to the Pacific coast. 1793 By canoe and on foot, Alexander Mackenzie crosses the Rocky Mountains and the Coast Range, reaching the Pacific Ocean on July 22. 1793 York (now Toronto) is founded on August 27th, by John Graves Simcoe, Lieutenant-Governor of Upper Canada. 1793 Alexander Mackenzie, first man to cross North America north of Mexico, records his arrival at the Pacific on a rock near Bella Coola, B.C. On July 22nd. 1794 An American diplomat, John Jay, oversees the signing of Jay's Treaty (Nov. 19) between the U.S. and Britain. It promises British evacuation of the Ohio Valley forts and marks the beginning of international arbitration to settle boundary disputes. 1796 York becomes the capital of Upper Canada. 1797 Having worked for the Hudson's Bay Company since 1784, David Thompson joins the North West Company as a surveyor and mapmaker, eventually surveying hundreds of thousands of square miles of western North America. Americans launch their first lake schooner, the Washington, on Lake Erie near Presque Isle. 1798 A new fur-trading company is formed to compete with the North West Company. Confusingly called the New North West Company, it is nicknamed the XY Company from the way it differentiates its bales from those of its competitor. Northwest Fur Company build lock at Sault Ste. Marie, Canada. Lock is 38 ft x 8 3/4 ft with 30 inch depth over sills. First permanent structure in the Credit Valley area, the “Government Inn” was constructed. 1800 Lake trade expands until by 1817 there are some 20 merchant vessels on Lake Erie. 1802 Mackenzie is knighted and becomes a member of the XY Company. 1803 The XY Company is reorganized under Mackenzie's name. First paper mill established in Lower Canada, producing paper from cloth rags. 1804 The earliest Fraktur paintings appear in Lincoln county, Ontario. The XY Company is absorbed by the North West Company. 1806 Le Canadian, a Québec nationalist newspaper, is founded.

1806 British government purchased the land in the "Mississauga Tract". Area open for settlement thanks to survey by Samuel Wilmot. Philip Cody arrives and settles area known today as Dixie. 1807 Slavery is abolished in British colonies. Fulton sails Hudson River in first steamboat. “Cherry Hill” estate built by Jane and Joseph Silverthorn. 1808 Simon Fraser travels the Fraser River for 1360 km to reach the Pacific Ocean on July 2. Warren Clarkson settles in the area. 1809 Mailing a letter to New York six shillings. 1811 Lord Selkirk plans a settlement of Highland Scots in Red River area, near present site of Winnipeg. First settlers arrive at Hudson Bay in the fall of 1811. Nor' Western David Thompson reaches the mouth of the Columbia River on July 15th.. 1812 The War of 1812, between the United States and Britain begins. United States declares war on Britain on June 18th (the War of 1812). On August 12th, Detroit surrenders to British general Isaac Brock and Tecumseh, leader of the Native nations allied to Britain. Americans defeated (but Sir Isaac Brock killed) in the Battle of Queenstown Heights, October 13th. Selkirk settlers reach Winnipeg September 12th. 1813 Perry’s victory on Lake Erie gives US rights to all Great Lakes. On April 27th, Americans capture Fort York at present-day Toronto. On June 22nd, Laura Secord overhears American troops planning an attack, and walks 32 km, crossing enemy lines, to warn Colonel James FitzGibbon. Seventeen days earlier, scout Billy Green had revealed details of American troop positions. Both reports lead to British victories. On June 23rd, Beaver Dam is Canadian victory, the latter in part due to Laura Secord and Billy Green. On June 5th, The Battles of Stoney Creek is Canadian Victory On Sept 10th, The Battles of Put-in-Bay, Lake Erie is Amercian Victory. 1813 On Oct. 5th, Battle of Moraviantown which is an American victory and is also known as the Battle of the Thames, British supporter and Shawnee Indian Chief Tecumseh is killed. On Oct. 25th, the Battles of Chateauguay with mostly French- Canadian soldiers is a Canadian Victory over larger Amercian forces. On Nov. 11th, Crysler's Farm, near Morrisbourg, Ont., with English-Canadian soldiers is a victory over larger American troops. 1814 On December 24th, Treaty of Ghent ends the War of 1812, returns captured territory to the Americans. Dixie Union Cemetery is established. 1816 Ten post offices in Lower Canada and nine in Upper Canada. On June 19th, Métis and a few Indians Massacre Selkirk settlers at Seven Oaks (Winnipeg) 1817 First two lake steamers, Frontenac and Ontario, are launched on Lake Ontario. The Rush-Bagot agreement limits the number of battleships on the Great Lakes to a total of eight. 1818 The 49th parallel becomes accepted as the border between the US and Canada from Lake of the Woods in Ontario to the Rocky Mountains. 1819 On September 26th, Edward Parry anchors for a 10 month stay off Melville Island, (He is the first searcher for the Northwest Passage to winter the artic by Choice.) Chinguacousy Township is surveyed by a team led by Richard Bristol. First settlers arrive in the area. Clarkson builds General Store, Post office and his homestead. 1820 Second purchase of land from the Mississaugas. Lakeshore Road opened, it was of corduroy construction. 1821 The Lachine Canal is completed. On March 26th, Hudson's Bay Company absorbs North West Company. Centre Road opened providing north and south travel. Local citizens have to maintain it. 1822 Louis-Joseph Papineau, a member of the legislative assembly since 1814, travels from Montréal to England to oppose an Act of Union identifying the French Canadians as a minority without language rights. The act is not passed in the British Parliament. Thomas Racey buys the block of land that will someday become Erindale. The village of Cheltenham is founded. Charles Haines receives the Credit Valley areas first Crown land grant. 1823 Bridge built across the Credit River just north of Street's mills. 1824 The first Welland Canal is completed, partly in response to American initiatives in the Erie Canal. 1825 Erie Canal completed by the State of New York providing waterway between Buffalo on Lake Erie and Albany on the Hudson River, the greatest single transportation factor in early settlement of the lake region and growth of lake navigation Work on Welland Canal starts. Fort Gratiot Light, first on Lake Huron. On October 7th, Miramichi Fire kills more than 160 persons and consumes 6,000 square miles of forest in New Brunswick. Settlers establish “Tubtown”, now Belfountain.

1826 Royal engineer Col. John By builds the Rideau Canal. On June 6th, Reform editor William Lyon Mackenzie's printing shop in York is wrecked by Family Compact members Rev. Peter Jones builds a village called the "Credit Mission". Travellers had to portage between Montreal and Kingston. 1827 Log construction grist mill built and operated by C. Haines in Cheltenham. Thomas Racey sells his land to settlers and they start the village of “Toronto”. 1828 George Laidlaw is born in Sutherland (now part of Highland), Scotland on Feb. 28. 1829 Testing of George Stephenson's “Rocket” on the Liverpool and Manchester Railway is a success. The system of Concession Roads is adopted and surveys started. On June 6th, Shawnandithit, the last of the Beothuks, dies at about age twenty-eight in St. John's, Newfoundland. 1830s Proposal for railways begins in Upper Canada. 1830 Escaped slaves Josiah and Charlotte Henson and their children journey north from Maryland to Canada. The Henson's later help found a community of ex-slaves called Dawn, near Dresden, Ontario. First steam railway in Canada from Cape Diamond to the Citadel of Quebec City. Bradley house is built in Clarkson. 1832 The Rideau Canal, built by Colonel John By, opens; the community of Bytown (later Ottawa), grows out of the camp for the canal workers. June Immigrants with Cholera land at Quebec. By September the disease will kill 3,800 there 4,000 in Montreal. 1832 On May 21th, British troops kill three French Canadians in street riot following Patriot by-election victory. 1834 William Lyon Mackenzie becomes the first mayor of Toronto. 1834 York is renamed Toronto. 1834 Thomas Russel Esq. settles in Williamstown (now Alton). Mr. John Elliott applies the name Brampton to the land. Village plan for Port Credit laid out. 1835 On March 3rd, Reform newspaper publisher Joseph Howe's oratory wins him acquittal on a libel charge and establishes freedom of the press. 1836 The first railway in Canada opens, running from La Prairie to St. John's, Quebec. On July 12th, Canada's first railway, the Champlain and St. Lawrence, starts service between Laprairie and Saint-Jean, Que. Jacob Cook, operater of the first stagecoach mail service names village of Cooksville. Dundas Street was macadamized, set up as a toll road and managed by special “trustees''. 1837 Along with a general feeling that the government was not democratic, the failure of the executive committee to maintain the confidence of the elected officials leads to violent but unsuccessful rebellions in Upper and Lower Canada. The leaders, W.L. Mackenzie (Reformers) and Louis-Joseph Papineau (Patriotes), both escape to the U.S. St. Peter's Anglican Church built atop a hill in “Springfield”. On November 23rd, Patriot rebels defeat British troop at Saint-Denis, Que. On November 25th, British troops defeat Patriots at Saint-Charles, Que. On December 5th, Mackenzie and Upper Canada rebels marching on Toronto are stopped by a militia ambush. On December 7th, Upper Canada rebels scatter after militiamen attack and burn Montgomery's Tavern (rebel headquarters) On December 14th, Patriots crushed by British troops at Saint-Eustache, Que 1838 Lord Durham comes to Canada as governor. He recommends that the governments of the colonies should be chosen by the people's elected representatives. 1839 Lord Durham's report recommends the establishment of responsible government and the union of Upper and Lower Canada to speed the assimilation of French-speaking Canadians. Territorial disputes between lumbermen from Maine and New Brunswick lead to armed conflict in the Aroostook River valley (the Aroostook War). The Erie and Ontario opens and is the first “railway” in Upper Canada. “The Anchorage” is built in Clarkson. On January 31st, Durham Report urges responsible government and political union for Lower and Upper Canada, and assimilation for French Canadians. 1840 Britannia - the first ship of the Cunrad Line, founded by Samuel Cunrad of Halifax - arrives in Halifax harbour with transatlantic mail. 1840 A Canadian Company comes up with idea of plank road in the Huron Tract. 1841 The Act of Union unites Upper and Lower Canada (which became Canada West and East) into the Province of Canada, under one government, with Kingston as capital. Upper and Lower Canada are united through the Act of Union. Volney B. Palmer opens the first American advertising agency, in Philadelphia. On February 10th, Upper Canada becomes Canada West, and Lower Canada becomes Canada East: they are united into Province of Canada

1842 Charles Fenetry of Sackville, New Brunswick, discovers a practical way to make paper from wood pulp. Today the pulp and paper industry is Canada's largest manufacturing industry, and Canada exports more pulp and paper than any other country in the world. In August The Independent Order of Odd Fellows breaks from the Manchester Unity, soon opening lodges in Montréal and Halifax. The Webster-Ashburton Treaty ends the Aroostook War, settling once and for all the Maine-New Brunswick border dispute. Acton becomes a village. 1843 James Douglas of the Hudson's Bay Company founds Victoria and Vancouver Island. On March 15th, Work starts on the Vancouver Island HBC post that will become Victoria. 1844 Amnesty in Montréal provides for Papineau's return. 1845 First tavern in Cheltenham opened by C. Spence. Sir John Franklin and his crew disappear in the Arctic while searching the Northwest Passage. Government takes over control of all toll roads. 1846 Geologist and chemist Abraham Gesner of Nova Scotia invents kerosene oil and becomes the founder of the modern petroleum industry. Erin Post Office and “Hillsborough” established. Congregationalists built the first church in Williamstown (now Alton). On June 15th, Oregon Treaty sets the 49th parallel as the western Canada/U.S. boundary. 1847 Mississaugas are relocated to a reserve in the Grand River Valley near Hagersville. On May 24th, Lieut. Graham Gore's sledge party leaves the icebound ships of the Franklin Expedition to seek the last link in the Northwest passage. 1848 Two distilleries in operation, one provides Cheltenham Wheat Whiskey The so-called Great Ministry of Robert Baldwin and Louis-H. Lafontaine outlines the principles of responsible government in the Canadas. The Maritimes are brought into the plan by Howe, then a reform-minded member of the House of Assembly. War between Mexico and the United States. On April 22nd, Franklin expedition ships Erbus and Terror abandoned. All 130 expeditions members will perish. On March 11th, The Province of Canada's first responsible government by party - the Great Reform ministry led by Louis- Hippolyte Lafontaine and Robert Baldwin - takes office. Reform Ministry led by Louis-Hopolyte LaFontaine and Robert Baldwin-takes office. 1849 An Act of Amnesty provides for W.L. Mackenzie's return from exile in the U.S. The boundary of the 49th Parallel is extended to the Pacific Ocean. Parliament passed a Road Companies Act to oversee planking of roads. Governemnt passes the “Guarantee Act” now known as the “Railway Act” passed. California gold rush begins. On April 25th, English Tory mob burns the parliament buildings in Montreal after Governor General Lord Elgin signs the rebellion Losses Bill. 1850 The site of By's headquarters during the construction of the Rideau Canal is incorporated as Bytown. Plains Indian culture is at its height, sustained by the use of horses and the exploitation of large game. Roads sold to private companies. Regular stage line begins operating on Lakeshore Road in the winter. 1851 Canada's first postage stamp is issued, a three-penny stamp with a beaver on it. Britain transfers control of the colonial postal system to Canada. On May 23rd, Province of Canada issues British North America's first postage stamp. On May 23rd, Marco Polo, to be the fastest ship in the world, launched at Saint John, New Brunswick. Messrs. Shrigley and Farr built a grist mill in Alton Hamilton and Toronto Railway reaches Port Credit. M. Singer and Company takes out its first patent for the Singer Perpendicular Action Sewing Machine. The first issue of the New York Times (under the name "New-York Daily Times") is published. Benjamin Bratt is the first to manufacture and mass-market soap in bar form. 1852 Laval's Séminaire du Québec founds Université Laval, North America's oldest French Language university. The Grand Trunk Railway receives its charter. Tubtown renamed McCurdy’s Village. Grand Trunk incorporated and reaches Brampton. Fire destroys much of Cooksville. First advertisement for Smith Brother's Cough Candy (drops) appears in a Poughkeepsie, NY paper. The two brothers in the illustration are named "Trade" and "Mark." 1853 Thomas J. Bush opens a Post Office in McCurdy’s Village and changes the name to Belfountain.

1853 Cheltenham has three hotels: (1) Henry’s, run by William Henry replacing his tavern, (2) The North American, run by William Allan and (3) The Saville, run by John Saville Brampton becomes a village with a population of 1000. Crimean War breaks out. Boom in wheat exports caused by the Crimean war, this lasts until 1856. U.S. Railroad lines reach west as far as the Mississippi River. 1854 On June 6th, Canada and the U.S. sign a Reciprocity Treaty, ensuring reduction of customs duties. 1855 Bytown is renamed Ottawa. George Laidlaw emigrates to Canada. Post Office opens in Alton with John Meek serving as postmaster. Belfountain becomes a recognized village. 1856 Timothy Eaton opens his first general store, in Kirkton, Ontario. Thirteen years later he opens a tore at the corner of Queen and Yonge in Toronto. The Grand Trunk Railway opens its Toronto-Montréal line. Ottawa becomes the capital of Canada. Grand Turnk commences service between Montreal and Toronto and reaches Brampton. Crimean War ends. 1857 Queen Victoria chooses Ottawa as the new capital of the United Province of Canada. “Benares” is built in Clarkson. Alton and Melville become villages. 1858 The Halifax-Truro line begins rail service. Gold is discovered in the sandbars of the Fraser River. Some twenty thousand miners rush to the area, and it comes under British rule as the colony of British Columbia. Chinese immigrants from California arrive in British Columbia, attracted by the Fraser River Gold Rush. On November 19th, James Douglas, already governor of Vancouver Island, sworn in as governor of British Columbia George Laidlaw marries Ann Middleton on June 10th. 1859 French acrobat Blondin crosses Niagara Falls on a tightrope. On later tightrope walks, he crosses the falls on stilts, blindfolded, and with his feet in a sack. Grand Trunk finishes line from Toronto to Sarnia. 1860s Gravel or macadam replaces planking as a road surface. Second boom in wheat exports caused by the American Civil war. Advertising begins to appear in nationally distributed monthly magazines. 1860 The cornerstone of the Parliament buildings is laid September 1st. 1861 Howe becomes Premier of Nova Scotia. 1862 Mount Allison University accepts the first woman student in Sackville, N.B. On August 21st Billy Barker strikes gold on Williams Creek in the Caribou country of British Columbia. 1863 James W. Tufts builds and patents a soda-fountain machine for use in his Boston drugstore. 1864 Confederation conferences in Charlottetown, Prince Edward Island, September 1-9, and in Quebec, October 10-29. Delegates hammer out the conditions for the union of British North American colonies. (It will settle the fundamentals upon which the British North American Act will be based.) On September 1st, Charlottetown Conference opens to discuss the confederation of British North America colonies. 1865 Dr. Beaumont Dixie has the village of Dixie named his honour. Government once again assumes control of roads. On June 2nd, the Battle of Ridgeway climaxes biggest Fenian raid into Canada. On June 2nd, the Fenians, a group of radical Irish-Americans organized in New York in 1859 to oppose British presence in Ireland, begin a series of raids on Canadian territory in the hopes of diverting British troops from the homeland. The most serious of these was the Battle of Ridgeway, which lent a special urgency to the Confederation movement. On June 9th, Private Timothy O'Hea extinguishes a fire in a boxcar of ammunition at Danville, Que., and wins the only Victoria Cross ever rewarded for an act in Canada. On November 19th, Colonies of Vancouver Island and British Columbia are combined into one colony named British Columbia. On December 4th, the London Conference passes resolutions which are redrafted as the British North America Act. First trans-Atlantic cable laid. 1867 Emily Stowe, the first woman doctor in Canada, begins to practice medicine in Toronto. On March 8th, British parliament passes the British North America Act. On March 29th, The British North America Act is passed by Britain's Parliament, providing for Canada's Confederation.

1867 On July 1st, The Dominion of Canada is created under the British North America Act (BNA Act) passed by the British government. Sir John A. Macdonald becomes the first Prime Minister of the Dominion that included Ontario, Quebec, Nova Scotia and New Brunswick. Within the next six years Manitoba, British Columbia and Prince Edward Island were admitted into the Dominion. George Laidlaw publishes both “Reports and Letters on Light Narrow Gauge Railways” and “Cheap Railways”. Earliest confirmed use of billboards. The magazine Harper's Bazaar premieres. An Act respecting the construction of "The Intercolonial Railway" Grand Trunk Railway Act, 1867 An Act to amend "The Grand Trunk Arrangements Act, 1862," and for other purposes St. Lawrence and Ottawa Railway Act An Act to incorporate the St. Lawrence and Ottawa Railway Company 1868 Railway Act, 1868 An Act respecting Railways Northern Railway Act of 1868 An Act respecting the Northern Railway of Canada An Act to amend the Act for the Incorporation of the North West Navagation and Railway Company Statutes creating the Toronto, Grey and Bruce Railway Company and The Toronto and Nipissing Railway Company are passed. Vanity Fair magazine begins. On April 7th, Thomas D'Arcy McGee, one of the fathers of Confederation and an outspoken enemy of the Fenians, becomes Canada's first assassination victim at the hands of a Fenian. 1869 An Act to confirm and give effect to a certain agreement between the Government of Canada and the Great Western Railway Company. An Act to enable the holders of preference shares in the Great Western Railway Company to convert them into ordinary shares option. The Métis of Red River rebel, under Louis Riel, after their region is purchased by Canada from Hudson's Bay Company. On June 22nd, Canadian Parliament agrees to buy Rupert's Land - All the Hudson's Bay Company territory. On November 2nd, Louis Riel and Métis occupy Lower Fort Garry. The red River Rebellion has begun. 1869 On December 8 th, Riel establishes a legal provisional government in Rupert's Land. 1870 Demand for leather goods leads to the destruction of northern bison herds, which in turn leads to the collapse of the western native economy. As buffalo become scarce, the last tribal war is fought on the Prairies between the Cree and the Blackfoot over hunting territories. The Boardwalk in Atlantic City N.J. is completed. Chesebrough Manufacturing Co., makers of Vaseline, is founded. On March 4th, Thomas Scott executed on orders of Riel. On July 15th, Métis rights recognized, as Manitoba joins Confederation. But Riel will have to flee Canada because of Scott's execution.The new province was much smaller than today's Manitoba. Northwest Territories were created. 1871 The Credit Valley Railway is chartered on February 15. George Laidlaw buys parcel of land on Balsam Lake to construct his estate called “the Fort Ranch”. On July 20th, British Columbia joins Confederation. 1872 Montgomery Ward begins mail order business with the issue of its first catalog. 1873 U.S. Railways cause financial disaster known as the “Crises of 1873”. Cooksville chosen as site for new “Town Hall”. Brampton becomes a town. Toronto, Grey and Bruce reaches Orangeville. Prime Minister Sir John Macdonald resigns as a result of scandal over the partial financing of the Conservative election campaign by the Canadian Pacific Railway Company. On April 2nd, The Pacific Scandal erupts: Prime Minister Macdonald accused of corruption in negotiations over a transcontinental railway. ( His government will be forced to resign.) In May, American whisky traders kill fifty-six Assiniboine in the Cypress Hills of the southern Prairies. The North-West Mounted Police (later the RCMP) is formed to keep order in the new Canadian territories. On July 1st, Prince Edward Island joins Confederation. 1874 Hamilton and Northwestern Railway, arrives in Cheltenham. Anabaptists (Russian Mennonites) start to arrive in Manitoba from various Russian colonies. Feb Riel is elected to the House of Commons but cannot take the seat. Railways standardize the gauge at four feet eight and one-half inches. Brampton has first town election, John Haggert elected as first Mayor of Brampton. On July 26th, Alexander Graham Bell discloses the invention of the telephone to his father at the family home on the outskirts of Brantford, Ontario.

1874 On July 8th, The Mounties leave Fort Dufferin on their march west to wipe out the whisky trade. On October 27th, William D. Lawrence, the biggest wooden ship ever built in the Maritimes, launched at Maitland, N.S. 1875 Jennie Trout becomes the first woman licensed to practice medicine in Canada, although Emily Stowe has been doing so without a license in Toronto since 1867. Riel is granted amnesty with the condition that he be banished for five years. The Supreme Court of Canada is established. June Bell's first functioning telephone is demonstrated in Boston. The Credit Valley Railway work is started in Toronto. The Sholes and Glidden typewriter, made by the Remington Co., is first advertised in New York. Grace Lockhart receives from Mount Allison University the first Bachelor of Arts degree awarded to a woman. 1876 The Toronto Women's Literary Club is founded as a front for the suffrage movement. August Scottish-born Alexander Graham Bell, who has been working on the invention of the telephone since 1874, makes the world's first long-distance call, from Brantford to Paris, Ontario. 1876 On July 1st, The Intercolonial Railway, growing out of the Halifax-Truro line, links central Canada and the Maritimes. On August 3rd, The first intelligible telephone call between two buildings is made groom Brantford, Ont,. To Mount Pleasant, two miles away. On August 10th, The world's first long-distance phone call connects the Bell residence with a shoe and boot store in nearby Paris, Ontario. 1877 Credit Valley Railway arrives in Cheltenham. The provincial legislature creates the University of Manitoba, the oldest University in western Canada. Grand Opening of the Credit Valley Railway in Milton. George Laidlaw floats a bond during the depression and earns name “The Prince of Bonus Hunters.” The Great Railroad Strike of 1877 occurs. The labor unrest spreads across the U.S., affecting freight traffic. The Washington Post newspaper begins publication with a circulation of 10,000, costing 3 cents a paper. On September 22nd, Treaty No.7 cedes the last big section of Prairie land to the government of Canada. 1878 The Conservatives under Macdonald win federal election. Anti-Chinese sentiment in British Columbia reaches a high point as the government bans Chinese workers from public works. 17 September Secret ballot used for the first time in a federal general election. Thomas Edison secures basic patent for a phonograph machine. The American Cereal Co. introduces Quaker Oats as the first mass-marketed breakfast food. 1879 The first organized games of hockey, using a flat puck, are played by McGill University students in Montreal. Before this, hockey-like games have been played on ice with a ball. Credit Valley Railway opens a station at Erindale, Elora and Orangeville. The famed “Credit River Trestle” at Forks of The Credit is constructed. Ivory soap is named, four years after the formula was accidentally discovered at Procter and Gamble. George Eastman patents a process for making dry photographic plates. Frank Woolworth opens his first "five and dime" store. On February 8th, Sandford Fleming proposes the idea of standard time. On March 12th, Macdonald introduces protective tariffs, a transcontinental railway, and immigration to the west in his National Policy. On May 1st Considerable excitement is caused in Madoc, Ont., on account of reported discoveries of gold. On May 2nd. Navigation opens between Montreal and Quebec; steamer Montreal from former arrives at latter port. On May 5th. A carload of vigorite blasting powder, a species of dynamite, 3,750 lbs., explodes in the station-yard of the Grand Trunk Railway at Stratford, Ont., at 10 o’clock a. m., instantly killing two men and seriously injuring a number of others. The explosive was shipped by the Hamilton Powder Company of Beloeil, P. Q., to C. H. Dunbar, Amherstburg, Ont., and was intended for use on the Detroit River tunnel. It arrived at Stratford on Saturday night, and was herd over until Monday morning. In making up a freight- train the car containing the vigorite was struck by another car which caused the explosion. The damage done to property was very great. Of one hundred and twenty eight cars in and about the depot not one escaped without injury, and about forty were so broken up as to be totally useless Where the car containing the explosive stood an immense hole nine feet deep and upwards of seventy feet in circumference was made in the ground; the freight shed, a substantial brick building, was almost entirely demolished, and nearly every house in Stratford was more or less damaged by the force of the explosion, while the sound of the explosion was heard and the concussion felt fifteen miles away. An inquest was held on the bodies of Thomas Dolan and Francis Pigeon, the two men killed, and the jury in their verdict severely censored the Hamilton Powder Company for shipping so dangerous an explosive as ordinary “Blasting Powder”, and also the Grand Trunk Railway for not taking greater precautions in transmitting explosives over their line.

