Item

Standard

Sept 2, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835

By W. M. Buck, C. E.

Third Period. 1850 – 1860

Part Two

In consequence of the operations of the "Joint Stock Company Act" in England the Class A shareholders were obliged to apply to the Imperial parliament for an Act to incorporate themselves as a separate Company, otherwise the former Act would have imposed on them an unlimited liability and would have had the effect of breaking up the English Company of stockholders.

            A provisional agreement had been entered into with a Mr. William Shaw, an English Contractor, during manager Thomson's mission to England, for the completion of the road to Woodstock, who sent an accredited agent, Mr. John Brookfield, for the purpose of inspecting the line, and obtaining such necessary information as would lead to a correct estimate of the cost. Mr. Brookfield arrived from England on the 8th of June, and accompanied by the Manager and Engineer, walked over the line the whole distance to Richmond Corner.

            The following are extracts from the Report of the Hon. W. H. Merritt, Chief Commissioner of Public Works in Canada, to the Governor General, relating to the St. Andrews and Quebec Railroad and published about this time:

            "The St. Andrews Company contemplate, as I am informed, extending their railroad to Woodstock, on the Saint John river, next season, from thence to the Grand Falls and the Madawaska; thence to Temiscouta, and on to the St. Lawrence; and to accomplish this, I propose that the Government should lend them money, £3,000 per mile, to be paid as the work progresses, in proportion to the contract prices, which they should sanction before the work commences. This would enable the Company to construct the road at the lowest cash prices, instead of paying double the amount of its actual worth, whichever has, and ever will be the case under any scheme of credit which has been devised."

            "With a terminus on the St. Lawrence, for possessing many decided advantages on the one side, the port of St. Andrews on the Atlantic, a harbor not surpassed on the seacoast, being through a great extent of country, abounding in pine and timber of the best qualities, waterpowers, minerals, and possessing a good soil,"

            "I feel persuaded from the quantity of manufactured lumber it will convey, the supplies the interior will require, together with the through trade on the branch line to Quebec in the winter season, and the advantages of passing through our own territory, without the cost, detention and annoyance of Custom Houses, that this railroad holds out as favorable a prospect to Stockholders as any other Northern line."

            At a meeting of the Local Board, held on the 10th July, it was resolved that the Class A directors should be authorized to enter into a contract for the construction and completion of the remainder of the line to Woodstock for any sum not exceeding £2,300 sterling per mile. The road to be delivered up ready for traffic. The contract not to include Rolling Stock and Station buildings.

            The following is a copy of Mr. Light's original estimate upon which the above sum of £2,300 sterling per mile, was based, from approximated quantities, on 16 miles of the road then located.

            1,760 lineal yards, cleared and preparing land - £150

            12,500 cubic yards, excavation in clay, gravel or other materials not requiring blasting 625

            1,600 cubic yards, rock in place, or in detached lumps, containing more than one cubic yard – 250

            250 cubic yards dry rubble masonry – 125

            63 tons iron rails – 535.10

            3 tons Cast iron chairs – 21

            8 cwt. Wrought iron screws – 13.10

            35 cwt. Dog nails – 43.15

            8580 cubic feet timber in trackway – 160.17

            1956 cubic yards ballast, (gravel, sand or broken stone) – 244.40

            1,700 lineal yards beams and railing – 77

            One mile diversion of road at commencement of contracts – 10

            Timber work to level crossings – 5

            Timber top to bridges as per list – 20

            Timber work at Goldsmith's Lake Bridge – 5.3

            Single drain on top of cuttings and foot of embankments – 12.10

            Add for contingencies – 1.14.6

                        Sterling – 2,300

Deducting the cost of the iron superstructure from the above amount there would be £1,686 stg per mile, or $8262 for grading the roadbed, bridging, ballasting and laying the superstructure, being $1738 per mile less than the proposal of Messrs. Myers and Co. And it to the above sum be added Mr. Morton's estimate per mile for rolling stock and station buildings, etc., in sterling, viz., £380, the estimated total cost per mile of the St. Andrews and Quebec Railroad will be £3,180.

            On the 24th day of June the Act to facilitate the construction of a railway from St. Andrews to Quebec, as passed by the Council and Assembly of the Province in the Month of March was by her Majesty, with the advice of Her Majesty's Privy Council, specially confirmed, ratified and enacted. Under the provisions of this bill, the company would be entitled to as much Government Scrip as the company had expended upon the work from its passage through the Legislature, and which up to the month of September according to depositions, had amounted to about £2999 stg.; this amount, however, would belong to the Class A shareholders, and would not be available in the Province without their consent; the balance on hand on the 1st June being only £166. Money was very scarce in England, and but little could be remitted to the Local Board; the Messrs. Myer's 10-mile contract was almost completed, and within 30 days after the completion the sum of £4500 would be legally due them by the terms of their contract, and which the Company were then bound to pay. The contractors men had received no wages for a period of three months, and were greatly exasperated, on account of which great trouble was apprehended through riots and outrages and destruction of property, if they were not paid; and if the London Board could not come to the rescue in time, it would be impossible to sustain the Company any longer, and the most disastrous results would ensue. This was the precise position the Company was in at the time they were negotiating with Shaw in England for the completion of the road to Woodstock; and the manager had expressed a hope to the London Secretary that his Directors would see how necessary it was for their safety that no time should be lost in pushing on the works to completion, in order to retain possession of the lands they had, and become entitled to other further grants and facilities. Waning hopes, were somewhat revived on the receipt from the London Secretary of copies of the specification, amended by Shaw and schedules of prices and articles of agreement, etc., to be approved, confirmed and signed by the President, and Engineer in Chief on behalf of the Board, and then returned to be attached to any contract that might be entered into in England by the London Board.

            Now at this time the Local Board had not really money enough to pay Messrs. Dimock and Wilson for the freight on the iron rails per the ship "Ansdale," and were obliged to propose their acceptance of a mortgage on the Company payable in two months, which was agreed to. The Manager went to Saint John to procure the £2000 debenture bonds from the Provincial Treasurer and afterwards endeavoured to negotiate a loan from some of the Banks of their security, but failed in accomplishing it.

            The Messrs. Myers notified the Company that they had completed their contract, and requested their acceptance, and had also paid off the labourers by drafts upon the Company who complied therewith for this relief. Mr. Light had inspected the work, and had informed the Board in writing that the words were in a finished condition to be accepted by the Company.

            The Debenture Bonds had then been lodged in the Charlotte County Bank, the Directors of which advanced the Company £300 on their security and with which amount the orders of Contractors' laborers were paid up.

