ic-Montreal

Horn was sending down his own car, which would meet me half way. It was no use protesting against the non- necessity of such luxurious treatment. I was further asked, if I had "got transportion?" which puzzled me. But I found, being interpreted, the question was modern American for "Have you got your throug

"Anglais." So, on being settled in the new premises, I sent my compliments, stating that I only required one seat, and that I was certain that the car was intended for the general convenience, and would they do me the favour to finish their journey in it? I received very polite replies, stating that every one was very comfortable where he was. One Englishman, however, came in to make my acquaintance, but left me soon. I now became acquainted with Mr. Van Horn's car steward-James French, or, as his admirers call him, "Jim"-and I certainly wish to express my gratitude to him for his intelligence, thoughtfulness, a

enos Ayres Great Southern Railway, a most prosperous undertaking; and poor dear, big, valiant, hard-working Wallis is, alas! no more: struck down two years ago by fever. These old friends, still left in Canada, are leading honorable, useful, and successful lives, respected by the community. To see them again made it seem as if the world had stood still for a quarter of a century. Then, again, there was my old friend and once colleague, the Honble. James Ferrier, a young-minded and vigorous man of 86: who, on my return to Montreal, walked down to the grand new offices of the Grand Trunk, near Point St. Charles-offices very much unlike the old wooden things I left behind, and which were burnt down-to see me and walked back again. Next day I had the advantage of visiting the extensive workshops and vast stock yards of the Canadian Pacific, at Hochelaga, to the eastward of Montreal, and of renewing my acquaintance with the able solicitor of the Company, Mr. Abbot, and with the secretary, an old Mancheste

first to last 2,000,000_l_. sterling. The burning of coal had begun to affect it; but Mr. Haunaford, the chief engineer of the Grand Trunk, has made some openings in the

, conflicting ways. May it not be that the accumulation is ice from above, loaded with earth or stones, which, sinking to the bottom by gravity, coagulates from the low temperature it produces itself? Mr. Peterson is not merely an engineer, and an excellent one, but an observant man of business.

ch. I went by ordinary train because I was anxious to have an experience of the actual train-working. Mr. Edward Wragge, C.E., of Toronto, an able engineer of great experience, located now a

'Saskatchewan,' by the 8 p.m. train on the

fic Junction Railway, which forms the connection with Toronto and Western Ontario, being distant from Toronto 227 miles. At North Bay, which is a divisional terminus, the line touches Lake Nipissing, where there is a flourishing settlement, the land being of a fair quality. The line is laid with steel rails, about 56 lbs. to the

ter of the country changes, and is alternately swampy and wild rocky land. Numerous large trestles are necessary, which will eventually be filled

here is very wild and picturesque. At one time the line runs along the face of the rock, with the lake from 50 to 100 feet below, the road-bed being benched out on the cliff, and at another time is away back among barren hills and rocks, crossing several large streams (with either bridges of iron and masonry or timber trestle work), which streams flow into the lake at the north end of d

ishing town, situated at the head of Thunder Bay, a large bay on the north shore of Lake Superior, and has a population of four or five thousand at the present time. From the north shore of Lake Nipissing to this point, however, a distance of over 600 miles, the country may be said to be almost without inhabitants, except those connected with the working of the railway, squatters, and Hudson's Bay trappers and trade

om Montreal), and time was allowed to drive round the town, the train leaving again for the west at 13.30 o'clock. From Winnipeg westward the line runs through a prairie country, which extends without intermission to Calgary

ioned that the line between Port Arthur and Winnipeg, a length of 430 miles, was constructed by the Government of Canada and given to the Canadian Pacific Railway Company free as a portion of their system. This part of the line is laid with 57 lbs. steel rails, and is well ballasted. The line is also ballasted east of Port Arthur, though in some places the ballast is of poor quality, and i

r Alexander Galt & Company. His son, Mr. Galt, met us at Dunmore, and invited us to go and inspect the mines, but as it would have made a delay of at least one day, the idea had regretfully to be abandoned. The train reached Bassano (750 miles from Winnipeg) at 19 o'clock, ou

the slopes of the mountains, for trains or cars to be turned into, in the event of a break loose or run away, and a man is always in attendance at the switches leading to these sidings. All this day the train ran through mountains, the Rocky Mountains, the Selkirk Range, and Eagle Pass. With the exception of the steep grade mentioned, the ruling ones are 116 feet to the mile, and there are numerous sharp curves, usually to save short tunnels. The line, however, is in some parts well ballasted, and work is still going on in this direction. The rails are of steel, 70 lbs. to the yard, and the locomotives, of the "Consolidation" pattern,

eing very numerous. Several large avalanches occurred, the largest covering the track for a length of 1,300 feet, with a depth in one place of 50 feet of snow, and containing, as was estimated, a quarter o

er beams are laid from the top of the cribwork to the top of the trestle, 4 feet apart and at an angle representing the slope of the mountain, as nearly as possible. These are covered over with 4-inch planking, and the beams are strutted on ei

be made. On the 21st September the Fraser River was crossed early in the morning over a steel cantilever bridge, and the line runs down the gorge of the Fraser River to Port Moody, reached at noon. The train had thus been travelling from 8 p.m. on the 15th September to 12 noon on the 21st, apparently a total of 136

the Company have power to build branches, an extension of the main line is not a branch, and the Company will have to obtain legislation before this can be done. Vancouver at the present time is said to have a population of about 3,000. It is situated at Burrard Inlet, a mile or so inside what are cal

Inlet, the Straits of G

o Victoria, a distance

1/2 hours, and Victoria

f the 21st

Canadian Pacific, whose acquaintance I had great pleasure in making, for their exceeding kindness, for the full information they afforded to me, and for showing me many cheap, short, and ready plans of construction, which might well be adopted in Europe. These gentlemen have looked at difficulties merely in respect to the most summary way of surmounti