1879 On May 8th. About 1,000 navies on Section 15 of the Canadian Pacific Railway, strike for higher wages, and some of the Volunteer Militia of Winnipeg have to be sent out to Cross Lake to protect the property of the contractor, Mr Whitehead. The strike continues some days, and a compromise is finally arrived at without violence being resorted to. On May 10th. A sad railway accident occurs near Toronto resulting in the death of Mr. James Gooderham, one of Toronto’s wealthiest and most prominent citizens, and the injury of several others. At 2 o’clock in the afternoon, a party of gentlemen from Toronto, most of whom are connected with the Credit Valley Railway Company, left the Union Depot, Toronto, in a special car, to inspect the Credit Valley line. The car was drawn by a Grand Trunk engine as far as the junction of the Grand Trunk with the Credit Valley track, between Parkdale and Carleton, and from thence taken over the new line by an engine belonging to the Credit Valley Company. Returning to the junction about six o’clock the car was left standing on the Credit Valley track awaiting the arrival of the Grand Trunk engine to take it back to the city. While waiting the excursionists were amusing themselves making speeches, when suddenly the Grand Trunk engine came up the track, running at a speed of about fifteen miles an hour; the switch man, Mayne, opened the Credit Valley switch, and in a few seconds the engine ran into the stationary car almost demolishing it. Some of the occupants of the car saw the coming engine in time to jump, and amongst these was Mr. Gooderham, but, unfortunately, he struck against a pile of railroad ties, breaking both legs and receiving such severe injuries that he died on Sunday morning. Nearly all of the excursionists were more or less injured ; Mr. Samuel Beaty had his left leg broken, being the third time that limb has been broken ; Mr. D. P. Conger had three ribs broken and was otherwise bruised ; Mr. Angus Morrison, Q,.C., received a severe contusion of the knee ; Mr. John MacNabb was severely cut and bruised about the head. An inquest was held, and the driver of the engine, John Cross, the switch man Mayne, and the Grand Trunk Railway censured. On May 12th. The electric light was used for the first time in Montreal, the Charnp-de-Mars being illuminated by it for the parade of the Prince of Wales Rifles. On May 19th. The Credit Valley Railway is formally opened from Toronto to Milton, about 30 miles from Toronto, by His Excellency the Governor General, About 10 0’c1ock His Excellency arrives at the Queen St. crossing at Parkdale where u special is in waiting, consisting of four passenger cars and the Inter-colonial Palace car which is being used by the Vice regal party. The train starts ½ past 10 and reaches Milton at noon, snort halts having been made at Cooksville and Streetsville. The train stops at Martin's Park, about half a mile from Milton, and His Excellency as conducted to a covered platform in the grove where about 2,000 people are assembled. Hon. G. W. Allan addresses His Excellency on behalf of the Trustees of the road. giving a brief account of the progress of the road and requesting him to declare it open to Milton. His Excellency makes an appropriate reply and formally declares the road open, after which the party returns to Toronto. 1880 Britain transfer the Arctic, which it claims to own, to Canada, completing Canada's modern boundaries, except for Newfoundland and Labrador. Emily Stowe is finally granted a license to practice medicine in Toronto. The Canadian Pacific Railway recruits thousands of underpaid Chinese Labourers. Orange Jull invents the Rotary snowplow for the Canadian Pacific. 1881 An Act respecting the Canadian Pacific Railway The Ontario and Quebec Railway (OandQR) was incorporated. George Laidlaw retires from the Credit Valley Railway after 10 years as President. James Bonsack develops an efficient cigarette-rolling machine; until this point cigarettes (like cigars) have been rolled by hand. 1883 Augusta Stowe, daughter of Emily, is the first woman to graduate from the Toronto Medical School. The Toronto Women's Suffrage Association replaces the Literary Club of 1876. The Toronto Grey and Bruce is amalgamated with the Ontario and Quebec Railway in July The Credit Valley Railway is amalgamated with the Ontario and Quebec Railway on Nov. 30. Ladies Home Journal and Life Magazine begin publication. 1884 A system of international standard time and official time zones, advocated by Canadian engineer Sir Sandford Fleming, is adopted. 1884 The Ontario and Quebec Railway was leased to the CPR in Jan. The Good Roads Association is formed to set standards for roads. Linotype machine invented, advancing the use of color in printing. Mechanics of the Haggert Machine Works form the Brampton Mechanics Band known today as the Brampton Concert Band. 1885 Louis Riel and the Métis (descendants of marriages between native people and Europeans) clash with the Northwest Mounted Police at Duck Lake and are defeated. Riel is hanged in Regina, Saskatchewan, on November 16, 1885. Riel, who had become an American citizen in Montana in 1883 only to return to Canada in 1884, leads the North West Rebellion. After early victories for the rebels, the rebellion is crushed by troops who arrive on the newly built railway. J.P. Hutton erects the first hydroelectric generating plant in the area, powered by the dam at Huttonville. The Washington Monument is dedicated.

1885 On January 28th, More than 300 voyageurs, the first Canadians to serve in an overseas ways, reach Khartoum after guiding a British a British expedition up the Nile River. On March 18th. Louis Riel proclaims an illegal provisional government at Batoche, Sask. The Northwest Rebellion has begun. On May 2nd, The Métis are defeated at Batoche. On May 12th, Batoche falls, Riel taken prisoner On June 3rd, Crees, and whites led by Mounties, fight the last military engagement on Canadian soil (near Loon Lake, Sask.) On November 7th, The last spike of the transcontinental railway is put in place in the Eagle Pass, B.C. . The last spike of the Canadian Pacific Railway main line is driven at Craigellachie, BC. On November 16th, Riel is hanged in Regina. 1886 Anne Laidlaw dies. Cheltenham's ‘big’ fire, the main business area of wood buildings is leveled including Henry’s Hotel. Vancouver is founded as the CPR's western terminus. Coca-Cola is invented in Atlanta, Georgia by Dr. John S. Pemberton. Cosmopolitan magazine begins. Sears, Roebuck and Company begins mail-order business. 1887 The first provincial Premiers' conference takes place in Québec City. The Liberals choose Wilfred Laurier as leader. Introduction of the "safety bicycle," which had wheels of equal size. 1888 Eastman begins advertising the first hand-held Kodak camera. 1889 George Laidlaw dies on August 6th at age 61. St. Lawrence Starch Works opens. The world's first 24 sheet billboard displayed at the Paris Exposition. 1890 Isaac Shupe invents a curious sheet-metal clothing scrubber that automatically releases soap. March Manitoba Liberals under Thomas Greenway halt public finding of Catholic schools. Springfield renamed to Erindale. The American Tobacco Company is founded, absorbing over 200 hundred rival firms, and gains control of the cigarette and smoking tobacco industries. 1891 Port Credit Brick Yard opens. The precursor organization to the Outdoor Advertising Association of America (OAAA) is created under the name Associated Bill Posters Association of U.S. and Canada. 1891 The City of Toronto establishes the first Children's Aid Society in Canada. 6 June John A. Macdonald dies age 76. 1892 Vogue magazine begins publication. 1893 Lord Stanley, the governor general, donates the Stanley Cup as a hockey trophy. 1893 The National Council of Women of Canada is founded. 24 sheet billboard displayed at the Columbian Exposition in Chicago. 1895 The Yukon is made into a provisional district separate from the Northwest territories. The first US patent for a gasoline powered automobile is given to Charles Duryea. The first American automobile race is run from Chicago to Evanston, Illinois and back. Two out of six cars finish the 54 mile long race, with a winning time of 7 hours, 53 minutes. The winner, Charles E. Duryea, that same year places what may be the first automobile advertisement ever, in The Horseless Carriage. 1896 Liberals under Laurier (the first French Canadian prime minister) win federal election partly on the Manitoba Schools Question, though his compromises are not instituted until 1897. Gold is discover in the Klondike. By the next year, 100 000 people are rushing to the Yukon in hope of getting rich. The economic depression ends. 16 August Gold is discovered in the Klondike. 17 August George Carmack stakes a claim after striking gold on Rabbit Creek in the Klondike. 17 November Clifford Sifton named minister of the interior with the task of filling the Prairies with settlers. 1897 L.T. Snow patents a simple mechanical meat grinder. The Klondike Gold Rush begins along the Klondike river near Dawson City, Yukon. It is not clear who made the actual discovery, with some accounts saying that it was Kate Carmack, while others credit Skookum Jim. In 1898, the population in the Klondike may have reached 40,000, which threatened to cause a famine. 1898 The Klondike Gold Rush is fully under way. The Yukon provisional district is identified as a Territory separate from the Northwest Territories. Doukhobours begin to settle in Saskatchewan. 13 July Province and territories joined Confederation, or were created from existing parts of Canada: Yukon Territory

1898 The Pepsi-Cola formula is created by Caleb Bradham, a New Bern, NC druggist. 1899 Canada's first woman lawyer is Clara Brett Martin. The Boer War in South Africa stars, fought between Dutch Afrikaners (Boers) and the British. Seven thousand Canadian volunteers fight on the British side. On October 30th, The first Canadian troops sent overseas participate in the Boer War in South Africa. Eighty companies are making, or preparing to make, automobiles. On November 28th, Boer War-Battle of Modder River (Tweeriviere); engagement at Carter's Ridge, (Lazarets Hill), Kimberley, Cape Colony On December 10th, Boer War-Battle of Stormberg; engagement at Vaalkop (Surprise Hill), Ladysmith; attack fort near Mafeking On December 26th, Boer War-Skirmish, Game Tree Fort (Platboomfort), Mafeking 1900 Jack Caffery of Hamilton, Ontario, wins the Boston Marathon in 2:39:44. Two other Canadian, Bill Sherring and Fred Hughson, finished second and third. Caffery won again in 1901. Reginald Fessenden transmits the world's first wireless spoken message via radio, and six years later the two-way voice transmission. His credited with the discovery of the super-heterodyne principle, the basis of all modern broadcasting. The Singer Sewing Machine wins Grand Prize for sewing machines at the 1900 Paris Exposition . The first of the famous Brownie Cameras was introduced. It sold for $1 and used film which sold for 15 cents a roll. 1900 Over 4,000 passenger cars are sold in North America. On January 20th, Boer War-Battle of Tabanyama, Natal On January 23rd, Boer War-Battle of Spioenkop, Natal On February 18th, Boer War-The Battle of Monte Cristo, Natal and The Battle of Paardeberg. On February 23rd, Boer War-Battle of Hart's Hill (Terrace Hill), Natal On May 10th, Boer War-Attack on Mafeking On June 25th, Boer War-Skirmish, Leliefontein, Senekal, OFS On December 23rd, Canadian-born Reginald Fessenden makes the first wireless radio broadcast near Washington, D.C., narrowly beating Marconi, who receives the first transatlantic radio message at St. John's, Newfoundland, in the following year. 1901 Henry Ford defeats Alexander Winton (the winner of an earlier road race from Cleveland to New York) in a ten-mile race at Grosse Pointe, Michigan. The publicity from this event persuades Ford to begin constructing new race cars. The Eastman Kodak Company of New Jersey, the present parent company for Kodak, is formed. The Sylvania Electric Company is incorporated. Oldsmobile creates the first assembly line, and with the production of the Curved Dash automobile, Oldsmobile becomes the first mass producer of gasoline cars. King Camp Gillette begins manufacturing the modern safety razor. The Victor Talking Machine Company acquires the American rights to the famous painting of the dog Nipper listening to a phonograph with the caption "His Master's Voice" and begins using the image in advertisements. 1902 Le Roy, the first true Canadian "production car", is built by the Good brothers, Milton and Nelson, in their company in Berlin, Ontario, (now Kitchener) that they founded in 1899. Its name came from the French "le roi", meaning the king. The first symphony orchestra in Canada is created in Quebec City. 19 January Boer War-Attack, concentration camp blockhouseline, Pietersburg. 1903 The first nude demonstrations of the Doukhobours take place near Yorkton, Saskatchewan, to protest governmental policy regarding individual ownership. The Ivanhoe, a popular electric car, is made by Canada Cycle and Motor Co. of Toronto Silver is discovered in Cobalt, Ontario, along with cobalt and nickel. Ontario rapidly became one of the world's leading silver producing districts, yielding more than 18,000 metric tonnes of silver between 1903 and 1989, when the last mine closed. 20 Oct Canada loses the Alaska boundary dispute when British tribunal representative Lord Alverstone sides with the U.S.. Silver is discovered in Northern Ontario. The Wright brothers make their first sustained manned flight at Kitty Hawk, North Carolina. 1904 Canada wins an Olympic gold medal in soccer. Though known more as a country that specialized in hockey, a team from Galt, Ontario, defeated the Americans for gold at the Olympics in St. Louis. Charles Saunders, a native of London, Ontario, developed the Marquis wheat at the Central Experimental Farm in Ottawa. Maturing early than other varieties, this strain of wheat produced larger crops and resisted the cold and strong winds. The Marquis is given credit for bringing prosperity to Canada's prairies.

1904 The "Campbell's Kids" are created by Grace Weidersein. These images are still used in Campbell's Soup advertising with few modifications to the present day. Phonograph rolls, a new use of one of Thomas Edison's inventions for sound recording, become a popular form of entertainment in American homes. 1905 On September 1st, Saskatchewan and Alberta join Confederation. Immigrants rush to settle in the plains, mainly as wheat farmers. 1906 Norwegian Roald Amundsen, in the schooner Gjoa, finds his way through the Northwest Passage to the Pacific. On May 7th, Sir Adam Beck creates the Hydro-Electric Power Commission of Ontario, the largest such company in Canada. On August 31st, Roald Amundsen's Gjoa reaches Nome, Alaska, after becoming the first ship to sail the Northwest Passage. On September 1st, Province and territories joined Confederation, or were created from existing parts of Canada: Alberta, Saskatchewan. Tom Longboat, an Onondaga from the Six Nations Reserve and world runner, won a 20 km race against a horse. 1907 Tom Longboat, wins the Boston Marathon in record time. December Canada Dry Ginger Ale is first bottled. 1908 Anne of Green Gables, by Lucy Maud Montgomery, is published. In the next ninety years the book sells more than a million copies, is made into a television movie, and becomes a popular musical. A branch of the Royal Mint is established in Ottawa, making for the first time coins in Canada. The Parliament passed the Tobacco Restraint Act prohibiting the sale of tobacco to person under 16, and prohibiting them from purchasing or possessing tobacco. Peter Verigin, leader of the Doukhobours since his arrival in Canada in 1902, leads the extremist Sons of Freedom to British Columbia. 1909 Port Credit gains “police village” status. Canada's first powered air flight takes place at Baddeck, N.S. The first Grey Cup game; the University of Toronto football team defeats Toronto Parkdale. A trophy has been donated by the governor general, Earl Grey. The Boundary Waters Treaty between Canada and United States creates the International Joint Commission, which first mission was to investigate the pollution of the Great Lakes in 1912. Its research and advocacy led to the Great Lakes Water Quality Agreement in 1972. The Department of External Affairs is formed. The first Grey Cup is played. The first powered, heavier-than-air flight in Canada is made by J.A.D.McCurdy in the Silver Dart. The biplane flew almost a kilometer. On February 23 rd, J. A. D. McCurdy makes the first manned flight in the British Empire, at Baddect, N.S. On July 1st, Joseph-Elzear Bernier affirms Canadian sovereignty in the High Artic by erecting a plaque on Melville Island. 1910 Laurier creates a Canadian navy the Naval Service Bill. William Gibson built the first aircraft engine in Canada in Victoria, BC. It produced fifty-five horsepower and was installed in the Gibson twin plane, the first one in North America to use contra rotating propellers. On May 4th, Royal Canadian Navy formed. 1911 The last Dominion of Canada four-dollar notes were issued, being replaced by the five-dollar notes in 1912. Legislation was passed authorizing the striking of the silver dollar, Canada's first dollar coin, and two patterns for 1911 dollars were struck in silver. A proposal for free trade between the United States and Canada is rejected in a fiercely contested general election. The Liberal government, under Wilfrid Laurier, is replaced by a Conservative government led by Sir William Borden. Robert Borden and the Conservatives win federal election, defeating Laurier on the issue of Reciprocity. 1912 A botanist, Carrie Derrick, is Canada's first woman professor, at McGill University. 1913 Vilhjalmur Stefansson leads a Canadian expedition to the Arctic, and explores the North by deliberately drifting on ice floes. 1914 Annie Langstaff was the first woman to graduate with a law degree in Quebec. She was not able to practice, though, because Quebec Bar refused to admit her, who end up working as a legal clerk. 1915 Lakeshore Highway paved.

Appendix B: CVR Right-of-Way 1883 Data taken from the “Department Of The Interior Bulletin Of The US Geological Survey No. 6, Washington, Government Printing Office” The data below was kindly furnished by H. S. Holt, Esq., chief engineer in 1883.

Mainline Mile Feature Elevation (from Toronto) (feet above Lake Ont) 0 Toronto - Union Station 8 1.9 Start of main line, Junction with Grand Trunk 50 2.25 Parkdale Station 58 2.3 Steel Girder (2) Bridge 60 2.4 Siding to Rubber Factory 62 3.2 Dundas St. 100 4.5 West Toronto Junction 146 6.6 Lambton Station 165 7.4 Humber River 153 8.6 Mimico River 150 8.75 Islington Station (Flag) 155 11.6 Etobicoke River 128 12.2 Pallet Creek 128 12.8 Dixie Station (Flag) 126 14.25 Cooksville Station 146 14.3 Siding to Gravel Pit 144 14.8 Trestle Bridge 153 17.5 Springfield Station (Flag) 229 19.7 Barber's Ravine 246 20.0 Credit River 246 20.4 Trestle Bridge 251 20.5 Streetsville Station 252 21.5 Streetsville Junction Station 305 23.5 Meadowville Station (S. of Derrv Rd.) 319 23.75 Howe Truss Bridge (N. of Derry Rd.) 316 24.75 Credit River - Howe Truss Bridge 313 26.0 Churchville Station (Flag) 357 26.25 Trestle Bridge (N. of Town Line) 357 27.1 Crossing Con. Rd. 2 and 3 Chinguacousy 427 28.2 Crossing Con. Rd. 1 and 2 W. Chinguacousy 449 28.4 Trestle Bridge - Fletchers Creek 460 29.0 Brampton Station 477 29.4 Grand Trunk Railway Crossing 460 31.0 Road Lots 10 and ll 520 32.9 Road allowance Lots 15 and 16 558 33.75 Edmonton Station (Flag) ½ M. W. of Snelgrove 591 34.9 Trestle Bridge - Approx. Lot 20 609 35.5 Trestle Bridge Lot 22n Con. 1 W. and Hurontario 622 35.8 Road allowance Lot 22and 23 634 36.2 Trestle Bridge - Between Con. 1 W. and Hurontario 647 36.6 Trestle Bridge 665 37.1 Road Allowance Con. 1 and 2 683 37.75 Road Lots 27 and 28 Flag Station 694 38.4 Road Allowance Con. 2 and 3 690 38.75 Cheltenham Station (Flag) 690

39.8 Trestle Bridge – ¼ M. N. Cheltenham Station, Rd. 676 40.3 Trestle Bridge - Rd. Allowance Con. 2 and 3 661 40.5 Boston Mills Flag Station 651 40.5 Rd. allowance Lot 32-33 (Boston Mills) 651 41.1 Credit River Bridge - Just N. of Townline Road 629 41.6 Sligo Junction Station - Jct. N.andN.W. Railway 672 42.9 Trestle Bridge 710 43.2 Trestle Bridge 728 43.3 Con. Rd. 1 and 2W Caledon 733 43.5 Trestle Bridge 742 44.3 Con. Rd. 2 and 3W. Caledon 781 45.2 Trestle Bridge 781 45.5 Forks of Credit Trestle - W. Branch Credit River 861 45.5 Forks of Credit Bank - W. Branch Credit River 761 45.7 Forks of Credit Station (Flag) 861 46.0 Trestle Bridge 854 46.2 Rd. Allow. Lots 10 and 11; Caledon 866 47.0 Trestle Bridge 914 47.2 Trestle Bridge - South of Church's Mills 962 47.9 Rd. Allow. Con. 3 and 4 980 48.3 Cataract Station (Church's Fa1ls) Junction of Elora Branch 1013 49.0 Trestle Bridge 1050 51.0 Road Lots 22-23 1068 51.2 Alton Station 1066 51.7 Trestle Bridge - over Credit River tributary 1049 52.5 Road Allow. Con. 2 and 3 1066 52.8 Howe Truss Bridge - Credit River S. of Melville 1066 53.3 Crossing T.G.andB. Railway 1078 53.4 Melville Cross 1078 53.7 Trestle Bridge - Credit River N. of Con. Rd. 1074 55.1 Trestle Bridge - Credit River Con. 1W Caledon 1084 55,8 Trestle Bridge - Credit River Con. 1W Caledon 1081 56.4 Town Line Con. 1 W. Caledon 1000 56.7 Orangeville Station 1111 56.8 End of Rail 1000

St. Thomas Branch 21.5 Streetsville Junction Station 305 21.8 Pile Bridge 299 22.1 Pile Bridge 299 23.0 Trestle Bridge 343 24.8 Boundary between Toronto and Trafalgar Twp;. 426 25.0 Trafalgar Station (Flag) 437 27.7 Hornby Station (Flag) 402 28.2 Iron Girder Bridge 386 28.4 Pile Bridge 380 28.7 Pile Bridge 376 32.2 Milton Station 416 30.5 Hamilton and Northwestern Crossing 413 30.9 Trestle Bridge 413 34.4 Boundary between Trafalgar and Nassagaweya 431 35.2 Trestle Bridge 522 35.3 Robinson Siding 527 35.4 Trestle Bridge 532

36.0 Trestle Bridge 572 36.1 Christies Siding 576 36.2 Trestle Bridge 511 36.9 Overhead Bridge 613 37.0 Trestle Bridge 662 37.4 Trestle Bridge 680 38.1 Campbellville Station 682 38.2 Pile Bridge 692 39.4 Pile Bridge 707 39.7 Pile Bridge 707 39.8 Siding Gravel Pit 707 39.9 Pile Bridge 707 40.3 Pile Bridge 707 40.7 Boundary between Nassagewaya and E. Flamboro 734 42.0 McRae's Station (Flag) 727 42.1 Trestle Bridge 720 43.2 Boundary between E. Flamboro and Puslinch Twp. 742 43.6 Trestle Bridge 742 44,5 Trestle Bridge 719 44.7 Trestle Bridge 722 45.0 Schaw Station 739 45.3 Gravel Pit 739 47,2 Wellington Siding 710 51.6 Trestle Bridge 742 52.0 Leslies Station (Flag) 750 53.5 Boundary between Beverley and Puslinch Twps. 747 54.0 Gettes Trestle Bridge 747 54.7 Overhead Bridge 739 56.5 Mill Creek 685 56.7 Great Western Railway Crossing 698 57.2 Galt Station 659 57.4 Grand River 616 57.7 Grand Trunk Railway Crossing 680 58.1 Trestle Bridge 694 58.2 Trestle Bridge 700 59.0 Overhead Bridge 747 61.1 Trestle Bridge 780 62.8 Dumfries Station (Flag) 768 63.9 Cedar Creek 730 65.7 Pile Bridge 719 67.0 Trestle Bridge 722 67.3 Ayr Station 718 67.4 Robson Siding 724 68.0 Nith River 698 70.0 Trestle Bridge 687 71.7 Trestle Bridge 678 72.8 Wolverton Station (Flag) 715 74.1 Grand Trunk Railway Crossing 763 74.2 Drumbo Station 766 76.8 Horner's Creek 715 78.3 Blandford Station (Flag) 725 78.5 Boundary between Blenheim and Blandford Twps. 717 80.7 Log Siding 723 81.1 Thames River 721 81.2 Boundary between East Zora and Blandford Twps. 695 81.3 Innerkip 725

83.1 Boundary between East Zora and Blandford Twp. 695 83.1 Thames River Bridge 695 84.6 Trestle Bridge 694 85.7 Trestle Bridge 700 87.4 P.O. and L.1-1. Railway Crossing 697 87.8 Woodstock Station 700 88.1 Elevator Siding 685 88.3 Boundary between Blandford and Gore of Oxford 680 88.3 Cedar Creek 680 88.5 Hays Siding 678 88.7 Great Western Railway Crossing 678 88.9 Oil Siding 678 92.5 Beachville Station 669 92.7 Trestle Bridge 669 93.1 Pile Bridge 652 94.3 Irving Siding 668 94.7 Anne Scotts Trestle Bridge 652 95.1 Pile Bridge 652 95.3 Trestle Bridge 650 96.0 Pile Bridge 647 96.1 Negro Trestle Bridge 647 96.6 Pile Bridge 630 97.0 Ingersol Station 628 100.0 Siding to Gravel Pit 654 100.6 Boundary between Oxford and Middlesex Cty. 643 102.0 Putnam Station 644 102.9 Reynolds Creek 626 104.0 Pine Creek 692 106.6 Harrietsville Station 700 111.1 Boundary between Middlesex and Elgin Cty. 637 111.5 Kettle Creek 618 112.4 Boundary between South Dorchester and Yarmouth 599 112.8 Belmont Station 599 113.9 Catfish Creek 565 117.6 Salt Creek 546 120.1 Great Western Railway Crossing 538 120.9 Snow Plough Siding 530 121.0 St. Thomas Station, junction with Michigan Central Railroad 527

Elora Branch 0.0 Cataract Station (Church's Falls) 1013 0.6 Church's Siding 1035 0.7 Road Allow. Con. 3 and 4 Caledon 1035 0.9 Road Allow. Cataract to 4th Con. 1030 1.0 Con. Road 4 and 5 Caledon 1034 2.1 Nineveh Siding Con. Rds. 5 and 6 1049 2.8 Gravel Pit Siding - Con. 6 Caledon 1060 3.5 Trestle Bridge - N. Branch of West Credit River 1037 3.7 Con. Rd. 10 and 11 Erin Twp. 1039 4.3 Con. Rd. 9 and 10 Erin Twp. 1044 4.7 Erin Station 1048 5.4 Road Allow. Lots 17 and 18 Con. 9 Erin 1050 5.7 Con. Rd. 8 and 9 Erin 1065 7.7 Road Allow. Lots 20 and 21 Con. 8 Erin Twp. 1154 8.0 Road Allow, Con. 7 and 8. Erin Twp. 1154 8.1 Trestle Bridge - West Credit River Lot 22 Con. 7 1160 8.3 Hillsburg Station 1177 8.7 Gravel Pit 1190 9.0 Con. Road 6 and 7 1202 9.5 Pile Bridge - Lot 24, Con. 6, Erin 1198 10.1 Con. Road 5 and 6 1205 10.8 Road Allow. Lots 27 and 28 1212 11.1 Con. Road 4 and 5 1211 13.0 Orton Station (Flag) 1202 13.1 Trestle Bridge 1203 15.0 Road Allow. Lots 5 and 6 East Garafraxa Twp. 1281 15.1 Con. Road 9 and 10 East Garafraxa Twp. 1281 16.3 Con. Road 8 and 9 East Garafraxa Twp. 1215 17.5 Con. Road 7 and 8 East Garafraxa 1167 17.6 Belwood Station (Douglas) Con. 7 East Garafraxa 1205 18.0 Trestle Bridge 1153 18.5 Con. Road6and7 1118 18.8 Grand River Con. 6 West Garafraxa Trestle Bridge 1118 19.3 Con. Road 5 and 6 West Garafraxa Twp. 1121 20.3 Con. Road 4 and 5 1136 20.6 Spires Station (Flag) 1286 20.8 Trestle Bridge 1143 21.2 Con. Road 3 and 4 1154 22.1 Con. Road 2 and 3 1153 22.8 Con. Road 1and 2 1153 23.9 Trestle Bridge Con. 1 West Garafraxa 1128 24.7 Crossing of Hamilton and Northwestern 1113 25.0 Fergus Station 1110 26.7 Road Allow. Lots 12 and 13 1084 27.3 McMahons Siding Con. 12 Nichol Twp. 1047 27.5 Elora Station Con. 11. Nichol Twp. 1054

Appendix C: Locomotive Roster 1884

The following is the Credit Valley Locomotive Roster as recorded at the time of the take-over by the Canadian Pacific Railway. 1884.