            Mr. Light's final estimate of the work done by the Messrs. Myers on the 10-mile contract amounted to £16,083. In addition to which the following expenditure was also made:

            By Earl Fitzwilliam's men – 2.945.3.5

            By Messrs. Denley and Peacock – 270.7.6

            Culverts of wood and stone – 375

            Excavation foundations to do – 40.5

            Days work at O'Neill's Point – 225.4.10

            Katie's Cove Bridge – 720.4.2

            Trestle work and bridging at dam 300.11.7

            Trestle work and bridging at other places 750

            Total - £21.709.16.6

            A committee of the Executive Council was appointed by His Excellency the Lieut. Governor to investigate the accounts of the Company, and the Directors being notified to the effect, appointed their Manager and Secretary to proceed to Fredericton, and lay before the Committee, consisting of the Attorney and Solicitor Generals, a statement in full of the Company's transactions, bearing date November 5th, 1851, of which the following is a synopsis:

            Number of shares subscribed for in England 2234 at £20 each stg. - £44,880

            On which a time a 10 percent was paid equal to - £1488

            Aggregate amount paid by shareholders in addition thereto; 19,756

            Total - £24,244

            Leaving a balance by Class A shareholders of £20,636

            Total amount of class A shares 4000 at £20 each, representing £80,000

            ? of these shares, not sub [scribed?] 1750 - £35,120

            Amount of capital not then subscribed for by Class A - £44, 880

            Number of shares subscribed for by Class B 2102 at £25 each - £52,550

            On which amount 10 percent deposit was paid, equal to £5,255

            There was also paid in addition thereto the sum of 1,957

            Balance - £6312

            Paid by Earl Fitzwilliam on 48 shares of this class – 1200

            Total amount on 823 bona fide shares – 5142

            Amount of capital not then subscribed for by class B - £47, 433

            To this add deficiency of Class A, in currency – 53,856

            Total deficiency of capital - £101,264

            The total expenditure was as follows:

            Grading, earthwork and bridging - £17,185.18.2

            Preliminary, contingent, law and office expenses – 2,904.10.10

            Surveying and engineering – 5,149.9.1

            Plant, viz. locomotive and tender, car and rails – 5000.13.8

            Total £37,914.0.9

            Of this amount there was a sum of £8,279.14.9 or 22 percent, that was not expended upon actual construction, but absorbed by the expenses of the two Directors, Law and Interest account.

            The liabilities of the Company at this time amounted to £5,435 currency.

            There still remained 70 miles to build at £2300 sterling per mile - £161,000

            And to provide for additional rolling stock and stations – 10,000

            Total - £171,000

            To this should have been added for contingent expenses in England and Province, law and interest, one deposits, etc., - 34,200

            Total (sterling) - £205,260

            The fictitious resources of the Company, or the means not then at their disposal to provide for their liabilities were thus arrived at by simple addition:

            Balance due on class A stock (cy) - £66,907

            Balance due on Class B stock – 36,836

            Grant of lands, 200,000 acres – 100,000

            Total £261,793

            The grants of land, however, were not then available unless a sufficient expenditure was proved by the Company, to entitle them thereto; therefore it was entirely conditional upon the stock being paid up.

            The Company had as yet only been granted ten thousand acres and £2600 Debentures bonds for an expenditure of £37,000 upon the whole undertaking, and as no more money was to be got from the Class B stockholders, so the whole responsibility of the completion of the line to the Richmond terminus lay with the English shareholders, supported by the Provincial Government, when they were legally entitled to such support, according to the provisions of the Facility Bill. The inducement therefore still left to English capitalists to invest in the Provincial railway was, as provided for by this bill, a guarantee of 6 percent for 25 years on £109,000? And the Class A shareholders had still to wait for the completion of the work . . . . They resolved to make an effort to proceed, and accordingly concluded a contract with Mr. William Shaw of Leeds, who had expressed himself willing to contract for the completion of the railway on the following terms: viz. £2300 sterling per mile, amounting to £101,00: the whole payable as follows: £100,000 in cash, £16,000 in lands, and £51,000 in the Company's Debentures, with proper security for the payment of these debentures. In giving this security, a difficulty was encountered, as the issue of Debentures entirely depended upon the expenditure of the Company; the security could only be met by the Company giving a mortgage on the land and a proportion of the Road when completed.

            The Messrs. Myers not having been satisfied with the final measurement of their contract by the Chief Engineer, gave notice to the Board that unless their own claims were satisfied, they would institute legal proceedings against the Company. Terms for a proper and amicable adjustment however proposed by Mr. D. P. Myers were agreed to by the Board, viz: that Mr. Light should confer with Mr. A. P. Robinson, the Consulting Engineer, previous to having recourse to arbitration, as provided for by the contract.

            A digression must here be made in order to notice a letter from the Hon. Hamilton Merritt, Chief Commissioner Public Works in Canada, to His Excellency the Right Hon. Elgin and Kincardine, Governor General of Canada, on the subject of the "Construction, maintenance and management of the contemplated grand line Railroad from Halifax through Provinces of Nova Scotia and New Brunswick to the western Boundary of Canada," and dated "Saint Catherines, Sept. 30th, 1854." From this lengthy document we quote the summing up:

            "Having alluded to the route by the valley of the Saint John River, New Brunswick, in my Report of January last, I was glad to find its favorable position confirmed by Mr. Keetor's letter of the 12th June."

            "However, as this is the only portion where any doubt can exist respecting the early completion of the line; and as it promises to be one of the most valuable auxiliaries to our water communication, inasmuch as it is the shortest route through British territory to the Atlantic; opens the greatest extent of inland country for our products, and will leave the St. Lawrence at a point of the upper lakes, with the same regularity and safety, and at nearly the same cost of transportation, as to Montreal or Quebec, it is recommended that the company be offered a loan not exceeding £4000 per mile through Canada without interest, until the stock yields a produce of 6 percent, to the private stockholders."

            "The Province of New Brunswick having already advanced a sufficient sum to build the road from St. Andrews on the Atlantic to Woodstock, 80 miles distant, they will no doubt receive the same aid throughout their territory which, with this aid, insures the construction of the whole line to Quebec."

            On the subject the Saint John Courier also remarked, as follows:

            "We understand that both the Government and people of Canada would give the preference to the route by the valley of the Saint John river to Saint John, and thence by the Bend to Halifax, and as it would be accomplished by the St. Andrews and Quebec and North American Railways, both now under charter, without further assistance being required from the Province; we don't see what more need to be done than that those works should be prosecuted to completion with energy. As this will be really a "Halifax and Quebec Railway running through British territory," we presume that the Imperial guarantee may be a readily obtained for half its cost as for the whole. In such case enough would be left to extend a branch line to Miramichi."

Standard

Sept 9, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835

By W. M. Buck, C. E.