C.V.R. C.P.R. Type Driv. Cylinder Builder Bldr. Year Addenda No. No. Wheel Size No. l 178 4-4-0 69 17x24 Portland 296 1874 RE#l905 - l03 1912 - 7016 Scrap - 1913 2 179 4-4-0 69 17x24 Portland 298 1874 Re#l905-l04 Scrap - 1911 3 191 4-4-0 62 17x24 Brooke 1873 Re.#1905 - 16 Scrap - 1910 4 192 4-4-0 62 17x24 Brooke 1873 Sold 1903 5 193 4-4-0 62 17x24 Brooke 1873 Re#1905 – 17 Scrap – 1910 6 195 4-4-0 63 15x24 Origin Unknown ?? Scrap – 1888 7 ______8 180 4-4-0 62 17x24 Kingston 199 1879 Scrap – 1897 9 ______10 189 4-4-0 69 16x24 Manchester 836 l 880 Scrap - 1899 11 190 4-4-0 69 16x24 Manchester 837 1889 Scrap - 1899 12 ______13 ______14 181 4-4-0 62 17x24 Kingston 237 1881 Scrap - 1897 15 182 4-4-0 62 17x24 Kingston 220 1881 Scrap - l897 16 183 4-4-0 62 17x24 Kingston 225 1882 Scrap - 1899 17 184 4-4-0 62 17x24 Kingston 226 1882 Re#1905 - 43 Scrap – 1909 18 185 4-4-0 69 16x24 Kingston 233 1882 Scrap - 1896 19 186 4-4-0 69 16x24 Kingston 234 1882 Re#l905 - l 3 Scrap – 1908 20 187 4-4-0 69 16x24 Kingston 235 1882 Re#1905 - l4 Scrap – 1910 21 188 4-4-0 69 16x24 Kingston 236 1882 Re#l905 -15 Scrap – 1910 266 194 4-4-0 63 16x21 Origin Unknown ?? Scrap - 1898 584 196 4-4-0 50 16x24 Danforth ?? Scrap – 1888

It is interesting to note that locomotive #1 of the C.V.R. was the last engine to be scrapped by the C.P.R. in 19l3.

Appendix D: Act In Aid Of Railways 1871 Editors Note: It is unclear as to whether or not George Laidlaw had a hand in this act. I was however assented to on the same day as the act to incorporate the Credit Valley Railway.

[Assented to 15th February, 1871.] Preamble: Whereas it is expedient to give aid towards the construction of railways leading to or through sections of the country remote from existing thoroughfares, or passing through thinly settled tracts, or leading to the Free Grant Territory, or to the inland waters; Therefore Her Majesty, by and with the advice and consent of the Legislative Assembly of the Province of Ontario, enacts as follows:

1. “Railway Fund Formed From Consolidated Revenue Fund: For the purposes aforesaid the sum of one million five hundred thousand dollars shall be set apart from and out of the Consolidated Revenue Fund of this province, and form a fund to be designated and known as the " Railway Fund."

2. Lieutenant-Governor In Council May Grant To Aid Certain Railways: From and out of the said Railway Fund the Lieutenant-Governor in Council may, by order in Council, authorize payments to be made from time to time to any incorporated railway company of a sum or sums of not less than two thousand dollars per mile nor more than four thousand dollars per mile of any portion or portions of such railway, and that any of such payments may be made after the Commissioner of Agriculture and Public Works shall have reported, for the information of the Lieutenant-Governor in Council, that such com any has completed such portion of its road in respect of which payment is to be made, including sidings and stations, within the period for completion of the road named in the Act or Acts relating thereto;

Proviso: Provided, that no payment shall be made under any such authority till the said Commissioner shall have reported as aforesaid.

3. Proof To Be Furnished By Railway Asking Aid: No such authority shall be given in respect of any portion of a railway for the construction of which portion a contract has been entered into prior to the seventh day of December, in the year of our Lord one thousand eight hundred and seventy, nor until the company desirous of obtaining aid and payment out of the said Railway Fund, shall have furnished proof, to the satisfaction of the Lieutenant-Governor in Council, that the bonafide subscribed capital of the company, together with any bonuses or loans by municipal corporations thereto, and the proceeds of bonds to be issued or authorized by the Act incorporating the company or any Act amending the same, leaves no reasonable doubt that such road, or portion or portions thereof in respect of which payment is to be made, shall be commenced and completed,-including sidings and station houses, so as to be ready for the rolling stock within the period mentioned in such Act or Acts for completion of the railway; and that any such Act or Acts authorizes the construction of a railway as referred to in the preamble of this Act.

Appendix E: Act To Incorporate The CVR 1871 [Accented To 15th February, 1871] Preamble: Whereas the construction of a railway from a point in or near the village of Orangeville, along or near the valley of the river Credit, to a point in or near the village of Streetsville, and from thence to a point in or near the city of Toronto, crossing the Humber at or near the village of Lambton, and whereof the main line or a branch shall pass through or near the town of Brampton, and a branch from the village of Streetsville or a point in the vicinity thereof to the Town of Milton or a point in its vicinity, has become desirable for the development of the resources of certain portions of the counties of Peel and Halton, and for the public convenience and accommodation of the inhabitants thereof; Therefore Her Majesty, by and with the advice and consent of the Legislative Assembly of the Province of Ontario, enacts as follows:

1. George Laidlaw, C. J. Campbell, Frank Shanly, John Burns, H. P. Dwight, J. S. McMurray, Robert Hay, H. L. Hime, and W. H. Beatty, together with such persons and corporations as shall, in pursuance of this Act, become shareholders of the said company hereby incorporated, are hereby constituted and declared to be a body, corporate and politic, by the name of “The Credit Valley Railway Company."

2. The several clauses of the Railway Act of the Consolidated Statutes of Canada, and amendments, with respect to the first, second, third, fourth, fifth, and sixth clauses thereof, and also the several clauses thereof, with respect to "interpretation," " incorporation," "powers," " plans and surveys," "lands and their valuation," " highways and bridges," "fences," "tolls," "general meetings," "president and directors, their election and duties." " calls," “ shares and their transfer," " municipalities," "shareholders," " actions for indemnity, and lines and penalties, and their prosecution," "by-laws, notices, etc.," " working of the railway," and "general provisions," shall be incorporated with and be deemed to be a part of this Act, and shall apply to the said company and to the railway to be constructed by them, except only so far as they may be inconsistent with the express enactments hereof, an the expression " this Act," when used herein, shall be understood to include the clauses of the said Railway Act so incorporated with this Act.

3. The said company shall have full power under this Act to Location or construct a railway from any point in or near the city of Toronto, crossing the Humber at or near the village of Lambton, to a point in or near the village of Streetsville, and thence along or near the valley of the Credit to a point in or near the village of Orangeville, with power to build the main line or a branch via Brampton, and a branch from the village of Streetsville or a point in the vicinity thereof, to the town of Milton or a point in its vicinity, and with power to build a branch from Milton or its vicinity, to the towns of Galt, Berlin, or Waterloo, or their vicinity, with full power to pass over any portion of ' the country between the points aforesaid, and to carry the said railway through the Crown lands lying between the points aforesaid.

4. The gauge of the said railway shall not be less than three feet six inches.

5. Conveyances of lands to the said company for the purposes of an powers given by this Act made in the form set out in the Schedule "A" hereunder written, or the like effect, shall be sufficient conveyances to the company their successors and assigns of the estate or interest and sufficient bar of dower, respectively, of all persons executing the same; and such conveyances shall be registered in such manner and upon such proof of execution as IS required under the Registry Laws of Ontario; and no registrar shall be entitled to demand more Registration than seventy-five cents for registering the same, including, all entries and certificates thereof, and certificates endorsed on the duplicate where of.

6. From and after the passing of this Act, the said George Laidlaw, C. J. Campbell, Frank Shanly, John Burns, H. P. Dwight, J. S. McMurray, Robert Hay, H. L. Hime, and W. H. Beatty shall be the provisional directors of the said company.

7. The said provisional directors, until others shall be named as hereinafter provided, shall constitute the board of directors of the company, with power to fill vacancies occurring thereon, to associate with themselves thereon not more than three other persons, who, upon being so named, shall become and be provisional directors of the company equally with themselves, to open stock books, to make a call upon the shares subscribed therein, to call a meeting of the subscribers thereto for the election of other directors as hereinafter provided, and with all such other powers as under the Railway Act, and any other law in force in Ontario are vested in such boards.

8. The capital of the company hereby incorporated shall be one hundred and forty thousand dollars (with power to increase the same in the manner provided by the Railway Act), to be divided into fourteen hundred shares of one hundred dollars each, and shall be raised by the persons and corporations who may become shareholders in such company; and the money so raised shall be applied, in the first place, to the payment and discharge of all fees, expenses, and disbursements for procuring the passage of this Act, and for making the surveys, plans, and estimates connected with the works hereby authorized ; and all the remainder of such money shall be applied to the making, equipment, and completion of the said railway and the other purposes of this Act; and until such preliminary expenses shall be paid out of the said capital stock, the municipality of any city, county, town, township or village on the line of such works may pay out of the general funds of such municipality its fair proportion of such preliminary expenses, which shall hereafter, if such municipality shall so require, be refunded to such municipality from the capital stock of the company, or be allowed to it in payment of stock.

9. On the subscription for shares of the said capital stock, each subscriber shall pay to the directors, for the purposes set out in this Act, ten per centum of the amount subscribed by him, and the said directors shall deposit the same in some chartered bank to the credit of the said company.

10. Thereafter calls may be made by the directors, for the time being, as they shall see fit, provided that no calls shall be made at anyone time of more than ten per centum of the amount subscribed by each subscriber.

11. As soon as shares to the amount of fifty thousand dollars of the capital stock of the said company shall have been subscribed, and ten per centum thereof paid into some chartered bank, having an office in the city of Toronto, (which shall on no account be withdrawn there from, unless for the service of the company), the directors shall call a general meeting of the subscribers to the said capital stock, who shall have so paid up ten per centum thereof, for the purpose of electing directors of the said company. 12. In case the provisional directors neglect to call such meeting for the space of three months after such amount of the capital stock shall have been 'subscribed, and ten per centum thereof so paid up, the same may be called by any five of the subscribers who shall have so paid up ten per centum and who are subscribers among them for not less than one thousand dollars of the said capital stock, and who have paid up all calls thereon.

13. In either case notice of the time and place of holding such general meeting shall be given by publication in the Ontario Gazette, and in one daily newspaper in the city of Toronto, once in each week, for the space of at least four weeks, and such meeting shall be held in the city of Toronto, at such place therein and on such day as may be named by such notice. At such general meeting the subscribers for the capital assembled, who shall have so paid up ten per centum thereof, with such proxies as may be present, shall choose nine persons to be the directors of the said company, and may also make or pass such rules and regulations and by-laws as may be deemed expedient, provided they be not inconsistent with this Act.

14. Thereafter the general annual meeting of the shareholders of the said company shall be held in such place, in the city of Toronto, and on such days and on such hours as may be directed by the by-laws of the said company, and public notice thereof shall be given at least four weeks previously in the Ontario Gazette, and once a week in one daily newspaper published in the city of Toronto.

15. Special general meetings of the shareholders of the said company may be held at such places, in the city of Toronto, and at such times, and in such manner, and for such purposes as may be provided by the by-laws of the said company.

16. Every shareholder of one or more shares of the said capital stock shall, at any general meeting of the shareholders, be entitled to one vote for every share held by him; and no shareholder shall be entitled to vote on any matter whatever, unless all calls due on the stock upon which such shareholder seeks to vote shall have been paid up at least one week before the day appointed for such meeting.

17. No person shall be qualified to be elected as such director by the shareholders unless he be a shareholder holding at least ten shares of stock in the company, and unless he has paid up all calls thereon.

18. Any meeting of the directors of the said company regularly summoned, at which not less than five directors shall be present, shall be competent to exercise and use all and every of the powers hereby vested in the said directors.

19. And it shall further be lawful for any Municipality or Municipalities, or any County Municipality or may portion of any such Municipality or Municipalities or County Municipality, which may be interested in securing the construction of the said railway, or through any part of which or near which the railway or works of tho said company shall pass or be situated, to aid and assist the said company by loaning or guaranteeing, or giving money by way of bonus or other means. To the company, or issuing municipal bonds to or in aid of the company, and otherwise, in such manner and to such extent as such municipalities, or any of them, shall think expedient; Provided always, that no such aid, loan, bonus or guarantee shall be given, except after the passing of bylaws for the purpose and the adoption of such by-laws, by the ratepayers as provided in the Municipal Act for the creation of debts.

20. In case the majority of the persons rated on the last assessment roll as freeholders who may be qualified voters under the Municipal Act, in any portion of a municipality, do petition the council of such municipality to pass a by-law as hereinafter set out, such petition to define the metes and hounds of the section of the municipality within which the property of the petitioners is situated, or in the case of a county municipality, the majority of the reeves and deputy reeves for those townships that may be asked to grant a bonus, do petition the council of such county municipality to pass a by-law, as here after set out, and in such petition do define the townships for which they are respectively the reeves and deputy reeves, and expressing the desire of the said petitioners to aid in the construction of the said railway, by granting a bonus to the said company for this purpose, and stating the amount which the so desire to grant and to be assessed therefor, the council of such municipality shall pass a by-law, and submit the said by-law to the vote of qualified rate-payers; 1. For raising the amount so petitioned for by such free holders, or such reeves and deputy reeves, in such portion of the municipality, by the issue of debentures of the municipality, payable in twenty years, or by equal annual instalments of principal with interest, and for the delivery to the said trustees of the debentures for the amount of said bonus at the times and on the terms specified in said petition; 2. For assessing and levying upon all the ratable property lying within the section defined by said petition an equal annual special rate, sufficient to include a sinking fund, for the repayment of the debentures with interest thereon, said interest to be payable yearly or half yearly; which debentures the municipal councils, and the Wardens, Reeves and other officers thereof, are hereby authorized to execute and issue in such cases respectively.

21. And in case such by-law be approved or carried by the majority of the votes given thereon, then within one month after the date of such voting, the said council shall read the said by-law a third time, and pass the same.

22. And within one month after the passing of such by-law, the said council and the Warden, Mayor, Reeve, or other head thereof, and the other officers thereof, shall issue the debentures for the bonus thereby granted, and deliver the same to the trustees appointed or to be appointed under this Act. 23. In case any bonus be so granted by a portion of a Municipality or County Municipality, the rate to be levied for payment of the debentures issued therefor and the interest thereon shall be assessed and levied upon such portion only of the Municipality or County Municipality.

24. The provisions of the Municipal Acts, so far as the same are not inconsistent with this Act, shall apply to any by-law so passed by or for a portion of a Municipality or County Municipality to the same extent as if the same had been passed by or for the whole Municipality or County Municipality.

25. All by-laws to be submitted to such vote for granting bonuses to the said company, not requiring the levying of a greater annual rate than three cents in the dollar of the ratable property affected thereby, shall be valid, although the amount of the annual rate to be levied in pursuance thereof, shall exceed two cents in the dollar.

26. It shall further be lawful for the corporation of any municipality through any part of which the railway of the said company passes or is situate, by by-law especially passed for that purpose, to exempt the said company and its property, within such municipality, either in who e or in part, from municipal assessment or taxation, or to agree to a certain sum per annum or otherwise, in gross or by way of commutation or composition for payment, or in lieu of all or any municipal rates or assessments to be imposed by such municipal corporation, and for such term of years as such municipal corporation may deem expedient, not exceeding twenty-one years.

27. Any Municipality which shall grant a bonus of not less than sixty-five thousand dollars in aid of the said company, the council of such municipality shall be entitled to name a director in the said company as the representative of such municipality; and such directors shall be, in addition to all shareholders, directors in the said Company, and shall not require to be a shareholder in the said company, and shall continue in office as director in the said company until his successor shall be appointed by the municipality which he represents.

28. Whenever any Municipality shall grant a bonus to aid the said Company in the making, equipping and completion of the said Railway, the debentures therefor shall, within six weeks after the passing of the by-law authorizing the same, be delivered to three trustees, namely, the Honourable John McMurrich, Peleg Howland, and one to be named by the Lieutenant-Governor in Council; Provided that if the Lieutenant-Governor in Council shall refuse or neglect to name such trustee within one month after notice in writing to him requiring him to appoint such trustee, the said Company shall be at liberty to name one in the place of the one to have been named by said Lieutenant-Governor in Council.

29. Any of the said trustees may be removed and a new trustee appointed in his place at any time by the Lieutenant-Governor in Council with the consent of the said Company, and in case any trustee die, or resign his trust, or go to live out of Ontario or otherwise become incapable to act, his trusteeship shall become vacant and a new trustee may be appointed by the Lieutenant-Governor in Council with the consent of said Company.

30. The act of any two such trustees shall be as valid and Act binding as if the three had agreed.

31. The said Trustees shall receive the said debentures in trust; firstly, to convert the same into money; secondly, to deposit the amount realized from the sale of such debentures in some of the chartered Banks having an office in the City of Toronto in the name of "The Credit Valley Railway Municipal Trust Account," and to pay the same out to the said Company from time to time on the certificate of the Chief Engineer of the said Railway in the form set out in Schedule "B" hereto, or to the like effect, setting out the portion of the Railway to which the money to be paid out is to be applied, and the total amount expended on such portion to the date of the certificate, and that the sum so certified does not exceed the pro rata amount per mile for the length of the road or portion of the road, to be applied on the work so done, and such certificates shall be attached to the cheques to be drawn by the said trustees; and the wrongfully granting any such certificate by such Engineer, shall be punishable by fine of not less than one thousand dollars, recoverable in an court of competent jurisdiction in the Province of Ontario, and imprisonment in the discretion of the Court. 32. That in the event of one or more of the municipalities lying to the north of Streetsville, declining to grant the required bonus or bonuses, it shall and maybe lawful for the trustees to apply all the bonuses from Toronto to Milton, including Toronto and Milton, upon the line from Toronto to Milton; and all the bonuses granted by municipalities west of the county of Halton to Galt inclusive, shall be expended between the town of Milton and the town of Galt.

33. That in the event of one or more municipalities to the west of Streetsville, declining to grant the required bonus or bonuses, it shall and may be lawful for the trustees to apply all the bonuses granted b any municipality or municipalities from Toronto to Orangeville, including Orangeville and Toronto, upon the line from Toronto to Orangeville; the intention of this Act being that in case of the failure of the grants of bonuses on one line, the other line may be constructed if the bonuses are granted.

34. In case bonuses are granted as required, on both lines, then it shall and may be lawful for the trustees to apply the bonuses pro rata over both lines.

35. Any county in which is or are situated a township or townships, or portion of a township, that shall grant a bonus or take the bonuses, in aid of the said company, shall be at liberty to take the debentures issued by such township or townships, or portion of a township, and in exchange therefor to hand over to the trustees under this Act, the debentures of the county on a resolution being passed to that effect by a majority of the county council.

36. The directors of the said company, after the sanction of the shareholders shall have been first obtained at any special general meeting to be called from time to time for such purpose, shall have “ power to issue bonds, made and signed by the president or vice-president of the said company and countersigned by the secretary and treasurer and under the seal of the said company, for the purpose of raising money for prosecuting the said undertaking, and such bonds shall without registration or formal conveyance, be taken and considered to be the first and preferential claims and charges upon the undertaking and the property of the company, real and personal, then existing and at any time thereafter acquired, and each holder of the said bonds shall be deemed to be a mortgagee and incumbrancer pro rata with all the other holders thereof upon the undertaking and the property of the company as aforesaid;

Provided however, that the whole amount of `such issue of bonds shall not exceed in all the sum of five hundred thousand dollars, nor shall the amount of such bonds issued at any one time be in excess of the amount of municipal and other bonuses and paid up share of capital actually expended in surveys, purchase of right of way holders or and works of construction and equipment upon the line of the said railway, or material actually purchased, paid for and delivered to the company within the Provinces of Ontario or Quebec; And provided also further, that in the event at any time of the interest upon the said bonds remaining unpaid and owing, then at the next ensuing general annual meeting of the said company, all holders of bonds shall have and possess the same rights, and privileges, and qualifications for directors and for voting as are attached to shareholders, provided that the bonds and any transfers thereof shall have been first registered in the same manner as is provided for the registration of shares, and it shall be the duty of the Secretary of the company to register the same on being required to do so by any holder thereof.

37. All such bonds, debentures, mortgages, and other securities, and coupons, and interest warrants thereon respectively may be made payable to bearer and transferable by delivery, and, any holder of any such so made payable to bearer may sue at law thereon in .his own name.

38. The said company shall have power and authority to become parties to promissory notes and bills of exchange for sums not less than one hundred dollars, and any such promissory note made or endorsed by the President or Vice-President of the company and countersigned by the Secretary and Treasurer of the said company, an under the authority of a quorum of the directors, shall be binding on the said company; and every such promissory note or bill of exchange so ma e shall be presume to have been made with proper authority until the contrary be shown, and in no case shall it be necessary to have the seal of the said company affixed to such promissory note or bill of exchange, or shall the President or Vice-president, or the Secretary and Treasurer be individually responsible for the same, unless the said promissory notes or bills of exchange have been issued without the sanction and authority of the directors as herein provided and enacted ; Provided however, that nothing in this section shall be construed to authorize the said company to .issue any note or bill of exchange payable to bearer or intended to be circulated as money, or as the notes or bills of a bank.

39. Whenever it shall be necessary for the purpose of procuring sufficient lands for stations or gravel pits, or for constructing, maintaining and using the said railway, and in case, purchasing the whole of any lot or parcel of land over which the railway is to run, the company can obtain the same at a more reasonable price, or to greater advantage than by purchasing the railway line only, the company may purchase, hold, use, or enjoy such lands and also the right of way thereto, if the same be separated from their railway, and to sell and convey the same or part thereof from time to time as they may deem expedient.

40. The railway shall be commenced within two years and completed within five years after the passing of this Act, or else ,the charter shall be forfeited.

41. The said Railway Company shall at all times receive and carry cord-wood or any woo or fuel at a rate not to exceed, for dry wood, two and a half cents per mile per cord from all stations exceeding fifty miles, and at a rate not exceeding three cents per cord per mile from all stations under fifty miles in full car loads; and for green wood at the rate of two and a half cents per ton per mile. The company shall further, at all times, furnish every facility necessary for the free and unrestrained traffic in cord-wood to as large an extent as in the case of other freight carried over the said railway.

SCHEDULE "A." Know all men by these presents, that I (or we) [insert the name or names of the vendor or vendors] in consideration; of dollars paid to me (or us) by the Credit Valley Railway Company, the receipt whereof is hereby acknowledge do grant and convey, and (or we) (insert the name of any other party or parties) in consideration of dollars aid to me (or us) by the said Company, the receipt whereof is hereby acknowledged, do grant and release all that certain parcel (or those certain parcels as the case may be) of land situate (describe the land) the same having been selected and laid out by the said Company for the purposes of this Railway, to hold with the appurtenances unto the said the Credit Valley Railway Company their successors and assigns [here insert any other clauses, covenants or conditions required] And I (or we) the wife (or wives) of the said do hereby bar my (or our) dower in the said lands. As Witness my (or our) hand and seal (or hands and seals) this _____ day of ______one thousand eight hundred and ______.

Signed sealed and delivered in the presence of ______.

SCHEDULE "B." Chief Engineer’s Certificate

The Credit Valley Railway Company’s Office, Engineer’s Department, A.D. 18__ .

No. ______

Certificate to be attached to cheques drawn on the Credit Valley Railway Municipal Trust Account, and given under section ______of cap. ______84 Vic. I, ______, Chief Engineer for the Credit Valley Railway, do hereby certify that there has been expended in the construction of Mile No. ______(the said mileage being numbered, consecutively from the boundary of the City of Toronto) the sum of ______dollars to date, and that the total pro rata amount due for the same from the said Municipal Trust Account amounts to the sum of ______dollars, which said sum of ______dollars is now due and payable as provided under said Act.

Appendix F: Agreement Between The CVR And The Municipalities Of The County Of Oxford 1873 Conditions Of Agreement: Know all men by these presents, that we, the credit valley railway company, (hereinafter called the company,) are held and firmly bound unto the corporation of the county of oxford, (hereinafter called the county) in the penal sum of ($200,000.0) two hundred thousand dollars, to be paid to them, their successors and assigns, for which payment to be well and truly made, we bind ourselves and our successors, by these presents, sealed with our corporate seal, and dated this Twenty seventh day of June, one thousand eight hundred and seventy three.

Whereas a certain section of the said County is about to submit to the vote of the ratepayers a By-Law for granting a bonus of two hundred thousand dollars to the said Company, to aid and assist the said Company in the construction of their Railway; and whereas the Towns of Woodstock and Ingersoil respectively propose to give to the said Company the right of way and station grounds within their respective limits, and the ground and materials for the construction of a free grain warehouse within their respective limits, of the dimensions hereinafter mentioned.