Third Period – 1850 – 1860

Part Three

The Special Committee appointed by the Government to investigate the accounts of the Company having submitted their report to the Executive Council, the following Minute of the Council was transmitted to the Company:

            In Council 11 Dec. 1851

            "The Committee of Council having had under consideration the Report of the Select Committee appointed to examine and report upon the affairs of the St. Andrews and Quebec Railroad Company, regret to find that the payment of the £2000 Stock in Class B Shares alleged to have been made and expended in the railroad since the 28th march last, and which payment and expenditure were . . . to the Act of Assembly by the affidavit of their President and Mr. Robinson, one of the Directors, was not so paid and expended, but on the contrary only the sum of £1300 of such money has since that period been paid and expended on the said road."

            "That the issue of £2000 by the Government, pursuant to said affidavit, has therefore been made under erroneous information, and that the Company should be immediately notified before any further claim be made upon the Government, either for debentures under new payments or for grants of lands under Acts of Assembly. The Directors of the said Company should withdraw so much of the Class B stock held by the Government as amounts to the deficiency, now discovered as not having been paid up, and that they should substitute for the same, to be delivered to the Government Class A stock to the amount of such deficiency by the payment of £943 of class B stock, ready for expenditure on or before the 1st day of March next, such payment to be authenticated to the satisfaction of His Excellency in Council."

            "That the Committee are willing to believe that the parties in making the affidavit adverted to, were under the misapprehension of the construction of the Debenture Act, which conclusion the report of the Select Committee now under consideration also warrants them in assuming."

            "Approved and ordered that a copy of the foregoing resolution be furnished to the Company." [Vide Report of General Meeting held on 4th May, 1853, further on.]

            The St. Andrews Standard of Dec. 17, contained the following notice:

            Highly Important!

            The Contract Closed with Mr. Shaw of Leeds, England!

            To the Editor of the Standard:

            Sir, Knowing the anxiety which has existed in many parts of the Province, and particularly in this neighborhood, respecting the completion of a contract between the Company and an English contractor for the construction of the remainder of our line to Woodstock; and being desirous to put an end to the fears which I believe have been entertained by many persons on that subject, I beg to inform you that an official letter from the London Board was received by the mail delivered here this morning, announcing that a contract has been accepted and concluded with Mr. Shaw of Leeds. By private letter I am led to believe that his agent will arrive in this Province by Christmas or soon after for the purpose of commencing operations."

            (Signed, Julius Thompson, Manager)

            During the month of March 1852, the London Board made an advance of £4000 sterling to the Company to meet their liabilities in the Province; the receipt therefore was formally acknowledged accompanied by a notification that a further call of 10 percent was due by the Class A shareholders, in accordance with the terms of the Deed of Arrangement.

            The London board were, at this time, informed by the London Secretary, that Mr. Shaw wished to be relieved from his contract on account of the Class B shareholders never having shown any disposition to pay up their stock, and that consequently there would be no funds to pay him; and that if the Local Board thought that under these circumstances, legal proceedings should be commenced against Mr. Shaw, the London Board, upon being authorized to do so, would take immediate action.

            The Local Board upon duly considering the matter at their meeting on the 25th March, concluded that when it could be clearly shown to Mr. Shaw that no fears could any longer exist as to the certainty of the class B payments being made by Debenture bonds and otherwise that he might be more readily induced to ratify his agreement for a contract by the fear of proceedings at Law. However, it was never very clearly shown to Mr. Shaw that the Class B payments would be promptly made, and he was allowed to retire without any legal proceedings being resorted to. In the meantime, his former agent, Mr. J. Brookfield, arranged for a co-partnership in England with two friends who had been previously experienced in railway construction, viz: James Sykes and George William King, all of Sheffield. This firm next entered into negotiations with the London Board for taking the contract abandoned by Shaw, and upon nearly similar articles of agreement. The London Board used the powers previously invested in them, and closed the contract with Messrs. Jas. Sykes and Co., which was approved and confirmed by the Local Board. The first official notification of such given in the Province was to the Hon. J. R. Partlow, Provincial secretary, by Manager Thompson, May 15th.

            Sir—I have the honor to inform you for the information of His Honor the Administrator of the government and Executive Council, that I had received by the English mail delivered here this morning, the original deeds duly executed by Class A Directors and Messrs. Sykes, King and Co., for the construction by contract of the whole of the line from the termination of the first 10 miles to Woodstock.

            Mr. Brookfield came out from England at latter end of May. Mr. King arrived in June, a number of able-bodied men, mechanics and their families, and a large quantity of working materials, arrived during the following month of July, also the Engineer to the firm of Contractors.

            As it was necessary that the work required to be done for the completion of the first 10 miles of the road, should be accomplished without delay, comprising the laying of the superstructure and ballasting, rebuilding of the breastwork round Katy's Cove, which had been washed away by high tides during heavy gales, an arrangement was made by the President, Capt. Robinson and Manager Thompson with Messrs. Sykes and Co., to undertake and finish this work, and a separate contract was entered into with Mr. Brookfield by the Board for this purpose, and however expected to have found all this work completed on taking the 70 mile contract.

            A general meeting of the shareholders was held in Town Hall on the 4th May when the Report of the Directors, drawn up by the Manager, was submitted, from which we make an abstract, having reference to the Select Committee of the Government and their Report:

            "An application has been made for a copy of the Commissioner's Report to the Executive Council, but it being considered a Government paper, the request has been acceded to."

            Another important paragraph may be quoted from this Report as follows:

            "There is an acknowledged balance at the present moment of £1968.16.1 due on the contract with Mr. Myers, for the whole of which sum he has already issued orders on the Company, but the Directors have been unable to come to any final settlement with him in consequence of his having sent, in claim for about £15,000 (sic) for alleged extra work, and for losses said to have been incurred by him in consequence of alleged improper alterations in the location of the line."

            The turning of the "first sod" on the 4th of June, under the auspices of Col. Murray, the Administrator of the Government of the Province, and Mrs. Murray (a niece of Earl Fitzwilliam); the interesting duty of the day having devolved upon this lady, she raised the first sod and wheeled it away to the end of a plank and there tipped it. The Hon. Colonel Hatch, in the absence of the president of the Board of Directors, and on behalf of the Company, turned the second sod. The Chief Engineer and Contractor next joined in turning the third sod as typical of the agency by which the work was to be completed.

            Hon. Col. Hatch, in his address to the large assemblage, stated that but two out of the six persons who had originally projected and promoted the design of the railroad were then living.

            The Company expended upwards of forty pounds in celebrating the day.

            The work thus commenced went on satisfactorily, and without hindrance up to a certain period, to which allusion will be made hereafter more fully. During the latter part of this year the Attorney General made application to the Manager, in compliance with a requisition of the government, for a contract for the completion of the road from Waweig to Woodstock, accompanied by the following questions to which are appended the answers returned by the manager:

            1st. Amount of stock subscribed for by class A or B since the Government investigation in November, 1851.

            Answer: In November, 1851, there was subscribed by Class A stock, 2244 shares; since that date, 1756 shares have been taken up, making the total 4000 shares. In class B no further issue has been made in this Province, except those given to the Treasurer in exchange for debentures. But 800 shares have at their own request been placed at the disposal of Class A Directors.

            2nd. The amount paid in on their shares by stockholders since the same date

            Answer: The amount paid in on deposits and calls, irrespective of debentures issued by the Province on shares delivered to the Provincial Treasurer was £16,162 up to the 30th June last, since which date no returns have been made by the London Board of their Receipts.

            3rd. Amount expended in carrying on the works since the same date?

            Answer: Monthly payment for contractors, sg. £6357, Expended in England for iron, etc., £7358, Engineering and surveying expenses, salaries, etc., £814. Total £15,024.

            4th. What progress has been made towards the completion of the line since the same date?

            Answer: this question is difficult of reply inasmuch as the works are being carried forward in detached places over a distance of 25 miles, viz.: to the Fredericton Road at the N. W. Branch of Digdeguash river, but may be judged of as a whole from the expenditure above given. In many parts the works are in a great state of forwardness, and the Locomotive running as far as Chamcook, and as to these operations must be added the surveys which have and are still being carried on north of the Howard Settlement.

            5th. The means of completing the work?

            Answer: This question was fully replied to in the statement furnished to the Commissioner last year by the Board.

            The Company next petitioned the His Excellency the Lieutenant Governor in Council for further issue of debentures the extent of £700 sterling which was accompanied by the affidavits of the President and manager stating that £1000 being the proceeds of the Provincial Debenture Bonds previously issued to the Company, had been expended in the construction and carrying on of the works of the said road, and that a further sum of £7000 sterling had been paid in and was then ready to be expended upon the construction of the said railway since the first issue of Provincial Debentures for the £4000.

            In reply to this application the Provincial Secretary under date 20th of December informed the Company that His Excellency in Council did not consider the affidavit sufficient under the provisions of the Act granting facilities. The Manager was therefore required to furnish to the Executive Board duly authenticated such information as a detailed account of the expenditure of the £4000 issued in July: also of the £4000 then testified to; have been expended on the road between St. Andrews and Woodstock; also the mode of paying in the £7000, viz: by whom, to whom, when and where, and if not paid to the Treasurer, why it was not paid to him. Also, what portion of the sums were expended in iron rails, and in what amount, where it had been shipped, and where arrived, and whether the amount returned embraced the full Invoice price, or three quarters thereof, only as provided to be paid over under the contract.

            The following is a copy of the statement of expenditure of the Class A shareholders to 31st December, and for which receipts were given by Capt. Robinson, president, and George A. Street, a Director of the Company.

            Sum acknowledged Class B to have been paid to them up to the 30th day of June, 1852—£35,918.16.4

            Sum expended since 31st Dec. 1852, as found by public auditors—£12,632.4.9

            Sum total received—£48.551.0.10

            Receipts for deposits of £2 on 4000 shares—£8000

            Receipts for first call on deposits of £2 on 4000-£8000

            Receipts in advance of calls—£32,551.0.10

            Balance £48,551.0.10

Standard

Sept 16, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835.

By W. M. Buck

Third period 1850 – 1860

Continued

Part Four

In further reply to the former application of the president and manager for the issue of the £7000 Debenture bonds by the government His Excellency in Council on the 10th January, 1853, resolved:

            "That in order to justify the Government in issuing debentures from time to time to the St. Andrews and Quebec Railroad Company, under the provision of the several Acts of Assembly relating to the construction of the said railway, it must be made to appear to the satisfaction of the Government—

            "1. That the money has been paid into the credit of the Company, either to the Treasurer, or bona fide to the funds of the Company, ready to be expended on future operations upon which the Company seek to obtain an issue of debentures.

            "2. That the proceeds of the previous Debentures and the money paid in, in order to obtain the same have been bona fide expended in the construction of works done since the issuing of the last preceding Debentures. His Excellency the Lieutenant Governor is of opinion that under the Act the Debentures should only issue for the construction of prospective works and not to pay for works previously done."

            "The proof furnished on the present application does not seem completely to fulfill the above conditions, inasmuch as it does not appear that the proceeds of the last debentures and the subscriptions on which the same were obtained have been expended in the construction of works actually done since the first issue of such debentures."

            "The application for Debentures is therefore postponed until further proof be supplied."—Extract from the Minutes (signed) John C. Allen, C. E. C.

            The Board of Directors were quite unprepared for a decision of this kind; it was therefore resolved to address His Excellency again on subject, which the President was deputed to do, calling the attention of His Excellency to the position in which the Company would be placed in regard to the English stockholders and the Contractors if they did not meet the pecuniary engagements. It was contended that the object of the Legislature in passing the Acts was to facilitate the construction of the road, which when completed would be a great benefit to the Province, and it was thought that the Executive would have put a fair and liberal construction on these acts to enable the Company to keep faith with the English stockholders who were embarking their money in the undertaking. The contract required that payments should be made monthly to the Contractors either in the Province or in England, and payments were made in England for iron purchased by the Contractor; and the stockholders deposits were paid in at irregular periods in England after the calls were made, so that it would be impossible for the company to so regulate the payments as to comply with the construction the Executive had imposed on the Act. The sum of £7000 had been paid in by the Class A stockholders, to be expended in the construction of the railway, and all the money previously obtained had been so expended; this was the nature of the affidavit made as required by the Act, the Board therefore considered they were entitled in point of law and justice to the Debentures, and should the Government adhere to refusal, it would be considered by the English stockholders as in violation of a guarantee on the faith of which their capital had been advanced. This presidential message looked the following rely from His Excellency:

            Government House, Fredericton

            July 15th, 1853

            "Sir, I have to acknowledge your letter of the 13th last, on the subject of the Minute Council of the 10th inst. I regret very deeply the inconvenience caused to the Company by the decision conveyed in such Minute, but I cannot admit the intention of the Legislature was to facilitate the completion of the railway; therefore I should be justified in putting in the Act a construction other than that which the law advisers of the Crown think such Act will bear. With every disposition to give the bonds a fair and liberal construction, it must still be one which is legal. I shall lay your letter of the 13th instant before my Council on the first opportunity."

            "In the meantime I am desirous of knowing whether affidavits can be made or proof given that the expenditure now alleged as a ground for a fresh issue of debentures was wholly and entirely on account of works executed since the 13th Vic, chap. 36 was passed?"

            "I don't know whether the answer to this question would affect the view taken by any Council, but I think it right to make the inquiry."