Now, the condition of the above obligation is such that, if after having received the said bonus of two hundred thousand dollars and the said right of way, station grounds, ground and materials for such free grain warehouses, the said Company erect and maintain on the line of their Railway, one station and a flag station in the Township of Blenheim ; one station in Blandford; one station and (if required by the Council of East Zorra) a flag station in East Zorra - (such regular station to be at or near Innerkip); one station at or near Beachville; one at or near the north west corner of Dereham; also if they do erect and maintain one in the Town of Woodstock and one in the Town of Ingersoll if the Corporations of those Towns respectively do provide on their line of Railway the right of way and necessary station grounds in each town respectively and also if the said Company do consult the respective Councils of the said Municipalities as to the location of the several stations with each Municipality respectively, and do locate, on the line of their Railway, each station in such a situation on the line of their Railway as shall be most convenient for the Municipality within which the same is situated; provided they shall not be required to accept any place which shall involve engineering difficulties or extraordinary outlay in erecting the station buildings or providing or making the station grounds therefor; also that if the Corporation of Woodstock do provide the necessary ground on the line of the Railway at the Woodstock station and do provide the necessary materials in accordance with plans and specifications to be prepared by the Company's Engineer; then if the said company do upon such grounds and with such materials erect a free Grain Warehouse of two hundred feet in length and forty feet in width: and also if the Corporation of Ingersoll do provide the necessary ground on the line of the Railway at Ingersoll Station, and do provide the necessary materials in accordance with plans and specifications to be prepared by the Company's engineers, then, if the said Company do upon such ground and with such materials erect a Free Grain Warehouse of two hundred feet in length and forty feet in width, and also if they do erect a Free Grain Warehouse in each of the Townships of Blenhiem, Blandford and East Zorra and one at or near Beachville, and one at or near the Township of Dereham adequate to the business of the respective Townships; and also, if the interest on the debentures for the said bonus, until such time as the regular work of constructing the road within the County of Oxford has been commenced be refunded to the County;

And also if the said Company do not amalgamate with any other Railway Company, either before or after construction, or lease the said Railway to any other Company, and also if the said Company do offer every facility for the forming of a connection with the Grand Trunk Railway at Toronto and at the point where the Buffalo and Lake Huron Branch crosses the said Company's line so that the Rolling Stock (engines excepted of the Grand Trunk Railway) may pass with freight to and from any point in the County of Oxford over the Credit Valley Railway; and also if, and when their Railway is constructed to Saint Thomas, they do offer every facility for the forming of a connection with the Canada Southern Railway at Saint Thomas so that the Rolling Stock (engines excepted) of the Canada Southern Railway may pass with freight to and from any point in the County of Oxford over the Credit Valley Railway; also that if the terms of such arrangements for passage with freight with the Grand Trunk Railway Company cannot be agreed upon between the Credit Valley Railway Company and Grand Trunk Railway Company, then if the Credit Valley Railway Company do submit to have the said arrangements settled by arbitration of three persons, one to be chosen by each Company and the third by the two so chosen; also if the terms of such arrangement for passage with freight with the Canada Southern Railway Company cannot be agreed upon between thee Credit Valley Railway and the Canada Southern Railway Company then if the said Credit Valley Railway Company do submit to have the said arrangements settled by arbitration of three persons, one to be chosen by each Company and the third by the two so chosen; also if the gauge of the said Company's railway be four feet, eight and a half inches; and also if the said bonus money be expended within the said County, then the above obligation to be void, otherwise to remain in full force and virtue. Provided that if the required bonus or bonuses be not given to the said Company by a section of the County of Waterloo and by the Township of Puslinch and by the Township of Beverley or by any one of them then the said Company may return to the said corporation the said bonus money or the debentures thereof and thereupon all liabilities whatever of the said Company in respect of these presents or for or in respect of anything herein contained or recited shall cease and determine.

Sealed and Delivered and Signed by George Laidlaw the President, in the presence of J. G. Onlin.

G. LAIDLAW, President C.V.R. Co.

Appendix G: CVR AGM 1876 The Annual General Meeting of the Shareholders of the Credit Valley Railway Company, was held yesterday at the Company’s office, Royal Canadian Bank Buildings, the President, Mr. George Laidlaw, in the chair. Mr. Henry Suckling acted as Secretary. Among those present were Messrs. Angus Morrison, John McNab, C. J. Campbell, Robert W. Elliot, Major Arthurs, Capt. Gardner, James L. Morrison, Ald. Farley, &c. The Secretary having read the notice convening the meeting, the Minutes of the last meeting were read and approved. The President presented the Annual Report as follows: Your Directors have to report that the grading is finished on 116 miles, and there remains to be done 42 miles. The grading is completed from a point near the Carlton Race Course to Streetsville, thence northwards on the branch line, via Meadowvale, Churchville, Brampton, and Cheltenham, to the Credit River, with the exception of about half a mile near Brampton; thence northwards to Orangeville, and from Cataract to Elora and Fergus, via Erin, Hillsburg, and Douglas, with the exception of about four miles between a point on the Credit River above Cheltenham to the forks of the River Credit, and a. few pieces, amounting in all to six and a half miles, near Cataract, Alton, Hillsburg, Fergus, and Elora, where the right of way could not be obtained; and on the main line from Streetsville to Milton and the Brock Road, with the exception of four and one-half miles, for which the right of way has also not been obtained, and about a mile and a half near Campbellsville. Nothing has been done between the Brock Road and the eastern limit of the Township of North Dumfries, for which piece no municipal aid was received. From the east limit of North Dumfries the grading has been completed to Ingersoll, with the exception of a portion of the cutting at Galt, in which the steam shovel has been employed, and about five miles east of Galt, between the east limit of North Dumfries and Galt, and eight and one-half miles between Innerkip and Ingersoll.

There are now finished the Humber, Mimico, Pallett’s Creek, Cooksville, Barber’s Ravine, Credit, and Nith Bridges, and 2,174 lineal feet small tresselling on main line, and Credit and Meadowvale Bridges, and 1,001 feet small tresselling on branch line. Church’s " Overhead ” and " Millpond ” Bridges are also completed, including fourteen span of Howe truss. There is now erected thirty-five miles fencing on main line, seventeen miles on Orangeville branch, between Streetsville and Cheltenham, and three miles on Elora branch.

One hundred and sixty culverts and sixty-one pairs of cattle-guards have been framed and put in position on main line fifty-seven culverts and nineteen pairs cattle guards on Orangeville branch and sixty culverts and twelve pairs cattle-guards on Elora branch. There are now-on hand and paid for, 56,017 ties. One hundred and ninety proprietors of right of way have been paid for 437 acres land taken, amounting to $44,780, and there have been paid for plant and working material, including the steam shovel, $22,125 30. Every possible effort has been made to economize the use of money in all the departments of the Company’s affairs, and, notwithstanding some overcharges for right of way, loss in attempting to build a concrete bridge at Meadowvale, and loss sustained by failure of contractors, and other minor matters, the whole probably not exceeding from eight to twelve thousand dollars, your directors believe that so much work has never been so well and so economically done for a public company in Canada. In addition to the municipal assistance, there have been paid out on account of the Company, $279,000 on aoco1mt of construction-this sum including a large amount for right of way donated to the Company. There remains now in the hands of the Municipal Trustees, $198,624 in cash, in unsold debentures and interest funds to a certain extent unavailable, from the location and circumstances of the works, without further assistance.

The Company have not received any of the Government grant. The Order in Council states that the money is to be paid exclusive of track laying.

The Government have incidentally assisted the Company to continue its works during the past season. The works are now nearly suspended, and must so remain until further financial arrangements have been made. An average of 620 men and 135 teams have been employed during the past season.

Your Directors have to state that to secure the success of the line, it will be necessary to get from the Government fifteen hundred dollars per mile more than the subsidy already granted, or a little in excess of the amount granted the Hamilton and North-Western Railway; and from the City of Toronto, $250,000; and from Fergus, Elora, and Orangeville, $8,000 each. No Order in Council was asked or obtained for that section of the line passing through Erin and Garafraxa, in the County of Wellington, to Fergus, Elora, and Salem, connecting with the Wellington, Grey and Bruce Railway at Fergus, as the municipal aid for that section had not been definitely settled. This aid must now be petitioned for. Your Directors cannot suppose that the aforesaid aid will be refused, either by the Government or the Municipalities, in view of the important interests concerned, including those of so many towns, villages, and manufactories as are involved in the successful operation of the Credit Valley Ra.ilway, there being two towns, thirteen villages, and fifty-eight mills and manufactories on the route from Streetsville to Elora, and four towns, fourteen villages, and seventy mills and manufactories from Toronto to Ingersoll.

The Auditor’s Report hereto annexed. Credit Valley Railway, President's Office, Toronto, 27th October, 1875.

To the President and Director of the Credit Valley Railway Company.

Gentlemen, We have carefully examined the books of account of the Credit Valley Railway for the year ending 30th September, 1875, and found the entries correct and corresponding with the vouchers produced. On the 8th of October we examined the cash balance produced, and found it to agree with the cash statement, less sundry payments made since the 30th September, for which vouchers were also produced. The statement herewith produced corresponds with the ledger balances, and exhibits the true financial position of the Company at that date. Jas. Sydney Croker, and A.B. Campbell, Auditors

The President has moved the adoption of the report, and said the undeserved onslaught made upon Canadian Railway enterprise distinguishable from English railway enterprise in Canada, by the Times, probably prompted by and at all events followed by worse misrepresentations from Mr. Potter, President of the Grand Trunk Railway Company, have certainly created in Canada a. determination to sustain such lines of railway as are manifestly advantageous to the people of the municipalities willing to bear a. liberal share of their cost. The Government of the Province of Quebec have taken up the gauge thrown down by Mr. Potter, and have assumed the municipal bonuses and the responsibility of building, and have let the contract at twenty-seven thousand ($27,000) dollars per mile for the construction of the North Shore and Northern Colonization railways, the very lines the credit of which Mr. Potter thought it so essential to destroy. The attack made upon the Credit Valley Railway and upon the Ontario Government for its action in relation thereto at the meeting of the Toronto, Grey, and Bruce Railway Company, could only have originated in misapprehension of the circumstances and want of understanding as to the intrinsic value of the line, and the effects to be produced by its successful operation on the general interests of the country, and of the City of Toronto.

Originally designed on the three feet six inch gauge, and projected to strike the Credit River at Streetsville, and mainly to follow its course to Alton with a branch to Milton, it was at the urgent solicitations of influential parties in the counties of Oxford, Elgin, Waterloo, Halton, Wellington, and Peel, ultimately agreed to change the gauge to four feet eight and one half inches, and extend the main line to St. Thomas, and the br·anch to connect with the Wellington, Grey, and Bruce Railway at Fergus, bringing the whole country north of Fergus and Elora to Southampton into connection with the Credit Valley Railway. The main line connecting with the Canada Southern cannot fail to be of great advantage to the country, and throw a. vast amount of new business into the city of Toronto. The Credit Valley Railway is being built where the business is as soon as its doors are opened the trade will be ready. Lying wholly south of the Toronto, Grey, and Bruce, and following the River Credit in a general direction northwards as far as Cataract, it comes into a limited competition with the Toronto, Grey, and Bruce Railway at Alton and Orangeville, a small affair, abundantly to be compensated for by the new business the Credit Valley Railway will occasion to pass over the Toronto, Grey, and Bruce Railway. On the completion of the Credit Valley Railway, a very large demand will arise in Peel and Halton for the cereals and coarse timber, Jac., which forms so large a portion of the business of the Toronto, Grey, and Bruce Railway. The Toronto, Grey, and Bruce from Orangeville to Owen Sound, and from Orangeville via Arthur, Mount Forest, and Harriston to Teesweter, is built upon the height of land whence flow the waters to all points of the compass. Along the whole line of that railway the milling and manufactiuing facilities, except the small number on the Humber River, are scarcely worth mentioning, with the result that when wheat is not bought for export, the millers of the Grand River and the Speed control the markets on the Wellington, Grey, and Bruce Railway to Southampton, and absorb from the region occupied by the Toronto, Grey, and Bruce Railway a large proportion of its grain trade. By the construction of the Credit Valley Railway to Orangeville, all the millers at Lambton, Springfield, Streetsville, Meadowvale, Brampton, Salmonville, Cheltenham, Boston, and Cataract, as well as of Erin, Hillsburg, Douglas, Fergus, Elora, and Salem, besides many other smaller manufacturers, where placed in a position to enter into competition along the entire line of the Toronto, Grey, and Bruce Railway from Orangeville to ' Teeswater and Owen Sound, making much stronger markets for all products on the whole line, and adding largely to its receipts of freight and, passengers. Transhipment to the mills on the Credit Valley Railway would take place at Orangeville. The manufactured articles would be re-shipped on that line to Toronto. The great power of the River Credit would in effect raise a. suburban string of manufacturing villages for the city of Toronto, adding immensely to the volume of its general business. as manufacturing streams in Massachusetts are made tributary to Boston. The country surround. Fergus, Elora, and Salem will have localized there an extensive business, because for nearly forty miles north and west there is no water-power of moment, while the agricultural interests would gain heavily by the competition induced among shippers, via the Suspension Bridge and the New York Central Railway, and the route via Toronto and the St. Lawrence to the sea. The whole region on the line of the Wellington, Grey, and Bruce Railway will derive the full benefit of access to the milling power of the Credit, and a saving of thirty miles to Toronto. The Credit Valley Railway being a local line, it will be impossible for the Wellington, Grey, and Bruce to evade passenger connection, as is done with the Grand Trunk Railway in Guelph.

The main line from Streetsville westwards passes through one of the most populous and wealthy agricultural and industrial sections of Canada, running near the town of Milton (the county town of Halton), the free-stone quarries and lime kilns of Nelson, and the mills in the south of the township of Nassagaweya, westwards between the villages of Freelton and Morriston to the rich and prosperous town of Galt. Thence through Dumfries via the manufactiuing village of Ayr to Wolverton, near Plattsville, and past Drumbo and Innerkip to Woodstock and Ingersoll, to extension to St. Thomas depending upon sufficient municipal aid.

At Woodstock connections will be made with the Port Dover and Lake Huron and the Canada Southern Railways, by which means, for all practical purposes, the city of Toronto will become the terminus of the Canada Southern in Ontario. This important arrangement assures to the whole of the people on the Lake Erie country, on both the aforesaid lines, direct business with the Toronto market and the St. Lawrence, instead of with Buffalo and New York. It is quite true that this line will` be in competition with the Great Western, and at some points with the Grand Trunk, and that those lines will be compelled to carry to ports on Lake Ontario via Hamilton and Toronto at reasonable rates; but are the people of this Province reduced to that state of railway vassalage that they may not protect their own interests from inequitable and unjustifiable imposts by the grossly and extravagantly mismanaged existing English railway corporations management alike disastrous to the proprietary and to the people of Canada'! The county of Oxford is estimated to have paid for carriage of passengers, imports and exports, a sum approximating $200,000 per annum more than was paid for the carriage of the same number of passengers and quantities of imports and exports from the County of Middlesex, averaging thirty miles further west, but in which at London the Grand Trunk meets the Great Western, and Montreal meets New York. The total municipal taxation for local purposes sinks into insignificance as compared with the taxation of excessive local rates imposed by the Great Western and Grand Trunk Railway Companies in Western Canada, where four or Eve cents per bushel is unfairly levied on grain, and in proportion on passengers, cattle, iron, etc. It must not be forgotten that the Great Western Railway Company has manipulated its tariffs to produce the general effect of shipping the produce of Western Canada over the Suspension Bridge and via. the New York Central (although from Hamilton or Toronto it would go cheaper by Oswego), to support the New York Central and the shipping and commerce of New York. The Grand Trunk Railway has a diametrically opposite interest, in harmony with the interest of our sea-going commerce, in securing the shipment of everything within its reach eastwards, via Montreal, to the seaboard. Both lines work a parallel policy in resisting equitable rates of freight from interior points to ports on Lake Ontario a., Toronto and Hamilton.) That is the point where they leave the saddle mark. Adealer may have purchased from farmers 20,000 bushels of wheat at Stratford, or as much barley at Ingersoll, and if these lines would carry it to Toronto and Hamilton at the same rates per ton per mile as they carried past these ports to Montreal and New York, the said wheat and barley could be shipped to its destination for l just about half the money now paid, effecting a saving for the Western Peninsula averaging from four to seven cents per bushel, say $1,200 on 20,000 bushels grain. From Stratford to Montreal the freight on 10,000 bushels of wheat in the fall of the year averages, say, seventeen cents per bushel, and at the same rate per ton per mile to Toronto would average three and a half cents (the rate is eight and a half); Toronto to Montreal by water, five or six ; say ten cents Stratford to Montreal, instead of seventeen, being a saving of $700 on 10,000 bushels of grain, and everything else in proportion. This system being also pursued by the Great Western Railway, the public can see how the western part of this Province is milked by the companies who make it their especial business to abuse while they impose upon us exaction and injustice which would not be tolerated for a week in England. The Grand Trunk and Great Western Railways carry flour from Chicago and Milwaukee to Portland and New York, through Canada, at 72c. per barrel; while the freight from Stratford and St. Mary’s is 95c., although the distance is 430 miles loss. Why should Canadian farmers aid in building railways to farms in Wisconsin or Ohio, to make them worth more money than farms in Oxford, Perth, or Durham? Shall the farmers of these or other counties be prevented from helping themselves? Shall they suffer the heavy imposts of the old through railways, rather than pay an eighth of the amount for new ones to improve their properties and suit their convenience? Must they continue to build railways and canals for an alien people, whose general policy towards us is vexatious and unjust? What would be said in England or the United States of a proposition to mark off sections of the country as the exclusive domain of this or that railway company, a seignior for a railway magnate, rent payable every day?

The Toronto, Grey and Bruce Railway Company encountered determined hostility from the two great railway companies, on just the same grounds as it now opposes other companies yet it will at once be admitted that it has been incidentally a great boon not only to the country through which it passes, but to the very companies which so strongly opposed its construction. I do not see how the Government or Parliament could possibly avoid supplementing the aid the people so freely taxed themselves to give, for the construction of the Credit Valley Railway and other lines. The people of the municipalities may be very safely trusted not to overtax themselves for railways or anything else; and when they do incur some heavy cost to secure the success of a great work, who shall deny them their equitable share of Legislative support! The duty of our Provincial and Dominion Governments and Parliaments to render accessible to civilization our waste places, is "our manifest destiny;” but shall the Province or Dominion surrender the policy regulating our internal improvements and highways to be shaped, not for the general interests of the people of Canada, as they understand it, but by the presumption, ignorance, or greed of the English proprietors of our great lines, or their representatives? What signifies the giving of three or four millions of dollars to works for the prosperity and improvement of the country, which have received two or three times as much aid from direct taxation from the people themselves?

It is not to be supposed that the people of Western Ontario, harassed by heavy tariffs on their general traffic, would concur in a policy which would take the whole of their surplus resources to invest in the opening of new sections of country, to be given free to any claimant. It is asking too much of them when ·it is proposed to sacrifice the value of their property and a proportion of their annual income, that mismanaged railways may pay dividends, and that unsettled wastes may be peopled at their expense. I apprehend the duty of the Government and Parliament of Ontario to be, the investment of the public funds in the way most conducive to the welfare and prosperity of the largest number of its people , and while the House and country may be willing to grant liberal aid by degrees to lines penetrating tl1e new country, and even view without alarm the vast expenditure being and to be made in the North-West, we need have no fear that they will shrink from granting necessary assistance to complete works of such local importance as the Credit Valley Railway, which has already received such handsome support from the people themselves.

Mr. R.W. Elliot seconded the adoption of the Report, and said: It is urged that we shall have to encounter the opposition and competition of the Grand Trunk Railway and Great Western Railway at some points g but such competition can do us no harm, for we shall only have to provide for interest charges on less than a fifth of the cost of these hues. A competition of this kind, if carried to its greatest possible extreme, could not hurt the Credit Valley Company, and would secure to the people of the Western Peninsula what they have never hitherto had, that is, rates of freights and fares approaching to those paid by western through business. What is particularly deserving of notice is, that we have not looked outside our own boundaries for the means and talent employed in this work, so far as it has gone ; and the result has been the greatest excellence and economy yet attained in this country in any similar work. By the admirable alignments and grades of the road, our engineers have secured us the option of one of three advantages over the Grand Trunk and Great Western Railways. That is, a given quantity of fuel will draw a heavier train the· same distance ; or it will draw an equal weight faster for the same distance ; or it will draw an equal weight a greater distance than on the competing roads. This advantage does not end with the saving in fuel, but extends to the wear and tear of rails, and through the whole of what are called locomotive expenses, and forms a most important element in the value of the negotiable securities of the Company. In this connection we point to our admirable location with reference to existing population, and , as a means of developing new industries. The last point in our present position to which attention is directed is, that our railway has been located and constructed with intelligent and experienced regard to the influence of the Canadian climate on railway works and working. On this point the most able foreign engineers have committed grave errors, which have afterwards required to be corrected at great cost and loss to the company employing them. If we can manage to secure steel rails, there is no doubt we shall have a work second to none on the continent, as all the works and structures have been built in view of carrying a heavy and rapid traffic, so that renewals and rebuilding will be reduced to a minimum. This is a point on which the financial prospects of many new companies have been wrecked.

Mr. MacNab said that from a long acquaintance with the Lake Erie country, he was fully cognisant of the great benefit which would result to the city of Toronto from the Canada Southern Railway having a terminus in it by means of running powers or otherwise with the Credit Valley Railway. The American tariff is so high that the whole district from Port Dover to Amherstburg would seek markets on the shores of Lake Ontario, such as Toronto, etc., if the requisite railway facilities for the business were afforded. A very large new business in passengers and freight, with which we have at present little to do, would undoubtedly follow the Canada Southern Railway to the city of Toronto. In fact, the importance of this connection is not so well understood in this city as in the country, but, no doubt, when the subject is discussed, the public will see its merit.

Mr. Angus Morrison, in endorsing all that had been said by Mr. MacNab in relation to the Canada Southern, said that the city of Toronto had risen to its present commercial position in tho country on account of its excellent harbour and extensive railway connections, for which the country outside is very much indebted to it. And if the city is to increase in wealth and population, it must be by keeping on extending its railway ramifications and connections wherever there is population and business.

Mr. Arthurs considered that, though the merchants and citizens of Toronto were quite willing to admit the importance of the Credit Valley Railway, they did not appear to take a sufficiently active interest in its progress. In view of the great efforts made by other places to secure avenues to the trade of the country, this is a great mistake. It is undoubtedly true that those who attend to these matters are required to make considerable sacrifices of individual ease and comfort, but such sacrifices are necessary if Toronto is to maintain her proud position as Queen City of the West.

Capt. Gardner said that no railway that has been constructed to the city of Toronto, other than the Northern, and perhaps not even that, will bring as many people and as much business to the Toronto Esplanade as the Credit Valley Railway.

Mr. James L. Morrison said that after an extended tour along the line of the Credit Valley and Canada Southern Railways, he was of opinion that tl1e large territory that has no trade with us, nor we with it, ought to be, at as early a date as possible, taken advantage of by the citizens doing all in their power to have the connection completed, and that our connection with the Wellington, Grey, and Bruce Railway at Fergus will enable the farmers and merchants of that productive part of the Western Peninsula to have the full advantage of unhampered trading relations with the chief city of the Province.

Mr. Angus Morrison, in moving a vote of thanks to the President, Mr. George Laidlaw, spoke of the valuable services that gentleman had rendered to the Company in the past, and expressed the satisfaction which he, and he believed every Shareholder, had in the future prosperity of the road. The progress of the work already carried out in the construction of the Credit Valley Railway was entirely due to the exertions of the President, a fact which the Shareholders and the public would endorse. (Hear.)

Mr. R. W. Elliot seconded the motion, which was carried unanimously.

Mr. Laidlaw briefly replied, thanking the Shareholders for their expressions of coincidence.

Mr. C. J. Campbell moved that a vote of thanks be given to the Chief Engineer, Mr. J. C. Bailey, the Engineering Staff, and the Superintendents, Messrs. Walsh Bros., for the efficient manner in which they had carried out the work in connection with the Credit Valley Railway.

Mr. J. MacNaB seconded the motion, which was carried unanimously.

On an ballot being taken, the following gentlemen were elected Directors for the ensuing year: G. Laidlaw, C. J. Campbell, John Gardner, John MacNab, James L. Morrison, R. WV. Elliot, Angus Morrison, Wm. Arthurs, Robert Hay.

At, subsequent meeting of the Directors, Mr. George Laidlaw was re-elected President, and Mr. C.J. Campbell Vice-President.

(B.) Capital Account.

Capital Expended: Bonus capital expended ...... $576,414 Expanded by the Company, other than proceeds of Bonuses ...... 279,000 Total amount expended ...... $855,414

Total amount of bonus capital unexpended ...... $196,000

Total amount expended ...... $855,414 Total amount to be expended ...... 2,519,392 Total cost ...... $3,374,806 ; or

Cost per mile (158 miles) say $21,300, to be made up as fo1lows:

Municipal bonuses, inclusive of $27 4,000, to be obtained from Toronto, Orangeville, Fergus, and Elora ...... $6,800 per mile. Government aid ...... 3,500 " Proceeds of $12,000 per mile of Bonds, total authorized pay ...... 9,000 " Floating debt ...... 2,000 " Per mile ...... $21,300

(C.) Precis Of Petition

To the Hon. Donald A. Macdonald, Lieut.-Governor, in Council.

Submitted to his Honour are the Annual Report and Statement of the President.

Carrying out original plan laborious, but results have been all that petitioners anticipated. The capital account will not exceed one-fifth or sixth of the older lines of the Province.

During past season employed 620 men and 135 teams; 116.5 miles of grading completed, 3,175 lineal feet of trestling, 55 miles of fencing, 1,600 lineal feet of stone truss bridgeway, 1,221 lineal feet of trestling approach to bridges, 277 culverts, 92 pairs of cattle- guards ; 437 acres of right of way paid for, and 56,017 ties.

Municipal bonuses obtained, $769,906, or a little more than $5,000 per mile along the whole line. Expect from Toronto in addition, $250,000.

The enormous advantages to all concerned, especially having regard to arrangements with Canada Southern, conceded on all sides.

The municipal aid, which, with $8,000 each from Fergus, Elora, and Orangeville, will amount to $1,074,000, or $6,800 per mile, a guarantee of the importance of railway to municipalities.

Mr. Potter's policy and financial stringency referred to. Consequence, that English capitalists require a larger amount of work done as security. No Railway Company could without sacrifice negotiate their bonds in England, unless bridges and station buildings were completed, right of way paid for, and everything ready for the iron and rolling stock, and immediate opening.

$2,000 per mile has been demonstrated wholly insufficient.

The Counties traversed, viz., York, Halton, Peel, Wellington, North Wentworth, Oxfo1·d, Waterloo, and Elgin, never received any public aid, except in so far as the Grand Trunk and Great Western Railways are concerned, and a small sum to the Woodstock and Port Dover Bail way.

There should be an improvement in the conditions attached to the payment of the Government subsidy. The money should be paid upon completion of 10 or 20 miles of continuous grading done on such points as to ensure continuous connection with existing lines, suitable guarantees respecting the employment of the mo11ey being taken.

Prayer

That the subsidy of $2,000 per mile might be increased to $3,500, and that a further subsidy of $3,500 should be granted for the portion of the railway not hitherto aided, from Cataract, in the County of Peel, to Elora, in the County of Wellington; and further, that the conditions of Orders in Council granting aid to petitioners should be modified as suggested.

The following occurs in a statement appended to petition:

Statement Showing Cost Of Work Yet T0 Be Done.