            "I must in conclusion observe I should much lament the creation of any discredit or mistrust in the good faith of the Commercial guarantee. According to my view, however, public credit is best supported by great caution in incurring liabilities, and perfect readiness to meet them when incurred. Nor can I conceive that the faith of the Province could be called in question because the conditions prescribed by an Act of the Legislature as necessary to the issue of debentures were strictly observed according to the legal interpretation fo such Act."

            (signed) Edmund Head

            Capt. Robinson, R. N. president, etc.

Standard

Sept 23, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835.

By W. M. Buck

Third period 1850 – 1860

Continued

Part Five

The Board next resolved to send a Deputation of two of its members to England to confer with the London Board on the foregoing subject, and the general position of the Company's affairs, and to negotiate with Class A or any parties in England, by the formation of a new company for the continuation of the railroad from Woodstock to the Canadian frontier, and to enter into any such contracts or bargains, to effect any scheme which might be adopted for such continuation, and to provide for the deficiency in the funds required to complete the first section to Woodstock. Captain Robinson and George D. Street being chosen for this service, left for England and returned in April.

            The Board again on the 8th March petitioned His Excellency in Council for an issue of Debentures for £13,500 accompanying the same with a statement and account duly vouched and sworn to by the Secretary S. H. Whitlock, showing that up to 28th February £30,124 sterling had been expended in construction after the paying of the Act; and only £6,000 had been received from the Provincial Debentures leaving a balance of £24,124 as having been paid in by the Class A shareholders principally. The Company were therefore entitled to an issue of Bonds for £18,124 sterling. But as the Government had taken exception to the sum of £4,623 sterling, shown in the statement which accompanied the affidavit of January 5th, as having been paid in account of the Contract with Messrs. Myers, the Company would be willing to forego this amount as the Council were of opinion that it had been improperly applied, and would ask for the balance of £13,500, by the postponement of which they had been greatly inconvenienced and retarded in the prosecution of the work.

            The provincial secretary replied on the 17th March stating that although the sum of £30,124 was alleged to have actually expended, the Council did not clearly see how it was proved that any part of that amount was then in the hands of the Company "ready to be expended" as required by the terms of the Act, and the Board were again referred to the minute of the 10th January. The Directors made allusion to this vexed question in their Report, read at the General Meeting of Shareholders held on 2nd may; wherein they mentioned that they had been prevented from urging on the works more rapidly on account of the adverse interpretation which had been put on the Facility Act by the Government; this obstruction once removed they expected having 25 miles of the road opened before Winter; 150 laborers had arrived during the previous month, and two more ships with additional men, and 600 tons of iron were daily expected. The paying qualities of the line were becoming more apparent as the works were being progressively developed; the further the interior was penetrated, the more convincing was the enormous traffic which must pass over the road. Considerable improvements were being daily made in the location of the line by which great savings would be effected. (The "great savings," if any, were then supposed to revert to Messrs. Sykes and Co. who agreed to build for £2,300 sterling per mile) and the quantities confined within the estimates; (this was the real object,) £1,100 of Debentures had been received, and £11,000 more were in course of issue: 20,000 acres of land had also been granted since the last meeting, and the Company were entitled to further grant of 30,000 acres. The total expenditure from the commencement amounted to £68,888.1.10. On the 10th of May, the Secretary, Mr. Whitlock, received from the Provincial Treasurer at Saint John £11,000 of Debenture Bonds, which he immediately forwarded to the London Secretary.

            In the month of June, the government appointed two Directors as provided for in the Facility Act, to inspect the road and the Company's accounts from time to time, the gentlemen appointed were Benjamin Wollaupter, High Sheriff of York County, and George L. Hatheway, M. P. P. for the same County; these gentlemen made their first inspection of the works on July 7th, and expressed their entire satisfaction at the progress then made. This progress was drawing the attention of some of the Canadian papers to the "St. Andrews and Quebec Railway," and was, at this time, eliciting favorable comment; in evidence of which the following extracts from the Montreal "Sun" of July the 28th are adduced, being copied from an article on "The advantages offered to Canada by the St. Andrews and Quebec Railroad which no other line intended to reach the Sea through British Territory can pretend to Equal."

            "When it is taken into account that Rivière du Loup is only 117 miles from the Grand Falls on the river Saint John, and that the Grand Falls may be considered as the centre of the New Brunswick and American lumbering grounds, it will at once be seen that a very large share of the American custom would immediately accrue to Canada for the provision wanted for the Camps, and for the very obvious reason that the railway could deposit a barrel of flour much cheaper than can be imported by the Kennebec and Penobscot rivers. There is not the remotest probability that a line of Railway will run from the coast of Maine into the interior, but should one be constructed from Rivière du Loup to the Grand Falls and thence to St. Andrews it is morally certain that junction lines into the upper territory of Maine be immediately built, and for all the purposes of Commerce, that portion of the State would be annexed to Canada. We are not of those who would decry one line of road for the purpose of puffing up another. We think that before long the Atlantic and St. Lawrence railway will have an abundant and remunerative through traffic. It has advantages of its own which it can never be deprived of by any other lines, but we must not on that account refrain from stating our conviction that for the purpose of conveying our Canadian products to the lumbering districts of Maine itself, to two thirds of New Brunswick and to a great part of Nova Scotia, the Portland road could not come into successful competition with the St. Andrews and Quebec Railroad if both were in operation. The arguments in favor of the latter are too many and important to be dismissed in a few words. Meanwhile we think it our duty to urge the consideration which it presents upon our enterprising and indomitable Montreal men."

            The Local and English boards of Directors had acted together with perfect accord up to the month of September, when through some untoward circumstances, bills amounting to £3500 sterling and drawn by the Local on the London board without previously advising, were protested by the latter. The London Secretary in adverting to this step officially to the Local Board stated that this Directors regretted to find themselves under the necessity of dishonoring the bills; they did not feel justified in accepting them when all the heavy payments for construction were made in England; the £11,000 Debenture Bonds last forwarded to England, and received on 24th may had been expended in the following manner, viz:

            June, to Paid Contractors May

            Estimates— (Sykes and Co.) - £697.4s.10d

            "Iron shipped per "Fanny Penuey," – 968.9s.6d

            July, June. Estimate – (Sykes and Co.) - £1,505.14s.6d

            "Iron per "Sir ? Forbes," 2351.11s.1d

            "Contractors Bill due in June – 4,000.0s.0d

            Notice from Contractors that they have received a bill for work for July and will received official documents for £2,325.0s.0d.

            Total 11.847.19.11d

            So that the Debenture Bonds were being exhausted in England as fast as they were furnished; the Company had but a small amount to their credit at the Messrs. Glynn's Bank, in fact, not sufficient to meet the Contractors last estimate, as above. The London Directors took the ground that the Local Board were not authorized to draw upon them beyond £1,000, and only then in case of an emergency, it having been arranged when the last deputation were in England, that the Contractors' Estimates were all to be paid in England, relieving the Local Board from immediate heavy expenses. The manager had asked permission of the London board to draw for, at least, £3,000 sterling, stating that he would prevent his board from drawing any Bills until he heard from England, and got permission; unfortunately, however, the President undertook and the Board consented to draw without leave or advising, and consequently the London Board protested, thinking it prudential, not to incur further liabilities, etc, were satisfied. They were also of opinion that all the English capital, and the money received from the Provincial Government, in Bonds should be exclusively appropriated to the Contractors, and expenses in England; and that the contingent expenses in the Province should be provided for and paid by the calls on the Class B shareholders, and which they had agreed to.

            On the other hand, the Local Board viewed the matter in quite a different light, and discussed it fully at a meeting held on the 6th September, and were of opinion that the Bills amounting to £3,500 sterling which had been drawn by the president and Manager of the Company to provide for necessary expenses in carrying on the railway had been refused acceptance under the pretense that the London board had no funds, whereby most serious consequences would result, and an expense of fully £500 be incurred in paying damages on those bills, and according to the statements of the London Secretary that a sum of £6,260 had been paid in by Class A shareholders in addition to the Debentures, out of which the bills would have been paid or at least accepted until the amount was procured on the advance of Calls and thereby save the credit of the Company and all contingent expenses. Therefore, it was resolved that, in the opinion of the board the Class A Directors had acted in violation of good faith, and in a prejudicial manner to the interests of the Company as to lead to the conclusion that all further connection with them should as soon as possible be put an end to.

            That no further Government debentures be forwarded to England but be disposed of in the Province to meet the existing liabilities and that an immediate call be made on Class A under the Deed of arrangement.

            The Secretary informed the Board that a number of small bills amounting to £296 had to be met, but that £250 would answer sufficiently just then. Whereupon the amount was raised on the personal security of the Directors, and a joint note for that amount was drawn up and signed; there were seven present, including one of the Government Directors.

            A copy of the above resolution was forwarded to the London Secretary, who in reply under date 7th October notified the Manager of the Local Board, as follows: "My Directors have thought the resolution of your board of the 6th ult. of such vital importance that they have (at an adjourned meeting held on Wednesday to that that resolution again into consideration) decided that I should at once proceed to St. Andrews instead of entering into a correspondence respecting it. In sincerely trust my visit to St. Andrews may be the means of bringing two Boards to a better understanding, for as they at present stand, it is morally impossible that they can work harmoniously. I shall sail in the Niagara on the 15th inst."

            (Signed) J. W. Byrne, Secretary

            Mr. Byrne having arrived, was introduced by Mr. Thomson to the Director, at a meeting held on the 1st November, and presented the resolution of the London Board directing him to proceed to St. Andrews, and place himself in communication with the Directors, and to protest against their resolution not to transact any more Debentures to his Board of Directors; and to adjust all other matters in dispute between the two Boards. The President and Govt. Directors not being present at this the Board adjourned until the 4th when they again met in full attendance. Mr. Byrne read a resolution of his Directors in reply to that passed by the Local Board in Sept. 6th which entered fully into the reason why they were obliged to protest the Bills drawn by the president and manager for £3,500 sterling; and exhibited a statement of accounts showing they had no alternative; and expressed their opinion strongly on the action taken by the Local Board; he likewise protested against their resolution not to transmit the minutes of their Meetings to his Board of Directors which they would consider a violation of the Deed of arrangement between the two Boards; the Local Board then adjourned to the following day to consider matter in the interim. At the Meeting on the 5th Mr. Byrne proposed that four bills for £1,000 each should be drawn at 3, 6, 8 and 10 months sight to meet those forwarded to the Class A Board; he had not been authorized by his Directors to make this proposal, but under the circumstances in which both Boards were placed, he felt it was the only plan that could be to prevent the undertaking from being broken up, and he was therefore willing to take the responsibility of the step feeling assured that his Directors would confirm his Acts. The Board was to consult with the Banks relative to accepting such arrangement adjourned until the 8th. In the meantime, Mr. Byrne and Mr. Thompson had conferred with the Bank directors and were enabled to report to the Meeting on the 8th that the Bank Directors were willing to comply with the proposal. The Charlotte County Bank Directors also acceded to the arrangement.

            The chief source of the unfortunate difference between the Boards having been thus amicably disposed of, the Local Board, by Resolution, retracted their former resolution of withholding the Debentures and assured Mr. Byrne that they had been actuated under a full belief that the London Board had sufficient funds when the bills were sent back. Bills for £4,000 were forthwith drawn, and all minor differences were similarly settled.

            The Local Board being now made fully sensible fo the critical position of the Class A company, as well as their own, and that the former being seriously involved in the undertaking to the threatening position of both; and it being made apparent that the deficiency which existed in the Capital of the Company to finish the road to Woodstock could not be provided for in the Province, or met by their Company.

            The Board resolved to authorize the Class A Company to obtain by legislative enactment such increase to their powers as would be necessary to complete the entire road, to Woodstock under their sole charge and control, and would surrender all rights, titles, powers, and privileges to the Class A shareholders, to ratify which a special Meeting of the Class B shareholders would be called, when a requisition to that effect should be received from the London board, who were required to give satisfactory assurance of their being able to complete the road.

            It would appear that the English Company were not only able to construct the continuation to the Canadian frontier, as Br. Byrne when at Fredericton on the 24th November addressed a letter to His Excellency the Lieut. Governor containing a proposal he had been authorized to submit by some of the leading Firms and Capitalists of London who were prepared with and would be willing to advance the necessary capital for the construction and completion of a line of railway from Woodstock to the Canadian frontier. From calculations based on former surveys and cost of railroads in the United States it was considered that the Railway could be built for £6,000 sterling per mile, and the distance being about 120 miles; the required Capital would be £720,000. It was proposed that the St. Andrews and Quebec company should cede all rights, titles, etc., beyond Woodstock to a new Company, to which the Province should grant the same privileges and facilities as were accorded to the European and North American Railway Company, then building a road between Saint John and Shediac. Should this proposition meet with the sanction of the government Mr. Byrne would be prepared upon his return to England to make the necessary subscription lists, which would be paid before His Excellency in sufficient time to enable the Bills to be drawn up for the next Legislature, so that no time should be lost in commencing operations and carrying on both sections of the road at the same time, and thereby ensure a through opening at an early period. Now it is very certain that had this proposal been then entertained by the Government, and had Mr. Byrne succeeded in the formation of the Company of Capitalists who deputed him to make such a proposal, this road would have been built to Quebec, and would now be the Intercolonial Railway of the day; for surely the new Dominion Government would hardly contemplate a competitive "Military" road; however, it did not so turn out, and the question of route still remains uncertain and undecided.