No. Description Rate Amount

Bridge Trestles $144,873.00 Rolling Stock $410,570.00 Rails and Fastenings, Rails cost per ton $70.00 $1,146,129.00 42 Grading, Clearing, &.c $161,848.00 170 miles Ballasting $800.00 $136,000.00 170 miles Tracklaying $260.00 $44,200.00 343000 Ties $0.25 $85,750.00 66,028 rods Fencing $1.10 $72,828.00 158.5 miles Telegraph $60.00 $14,265.00 Station and Other Buildings $183,800.00 155 Culverts $63.00 $9,775.00 87 Cattle Guards $82.00 $7,140.24 30 Stone Culverts $120.00 $3,600.00 Crossings, Farm and Plank $10,334.00 70 Switch Gates and Lamps Complete $80.00 $5,300.00 344 Acres Land For Right of Way $55,680.00 Land Damages $2,000.00 Engineering and Surveying $25,000.00 $2,519,392.24

*Copp, Clarke and Co., Printers, Colborne Street, Toronto

Appendix H: The NR Vs. The CVR 1879 In the Petition of the Credit Valley Railway Company for the appointment of a Railway Commission it is stated as follows :

" The Northern Railway Company have appropriated a very large tract of land along the shore of the Bay, lying between Brock street and Bathurst street, embracing an area of about forty acres. They have enclosed the same with a fence and so covered the same with buildings, tracks and sidings, as practically to prevent new lines of railway from approaching the said Esplanade from the west. In addition they have appropriated for their main track a strip of land one hundred feet wide from Bathurst street to the western boundary of the City, and although, from the growth of the City, the establishment of factories, and the location of public institutions, the said strip of land furnishes the only way of approach for railway lines from the west to the said City, they claim the absolute ownership of the said strip not occupied by the mere track of the Grand Trunk Railway, and either forbid new companies from encroaching on the same or dictate such terms of use, as cannot possibly be complied with. The Northern Railway Company acquired whatever rights they possess in the said lands upon the express understanding that they should pay the said City the value thereof such value to be settled by arbitration but although the value thereof was so settled the said Company have refused to abide by the Award, and they not only wholly repudiate the same, but they repudiate any liability to pay the said City anything for the said land. The Northern Railway Company have therefore never paid anything for the said lands, and have not in fact yet acquired a legal title thereto, the fee being still in the Crown."

The real facts of the case are as follows :

The Northern Railway Company, under the name of The Ontario, Simcoe and Huron Railroad Union Company, were incorporated in 1849 by Statute 12th Victoria, ch. 196, and were thereby empowered to take and acquire property, whether belonging to the Crown or otherwise, necessary for the Company's use.

In pursuance of this power, on the 27th October, 1851, the then President of the Company, by letter, notified the Ordnance Department that these lands were required by the Company, and they thereupon took possession thereof ; and on the 15th November of the same year the Lieutenant General Commanding in Canada made a minute that he had no military objection to the taking of the land; and on the 9th January, 1852, the Secretary of the Board of Ordnance in London addressed a letter to the Secretary for the Colonies, recognizing the right of the Company to take the lands, and providing for their transfer, and saying that there was no doubt that, under their charter, the Company could not be considered to have acted illegally in entering the reserve without previous consent, and that the Department could only insist upon compensation in the manner prescribed by the Company's Act, the amount of such compensation, when ascertained, to be paid into the " military chest to the public credit" ; and thereupon an order of the Board of Ordnance was sent to the Company, transmitting a copy of the above letter, and approving of the proceedings of the Ordnance Department in Montreal, under which the Company had taken possession. an Act of the late Province of Canada (19 Vic, ch. 45), the Ordnance lands were transferred to and vested in Her Majesty for the benefit of the Province, subject, however, to all sales or agreements entered into, and specifically, and in words, reserving the rights of the Company in regard to these lands.

In 1859 the Railway, in consequence of the financial embarrassments of the Company, became unsafe for travel, and was so reported to be by the Government Engineer, and, in consequence, an Act was passed (22 Vic, ch. 89,) whereby the Company, its property and franchises, were vested in the Crown, for certain purposes therein set out ; and by Section 2 of this Act the Governor in Council was authorized, upon certain terms," to transfer the same back to the Company, or to the bondholders, or both; and on the 12th May, 1859, an Order in Council was passed, transferring back to the Company its property and franchises, upon certain conditions as to providing money and otherwise for putting the road in proper condition.

This Order in Council was confirmed in the following year by Statute 23 Vic, ch. 105, and the Company claim that under it they have and hold a statutory title to this property. The Company, as will be .seen, have been in continuous possession since 1851 up to the present time.

After the Company had taken possession, the Provincial Government granted a license of occupation to the City of the water frontage in Toronto between Peter Street and the Queen's Wharf, in consideration of their construction within a certain time, an esplanade between these two points. This license, however, expressly reserves the claims of the Ordnance Department, the military authorities,"and those of the Company.

As the Company were then in possession under their charter powers, it is quite clear that the Crown could in no way and did not intend to affect the rights of the Company. It is, however, not necessary to consider this, as the City expressly and deliberately abandoned any intention of attempting to build an Esplanade between Brock street and the Queen's Wharf, on the grounds, as will be seen by the reports of the City Council, that the cost of so doing would be too great, and up to this time the City of Toronto have not expended one single dollar upon the property, while the Company have expended, in filling in and otherwise, between $300,000 and $400,000, besides paying to the City annually in the shape of taxes several thousands of dollars. Even therefore supposing that the Company did not possess a statutory title, there is no possible basis upon which the City can set up any claim to be paid for these lands, as allowing that the license of occupation included them which, however, the Company deny, the City have never complied with the license of occupation, and if the Company have still to pay for them the money would have to be paid to the Imperial " military chest to the public credit," or to the Crown. It may be added that by the Esplanade Act of 1853, Sec. 10, it is declared that it shall not apply to or affect any lands or property vested in the principal offices of Her Majesty's Ordnance. It is probably unnecessary after what has already been stated to take^'notice of the reference in the Credit Valley petition to the award in favour of the City. This supposed arbitration ."was from the first formally notice in writing repudiated by the Northern Railway Company, and they paid no attention whatever to it, and the City of Toronto have obtained and have in their possession the opinions of Counsel that the Award is void and utterly worthless,

The statement also in the petition that the N. R. Company forbid new companies from encroaching on their lands or dictate such terms of user as cannot possibly be complied with, is entirely incorrect. On the contrary the Company have shown every disposition to afford the Credit Valley Railway every reasonable facility for entering the City, as well known to the chief officers of the latter Company.

G. D'ARCY BOULTON, Solicitor for the Northern Railway Company of Canada. Toronto, 26th March. 1879.

Appendix I: CVR Court Difficulties. 1881 In O’Brien v. Credit Valley Railway Co., 25 C. P. 275, in which the defendants were held liable upon evidence of agency much less pointed than in the present case. I think the verdict is warranted by the evidence, and that the rule should be discharged. Wilson, C. J., and Galt, J., concurred. Rule discharged.

1884 Application For Full Costs: Where a cause was properly within the equity jurisdiction of a County Court but the defendants resided in a different county from that in which the land in question was situated, the costs were ordered to be taxed on the higher scale. Doubledee v. Credit Valley Railway Co. 8 P. B. 416. - Taylor, Master.

1884 To Stay Legal Proceedings: A creditor who had proved his claim in a creditors' suit held in this case not stopped from prosecuting an action for the same debt. The County Court on its equity side had power to grant an injunction in any case coming within its jurisdiction. The fact of the title to land coming in question did not oust the jurisdiction of the County Court on its equity side. A receiver was appointed under the decree in this suit to collect revenue, and, after paying expenses, to pay the balances into court, which were to be paid out on the report of the master to the parties entitled as found by him. S., pursuant to advertisement for creditors, proved his claim. The master had not made his report by 44 Victoria c. 61. U., the defendants were authorized to pledge the bonds or debenture stock to be issued thereunder, and the proceeds were to be paid out on the order of C. and F., who were appointed creditors' trustees, in payment of all money necessary to be paid for the discharge of the receiver in this suit. An order of court was made on the application of the defendants' discharging the receiver without providing for the payment of claimants who had proved under the decree. The Act directed that all who came under it should take fifty cents on the dollar: Held, that the position of affairs having altered since the time at which S. Had proved his claim, he was not bound thereby, and should not be restrained from prosecuting an action for his debt to recover the full amount, if possible. Lee v. Credit Valley Railway Co., 29 Chy. 480.

1884 Sequestration: On moving for a writ of sequestration for a breach of an injunction, two clear days' notice of motion is sufficient. Cook v. Credit Valley Railway Co., 8 P. R. 167. - Blake.

1884 Beard et. al. v.Credit Valley Railway Co. (9 Ontario Reports, 616.) Held, that sec. 34 of R. S. Ontario, ch. 165, which fixes a limitation of six-months for bringing actions for any damage or injury sustained by reason of any railway, did not apply to an action brought against a railway company for damages for wrongfully taking earth from on the plaintiffs' land. Where the plaintiffs brought action against the defendants to recover possession of certain lands, and the latter resisted the claim, and also observed a third party notice upon H., claiming indemnity; and, thereupon, by order in Chambers, on application of the defendants, H. was made a party defendant to the action, and the plaintiffs afterwards abandoned their claim to the lands. Held, that the plaintiffs must pay H.'s costs. This was an action brought by Charles L. Beard and John Barwick, trustees of the Robert Newton Light, against the Credit Valley R. R. Co. to recover possession of certain lands in the Gore of West Oxford, alleged to have been wrongfully taken by the railway company for the purpose of constructing a certain branch line, an to recover damages of and incidental to the taking of such lands, and also damages for excavating, digging up, and carrying away the soil from certain other of the plaintiffs' lands. The land so alleged to have been wrongfully taken possession of by the defendants, and which. formed the chief element of the plaintiffs' claim, was a part of what was called Queen street on a registered plan of the p1aintiffs' land, which plan, however, the plaintiffs contended had been legally superseded by one subsequently registered, whereby they alleged they had legally closed up said street, so that the said street never became and was not a public road. In respect to the claim of the plaintiffs as to this portion of the lands in question, the defendants justified under a by-law of the municipality of West Oxford, and also served a third party notice upon James Hay, the elder, and James Hay, the younger, claiming a right to be indemnified by them in respect thereof, on certain grounds not necessary further to specify here, and the Hays were, on the application of the defendants, by order in Chambers of September 16th, 1884, given liberty to appear and deliver a defence against the plaintiffs' claim, which they, the plaintiffs, also claimed that the defendants, the railway company, had taken the earth as aforesaid from a piece of land;16 or 50 feet from the line of the siding in question, being about 15 feet by about 30 feet; and also from what were called in the evidence lots 31, 32, and 33.

Amongst other defences the company claimed the benefit of section 34 of the Railway Act of Ontario, R. S. O. ch. 165, which fixes a limitation of six months for bringing actions for any damage or injury sustained "by reason of the railway." The action was tried at Woodstock on April 21st, 1885, before Ferguson. The remaining facts of the case and what took place at the trial sufficiently appear from the judgement.

W. Cassels, Q.C., and Ball, Q.C., for the plaintiffs. C. Moss, Q.C., and McKay for the Hays. G.T. Blackstock for railway company.

Ferguson, J. - During the trial and after the greater part of the evidence had been given, the plaintiffs' counsel said that he would not on behalf of the plaintiffs contend that the street called Queen street could have been properly closed by the plaintiffs or any of them. This disposed of the most important part of the case in the defendants, favour, and it need not be further discussed, as the plaintiffs said that they would not claim title to the lands embraced in this street as against either of the defendants. The remaining parts of t e suit are, as it appears to me, of comparatively trifling importance. These are: 1. Has it been proved that the defendants, the railway company, took the earth from the piece of ground mentioned in the evidence as a piece of land lying about 40 or 50 feet from the line of the siding in question, and being about 15 feet by about 30 feet? 2. Does the six months limitations clause apply to the act of taking the earth from lots 31, 32, and 33, mentioned in tl1e evidence, and to the taking of the earth from this 15 feet by 30 feet, if it is considered that the evidence shows that this last was done by the railway company? And, 3. The matter of the costs of the action as between the plaintiffs and the defendants, the railway company, and the defendants the Hays.

As to the first question it was not proved that the defendants, the railway company, took the earth from this piece of land about 15 feet by about 30 feet, by any person who saw these defendants or their servants, or agents, or workmen doing the act. But as the circumstances indicated that it was very probable they did do so, and as the matter was not considered (apparently) a very important one in the suit, and the evidence perhaps not so carefully prepared as otherwise it might have been, I do not think I shall be doing wrong by permitting the plaintiffs to give further evidence on this subject in case of a reference on the other subject. If no such reference takes place the finding must, I think, be for the defendants on this part of the case. This may not be considered good practice, but I think I may venture to take this course, as it appears to me to be the just one in this case. As to the second question, that is, as to whether or not the six mouths limitation applies, it was said at the bar that the precise point had not been decided. I, however, venture to think that the case The Corporation of the Township of Brock v. The Toronto and Nipissing R. R. Co., 37 U. C. R. 372, is in point and in favour of the plaintiffs' contention. True, there were in that case letters between the parties on the subject in which the then defendants acknowledged that they were in the wrong, in taking the gravel, and certain offers were made. These do not appear in this case. The facts are, however, now (it may be said) undisputed facts. The defendants, the railway company, did not take or profess an intention of taking the land (lots 31, 32, and 333 or any part of it. They simply took the material that they found there and used it for the purposes of their road (embankments, I suppose), and I think the principles stated in the case I refer to, by this then Chief Justice Richards, and adopted b the then Court of Queen's Bench, of direct application here, and following that case, I am of opinion that the six months limitation does not apply.

There will be a reference to the Master at Woodstock as to the damages occasioned to the plaintiffs by the removal of the earth or other material from these lots 31, 32, and 33, by the defendants, the railway com any, with leave to the plaintiffs to give evidence as to the alleged) removal of the material from the piece of land known in the case as the piece about 15 feet by about 30 feet, and should the Master find this act was done by the defendants, the railway company, then to ascertain and state also the damages occasioned to t e plaintiffs thereby. As to the costs. The plaintiffs have certainly failed as against the defendants, the Hays, and after looking at the cases referred to by counsel I am of the opinion that the plaintiffs should pay the costs of these defendants (the Hays). These defendants need not, I apprehend, be parties to the reference. The plaintiffs failed also as against the defendants, the railway company, in respect of what appeared to me to be by far the most important part of the suit. They have, however, succeeded in showing that they are, as I think, entitled to the measure of relief above stated. As between the plaintiffs and the defendants, the railway company, I think I shall not be wrong in saying that there should be no costs down to and inclusive of tie trial. The plaintiffs are to elect within one month as to whether or not they will take the reference offered, and if they so elect, further directions and subsequent costs will be reserved. If the elect not to take the reference, the action as between them and the defendants, the railway company, will be dismissed without costs. The defendants, tl1e railway company, did not insist upon damages being ascertained under the provisions of the Railway Act or any of them, even if they had tl1e right so to insist.

1885 West vs Parkdale Et Al. And Carroll Et Al. Vs Parkdale Et Al. Subway, construction of Adjoining Municipalities - 46 Vic. ch. 45, (0.) - Railway Committee of Privy Council – Order In Council 46 Vic. ch. 24, (D.) Railways - Municipality performing work outside its limits – Ultra Vires - Liability as wrongdoer. T. and P., being adjoining municipalities obtained a special Act 46 Vic. ch. 45, (O.) providing for the construction of certain Railway sub-ways, part of which had to be constructed in each municipality. P. having with T. as to the terms, joined the railway companies in an application to the Railway Committee of the Dominion Parliament and obtained an order in Council under 46 Vic., ch. 24, (D.,) authorizing the companies to do the work which P. under an agreement with the companies undertook to do and commenced. W. being a property owner in municipality of T. in the neighbourhood of the works whose access to his property was cut off by the works brought an action for compensation under the special Act, which was resisted by P. on the ground that they were proceeding under the order in Council under the railway Act, and that no compensation could be claimed except for land taken which was not done in this case. Held, that the work was not being done by P. under the special Act, as it gave no power for one municipality to do the work required in the other, and that each municipality should have contracted for the work to be done within its own limits; and that before the work was let, the councils of the respective municipalities should have agreed upon the proportions in which the cost thereof including compensation for damages and the cost of future maintenance, should be divided and borne between the said municipality which was not done. Held, also, that the work was not done under the order in council as the powers of the Railway Committee are exercised and exercisable only upon, against and with respect to railway companies; that the Railway Committee have no power to direct a municipality, or any body or person to do any of the work, or bear any of the expense of any works which the companies may be required to do, an that the order is Council did not. direct P. to do any of the work or bear any part of the expense thereof. Held therefore that P. was a wrong doer, and answerable as such for the damage caused to the plaintiff, and bound to make compensation therefore. This was an action brought by Richard West and Mary his wife, by Edward H. Boddy, her next friend, against the Corporation of the Village of Parkdale and the City of Toronto, which was tried with a similar action brought by Robert Carroll and William Henry Dunspaugh against the same defendants. The statement of claim alleged that the plaintiffs are the owners in fee of land on the north side of Queen street, in the city of Toronto, having a frontage on Queen street of 142 feet, and bounded on the west by the Northern Railway and Dufferin street, and on the east by Gladstone avenue. The only means of access of any value to and from the land being by Queen street.

By the Act, 46 Vic. ch. 45 (O), it is provided the city of Toronto and the village of Parkdale may agree to construct subways with suitable approaches in order that the railways, crossing the street may pass above the street: and that the city and village shall agree upon the proportion of expense of construction to be borne by each: and that the city and village may pass by-laws and enter into agreements which may be necessary for the said construction: and that the Councils shall make to the owners or occupiers of or other persons interested in real property, entered upon, taken, or used by them or either of them, in the exercise of any of the powers conferred by the Act, or injuriously affected by the exercise of such powers, due compensation for any damages necessarily resulting from the exercise of the powers conferred by the Act beyond any advantage which the claimant may derive from the said work: and any such claim if not agreed upon shall be determined by arbitration, under the provisions of the Municipal Acts in that behalf.

The defendants have entered into an agreement with one Godson for the construction of a subway extending along Queen street, commencing at point easterly from the eastern boundary of the plaintiffs' land and extending into the village of Parkdale. And the defendants have, through their contractor opened up Queen street opposite the plaintiffs' land and have lowered the street and, will, unless, restrained, continue so to do. The effect of the said work. commenced and being performed by the defendants is to depreciate and injuriously affect the land of the plaintiffs to a very large extent, exceeding the sum of $15,000. The defendants have not passed any by-laws as required by the said Act, and are proceeding to the completion of the said work without legal authority so to do, and owing to the defendants not having passed such by-laws it is impossible for the plaintiffs to obtain compensation under the Municipal Acts. By amendments to the statement of claim it was alleged that the city of Toronto are made defendants for conformity only, and that the plaintiffs claimed no relief against the city, and submitted that the other defendants should be ordered to pay the costs of the city. The village of Parkdale in their statement of defence alleged that the subway is being constructed by certain railway companies under the alleged authority of and pursuant to the requirements of the Railway Committee of the Privy Council, in pursuance of an Act to amend ' the Consolidated Railway Act, 46 Vic. ch. 24 (D), and that such authority and requirement appear in and by an alleged report of the Committee of the Privy Council, approved of by His Excellency the Governor-General on the 24th of September, 1883; and that the railway companies and the said village have entered into an alleged agreement, dated the 24th of November, 1883, respecting the construction of the said subway, and that such agreement has been confirmed by a by-law of the said village, passed on the 3rd of December, 1883, and that the said subway is being constructed pursuant to the said agreement with the railway companies, and to a contract entered into by the village for the construction of the subway, and pursuant to the said authority and requirement of the Railway Committee, and the village claims they are not liable for any damages or injury to the plaintiffs by reason or on account thereof.

The plaintiffs allege that the true effect of the argument between the railway companies and the village, and of the contract entered into by them for the construction of the subway, is that the subway is being constructed by the village, and not by the railway companies, and that the village defendants are liable to the plaintiffs for the injuries and wrongs complained of. The plaintiffs allege that even if the railway committee required or authorized the construction of the subway which the plaintiffs deny, the committee had no power to do so, and that even if so required and authorized the railway companies did not take the necessary steps under the statutes in that behalf prior to the commencement of the work, and did not file in the proper office in that behalf the necessary plans and book of reference, and the plaintiffs submit that the village cannot shield themselves from their responsibility in the premises by any order or requirements of the railway committee, or by any rights which may be possessed by the said railway companies.

The plaintiffs submit that the only authority under which the village can legally construct the subway, is the Statute of Ontario before referred to, and if it should be held by this honourable Court, that the defendants are authorized by the said statute to construct the same, and that their action in the premises is legal, and that the plaintiffs are entitled to compensation to be fixed by arbitration, pursuant to the Municipal Acts, the plaintiffs submit that the village shall be ordered to pass the necessary by-laws, and take the necessary proceedings connected with such arbitration, the plaintiffs offering on their part to take such proceedings. The plaintiffs claim that the village may be restrained from proceeding with the said work, and to replace the road in the state it formerly was, so as to give the plaintiffs the right of and regress to and from their premises.

That by reason of the wrongful acts the plaintiffs have suffered damage to the amount of $15,000 : that the village be enjoined from continuing the wrongful acts; and that an order be made compelling the village to place the road in the same state it was before the works were commenced and for payment of the said damage and the costs of the action. The plaintiffs also claim that a mandamus be issued ordering the village to proceed to arbitration in case it is determined that the only mode by which the subway can be constructed is under the Act of the Ontario Legislature. And the plaintiffs claim such other and further relief as the nature of the case may require. The city of Toronto by their statement of defence admit that Richard West is a contractor carrying on business in Toronto, and that Mary West is his wife And they deny the remaining paragraphs of the statement of claim: and also that the alleged wrongful acts or any of them have been done by them or by any contractor or agent for them, or that they are in anyway liable in respect thereof: and they claim they should be dismissed, with their costs of the action. The statement of defence of the village of Parkdale was originally in the like words and form. The amended statement of defence of the village of Parkdale is as follows:

The subway is being constructed by the Grand Trunk Railway Company, the Northern Railway Company, the Toronto, Grey and Bruce Railway Company, and the Credit Valley Railway Company, under the authority and pursuant to the requirements of the Railway Committee of the Privy Council, under the provisions of the 46 Vic. c. 24 (D). The said authority and requirements of the Railway Committee appear in and by the report of the Committee of the Privy Council, approved of by His Excellency the Governor General in Council, on the 24th September, 1883 and to which report the defendants the village of Parkdale crave leave to refer. The said village entered into an agreement with the railway companies to contribute an equal one-fifth share of the expense of the construction of the work, and at the request of the railway companies agreed to take control of the said work for the railways; but it was agreed that the agreement should not, nor should anything done under it by the vary or affect the legal position of the parties thereto under the Railway Act. And it was further provided in and by the said agreement that the said works should be constructed under the direction of one Joseph Hobson, an engineer appointed by the said railway companies, and that the work should be executed to the satisfaction of the engineer appointed by the said railway companies. The agreement bears date the 24th of November, 1883. A by-law of the said village was passed on the 3rd day of December, 1883, ratifying and confirming the said agreement. The village has, pursuant to the terms of the said agreement, and on behalf of the said railways, entered into a contract for the construction of the said work under which the same is now being constructed, and pursuant also to the said authority and requirement of the Railway Committee, and under the direction of the engineer appointed by the said railway companies. Save as aforesaid the village defendants have taken no part in the construction of the said subway and the same is not being constructed by them, and they claim they are not liable in respect of any damages or injury which may be sustained by the plaintiffs by reason or on account thereof No action has been taken by the city of Toronto or by said village under the 46 Vic. ch. 45 (O).

Issue: The case was argued on the 6th and 12th of May, 1884, along with Carroll and Dunapaugh v. The City of Toronto and the Village of Parkdale.

In West's Case, S. H Blake, Q.C., and Lash, Q.C., were for the plaintiffs. In Carroll and Dunspaughk Case, S. H. Blake, Q.C., and Dr. Snelling, were for the plaintiffs.

In the two cases, Robinson, Q.C., Foster, and McWilliams, were for the city of Toronto, and, Osler, Q.C., and J H MacDonald, for the village of Parkdale.

It was admitted the plaintiffs in the actions had been damnified and were entitled to recover compensation therefor against some body or person, but the defendants did not admit that they were those bodies or that either of them was. It was argued that the city of Toronto having taken no part in any of the matters connected with the construction of the works were not properly parties in this cause. It was answered they were made parties for conformity only. It was required they should be bound by the proceedings taken in these cases, and therefore the actions could not be dismissed as against them, although they nay in the end be entitled to their costs. And the case so stands as respects the city. The principal remaining question is, whether the defendants, the village of Parkdale, are the parties liable for the damage of which the plaintiffs in the two actions complain. The following documents were put in by the counsel for the village :

1. Certified copy of Order of Privy Council, 24th September, 1883, on the report of the Railway Committee, dated 21st September, 1883, authorizing and requiring the four named railway companies to do the work in question.

2. The agreement dated 24th November, 1883, made between the four railway companies and the village of Parkdale for the performance of the work.

3. The By-law No. 161 of the village of Parkdale to raise $10,000 for the village portion of the expense of the work.

4. Resolution of the committee of the city of Toronto council consenting to the work being done. The city not to be called upon to pay any part of the expense, dated 17th July, 1883. Put in by plaintiffs counsel.

5. By-law of Parkdale No. 160, authorizing the Reeve of the village to sign the contract with Godson, the contractor, for the execution of the work.

6. Notice by the village of Parkdale, 5th December, 1883, that application would be made to the Ontario Legislature for an Act to confirm the agreement between the four railway companies and the village, and to confirm by-law No. 161 for raising $10,000 for the work, and to provide for the city of Toronto paying one-sixth of the cost of the work.

7. The report of the city of Toronto council, 27th August, 1883. Osler, for the village, objects to it as evidence against the village. Blake, contends it is admissible because it negatives the resolution of the council of 17th July, 1883. Blake, the report was adopted by the council on the 27th August, 1883.

It was admitted that the proposed bill submitted to the Ontario Legislature, and the like bill for the. Dominion Parliament were withdrawn because they were opposed by the plaintiffs and by the city of Toronto. It was admitted that maps or plans, and book of reference respecting the work in question have not been filed in the proper office, according to the Railway Act. It was admitted that the report of the committee of the city council and the adoption of it by the council were before the railway committee of the Privy Council, at which meeting .the city and village were present by representation. And that the railway committee took no action upon such report and adoption of it by the city council, and proceeded with the matter then before it respecting the work, without regard to what the city of Toronto had done upon their committee report. The documents put in shew: That the committee on works of the city of Toronto by their report of the 17th July, 1883, stated it had been represented that the village of Parkdale had applied to the Railway Committee of the Privy Council for an order compelling the construction of a subway under the railways intersecting Queen street, or such other works as may be necessary in order to protect life and safety.

And that objection had been taken on the part of the railways that any such order would interfere with the streets under the control of the city, and that such interference would be resented by the city, and that legal steps (would be) taken in order to test the validity of any such action on the part of the Dominion Government. And they resolved that, so far as they had the power, they consented to any such works being constructed that may be necessary for the public safety and convenience, even although such works interfere with Queen street, Dufferin street, or any other streets under the control of the city. Provided however, that such works be done under the direction and with the approval of the engineer appointed by the Railway Committee, and that the city be not called upon to pay any portion of the costs of the said works.