            The reply to Mr. Byrne's proposal is here copied:

            Secretary's Office, Fredericton, Dec. 13, 1853

            Sir, I have laid before the Lieut. Governor in council your letter of the 24th November last, suggesting a scheme for constructing a railroad between Woodstock and Quebec, and I am instructed by His Excellency to acquaint you that as the proposition involved a heavy expenditure by the Government in addition to existing obligations it cannot at present be favorably entertained."

            (Signed) J. R. Partelow

            J. W. Byrne, Esq.

            Previous to the receipt of the above the Company were put in possession of the following satisfactory information.

            Fredericton, Dec. 2, 1853

            Sir, I am directed by His Excellency the Lieut. Governor in Council to inform you that the application of the St. Andrews and Quebec Railroad Company for further issue of Provincial Debentures to the amount of seven thousand pounds sterling having been this day submitted to the Council, it was ordered that said Debentures ge forthwith issued.

            (Signed) John C. Alden, C. E. C.

            Julius Thompson, Manager

            The following statement shows the balance sheet to Dec. 31st, 1853.

            London Board - £74,736.4s.4d.

            Charlotte County Bank – 1, 489.6s.10d.

            St. Stephen Bank – 1862.12s.11d.

            Captain Robinson and others – 250.0s.0d.

            J. C. Bennett – 5.5s.0d.

            Alexander Light – 200.0s.0d.

            2086 shares at £25 each – 52,150.0s.0d.

            Total - £127,696.9s.1d.

            Contingent and preliminary £4,693.9s.1d.

            Construction 31,813.16s.4.

            Jas. Sykes and Co. 70 miles

                        Contract – 35,584.2s.5d.

                        Ditto – 10 miles – 9,883.2s.3d.

            All other expenses – 27, 889.7s.10d.

            Due by Class B Shareholders – 17, 820.6s.10d.

            Balance £127,693.9s.1d.

            Towards a total expenditure of £109,863.11s.3d. by the Company to this date. The Class B shareholders had only subscribed the sum of £5,520,13s.2d. And irrespective of Engineering, the office expenses and salaries were £2,867,6s.0.d

            The breeze between the two boards had scarcely subsided into a calm, when signs of a threatening squall arose between the Local Board and the Contractors. On the 11th May 1854 the Secretary under instructions from the President notified each Director of a Special Meeting of the Board to be held on the 18th inst. for the purpose of determining on the propriety of making an Entry under the Contract.

            On this same day a Board Meeting had been held in London at which the following resolution was passed.

            "The London Board having observed with surprise the small amount of the March Estimate (£242.4s.9d.), it was moved by Mr. Sharpe, seconded by Mr. Mandsley and carried. The Board at St. Andrews be requested to urge the contractors to use greater expediency on the prosecution of the works."

            (Signed) J. W. Byrne, Secretary

            the following day the London Secretary wrote to the Manager enclosing the above resolution and asked "What about the land? The Shareholders are becoming clamorous about it." The Directors expressed no opinion on your proposal to stop at 40 miles. They appear rather inclined to make an effort to carry it to Woodstock, but how I am not in a position yet to say."

            On the 26th May the London Secretary again urged upon getting the land. "I am to beg you will draw the attention of your directors to the paramount importance of insisting for our rights. We must now raise money somewhere, and that I take it, must be from the land or our Shareholders, but how can we attempt to get it from either without having possession of the land. Formerly perhaps it was more a matter of convenience, that we should have a Deed of Grants; now it has become of vital importance to the existence of the undertaking."

            We will now turn back to the Board Meeting of the 18th May. Mr. Wohlhaupter the Government Director had protested by telegraph against its being then held, on account of his inability to attend; the business was however proceeded with.

Standard

Oct 21, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835.

By W. M. Buck

Third period 1850 – 1860

Part Six

The Board having gone into the consideration of the proposition to make an entry under the contract, the Contractors not having complied with the chief Engineer's notice to them on the 30th May to place 1000 men and 250 horses upon the work within fourteen days, from the date thereof, resolved that all entry be immediately made by the Company under the 12th clause of the Contract, and that the works be proceeded with by the Company with as much dispatch as possible. The Contractors at this period had been advanced by the London Board the sum of £8000, against which all subsequent estimates were to be placed with the amount advanced as was worked out consequently; this entry was afterwards considered as somewhat premature; Messrs. Sykes and Co. on the 25th May protested against this entry.

            At a meeting of the Directors on the 16th June the Secretary produced letters from Captain Robinson, G. D. Street, Harris H. Hatch, and William Whitlock, directors, tendering their resignations, also a letter from Julius Thompson, notifying his intention to resign his position as Manager at the end of the year; all of which were accepted by the New Board of Directors elected at the general meeting of Stockholders. The Hon. Harris Hatch was elected President for the ensuing year; a new Board being then organized, as a matter of course, the acts of the former Board were highly censored, and represented as condemnatory in a lengthy letter addressed to Earl Fitzwilliam, Chairman of the London Board. At a subsequent Board Meeting held on the 26th June, the services of Mr. Thompson as Manager were dispensed with. A later English Mail, however, having brought letters from the London Board addressed to Mr. Thompson as Manager of the Company, he refused to give up possession of them to the Secretary, whereupon the board had to apply to the London Secretary for duplicate copies of the correspondence.

            The London Board were informed by the Local Secretary's letter of the 15th July that the new Board of Directors were then doing all they could to arrange an amicable settlement with the Contractors, who had been permitted a re-entry on the line, in order that the work might progress more speedily, and there was every reason to believe that such a desirable object would shortly be accomplished.

            The Local Board having made application in August for a further issue of Debentures, the Government took objection to the statement of accounts on the same ground as formerly, but His Excellency in Council being fully sensible of the importance of the work, and the responsibility attaching to the issue of Debentures, appointed the Honorable Messrs. Chandler, Hazen and Partelow, as a Committee of Council to visit St. Andrews, and investigate the Company's accounts and general operations, and make such inquiries as they should deem necessary. These gentlemen met the Board of Directors on September 7th and proceeded with their examination at the close of which they informed the Directors that their Report would be immediately forwarded to the Council. It appeared that the Hon. Committee, during their investigation animadverted severely upon the Local board having no detailed account of the expenditure of the London Board, and expressed their dissatisfaction of any advance of money having been made by that Board to Messrs. Sykes and Co. in England without the knowledge and consent of the Local Board and declining to consider the amount so advanced as a proper expenditure, so the Council had refused the issue of debentures.

            The Local Board and the Contractors did not, after all, get along very amicably, the latter demanded an arbitration on disputed claims on both Contracts, which on a payment of £1,500 to the Labourers and other workmen, was to be waived, but which, after a payment had been made, was attempted to be renewed; the Board then served a notice upon the contractors preparatory to making an entry under the contract.