The report of the same committee of the 27th of August, 1883, refers to their former report of the 17th of July, and states that the committee have since learned that the intention was to build the subway only forty feet in width thus giving to the railways twenty-six feet of Queen street ; and that permission was given to do the work upon the understanding that the subway would be built the entire width of the street, and they recommend the council to insist upon that being done, and that the plans before being finally adopted be submitted for the approval of the city council; they recommend also the city should be represented at the meeting of the railway committee of the Privy Council which was to meet the following day. The committee also expressed regret that the council should have struck out of the report the clause of their former report relating to compensation for damage, if any caused by the construction of the subway and they recommended the clause which read as follows, be now adopted. " And further, that if by the construction of the subway the property on Dufferin street and on Queen street east of the railway tracks is depreciated in value by said subway, compensation if needed be also paid by the railway companies and the Municipality of Parkdale."

The following is a copy of the adoption of the report of Railway Committee of the Privy Council: P. C. No. 1974. Certified copy of a report of a Committee of the Honourable the Privy Council approved by His Excellency the Governor in Council, on the 24th September, 1883.

On a report dated 21st September, 1883, from the Railway Committee of the Privy Council, acting under the authority vested in it by the 46th Vic. ch. 244, stating that it has had under consideration the subject of the present level crossings of Queen and Dufferin streets, in the city of Toronto, by the tracks of the Grand Trunk, the Northern, the Toronto, Grey, and Bruce, and the Credit Valley Railways; and after hearing the representatives of the municipalities interested therein, and of the several Railway Companies, and it appearing that the village of Parkdale at the request of the Railway Companies has undertaken. the control of the works as stated in a memorandum read before the Committee and duly filed on record. That the committee deem it necessary for the public safety that the following Railway Companies, namely, the Grand Trunk Railway Company of Canada, the Northern Railway Company of Canada, the Toronto, Grey, and Bruce Railway Company, and the Credit Valley Railway Company,be authorized and required to carry the said Queen street under their several railways by means of a bridge or bridges and subway,with the necessary approaches. thereto on Queen street from the east and west, and on Dufferin street from the south, and to execute all the works requisite therefor. The said subway to have a clear width of forty two feet, and a clear headway from the surface of the roadway to the underside of the girders of fourteen feet. That the Committee further recommend the closing of Dufferin street from a point 150 feet south of its intersection of Peel avenue to Queen street, the same to be required as part of the works necessary for the public safety at the above mentioned railway crossings.

That the said works are to be completed on or before the 31st day of March, 1884, and the whole to be in accordance with plans to be approved of by the Railway Committee. The Committee of the Councilperson concur in the above report, and the recommendations therein made, and they submit to same in conformity with the Act 46 Vic. ch. 24, for your Excellency's approval. John J. McGee, Clerk, Privy Council.

The agreement between the four railway companies and the village of Parkdale for the performance of this work, dated the 24th of November, 1883, recites: That the village had caused certain proceedings to be taken under the statutes in thalidomide, with a view to having the Railway Committee of the Privy Council order the construction of a subway on Queen street in the city of Toronto, and while such proceedings were pending the said parties agreed with each other as follows:

1. That a subway shall be made along Queen street under the roads of the said railways, and along Dufferin street south of Queen street, leading into the subway on Queen street, acco1Â·ding to plans and specifications to be agreed upon by the said parties; and failing such agreement, as may be determined by Mr. Schrieffer or such other engineer as may be appointed by the Railway Committee of the Privy Council.

2. That the said village shall, at the request of the said railways' of which request the execution of this agreement shall be complete evidence, but without varying and without prejudice to the legal position of any of the parties hereto under the Consolidated Railway Act of 1879 and the amendments thereto, take the control of the said work, with power to let contracts and compel the carrying out of the same, but said work shall be done under the direction of Joseph Robson, or in the event of his death, or refusal to act, or removal from his position as engineer, under the direction of such engineer as may be agreed upon, and failing an agreement, by an engineer to be appointed by the Railway Committee of the Privy Council, and said work shall be executed to the satisfaction of the inspector or engineer appointed by the said Railway Committee.

3. The work shall be put in hand at once and pushed forward, Sac.

4. That the village and each of the railway companies shall at once pay into the Bank of Montreal, to the credit of a special account to be opened in the bank the sum of $7,000, and if the same be not sufficient, then such further sum as may be sufficient to equal 0ne-fifth of the deficiency.

5. Railway companies covenant to pay such sums, &c.

6. The moneys shall be withdrawn from the bank by cheque of the Reeve of Parkdale on the certificate of the engineer in charge of the said work, &c.

7. Village not to be liable for any expenditure by railway companies in altering grades, &c.

8. Each of the railway companies shall, at their own cost, provide the iron girders for carrying its railway tracks across the opening on Queen street; the village to pay the railway companies only $1,500 for their share of the iron work.

9. Percentage to be held back from contractors ; Dufferin street to be closed according to the order in council any legislation, Dominion or Local, necessary to be applied for by the said parties ; the legislation to provide that the city of Toronto shall pay one-sixth of all the expenses incurred in constructing the subway and obtaining such legislation, &c.

10. The width of the subway to be forty-two feet.

11. The streets to be kept in order by the municipality in which they are; the retaining walls, abutments, and over-head work to be maintained and kept in order by the railways at their own expense.

12. The railways assume no responsibility as to the draining of the subway into Queen street sewer.

13. The work is to be done in compliance with the said order of the Railway Committee, and nothing in the agreement contained shall be taken to limit the powers of the said committee, or to remove the work from their jurisdiction or control or to prevent the said village from applying to the said committee to enforce the performance of the said work by the said railways in case of failure on their part or any one or more of them, and the fact of said village having the control of the work, shall be without prejudice to the legal position of any of the parties under the Consolidated Act and the amendments thereto, until the said work shall be fully completed.

14. The said railways do hereby declare that except for the purposes of this agreement they do not admit the A jurisdiction of the said committee in the premises.

15. If any dispute arise as to any of the matters herein provided for, the same shall be referred to the decision of the engineer under the direction of the Railway Committee whose decision shall be binding upon the parties. By-law No. 160 passed 28th November, 1883, by the y village of Parkdale, authorized the Reeve and Clerk of tho village to sign the contract with A. W. Godson, the contractor for the execution of the work.

By-law No. 161 passed 3rd December, 1883, by the village for raising $10,000 to pay the expense of the said work, reciting among other matters the said Order in Council. The notice of 5th December, 1883, before referred to by the village of Parkdale of the intention of the village to apply to the Ontario Legislature for an Act to confirm the agreement between the village and the railway companies, and also by-law No. 161 for raising $10,000. The village on the 27th of November, 1883, entered into a contract with Arthur William Godson, for the performance of the work, Blake, Q.C., Lash, QC., and Dr. SmllÃ©ng, for the plaintiffs, as before stated, argued. The Act 46 Viet. ch. 45 (O.) is the only authority for the acts being done which the plaintiffs complain of as occasioning them damage and injury, and which entitle them to compensation. By that Act the city and village were empowered jointly or separately to contract with the said railway companies, and for the said railway companies jointly or separately, and each; with the other or any of them and with Toronto and village councils or either of them to contract for the performance of the said work, and power is given to the council: to enter upon lands and close or divert streets for the purpose, and before letting out the work they were required to agree upon the proportions in which the cost of the work including compensation for damages should be divided and borne between the city and the village. The village has in pursuance of that enactment agreed separately with the railway companies as before mentioned, and separately also with Mr. Godson for the execution of the work, and having done so the village is liable under that Act to make the necessary compensation to the parties who have been injured by such works. The village must be so liable, or else they are wrongdoers altogether in which case they are also liable for damages.

The village alone is doing the work, and must be answerable in some form or other for all the compensation or damage demanded. The village had no power to contract for itself, and also for the railway companies to do the work to pay for it, &c., and the consent of the city that the village should do the work was not a sufficient authority to the village to proceed as they have with this work. The Act was passed to remove any difficulty there might being doing a work in which the two municipalities were interested, and which was to be done partly in the one municipality and partly in the other, and it provides for the compensation to be made to the parties injured being paid by the council of each municipality.

If all the Railway Acts are to be considered, these companies have not observed the conditions of these Acts. They have not made a map or plan and book of reference according to the 42nd Vic. ch. 9, (D.,) sec. 8 and sub-secs. of the alterations in question. Nor have they deposited a certified copy thereof in the office of the clerk of the peace of the county, or in the office of the city clerk of Toronto, and until that be done the work should not have been proceeded with. This is a work which should have appeared in the original survey, and making of the railway, and therefore this alteration of their original plan should have been in like manner formally certified and filed as the statute requires.

If the work is being unauthorized done, the parties should be restrained. If they are proceeding rightfully they should be compelled to arbitrate. If there be an arbitration the Municipal Act of 1883, sec. 486, ia, as well as the special act, binding upon the village. The village say they are not doing the work under the Ontario Act, but under the Order in Council, and that such order is authorized by the 46th Vic. cb. 24, sec. 4, (48). But that order, made in September, 1883, refers to a memorandum between the village and the railway companies read before the Railway Committee of the Privy Council, and duly filed of record, and that memorandum must have been agreed to between the parties to it under the Ontario Act. They referred to: Caledonian R. W. Co. v. Walker's Trustees, 7 App. Cas. 259 ; The Queen v. Eastern Counties R. W. Co., 2 Q. B. 347; Moore v. Great Southern R. W. Co., 10 Ir. R. C. L. 46, 1859; Beckett v. Midland R. W. Co., L. R. 3 C. P. 82; C'hamberlain. v. West End, rec., R. W. Co., L.J. Q. B. 201, 2 B. 8a S. 623; Boadbent v. Imperial Gaslight Co., 26 L. J. Ch. 276; Brine, v. Great Western R. W. Co., 31 L.J. Q. B. 101. Osler, Q. C., and J H. McDonald, contra. The work has been done and is being done under the 46 Vic. ch. 24 sec. 4 being sec. 48 of the Act of 1879 as amended, and under the Order in Council adopting the report of the Railway Committee of the Privy Council. The Crown and the railway companies are therefore necessary parties to this action. [WILSON, C. J . The village of Parkdale contend they are not liable at all, and it would be useless to join other parties with them.] If Parkdale is liable these parties should be joined in the action. Brice on Ultra VW68, 2nd ed. 350. The railway companies alone are to make compensation to persons who are damaged by the works according to the General Railway Act of 1879, and the Amending Acts. Although the 46 Vict. c. 45 (O.) was passed before the Order in Council was made, the by-law No. 161 for raising the $10,000 was passed by the village of Parkdale under the Order in Council, and it was duly voted upon by a majority of the ratepayers under the Municipal Act, although that need not have been alone under the above special Act 45 Vict. c. 45 sec. 8 (O.), and the by-law recites the Order in Council. The heads of agreement between the village and the railway companies were arranged before the railway committee, and upon these heads as a basis the Order in Council was made reciting them. If compensation is claimed under the Municipal Act the pleadings should be amended.

The plaintiffs now make claim against the village as wrongdoers, or as liable under the special Act of 1888, 45 Vic. ch. 45 (O,). If compensation is directed there must be a reference to arbitration to settle it: Vandecar v. The Corporation of East Oxford, A. R. 131. See also In re McArthur and The Corporation. of Southwold, 3 A. R. 295. If the work is being done under the Order in Council, the village a.re competent parties to do it as they have contracted.

The city of Toronto and the village of Parkdale should have acted together under the special Act. But the city refused to take any proceedings under it, and Parkdale was compelled to act alone. The proceedings of the village were therefore taken under the authority of the Railway Committee of the Privy Council, and if they cannot be supported by the Order in Council, made upon the report of the committee, the village has been proceeding mistakenly throughout and must be wrongdoers; but it is contended they have been and are procgeding legally, and in that case there is no provision for the village paying compensation of any kind to the parties damnified. The title to compensation can only arise under the special Act. Land that Act requires the councils of the two municipalities before letting the work shall agree upon the proportions in which the cost of the work including compensation for damages no parties who are injuriously affected by the work shall be borne between them. No such agreement had been made between the municipalities because the city would not act under the special Act and would be no party to the Order in Council. If the village had done anything illegally it is in doing the work as agent for the railway companies: Dillon on Municipal Corporations, 3rd ed. Soc. 968. See also sec. 827.

S. H. Blake, Q.C., in reply. As to the alleged want of parties. The rule is, if the objection is raised by demurrer, the Court will consider whether relief can be given or not, but if it be not raised until the hearing, the Court will not consider it, if any relief can be given against the one who who is a party to the action. The village desire that others may be joined against whom they may claim indemnity: MacClennan's Judicature Act, pp. 145-152.

The village defendants have simply asked the Court to decide whether there is a legal liability in the action against them although there may be also a legal liability against some other party or parties. As respects the Crown, the claim to have it represented here may not arise because the plaintiffs allege the liability of the village arises under the special Act. The village has been put forward by the railway companies to do the work, and the village have agreed to do it, and the plaintiffs may proceed against the village alone. The special Act was passed with respect to this particular work and partly at the instance of the village. It is an Act which protects the persons who are injured by the works of the village and it is in agreement with the general Municipal Act which gives the like protection to such persons. It is said the 46 Vic. ch. 24 sec. 4, (D.), amending sec. 48 of the Act of 1879, does not entitle the plaintiffs to recover compensation in this case; because that section applies only when land is taken by the railway company and no land is taken from these plaintiffs. If that section does not apply the plaintiffs may rely on the Municipal Act and upon the special Act. The Court has power, if seized of the case, to give complete relief, and it would not be an extraordinary exercise of that power to direct a municipality to pass a by-law: Scanlon v. London and Port Stanley R. W. Oo., 23 Gr. 559; Tully v. Farrell, 23 Gr. 4-9; The Queen v. Metropolitan Commissioners, &c., 22 L. J., Q. B., 23-1. As to the liability of the village Corporation for tort, Brice on Ultra Vires, Cap. 9, was cited by the defendant's counsel, and replied to by the plaintiff's counsel.

September 2nd, 1884. Wilson, C. The plaintiffs have been greatly damaged in their property by the construction of the subway on the line of Queen street, and of the works in connection with it, and they should of right be compensated for the injury done to them. These propositions are not disputed, they are admitted; but it is said they have not a legal right to the compensation which they claim because the work is done, it is alleged, under the order of the Governor in Council upon the report of the Railway Committee of the Privy Council, made under the authority of the 46 Vic. ch. 24-, scc. 4 (D), amending sec. 4-8 of the Consolidated Railway Act 1879, and that section does not give compensation for lands injuriously affected, but provides only that "all the provisions of law at any such time applicable to the tulrlng of lands by railway companies and its valuation and conveyance to them, and to the compensation therefor, should apply to the case of any land required for the proper carrying out of the requirements of the railway committee," and no land is taken by the railway companies from these plaintiffs. It is contended the work is carried on under the Order in Council because :

1. There is an Order in Council in fact directing and authorizing the four named railway companies to do the work in question, and that Dufferin street be closed from a point 150 feet south of its intersection with Peel avenue to Queen street as part of the works.

2. The village of Parkdale by a memorandum read before the Railway Committee of the Privy Council as mentioned in the Order in Council "at the request of the railway companies has undertaken the control of the works"; and by the memorandum is to pay one-fifth of the cost of the subway.

3. By the agreement between the railway companies and the village of Parkdale, the village at the request of the railway companies has taken the control of the work, and has assumed to let contracts for its performance, but without prejudice to the legal position of any of the parties to the agreement under the Railway Act of 1879 or of its amendments. The work by the agreement was to be done in compliance with the Order in Council, and nothing contained in the agreement shall be taken to limit the powers of the Railway Committee or to remove the work from their jurisdiction or control or to prevent the village from applying to it to enforce the performance of the contract by the railway companies in case of failure by any of the companies to perform their part. And the whole of the agreement shews the parties to it were acting under the Order in Council and tho provisions of the General Railway Act.

4. The village by-law No. 161 shows also the $10,000 required to be raised was for the purpose of the expenses of the work directed to be performed by the Order in Council. Such order having been obtained upon the agreement that the village should pay one fifth of the cost of the same, and

5. The notice of the intention of the village to apply for legislation was for the purpose of confirming the agreement between the village and the railway companies, and to compel the city of Toronto to pay one sixth of the expense of the work, and to confirm the by-law No. 161. And the village therefore insist that as they say the whole of their proceedings have been taken under the Railway Act of 1879 and its amendments, and under the Order in Council. They are not responsible in these actions for the damages claimed because there is no such liability cast upon them by the Railway Acts or by the Order in Council, as no land has been taken from the plaintiffs and therefore they cannot be required to arbitrate with respect to the claim for damage or compensation. The village also say their proceedings under the Order in Council have been legally and rightfully taken, and that they cannot be treated as wrongdoers, and be required to replace the roadways as they were, and to indemnify the plaintiffs for the damages they have sustained.

The plaintiffs, on the contrary, say. The village is not proceeding in fact under the Railway Consolidation Act of 1879 and the amendments of it, or under the Order in Council, but under the Ontario Special Act 4Â·6 Vic. ch. 45. In which case they are entitled to call upon the village under the Municipal Act or under the Special Act to refer the matters of claim to arbitration. But if the village are not proceeding under the special Act the plaintiffs say they have no authority to do the work in question under the Order in Council or under any other authority whatever in which case they are wrongdoers and are bound to satisfy the plaintiffs in damages to be assessed in the action against them. The village although they were petitioners along with the city for the passing of the special Act do not assume in any of their proceedings to be acting under it, but to be acting under the Order in Council. The first section of the special Act authorizes the village and the city, jointly or separately, and the railway companies, jointly or separately, and each with the other, or any of them, and with the municipal councils, or either of them, to enter into contracts for the construction of the work. Under that section the municipalities and the railway companies have the power to agree that the work shall be done, that is be done by some one, other than the municipalities, or the companies, or the municipalities, jointly or separately, could agree with the companies, jointly or separately, to do the work themselves; but it does not appear to me the companies or any of them under that section could do the work without the co-operation of the municipalities. Under the second section. The said councils, either jointly or separately, may enter into any contract with any person or persons who may be willing to undertake the same: that is, the councils, or either of them, may do the work independently, or without the concurrence, or even against the will of the railway companies.

By section three : " The said councils shall, before letting any such contract or entering upon the construction of any such work mutually agree upon the proportions in which the cost thereof including compensation for damages and the cost of future maintenance, shall be divided and bome between the said municipalities respectively. That has not been done, because the city of Toronto have refused to bear any portion of the expense of the work, and because also when they gave their consent to the village doing the work upon the streets within the city limits, it was upon the condition not only that the village should bear the entire expense of the work, but upon the understanding that the subway would be built the entire width of the street., and your committee now recommend that the council insists upon this being done and that the plans before being finally adopted, be submitted for the approval of this council. By section four it is required the said councils shall make to the owners or occupiers of or other persons interested in real property entered upon, taken or used by them or either of them in the exercise of any of the powers hereby conferred upon them, or either of them, or injuriously affected by the exercise of such powers, due compensation for any damages, including cost of fencing when required, necessarily resulting from the exercise of such powers beyond any advantage which the claimant may derive from the said work and any such claim for compensation, if not mutually agreed upon, shall be determined by arbitration under the provisions of the Municipal Act, and amendments thereto in that behalf.

The effect of this section is, that if the work be done by the municipalities under the independent power conferred upon them to contract without regard to the railway companies, the municipalities were to hear the whole cost of the work including damages for compensation. There could be no objection however to the railway companies agreeing in any marmer they pleased with the municipalities or with either of them to bear a part of the expense of the works, including the claim for compensation and this is what they have done.

The Act was passed to enable the work which had to be done, and which lay partly in the city and partly in the village, but mostly in the city to be completely done, and for that purpose it was necessary both municipalities should join in the contract. It was not contemplated that one of the municipalities should do the work which had to be done in the other municipality, nor has the Act made any provision to that effect, nor has the one municipality the right under the Act to authorize the other of them to let out the work or to contract for the performance of it for and on behalf of the non-contracting municipality, nor do I think that either municipality could contract with the other to do the whole of the work in both municipalities. It would be beyond their power so to contract. To make a valid contract under the special Act it was necessary the municipalities should by a joint or separate agreement contract for the performance by each of them of the work to be done within their respective limits; or for the performance by the railway companies by a joint or separate agreement with them, that the companies should each perform the work undertaken to be performed by them jointly or separately within the limits of the respective municipalities, or for the performance by any other body or person who should contract to do the work within their respective limits. And it was necessary also, before the work was let, that the councils of the respective municipalities should have agreed upon the proportions in which the cost thereof; including compensation for damages and the costs of future maintenance shall be divided and borne between the said municipalities? There has been no such contract made, and I am of opinion the contract which has been made is not a contract which was made, or which was authorized to he made under that Act. The village do not attempt to support it as a contract made u.nder the Act, and do not say they ever assumed to be proceeding under the Act. On the contrary, the whole of their proceedings have been taken, or are assumed to have been taken, under the Order in Council. I shall now therefore refer to the Orderin Council. The clauses in the Railway Consolidation Act 1879, under the head The Railway Committee, show the powers of the Committee are exercised, and are exercisable only upon, against, and with respect to railway companies.

The 48th section of that Act, as amended by the 46 Vic. ch. 24, sec. 4, gives power to the Railway Committee, in a case like the present, where the railway crosses the highway upon the level, to require the railway company to submit a plan and profile "of such portion of the railway for the approval of the committee ; and the Railway Committee, if it appears to them necessary for the public safety, may, from time to time, with the sanction of the Governor in Council, authorize and require the company to whom such railway belongs, within such time as the said committee directs, to carry such highway either over l or under the said railway, by means of a bridge or arch, instead of crossing the same on the level, or to execute such other works as, under the circumstances of the case, appear to the said committee the host adapted for removing or diminishing the danger arising from the then position of the railway, or to protect such highway by a watchman, or by a watchman and gates or other protection ;" and a penalty of $50 a day is imposed upon the railway company while the works remain uncompleted after the date fixed by the committee for their completion. The Railway Committee have no power to direct any municipality or any body or person to do anything whatever, in or with respect to the execution of the works or to bear any part of the expense of them, which the companies may be required to execute. And in the Order of Council of the 24th of September, 1883, made respecting this work, the Railway Committee have not ordered or directed the village of Parkdale to do the work or any part of it or to bear the expense or any part of it.

The Order in Council keeps strictly within the provisions of the statute. It declares " that the committee deem it necesssary for the public safety that the following railway companies," (naming those as before mentioned) " be authorized and required to carry the said Queen street under their several railways by means of a bridge or bridges and subways with the necessary approaches there to on Queen street, from the east and west of Dufferin street from the south, and to execute all the works requisite therefor." And it states with respect to the part which the village of Parkdale has agreed to take in this matter as follows : " And it appearing that the village of Parkdale at the request of the railway companies has undertaken the control of the works as stated in a memorandum read before the committee and duly filed on record." The Order in Council did not require of the village of Parkdale to do any act whatever. in or with respect to to the execution of this work. When, therefore, the village by agreement with the railway companies assumed the control of the work it was not by or under the authority of the Order in Council, nor was it by or under the authority of the special Act. The statute required the municipality to do, or to contract for the doing of the work, and to pay the expense of it and the damages resulting from it. The Order in Council required the railway companies to do the work, and as a consequence at their own expense, to pay also such claims which might bc made upon them by others as in the case of lands taken by the companies.

The special Act requires the city and village shall agree upon their respective shares of the future maintenance of the work. The railway Acts and the agreement between the village and the companies cast the expense of that upon the companies. The village had not the power to contract under the statute for the performance oi the work situate in the city of Toronto. And the consent of the city assuming such consent to have been given, would not and could not authorize the village to exceed their proper statutory powers. The village so far as the city i.s concerned have put their body forward as the mere agent and representative of the railway companies, and that position the village has not the power to assume. It can assume no other or greater powers or authority than are conferred upon it by the Municipal Acts or by the special Act. The provision in the agreement between the village and the railway companies of the 24th of November, 1883, that such assumption by the village shall be "without varying and without prejudice to the legal position of any of the parties hereto under the Consolidated Railway Act of 1879, and the amendments thereto," means that the village and the agents and representatives of the railway companies, for the village have no such duty or obligation cast upon them, nor have the village any such powers as the doing of this work under the Consolidated Railway Act of 1879, and the amendments thereto.

I am of opinion the work is not being done under the special Act for the reasons before given. The villager have not observed its terms, and have not assumed to act under it, but only under the Order in Council; and they have exceeded their powers as to all the work done in the city of Toronto, and that applies to the action brought by West and his wife whose property is situate in Toronto. I am of opinion, as before stated, the village are not authorized by the Order in Council to do the work, and could not be authorized, as the order could have no binding effect in law. But if the order could confer such n. power the village would not be liable, because a liability arises under it only in those cases in which lands have been taken, and none have been taken here. And I think it is quite clear, as the village have not proceeded under the special Act they cannot be compelled to go to arbitration. They are in efiect wrongdoers, and answerable as such for the damage they have caused to the plaintiffs and others by reason of these works. The railway companies might also have been proceeded against as wrongdoers; but even if they are wrongdoers, the plaintiffs were not obliged to join all the parties to the wrongful act in an action charging them ex delicto.

It may be the city of Toronto could, in like manner, have been made parties to the action because they gave their consent to the performance of the work ; unless it is established that their consent was withdrawn because the subway was not made the full width of Queen street. Whether others than the village of Parkdale could have been made co-defendants with the village is now of no moment. I do not think the railway companies could be said to be doing the work by the village as their agents. The village is the only contracting party, and is paying for it by means of funds raised from the property-holders within their municipality as an ordinary municipal work.

If the companies could be treated as principals, it would follow the village would be their agents; but I do not think the relation of principal and agent exists between them. The village, in such a case, cannot legally act as agents. At present I am obliged to find that the village of Parkdale are doing the work in question, unauthorizedly, and, on that ground, wrongfully, and that they are bound to make compensation to the parties injured, and I decree against them accordingly, with the costs of the action and I refer the question of compensation to the Master; or, in case it should be desired by the parties, or by either of them, or be thought by the Court to be more desirable to have another referee than the Master, then such other referee may be appointed. And with respect to the city of Toronto. As the plaintiffs have not pressed their case against the city, this action will, as regards the city, be dismissed, and the costs of the city will remain over for consideration to be mentioned again.

I am disposed to think the matter now in litigation will never be satisfactorily settled unless the city, the village. .and the companies can agree to terms of arrangement, or unless the rights and liabilities of the parties are determined by legislation, and I need not say it would be wiser and better to make that settlement by a friendly and peaceable accommodation if possible. I entertain very great doubt whether the village could be required to pass a by-law relating to the work lying within the confines of their own municipality, because the Special Act requires the proportions of the expense of the work, and of the damages to be pnid by way of compensation shall be settled between the city and the village to be borne by each before the work is begun, and an arrangement also made between them as to the future maintenance of the work. G. A. B.

1886 Ingersoll vs The Credit Valley Railway An Act to Authorize the Town of Ingersoll to Issue Certain Debentures. [Assented to 25th March, 1886.] Whereas the Municipal Corporation of the Town of Ingersoll by their petition have represented that they have at various times passed certain by-laws authorizing the issue of debentures in aid of railways, the erection of public school buildings and other permanent improvements, and have issued under such by-laws debentures creating debts to the amount of $102,000, which said debentures (with the exception of $26,000, which matured and were paid on the 1st January, 1886), are all now outstanding, being the sum of $76,000, which fall due at various times, and no funds have been provided by way of sinking fund or otherwise, for redeeming any portion of the said outstanding debentures; and whereas the said corporation of the Town of Ingersoll have incurred other debts and liabilities to the amount of $18,000 or thereabouts, for which no provision has been made, making a total outstanding indebtedness of $94,000; and whereas the said corporation did receive from the Credit Valley Railway Company, bonds of the said company to the amount of $50,000, in exchange for $60,000 of the debentures of the said Town of Ingersoll, and which said debentures form a part of the said $76,000 of debentures now outstanding; and whereas the said corporation 'of the Town of Ingersoll did afterwards exchange the said bonds of the Credit Valley Railway Company and accrued interest thereon, for permanent debenture stock in the Ontario and Quebec Railway Company to the amount of £11,716 sterling, which said debenture stock in said railway company has since the filing of the petition herein been sold for the sum of about $57,000, and the proceeds of which now form part of the assets of the said town of Ingersoll, and it is intended to apply the same towards the payment of the said $60,000 of debentures of the said town so exchanged for the said bonds; and whereas in paying the debentures to the amount of $26,000 of the said town which matured on the 1st January, 1886, there was used and applied the sum of $5,453.38, which had been levied and raised, as a sinking fund, by assessment upon the taxable property of the public school supporters in the said town, to apply towards the payment of debentures to the amount of $10,000 issued for public school purposes, which form a part of the said $76,000, for which debentures are now outstanding as aforesaid, and which are the only debentures which have been issued for public school purposes by the said Town of Ingersoll; and whereas the said corporation of the Town of Ingersoll desire to have the proceeds of the sale of the said debenture stock of the Ontario and Quebec Railway Company specifically applied to the payment of the said debentures or other existing indebtedness of the said town, and further to raise by assessment upon the taxable property of public school supporters in the said town the sum of $4,546.62 only, to complete and fulfil the obligation resting on the said public school supporters, to provide for the balance of the payment of the said $10,000 of debentures issued for public school purposes, and to consolidate the said debts of $94·,00l", and to discharge the said indebtedness by the application of the proceeds of the sale of the said permanent debenture stock in the Ontario and Quebec Railway Company, and by the issue of new debentures to such amount as may be necessary to discharge the balance of the said indebtedness after applying the proceeds of the sale of the said permanent debenture stock, and not exceeding in any case the sum of $40,000; and whereas the said corporation have prayed for the passing of an Act to entitle them to car? out the said object, and it is expedient to grant the prayer o the said petition:

Therefore Her Majesty, by and with the advice and consent of the Legislative Assembly of the Province of Ontario, enacts as follows:

1. The debts of the corporation of the Town of Ingersoll are hereby consolidated at the sum of $94,000, and it shall and may be lawful for the said corporation of the Town of Ingersoll to raise by way of loan upon the credit of the debentures hereinafter mentioned, and by this Act authorized to be issued, from any person or persons, body or bodies corporate, either in this Province, in Great Britain, or elsewhere, who may be willing to lend the same a sum of money not exceeding $40,000 of lawful money of Canada.

2. It shall be lawful for the said corporation of the Town of Ingersoll, in the County of Oxford, to pass a by-law, or from time to time to pass by-laws, authorizing the said loan of $40,000, and the issuing of debentures therefor in accordance with this Act, and to impose in and by said by-law a special rate per annum on the whole ratable property of the said municipality, to be called " The Consolidated Loan Rate," over and above and in addition to all other rates to be levied in each year, which shall be duly levied in each year, and shall be sufficient, together with the sum hereinafter authorized to be raised by assessment on the taxable property of the supporters of public schools, to pay the sums falling due annually for interest, and to provide a fund for the due payment of the principal (when the same shall fall due) of the debentures hereby authorized to be issued.

3. The said municipal corporation of the Town of Ingersoll shall raise by assessment upon the taxable property of public school supporters, over and above and in addition to all other rates, such sum or sums, from year to year, and proportionately in each year, as shall in the aggregate amount to the sum of $4,546.62 and no more, which shall form a part of the Consolidated Loan Rate for the purpose specified in the preceding section of this Act.

4. It shall be lawful for the municipal council of the said corporation of the Town of Ingersoll, after the passing of such by-law or by-laws authorizing the same in accordance with this Act, to cause to be issued debentures of the said corporation, under the corporate seal, signed by the Mayor and countersigned by the Treasurer of the said corporation for the time being, for such sums not exceeding in the whole the said sum of $40,000, as the said council shall direct and appoint, bearing interest at a rate not exceeding six per cent. per annum, payable yearly or half yearly, as by said by-law or by-1aws may be provided.

5. The principal sum to be secured by the debentures to be issued under the preceding section of this Act, shall be payable either in sterling or currency, and the same with the interest accruing thereon may be made payable either in this Province, or in Great Britain, or elsewhere, as the said council may, by the by-law or by-laws, direct or shall deem expedient ; and a portion of the said debentures issued under any such by-law shall be made payable in each year for a period not exceeding thirty years from the time at which the by-law authorizing the issue of the same shall take effect, and so that the sums to be levied for principal and interest shall be as nearly equal in each year as may be, and it shall not be necessary to levy for or provide any sinking fund to retire the said debentures.

6. The funds derived from the negotiation and sale of said debentures, and from the said sale of the said permanent debenture stock in the Ontario and Quebec Railway Company shall be applied in and toward the payment of the said debts of $94,000 and not otherwise, and for that purpose the said council shall and it shall be the duty of the treasurer, by and with the consent and approbation of the council, from time to time to invest all moneys so received, either in the redemption of any of the outstanding debts, or debentures, or in Government securities, municipal debentures, or in first mortgages on real estate held and used for farming purposes, and being the first lien on such real estate, but not to a greater extent than one-half of the assessed value of such real estate, or in such manner as the Lieutenant-Governor in Council may, by general or special order direct, or he may deposit the same in any chartered bank of the Dominion of Canada that the council may from time to time approve.

7. It shall not be necessary to obtain the assent of the · electors of the said town to the passing of any by-law which shall be passed under the provisions of this Act, or to observe the formalities in relation thereto prescribed by The Consolidated Municipal -Act, 1883.

8. The treasurer of the said town shall, on receiving instructions from said council so to do, from time to time, but only l with the consent of the holders thereof, call in any of the now outstanding debts and liabilities specially provided for by this Act, and shall discharge and satisfy the same with the funds raised under this Act, or may, with the like consent, substitute therefor the said debentures, or any of them, herein before authorized to be issued by this Act, upon such terms as may be agreed upon between the said council and the said holders of the said outstanding debts and liabilities.

9. Any by-law to be passed under section 2 of this Act, and in pursuance of the provisions of this Act. authorizing the said loan, shall not be repealed until the debt created under such by-law and the interest thereon, shall be paid and satisfied.

10. It shall be the duty of the treasurer, from time to time, of the said town, to keep, and it shall be the duty of each of the members, from time to time, of the said municipal council, to procure such treasurer to keep and see that he does keep a proper book of account, setting forth a full and particular statement, so that the same shall at all times shew the number of debentures which, from time to time, shall be issued under the powers conferred by this Act, and the respective amounts, payment of which is thereby secured, and the times at which the said debentures shall respectively become due and payable, and the several amounts which shall, from time to time, be realized from the sales or negotiation of the said debentures, and the application which shall, from time to time, be made of the said amounts; and as to so much thereof as shall, at any time or times, be deposited or invested as directed by section 6 of this Act, the said book of account and statement shall set forth and shew the amount and the place and places of such deposits and the amount, the mode and nature and place or places of such investments, and the terms and conditions upon which such deposits or investments shall, from time to time, be made, and the said book of account and statement shall at all times and at all reasonable hours be open to the inspection of any ratepayer of the said town and of any of the holders, from time to time, of the debentures which shall be issued under the powers hereby conferred, or of any of such debentures.

11. Every debenture issued under the authority of this Act shall have upon the face of it written and printed the words " Consolidated Loan Debenture," and any provisions in the Acts respecting municipal institutions in the Province of Ontario, which are or may be inconsistent with the provisions of this Act or any of them, shall not apply to the by-law or by-laws to be passed by the said corporation under the provisions of this Act, and no irregularity in the form, either of the said debentures authorized to be issued by this Act, or by the by-law or by-laws authorizing the issuing thereof, shall render the same invalid or illegal, or be allowed as a defence to any action brought against the said corporation for the recovery of the amount of the said debentures and interest, or any or either of them or any part thereof.

12. Sections 411, 412 and 413 of The Consolidated Municipal Act, 1888, shall be deemed applicable to the debentures to be issued in pursuance of the provisions of this Act, and shall be deemed to be incorporated in this Act.

13. Nothing in this Aft contained shall be held or taken to discharge the corporation of the Town of Ingersoll from any; indebtedness or liability which may not be included in the said indebtedness above stated.

Appendix J: CP Proposal For CVR Purchase 1882 As to substitution by Canadian Pacific Railway of Credit Valley stock for the $1,000,000 Cash deposit. The Canadian Pacific Railway Company, through their Vice-President, Mr. R. B. Angus, on the 24th November, 1882, made application to the Honourable the Minister of Finance, requesting that the Government would be pleased to release and repay to the said (Canadian Pacific Railway Company, the million dollars deposited by them, in cash, as security for the construction of their railway, and offering in substitution therefor a certificate of the five per cent. Permanent Debenture Stock of the Credit Valley Railway Company to the amount of three hundred and thirty-nine thousand eight hundred pounds sterling (roughly $1,000,000) to he held as security for the due performance of the contract, the company to be at liberty to withdraw said stock certificate on re-deposit of one million dollars in cash or security to that amount satisfactory to the Government. The application was duly referred to Council, and an Order in Council was duly passed on the 25th November, 1882, sanctioning the substitution in the terms mentioned, of the said stock certificate for the said one million dollars cash deposit. The stock certificate was accordingly transferred to the Honourable the Minister of Finance by the said Canadian resins Railway Company under and in pursuance to the directions for that purpose given by the Department of Justice, to which Department all the papers and documents connected with such transfer of said stock, were submitted for o inion and approval. The transfer of stock took place at Toronto on the 29th November, and on that day a certificate (No. 14) of the Credit Valley Railway Company, five per cent.

By-Laws and Regulations of the Credit Valley Railway Company, regulating the issue and transfer of the permanent £5 per cent. Debenture Stock created by resolutions of the Company pursuant to an Act of the Legislature of the Province of Ontario, 44 Victoria, chapter 61. 1. In the interpretation of these Regulations, the following words and expressions have the following meanings, unless excluded by the subject or context: A) The "Company" means the Credit Valley Railway Company. B) The "United Kingdom" means the United Kingdom of Great Britain and land. C) The "Board" means a meeting of the Directors of the Company duly called and constituted, or, as the case may be, the Directors assembled thereat. D) The "Office" means the once of the Company’s duly appointed agents in London. E) "Stock" means five per cent. permanent Debenture Stock. F) "Holders," when applied to stock, means persons who, in accordance with these regulations, have entitled themselves to be, and who accordingly have been, "D registered as owners of stock.“ G) "Ledger" means the debenture stock ledger. H) "Registered Address" means the address of any holder of stock registered in the ledger, in pursuance of Article 18. I) Words imputing the singular number only, include the plural, and words imputing the plural, only include the singular. J) Words imputing the masculine gender only include the feminine gender. K) Words imputing individuals only include corporate bodies, mutatis mutandis.

2. The stock issued under these regulations shall be called the five per cent. Debenture Stock.

3. All persons applying for stock, shall state in writing, under their hand, their address, an if it shall be without the United Kingdom, they shall, in like manner state an address within the United Kingdom, to which dividend warrants and notices may be sent, as hereinafter provided.

4. A book shall be kept by the Company at the office, which shall be called the debenture stock ledger, and therein shall be entered, in such manner and form as the Board shall from time to time think tit, the names and addresses of all persons to whom stock shall be issued by the Company, or who shall afterwards become entitled in accordance with these Regulations, to be registered as holders thereof, the capital amount of stock from time to time belonging to such persons respectively, the capital amount of stock transferred to or from them respectively and the dates of registry of such transfers. And a transcript of the said Debenture Stock ledger shall be kept at the offices of the Company, in Toronto, wherein shall be entered from time to time, as advised by the duly appointed agents of the Company in London, all transfers of the said stock made as herein provided.

5. Stock may be transferred in manner and subject as hereinafter mentioned.

6. No capital sum of stock less than one hundred pounds sterling, or other than multiples of one hundred pounds sterling shall be transferred, but with those exceptions any sum may be transferred.

7. Every transfer of stock must be by deed, signed and sealed by the transferee and transferee. It must express that the transferee takes the stock transferred upon the terms and conditions upon which the transferee held the same or to that effect. It must contain the full name and ·address of the transferee, and if his address is without the United Kingdom, it must contain an address within the United Kingdom to which dividend warrants and notices may be sent as hereinafter provided, or such an address must be written on the transfer and signed by the transferee.

8. Any number of persons, not exceeding four, but no more, may be joint transferees of any sum of stock.

9. No infant or married woman, except in accordance with the provisions of the Married Woman’s Property Act, 1870, or , any statutory modification thereof, shall be a transferee of stock.

10. If any holder of stock shall die, become bankrupt: or lunatic, enter into liquidation of arrangement, or being a company or partnership, be wound up, or being a woman, marry the person alleging himself to be entitled by reason thereof to transfer or to be holder of such stock, shall lodge at the office a statement in writing under his name, stating his name and address, and if his address is without the United Kingdom, then also an address within the United Kingdom, to which dividend warrants and notices may be sent as hereinafter provided, and shall also lodge at the office to be cancelled the certificate (hereinafter mentioned and described) which shall then be outstanding in respect of such stock, and shall produce at the office reasonably satisfactory evidence of his title, and pay such fee, not exceeding five shillings, as the Board shall from time to time direct, and until a reasonable time after compliance with the directions of this article, be shall not be entitled to such stock or the dividends thereof or to transfer the same.

11. Every transfer must be left at the office to be kept by the Company with such fee, not exceeding five shillings as the Board shall from time to time direct.

12. With the transfer must be left for cancellation, the certificate (hereinafter mentioned and described) which shall then be outstanding in respect of the stock to be transferred.

13. Upon compliance with the provisions of Article 10, the persons who shall, as in the said article mentioned, have become entitled to any stock, shall be registered by the Company as the holders thereof.

14. Upon a transfer, executed by the holde1· of any Stock, being left, in compliance in all respects, with articles 6, 7, 8, 9, 11 and 12, and upon all the other directions in the said Articles being complied with, the transferee shall be registered in the ledger as the holder of the Stock transferred.

15. The Board may in their discretion dispense with all or any of the conditions for registering herein before set forth, but they shall not, under any circumstances, be bound to do so unless in their own absolute and uncontrollable discretion they shall think fit.

16. No transfer or transmission of interest in or with respect to which the directions in Articles 6 to 12 inclusive, or such of them as shall be applicable in the case, shall not have been observed and complied with, shall as against the Company be valid or in any way bind or affect the Company, either at Law or in Equity, not-withstanding any knowledge or notice thereof which they may have or receive and the person from time to time registered in manner aforesaid, as the holder of an of the stock, shall alone, so far as the Company is concerned, be entitled either at Law or in Equity, to be considered as the owner thereof or entitled to the annuity or dividends payable in respect thereof, and payment to him in manner herein provided, shall be an effectual discharge to the Company, in respect of the money so paid.

17. Transfers and other transmissions of title shall, so far as the Company is concerned, take effect not from this date, but from the time of registry thereof. They may, however, be registered, notwithstanding the death or any change of the position of any of the parties to such transfers or transmissions.

18. The addresses of the persons to whom the stock shall be originally issued as stated in the application for such issue, and of the transferees or other persons becoming entitled by transmission of title as stated in the transfers or otherwise in pursuance of these regulations, shall be entered in the ledger, and shall until altered; as hereinafter mentioned, be for all purposes, so far as the Company is concerned, taken to be the true addresses of such persons respectively. In cases of two addresses being given, under Article 3 or 7, the address within the United Kingdom shall be the true address within the meaning of this Article.

19. The holder of any stock may, by notice under his hand, left at the Company's Office, with such fee as the Board shall fix, not exceeding one shilling, request is registered address to be altered to any address within the United Kingdom, specified in the said notice, and such alteration shall be made in the ledger, and the new address so entered shall become the registered address of such holder.

20. The Board may close the ledger and refuse to register any transfers of the said stock for any time or times they may think fit, not exceeding in all thirty days in each year.

21. The Board will upon the issue of any of the stock to any person, give to him a certificate that it has been registered in his name. Such certificate shall be in such form as the Board shall from time to time determine, and shall be under the corporate seal of the Company, and signed by the President or Vice-President thereof`, counter-signed and issued by the Company’s agent in London, and authenticated in such other manner, if any, as the Board may from time to time determine.

22. The certificate issued under article 21, shall not constitute the title to the stock, such title shall consist exclusively in registry in the ledger. The assignment or deposit of the certificates shall, as against the Company, convey no title whatever to the stock; such title shall only be conveyed in accordance with these regulations.

23. Upon a transfer being registered under article 14, or upon a transmission of title being registered under. article 10, and upon the old. certificate being delivered up to be cancelled, the Company will issue to the new holder, so registered, a fresh certificate for the amount of stock which shall have been transferred, or the title whereof shall have been transmitted to him, and if, in the ease of a transfer, any stock shall remain un-transferred, will upon the old certificate being delivered up to be cancelled, issue to the transferee a fresh certificate for so much of the amount thereof as was included in the cancelled certificate.

24. Every dividend on stock shall belong to the person registered as the holder thereof at the time the dividend falls dire, notwithstanding any subsequent lodging of a transfer for registry and whatever may be the date of -such-transfer; and no appointment shall he made of any dividend, so far as the Company is concerned.

25. The dividends on stock shall be paid by warrants or cheques sent by post to, and at the risk of the holders at their registered addresses.

26. In case more persons than one are, joint holders of any sum of stock, the dividend warrants shall be sent to the registered address of the person first named in the ledger. By order of the Board, H. E. SUCKLING, Secretary- Treasurer. The agreement was culminated on the first of February, 1883.

Appendix K: Act Regarding The Lease Agreement Between CVR and O&Q 1883 [Assented to 1st February, 1883] Preamble: Whereas it is desirable that the Credit Valley railway should form part of a continuous line of railway throng the Province of Ontario, having at Ottawa connections with the Maritime Provinces and the Eastern States, and at St. Thomas connections with the Western States and the Canadian North-West, and whereas to carry out this project the Credit Valley company have petitioned for an Act enabling them to amalgamate with or lease their railway to the Ontario and Quebec railway company and the Canada Southern railway company or either of the said companies, and to enable the said company to increase their capital for the purpose of carrying out such arrangement, and it is expedient to grant the prayer of their said petition: Therefore Her Majesty, by and with the advice and consent of the Legislative Assembly of the Province of Ontario, enacts as follows:

1. Power To Lease or Amalgamate: So far as the Legislature of Ontario has power to authorize the same, it shall be awful for the Credit Valley railway company (hereinafter called the company) to unite or amalgamate with or lease in perpetuity or for a term of years, and from time to time, their railway to the Ontario and Quebec railway company, and the Canada Southern railway company or either of the said companies (hereinafter called the other company). 2. Power Of Directors To Arrange Terms Of Lease Or Amalgamation: It shall be lawful for the directors of the company to agree with the directors of the other company that they shall be united or amalgamated as one company (hereinafter called the amalgamated company) or that the railway of the company together with its property, rights and franchise shall be leased to the other company and by such agreement to the the terms upon which such union, amalgamation or lease shall take place; the rights which the shareholders of the company shall possess after such union, amalgamation or lease; the number of directors which the company shall thereafter have, and who shall be such directors until the then next election of directors; the period at which such election shall be held; the number of votes which the shareholders of the company shall respectively have thereat and thereafter; the corporate name of the united or amalgamated companies; the time when such agreement shall take effect; the by-laws which shall apply to the amalgamated company and generally to make all such conditions and stipulations touching the terms upon which such union, amalgamation or lease shall take place as may be found necessary for determining the rights of the company and of the shareholders thereof, and the mode in which the business of the united or amalgamated company shall be managed and conducted. 3. Approval Of Shareholders Required: No amalgamation or lease authorized as aforesaid shall be acted upon or take effect until it shall have been submitted to and received the approval of' two-thirds in value of the shareholders of the company present or represented by proxy at a meeting duly called, for this purpose. 4. Companies Amalgamated To Form One Company: From and after the time when any such ratified agreement for the union or amalgamation of the said companies shall take effect the said companies shall become one company and one corporation by the corporate name assigned to it by such agreement and shall be bound by all agreements made by the company with the various municipalities as to stations at which trains shall arrive and from which they shall depart, and shall be invested with and have all the rights and property and be responsible for all the liabilities of the said respective companies and shall be held to be the same corporation with each of them so that entry right or claims that could be enforced by or against either of them may after such union be enforced by or against the company formed by their union, and any suit, action or proceeding pending at the time of such union by or against the company may be continued and completed by or against the amalgamated company by their corporate name. Proviso: Provided, always t at the rights of any person having any lien or charge upon the railway, tolls, revenues, franchise or other property area or personal of the company shall not be impaired by such amalgamation or lease, and provided also, that the said agreement s all contain a provision for keeping separate accounts with respect to each railway so as to ascertain the property or moneys upon which any such lien or charge may attach. 5. Privileges and Powers Of Company To Be Possessed By Amalgamated Company: So far as the Legislature of Ontario has power to authorize the same, all the privileges, powers, rights, or franchises possessed by the company m force at the time of such agreement shall, or may, be continued to and possessed by the amalgamated company which may use or exercise the same as fully as the company immediately before such union possessed or enjoyed the same. 6. Company Empowered To Lease London Junction Railway: It shall be lawful for the company to lease or work the London Junction railway for such period and on such terms and conditions as the directors of the said two companies shall agree upon, and to make the rent therefor part of the working expenses of the railway. Provided that the assent of at least two- thirds of the shareholders of the company shall be first obtained at a special general meeting duly called for the purpose, and the company are there on authorized to work the said London Junction railway in the same manner as if incorporated with their own railway.

7. Provisions As To Existing Agreements With Municipalities Respecting Amalgamation, etc.: Whereas the company have heretofore covenanted and agreed with certain municipalities not to amalgamate with or lease their railway to any other railway company, and have also entered into certain other engagements and agreements with respect to the location and maintenance of stations and other matters: Be it therefore enacted that any covenant or agreement made by the company with any of the said municipalities not to amalgamate with or lease their railway to any other railway com any, shall not be applicable to the amalgamation or lease hereby authorized, nor to any other amalgamation or lease made between the amalgamated company, and any other railway situated or located east or eastward of the town of Perth, other than the Grand Trunk railway, but with respect to all other railway companies the said agreements of the company not to amalgamate with or lease their railway to any other railway company shall remain and be binding upon the amalgamated company. Be it also enacted that, with respect to all such other engagements and agreements made between the company and such municipalities, the same shall be obligatory an binding upon the amalgamated company to the same extent as if such agreements had been made directly with such amalgamated company, and the agreement for amalgamation mentioned in the second section of this Act shall contain stipulations or provisions whereby the amalgamating companies shall agree to be bound by and perform all such engagements and agreements: Provide always that, with respect to any amalgamation or lease other than with the Grand Trunk and Great Western railway companies, and also with respect to the location and maintenance of stations and all other matters contained in the said agreements, it shall be lawful upon the application of the amalgamated company for the municipal councils of the said several municipalities with which agreements have been so made by by-law, to vary the same from time to time as they shall deem expedient. 8. Appointment Of Directors By Municipalities: The rights of the several municipalities now entitled to appoint directors on the board of the Credit Valley company, and the right of the town of Ingersoll, as provided by section eighteen of the Act passed in the forty-fourth year of Her Majesty's reign, chapter-ed sixty-one, shall extend to, and be binding on, the said amalgamated company, and the several municipalities now entitled to appoint directors on the board of the Credit Valley company shall have the same right to appoint directors on the board of the amalgamated company: provided that the directors, other than the director for the town of Ingersoll, so appointed shall, on or before the fifteenth day of February in each year, elect four of their number to represent them on the board of the amalgamated company, one of whom shall be the person named and selected as such director by the corporation of the city of Toronto, which four directors shall represent all of the municipal directors, other than the director for the town of Ingersoll, on the said board, and shall have the rights, powers, and duties thereon, which the municipal directors now possess, upon the board of the Credit Valley company. 9. Issue Of New Consolidated Bonds Or Debenture Stock Authorized: And whereas, to enable the said Credit Valley railway company to carry out the provisions of this Act, it may become necessary for them to increase their capital, and it is expedient that the said company or the amalgamated company, may be enabled to make a new issue of bonds or debenture stock in lieu of all bonds or debenture stock heretofore issued by the company; it is enacted that the company or the amalgamated company may with the consent of a majority of two-thirds in value of the shareholders thereof represented at a meeting specially called for that purpose, make and issue new consolidated bonds or debenture stock for an amount not exceeding in all twenty-five thousand dollars per mile upon the act mile from their terminus in Toronto to the city of St Thomas on the main line, and from Streetsville to Orangeville and Elora on the branch line, payable at such time and place and bearing such rate of interest not less than five per cent per annum as the company or the amalgamated company may determine, and such new bonds or stocks all without registration or formal conveyance be taken and considered to be the first and preferential claims and charges upon the undertaking and the real property of the company, including its rolling stock and equipments then existing and at any time thereafter acquired, and each holder of the said bonds or stock shall be deemed to be a mortgagee and incumbent rate. with all the other holders. thereof, upon the undertaking property of the company as aforesaid: Provided that the powers conferred by this section ' to issue the said new bonds or debenture stock are not to be exercised until three-fourths in value of the existing bondholders or holders of debenture stock represented at a special meeting called for the purpose, have agreed to the issue of the said bonds or debenture stock, and to accept new bonds or debenture stock to be issued in exchange and substitution for the bonds or debenture stock now held by them. 10. Power To Secure Bonds By Mortgage Of Company Property: The said company or the amalgamated company may secure such bonds or debenture stock and interest by the execution of a mortgage deed to a trustee or trustees upon the undertaking and property of the company, real and personal, then existing or at any time thereafter acquired. 11. Mortgage Need Not Be Registered: It shall not be necessary in order to preserve the priority, lien, charge, mortgage or privilege, purporting to appertain to, or be created by any mortgage e deed executed under the provisions of this Act, that such deed should be registered in any manner or in any place whatever, but a duplicate of every such mortgage deed shall be deposited in the office of the Provincial Secretary, of which deposit notice shall be given in the Ontario Gazette.

12. Provisions As To Calling In Bonds Heretofore Issued: Provided three-fourths in value of the existing bond holders and holders of debenture stock, and two-thirds in value of the shareholders represented at a meeting or meetings specially called for that purpose agree thereto, the said company or the amalgamated company shall call in and cancel all the outstanding bonds and debenture stock heretofore issued, and shall issue to each person holding any of the said bonds or debenture stock now outstanding, new bonds or debenture stock to an amount sufficient to equal the face value and all accrued and unpaid interest of the bonds or debenture stock so held by them, such new bonds or debenture stock to be dated on the first day of April, one thousand eight hundred and eighty-three, and to bear interest from that date. 13. On The Issue Of New Bonds Or Debenture Stock Outstanding Bonds To Be Called In: On the issue by the company or the amalgamated company of the said bonds or debenture stock under this Act, all bonds and debenture stock heretofore issued by the said company, and outstanding, shall be called in and cancelled, and the said bonds and debenture stock so called in shall no longer form any lien or charge on the said com any, or be of any force or effect, and in the event of the said) existing bondholders or holders of debenture stock failing to deliver up the bonds or debenture stock held by them, the said company shall issue and reserve a sufficient amount of bonds or debenture stock under this Act, to meet the said bonds or debenture stock not so delivered up to be cancelled. 14. And All Former Powers Respecting Issue Of Bonds To Cease: On the issue of the said bonds or debenture stock as provided by this Act, all powers heretofore existing to issue bonds or debenture stock under any former Act shall terminate and cease. 15. Provisions To Form, etc Of Bonds: The bonds or debenture stock which may be issued under this Act shall be under the seal of the company, and shall be signed by the resident or vice-president of the company, and countersigned by the secretary, and may be issued, payable to order or bearer, either in sterling or in currency of Canada, or partly in sterling and partly in currency, at such place or places in Canada, or Great Britain, as may be deemed advisable, and shall be transferable by endorsement or delivery, and the holder of any bond or debenture stock may sue thereon in his own name. 16. Debenture Stock May Be Perpetual Or Terminable: The said debenture stock maybe made either perpetual or terminable, and may be made, executed and issue in such form as the said company or the amalgamated company, with the consent aforesaid, may determine. 17. Rights Of Holders Of Bonds Or Debenture Stock When Interest Is In Arrears: In the event, at any time, of the interest upon the said new bonds or debenture stock remaining owing and unpaid, then at the next ensuing general annual meeting of the company or of the amalgamated company, and at all subsequent meetings, so long as the said interest shall remain unpaid, all holders of said new bonds or debenture stock shall have the same rights as the holders of bonds had under the thirty-sixth section of the Act passed in the thirty-fourth year of the reign of Her Majesty Queen Victoria, chapter-ed thirty-eight. 18. Powers To Sell Or Pledge Bonds Or Debenture Stock: The company or the amalgamated company may sell, hypothecate or pledge the bonds or debenture stock to be issued hereunder, and not required to be exchanged for existing bonds or debenture stock, or reserved for such exchange, and may apply and use the proceeds for the benefit of the company or the amalgamated company as they shall see fit. 19. Advertisements Of Meetings Under This Act: All meetings in this Act referred to shall be advertised once a week in some daily newspaper published in Toronto, and in the Ontario Gazette for four consecutive weeks immediately preceding the week in which such meetings are held, and the object of the meeting shall be clearly stated therein, and at any such meeting any bondholder, holder of debenture stock or shareholder may act or vote in person or by proxy; each bondholder and holder of debenture stock shall have one vote for each one hundred pounds sterling held by him. 20. A Vote Of Three-Fourths In Value Of The Bondholders and Two-Thirds In Value Of The Shareholders Respecting Exchange of Bonds To Bind All Bondholders and Shareholders: In case at any such meeting it be resolved by a vote of three-fourths or more in value of the bondholders and holders of debenture stock and two thirds or more in value of the shareholders, there present or represented, that the existing bonds and debenture stock shall be exchanged for new bonds or debenture stock (either perpetual or terminable,) under the provisions of this Act, such resolution shall be binding on all bondholders, holders of debenture stock and shareholders whether present or represented or not, and whether dissenting or not, and upon any transferee or subsequent holder of existing bonds, debenture stock or shares. 21. After A Resolution Is Passed Under S.20 Holders Of Existing Bonds To Have No Right Other Than To Exchange Bonds: After the passing of any such resolution, the only right of the holders of existing bonds or debenture stock in respect of principal and interest, shall be to exchange their bonds or debenture stock for the bonds or debenture stock authorized by this Act, and the only liability of the company shall be to make such exchange. 22. Company To Have All Power Necessary For Carrying Out Any Agreement Under Preceding Section: The company shall have all owners necessary for the making, issue, and exchange of the said new bonds and debenture stock, and for carrying out the objects of this Act in relation thereto, and may make prior to the issue of such new bonds or stock, such rules and provisions for the registration and transfer thereof as to them may seem expedient.

Appendix L: Northern Railway of Canada Traffic Reports of 1879.

Being Reports Relating To The Shunting Service, Etc., In The Northern Depot, Toronto. F.W. Cumberland, Esq., General Manager. Sir, Having been ordered to post myself in the Company's yard,in Toronto, in such a position as to command an uninterrupted view of the main line between Bathurst Street and Brock Street, and to keep an accurate account of the number of times engines or cars went upon or left the main line between those two points, and of the length of time the main line was thus occupied, I went to the yard and kept an account of every occupation of the main line, upon the dates and during the hours as per subjoined table, which I hereby certify to be correct:

Date 1879 No. Hours No. Minutes Time Occupied Time Cleared Entered Upon or Left April 2nd 8:30 AM to 6 PM 9.5 570 336 234 162 April 3rd 7:00 AM to 6 PM 11 660 438 222 214 April 4th 7:00 AM to 6 PM 11 660 455 205 261 April 5th 7:00 AM to 6 PM 11 660 422 238 219 Totals: 42.5 2550 1651 899 856

Percentage of time line was occupied 64.75 Percentage of time line was clear 35.25 Line entered upon or left once in 2.98 minutes Wesley S. Donn.

F.W. Cumberland, Esq., General Manager. Sir, Having been ordered to post myself in the Company's yard, in Toronto, in such a position as to command an uninterrupted view of the main line between Bathurst Street and Brock Street, and to keep an accurate account of the number of times engines or cars went up or left the main line between those two points and of the length of time the main line was thus occupied, I went to the yard and kept an account of every occupation of the main line, upon the dates and , during the hours as per subjoined table, which I hereby certify to be correct:

Date 1879 No. Hours No. Minutes Time Occupied Time Cleared Entered Upon or Left Nov. 6Th 7:00 Am to 6:00 PM 11 600 459 201 356 Nov. 7Th 7:00 Am to 6:00 PM 11 600 496 164 424 Nov. 8Th 7:00 Am to 6:00 PM 11 600 528 132 508 Nov. 10Th 7:00 Am to 6:00 PM 11 600 502 158 400 Nov. 11Th 7:00 Am to 6:00 PM 11 600 517 143 423 Nov. 12Th 7:00 Am to 6:00 PM 11 600 522 138 432 Nov. 13Th 7:00 Am to 6:00 PM 11 600 559 101 439 Nov. 14Th 7:00 Am to 6:00 PM 11 600 544 116 428 Nov. 15Th 7:00 Am to 4:00 PM 9 540 429 111 359 Totals: 42.5 5340 4556 1264 3769

Percentage of time line was occupied 64.75 Percentage of time line was clear 35.25 Line entered upon or left once in 2.98 minutes Average occupation per hour 1.54 minutes Total time of occupation, 75 hours 56 minutes. M. MacLeod.

Northern Railway of Canada,Traffic Department, Toronto, 16th December, 1879.

Dear Sir, With reference to the shunting in the yard, of which a record was kept for a few days, in April last, by Mr. Dodds, I desire to say that it does not show something like our usual shunting movements, as at that time navigation had not fully opened and we were running very few freight trains. As a matter of fact there was not so much business as in the preceding winter months, February and March, as is proved by the annexed statement, certified by our Yard Master. In November, when Mr. McLeod made a. similar record, we were doing more business, but were not so active as in September and October, as the Yard Master´s statement of arrivals and deliveries of loaded freight cars for the corresponding period, in the months of September, October and November will show. Yours truly, J. Harvie F.W. Cumberland, Esq., General Manager.

Northern Railway of Canada, Toronto Yard Office

The following statement shows the number of loaded Freight cars which arrived and were delivered in this yard during periods indicated therein. (The dates correspond for the several months, avoiding the Sundays.)

Date 1879 No. of Cars Date 1879 No. of Cars Date 1879 No. of Cars February 1 58 March 1 38 April 2 42 February 3 49 March 3 29 April 3 34 February 4 43 March 4 41 April 4 53 February 5 58 March 5 44 April 5 41 Total: 208 Total: 152 Total: 170

September 4 89 October 4 146 November 5 79 September 5 42 October 6 107 November 6 92 September 6 77 October 7 105 November 7 112 September 8 76 October 8 100 November 8 88 September 9 74 October 9 111 November 10 60 September 10 139 October 10 110 November 11 64 September 11 88 October 11 130 November 12 66 September 12 86 October 13 98 November 13 82 September 13 109 October 14 95 November 14 95 September 15 64 October 15 111 November 15 71 Total: 844 Total: 1113 Total: 809

Average per Day: February 45 cars March 45 cars April 42 cars September 92 cars October 92 cars November 81 cars

I certify the above to be a true and correct stz1.te1nent. Cars which arrived and were delivered between the hours of six o'clock, P.M., and six o´clock on the following morning are not included, as I am not on duty during these hours, and consequently have no knowledge of them. G.E. Dalby, Yard Master

Northern and North-Western Railways. General Freight and Passenger Agent's Office, Toronto, Ont., 3rd January, 1880. Statement Of Freight Business.

Dear Sir, In compliance with your request, I now hand you a general statement of the Freight business handled at the Toronto Depot during last season of Navigation, and which you will see I have reduced to car loads, and you will see that, taking the season as from the 1st May to the 30th November, we brought in the equivalent of 23,133 car loads, at the rate of 771 cars per week, or 129 cars per day, being equal to 75 Freight trains, of 17 cars each, per day, for passage over our main line. Of course, I need not say that the handling of these 71 trains per day, over the main line and sidings of our Toronto depot, means an almost continuous movement of our shunting engines (of which we have three (3) in full work) across the main line and between the arrival sidings and shipping tracks, and which has i been found, as I understand, to represent between 70 and 80 per cent. Occupation of the main line during the working hours of the day. Respectfully yours, Robt. Kerr. F. W. Cumberland, Esq., General Manager.

STATEMENT of business handled in Toronto yard during season of Navigation, 1879, from May 1st to November 30th.

Quarterly Tons. Car Loads Grain, bushels 4,295,922 120,327 10,026 Flour, barrels 84,394 9,114 844 Lumber, 1,009 feet 57,160,000 71,450 7,145 Timber, cubic feet 106,500 2,662 213 Cordwood, Slabs, Cedar, etc. (cars) 1,000 10,000 1,000 General Merchandise, tons 36,703 36,703 3,670 Miscellaneous, tons 2,354 2,354 235 Totals: 252,610 23,133

Remarks: There being 30 weeks from 1st May to 30th November, 23,133 car loads are equal to 771 cars per week, or 129 cars per day, equal to 7½ trains of 17 cars per day pass over main line.

Robt. Kerr, G. F. A.

Appendix M: Bibliography

ISBN “A Pictorial History of Alton” by Ralph Beaumont (Boston Mills Press 1974) 0-919822-045 “An Early History of Erin Township” by C.J. McMillan (Boston Mills Press 1974) 0-919822-029 “At the Mouth Of The Credit” by Betty Clarkson (Boston Mills Press 1977) 0-919822-169 “Belfountain and The Tubtown Pioneers” by Margaret Whiteside (Boston Mills Press 1975) 0-919822-07X “Belfountain Caves Castles and Quarries in the Caledon Hills” by Berniece Trimble. None issued “Canadian Pacific Steam Locomotives” by Omer Lavallee 0-919130-348 “Cataract and The Forks Of The Credit” by Ralph Beaumont (Boston Mills Press 1974) 0-919822-010 “Cheltenham: A Credit Valley Mill Town” by Frank Nelles (Boston Mills Press 1975) 0-919822-088 “Cook's History of Inglewood” by William E. Cook (Boston Mills Press 1975) 0-919822-053 “Credit Valley Railway - The Third Giant” by James Filby (Boston Mills Press 1974) 0-919822-002 “Engine Houses and Turntables On Canadian Railways 1850-1950” by Edward F. Bush (Boston Mills Press 1990) 1-550460-021 “Erindale - At The Crook of The Credit” by Adamson, Jean (Boston Mills Press 1978) 0-919822-126 “Hamilton's Other Railway” by Charles Cooper (Bytown Railway Society 19xx) 0-921871-04X “Hillsburgh’s Heyday” by Kortland, Patricia (Boston Mills Press 1983) 0-919822-673 “Iron and Steam - A History of the Locomotive and Railway Car Builders of Toronto” by Dana William Ashdown (Robin Brass Studio, Toronto, Ontario) 1999 1-896941-125 “Main Street - A Pictorial History Of Erin Village” by Jean Denison (Boston Mills Press 1980) 0-919822-339 “McMillan Mills” by Tim Inkster (Porcupine’s Quill 2009) 0-889843-244 “Meadowvale and Churchville” by William E. Cook (Boston Mills Press 1975) 0-919822-061 “Remember When” by Berniece Trimble. None issued “Rockside Pioneers” by Robert Crichton (Boston Mills Press 1977) 0-919822-142 “Running Late on the Bruce” by Beaumont and Filby (Boston Mills Press 1980) 0-919822-320 “Saunder's History of Georgetown” by Kathleen Saunders (Boston Mills Press 1976) 0-919822-118 “Steam Trains Through Orangeville” by A.M. McKitrick (Boston Mills Press 1976) 0-919822-134 “Steam Trains to the Bruce” by Ralph Beaumont (Boston Mills Press 1977) 0-919822-215 “Terra Cotta - A Capsule History” by Mary Zatyko (Boston Mills Press 1979) 0-919822-819 “The Barber Dynamo - A Perspective” by Reinhard Filter (Boston Mills Press 1977) 0-919822-207 “The Great Horseshoe Wreck” by Ralph Beaumont and James Filby (Boston Mills Press 1974) 0-919822-0 “The Ontario and Quebec Railway” by Donald M. Wilson (Mika 1984) 0-919303-82x “The Road To Boston Mills” by James Filby (Boston Mills Press 1976) 0-919822-10X “Village Within A City Story of Lorne Park Estates” by Bird, Marcia (Boston Mills Press 1983) 0-919822-363 “The Stonehookers of Lake Ontario” by Andrew Armitage (an essay) None issued "The Story of Albion - From Caledon to Vaughan" by Esther Heyes ( Bolton Enterprise 1961) None issued

1867 Cheap Railways By George Laidlaw Toronto: Globe Printing Company, 26 and 28 King Street East 1868 Narrow Gauge By George Laidlaw Toronto: Globe Printing Company, 26 and 28 King Street East 1868 Railway Act 1871 Act To Incorporated The Credit Valley Railway 1871 Ontario Railway Act 1871 Railways of Canada 1870-1 1872 Annual Cyclopedia Canada 1872 Lois De L Ontario 1872 Ontario And Quebec Railway 1872 Statutes Of Ontario 1873 Lovell's Gazetteer of British North America 1874 Ewarts Index of The Statutes 1875 Act For Care of Animals 1875 Capital and Labour, Volume 2 1875 Lovell's Gazetteer of British North America 1875 Manchester Locomotive Works 1876 Canadian Monthly and National Review Volume 9

1876 Credit Valley Railway By George Laidlaw 1876 Report Of The Select Committee 1876 Year Book and Almanac of Canada 1877 House of Commons Select Committee on Northern and Northern Extension Railways 1877 Irishman In Canada 1877 Levis and Kennebec Railway 1878 Annual Report Of The Richmond Frederick 1878 Collection Of Legal Opinions 1878 Cromaboo Mail Carrier 1878 Dominion Of CanadaPacific Railway 1878 Institution of Civil Engineers Minutes 1879 Canadian Parliamentary Companion and Annual Register 1879 Consolidated Railway Act 1879 County of Wellington Gazetteer 1879 Dominion Annual Register and Review 1879 Institute of Civil Engineers Charter 1879 Local Elections Liberal Conservative Campaign Pamphlet 1879 Reform Government In Ontario 1879 Rowell's American Newspaper Directory 1880 Agreement Between Northern Railway and CVR 1880 American Civil Engineers Proceedings 1880 Annual Report of The Inspector of Asylums, Prisons, and Public Charities 1880 Ayer Directory Of Publications 1880 Canadian Parliamentary Companion and Annual Register 1880 Constitution Of Canada The British North America Act1867 1880 CVR Toronto Difficulties 1880 Debates Of The House Of Commons 1880 Digest Of The Reported Cases Determined In The Courts Of Common Volume 2 1880 Emigration The British Farmer's and Farm Labourers' Guide To Ontario 1880 Geographical Dictionary 1880 Northern Railway vs CVR 2nd Reading 1880 Scot In British North America 1881 Act For Safety of Railway Employees and Public 1881 Canadian Parliamentary Companion and Annual Register 1881 CVR Timetable 1881 Journals Of The Senate 1881 Judicature Act and Rules 1881 Minutes Of Proceedings Of The Institution Of Civil Engineers, Volume 66 1881 Official Railway Guide North American Freight Service Edition 1881 Ontario Agriculture Commission 1881 Reports Of Cases Decided In The Court of Common Pleas of Upper Canada Volume 31 1881 S.W. Silver And Cos Handbook To Canada 1881 Treatise On The Law Of Sale Of Personal Property 1882 Act Regarding Sale of Passenger Tickets 1882 Bradshaw's Railway Manual Shareholders 1882 Elevations In The Dominion Of Canada 1882 Geo. P. Rowell And Co's American Newspaper Directory 1882 Index To The Acts Of The Dominion Of Canada 1882 Proceedings Of The American Society Of Civil Engineers, Volumes 8-9 1882 Railway Master Mechanic, Volume 5 1882 Report of The Canadian Pacific Railway Royal Commission 1882 Westinghouse Automatic Brake 1883 Act Respecting The CVR 1883 Agreement Between Northern Railway and CVR 1883 American Architect And Architecture, Volume 14 1883 Annual Report of The Minister of Railways and Canals

1883 Brotherhood Of Locomotive Engineer's Monthly Journal 1883 Bullion The Quarterly Review Of Transport, Trade And Money 1883 Canadian Parliamentary Proceedings 1841-1970 1883 Cases Decided On The British North America Act 1867 In The Privy Volume 2 1883 CVR and The County Of Oxford 1883 CVR Timetable 1883 Grip, Volumes 21-22 1883 House Of Commons Debates 1883 J.A. Berly's British, American and Continental Electrical Directory 1883 Journals Of The House Of Commons 5th Session 1883 Locomotive Engineers Journal Volume 17 1883 Mercantile Agency Special Edition Of Bullinger's Postal And Shippers 1883 Official Railway List 1883 Statutes Ontario 1883 Statutes Related To Northern Railway 1883 US Geological Survey 1884 Annual Report of The Minister of Public Works 1884 Bulletin Of The United States Geological Survey 1884 Congressional Serial Set, Issue 2248 1884 CPR Annual Report 1884 Digest Of Railway Decisions 1884 Digest Of Reported Cases 1884 Dominion Annual Register and Review 1884 Dominion Of Canada A Guide Book Containing Information For Intending Settlers 1884 Foreign Railways Of The World 1884 History Of The County Of Peterborough 1884 Index To The Miscellaneous Documents House Of Representatives 1884 J.A. Berly's Universal Electrical Directory And Advertiser 1884 Journals Of The Legislative Assembly Of The Province Of Ontario, Volume 17 1884 Knight's New Mechanical Dictionary 1884 Minutes Of Proceedings Of The Institution Of Civil Engineers, Volume 76 1884 Ontario and Quebec Railway Lease To CPR 1884 Ontario Judicature Act, 1881, And Subsequent Rules Of The Supreme Court 1884 Parliamentary Procedure and Practice 1884 Public Accounts Of Canada 1884 Railway Aid Financial Staatements 1884 Speech Delivered 21st February In The Legislative Assembly Of Ontario 1884 Superior Court Ontario 1884 Toronto Past And Present A Handbook Of The City 1884 Treatise On The Law Of The Statute Of Frauds And Of Other Like Volume 1 1884 US Geological Survey Volume 6 1885 Annual Report of The Minister of Railways and Canals 1885 Annual Report of The National Board of Health 1885 Biographical Directory Of The Railway Officials Of America 1885 Canada vs Railroad 1885 Canadian Bee Journal, Volume 1 1885 Canadian Parliamentary Companion 1885 Debates Of The Senate 1885 Gazetteer Of The World 1885 History Of Toronto and County Of York, Ontario 1885 Labor In Foreign Countries 1885 Official Railway List 1885 Ontario Commission To Investigate The Charges of Bribery and Conspiracy 1885 Ontario Reports V-7 1885 Ontario Reports V6 1885 Principles of Canadian Railway Law

1885 Report Of The Commissioners 1885 Report On The Internal Commerce Of The United States 1885 Sabbath For Man A Study Of The Origin, Obligation, History, Advantages 1885 St Thomas vs CVR 1885 West vs Parkdale 1886 Annual Report Of The Bureau Of Industries For The Province Of Ontario 1886 Annual Report of The Minister of Railways and Canals 1886 Atlas 1886 Congressional Serial Set Issue 2339 1886 Cyclopaedia Of Canadian Biography 1886 Dominion Annual Register and Review 1886 Famous Men 1886 Homesteads 1886 Industries Of Toronto And Environs 1886 Official Railway List 1886 Railway Statistics Of Canada 1886 Rand-McNally Official Railway Guide and Handbook 1886 Reports Of Cases Decided In The Court Of Appeal 1886 Reports, Railway Statistics Of Canada 1886 Toronto Called Back From 1886-1850 1887 American Annual Cyclopaedia and Register Of Important Events, Volume 27 1887 Annual Report Of The Bureau Of Industries 1887 Atlantic Mutual Insurance Financial Review 1887 Canadian Practitioner Volume 12 1887 Debates of The Senate 1887 Guide Book Containing Information For Intending Settlers 1887 Ontario Reports V13 1887 Rowell S American Newspaper Directory 1887 Sessional Papers Legislature Of Ontario 1887 Synopsis Of Decisions Of The Treasury Department And Board Of USA 1887 Table of The Statutes of The Dominion of Canada 1887 Ten Thousand Miles On A Bicycle 1887 The Canadian Law Times 1887 Treasury Decisions Under Customs And Other Laws, Volume 20 1887 Who's Who In Railroading In North America 1888 Addison On Contracts Volume 3 1888 American And English Encyclopædia Of Law Down To Estate 1888 Annual Report 1888 Benjamin's Treatise On The Law Of Sale Of Personal Property 1888 Canadian Law Times 1888 Commercial Relations of The United States With Foreign Countries 1888 Cyclopædia Of Canadian Biography 1888 Guide Book Containing Information For Intending Settlers 1888 Hand-book Of Canadian Dates 1888 Handbook For The Dominion Of Canada 1888 Handbook Of Canadian Dates 1888 Journal and Proceedings Of The Hamilton Association 1888 Journal Of The Royal Statistical Society, Volume 51 1888 Law Of Railways Embracing The Law Of Corporations, Eminent Volume 1 1888 Ontario Reports V15 1888 Sessional Papers Of The Dominion Of Canada Volume 9 1888 Toronto Called Back, From 1888 To 1847 1888 Transactions of the Canadian Society of Civil Engineers, Volume 2 1888 Treatise On The Law Of Contracts 1889 Acts Of Parliament 1889 American And English Railroad Cases

1889 Canada A Memorial Volume 1889 Canadian Law Times 1889 CPR Ontario Timetable 1889 History of The County of Middlesex 1889 Legal News 1889 Locomotive Engineers Journal 1889 Manitoba Reports, Volume 5 1889 Manual Of Statistics Stock Exchange Handbook 1889 Poems Of James Mcintyre 1889 Report Of The Royal Commission On The Relations Of Capital and Labor In Canada 1889 Royal Commission Report On Capital and Labor In Canada 1889 Sessional Papers V09 1889 Sessional Papers V21 1889 Shanly Report Toronto 1889 Statist Journal Of Practical Finance And Trade Volume 23 1889 Timetable With Notes of The Trans-Continental Trains 1889 Toronto Railways 1889 Treatise On The Law Of Railroads, Volume 3 1890 Lunenburgh or The Old Eastern District by J.F. Pringle 1891 Railway Locomotives and Cars 1892 American and English Railroad Cases 1893 Structures Of American Railroads 1894 Hand-book For The Dominion Of Canada 1894 Manual Of The Railroads Of The United States, Volume 27 1894 Railways and Other Ways 1895 Baldwin Locomotive Works 1895 Car Builders Cyclopedia of America 1895 Car-Builder's Dictionary 1895 Lovell's Gazetteer of British North America 1897 Locomotive Engineering 1897 Railway Builder 1898 Index to railway legislation of the Dominion of Canada from 1867 to 1897 1899 Brooks Locomotive Works 1901 Passenger Traffic of Railways 1903 Car Builders' Cyclopedia 1905 Railway Directory 1909 CPR Time Tables 1912 How To Build A Dairy Barn 1912 Railroads Rates 1918 Railroad Structures 1921 Maintenance Of Way Cyclopedia 1949 L'Acadie or Seven Years' Exploration in British America by Sir James Alexander 1974 BMP-01 CVR The Third Giant 1974 BMP-02 Cataract and Forks 1974 BMP-03 History of Erin Township 1974 BMP-04 Great Horseshoe Wreck 1974 BMP-05 Alton 1975 BMP-06 Inglewood 1975 BMP-07 Belfountain 1975 BMP-08 Cheltenham 1975 BMP-09 Meadowvale and Churchville 1976 BMP-10 Boston Mills 1976 BMP-11 Georgetown 1976 BMP-12 Orangeville 1977 BMP Steam Trains To The Bruce 1977 BMP-13 Rockside Pioneers

1977 BMP-14 Barber Dynamo 1977 BMP-15 At The Mouth Of The Credit 1979 BMP-17 Terra Cotta 1979 CVR Toronto Difficulties 1980 BMP Running Late On The Bruce 1980 BMP-18 Main Street Erin 1983 BMP-20 Hillsburgh's Heyday 1983 Ontario and Quebec Railway 1985 CPR Steam Locomotives by Omer Lavalee 1991 BMP Engine Houses and Turntables 1999 BMP Iron and Steam Toronto Railcar Builders 1999 CNR In Southern Ontario The Collected Writings Of Ian Wilson 2004 CPR Timeline 2004 Historic Timeline 2005 CVR Map Route Through Caledon 2007 History Of Erin Village - Wellington County Museum and Archives 2009 McMillan Mills