            The Directors afterwards concluded to run the road, so far opened, for traffic, and appointed a committee to confer with the Contractors with respect to running the road, as they still held possession of the Locomotive and cars, given to them for their use in the construction of the first 26 miles. The Directors also resolved that the affairs of the company were in such a precarious state as to call for immediate conference, with the London Board, and wrote to request that Board to send out a Delegate to New Brunswick with full powers to confer with the Government and the Board. They next authorized the Chief Engineer to serve a notice upon the Contractors to place a sufficient force of men and horses upon the line within the term stipulated by the Contract, and the Contractors having refused to comply therewith the Chief Engineer made an entry and took possession of the works in the name of Company; the board then issued the following, by hand bills signed by the President and Secretary:

            "Public notice is hereby given that the St. Andrews and Quebec Railroad Company have taken possession of the line of Railway under contract between the Company and contractors, under the entry provided for in the said contract, and that the Company will prosecute all parties intermeddling with or trespassing on the said line."

            After taking possession of the line the next question was now to proceed with the work, and furnish the means for so doing. In a letter addressed to the London Secretary recapitulating what had been done between the 13th September and 17th October, the Directors make the following proposal in view of the great prospects of a large traffic. The Secretary wrote thus:

            "In concluding this letter my Directors cannot but express their full assurances that were the works completed 30 miles, the Company would realize a large amount of traffic, and their land contiguous to it be greatly enhanced in value; they therefore press upon your directors the necessity of cooperating with them in effecting this most desirable purpose by an advance of the £5,750 recommended in the Engineer's Report, the Board were pledging itself to remit the amount tout of the first debentures obtained from the Government."

            The Board next entered into a contract with Mr. Nathan Smart for finishing the roadbed and laying the tract between the 25th mile at the Fredericton Road Crossing, and the 29th miles at Lawrence's Station; then issued a writ of repluvin? In name of the Company against Messrs. Sykes and Co. to take possession of the Locomotive and tender, platform car, dump car, and a small lorry car previously transferred to them for their use.

            In accordance with a previous Resolution of the Local Board requiring the London Board to send out a Delegate to the Province to investigate and arrange the Company's affairs, Mr. Byrne the Secretary was again instructed to proceed to St. Andrews, and having arrived presented himself at the Meeting of the Board held on 12th December, he submitted the Resolution of his Board authorizing him to confer with the Provincial government and the Colonial Board, and negotiate all matter appertaining to the Company. He suggested the appointment of a Committee to audit the accounts, and protested against the Board transferring the Debentures to the Government in exchange for cash payments; the Board having already received £6,000 sterling from the government in lieu of Debentures, and for which a stock certificate was given: £2,000 of this amount had been paid by Mr. Wohlaupter, Government Director, to the Contractor's laborers.

            Various Board Meetings were held up to January 10th, 1855. At this date Mr. Byrne made a proposal in writing on behalf of Class A Shareholders to accept the Resolution passed by the Board on the 6th December 1852, and at once take the whole charge and control of the road to Woodstock in their own hands, and to allow the Class B Shareholders a limited time to pay up the full amount of their stock and continue as Shareholders in the new Company.

            On motion of George L. Hatheway, seconded by Mr. F. H. Todd (of St. Stephen): "Resolved, that the proposition of Mr. Byrne submitted this day be not entertained."

            A week elapsed before another meeting was held, and on the 17th January, Mr. Byrne who had been in communication with government, informed the Board, that although the arrangements he had so far made with the Government were rather of a confidential nature, he had no hesitation in stating that the government would give its support to the Class A Shareholders in carrying on the works to completion, and that a special meeting of the Class B Shareholders should be called to sanction the measure.

            The Board were however of opinion that Mr. Byrne was exceeding his instructions in taking such steps, and he was requested to retire; whereupon the Board came to the conclusion not to move in the matter until they consulted with the Government, for which purpose Messrs. Henry Frye and j G. Stevens (of St. Stephen) were appointed a Committee to wait upon His Excellency in Council.

            It was also resolved that at this meeting that the Directors be allowed one pound sterling for each and every attendance; and the Directors from St. Stephen in addition thereto, be allowed one pound sterling for travelling expenses.

            A retrospective glance may here be taken what Mr. Byrne had done during his sojourn, in the matter of his negotiation with the Government.

            On the 16th December 1854 he addressed a letter to the Hon. S. L. Tilley, Provincial Secretary, stating through what means and for what reason he had come to the provinces: that he had then been a fortnight at St. Andrews without being able to get more than one preliminary meeting of the Directors, at which nothing had been done, but the appointment at his suggestion, of a committee to audit the accounts; but which Committee he could not get together; that the invitation for a Delegate from England seemed to be premature, as the Board had really nothing to propose towards the further prosecution of the works; that it was manifest the English shareholders had been led into error as to the amount of Capital requisite for building the road, to Woodstock, and that the local Board were quite unable to assist in carrying out the project; that the English Company possessed the full confidence of the English public, having Earl Fitzwilliam and Lord Ashburton among the Directors; so that any arrangement effected between the Provincial Government and the London Board would be strictly adhered to; and being empowered to negotiate with the Government he would gladly wait upon the executive and devise the means of completing the road.

            Again on the 28th December he addressed a second letter to the Provincial Secretary, and by request, a permission of the council gave a statement of the position of the affairs, of the Company to be submitted at the next meeting on the 4th proxo, from which he said it was quite evident that nearly the whole of the existing capital of the Company had been expended, and no portion of the road had been opened for traffic. He had on his arrival at St. Andrews had made an entry on the Line, and the Messrs. Sykes Contract was thereby suspended, while the Company were not prepared with money or materials to carry on the work themselves. The safety of the capital invested by the English company and the Government demanded that some scheme should be immediately devised for the vigorous completion of the work. The proposal previously made to the Local Board was here inserted in detail.

            Further Stock in Company to the amount of £80,000 to be at once subscribed for in England, and paid up as fast as necessary for the rapid completion of the Section to Woodstock; said Stock to be guaranteed by the province, an annual interest of 6 percent for 25 years, in the same manner as the existing guarantee; the remainder of the Debentures to be placed at the disposal of the Class A Directors, and the lands to be granted to which they were then entitled, and further grants from time to time, according to the expenditure upon the work: The line to be completed to Woodstock by the year 1860, and if not then constructed, to become the property of the Government without any accountability to the Shareholders; the foregoing is the substance of Mr. Byrne's proposal to the government.

            The local Board saying by a resolution, previously mentioned, showed no disposition to confirm Mr. Byrne's negotiations or proposals to the Government, and having refused to give him copies of the Board minutes, he left for England on the 30th January; on which day before he took his departure, he addressed a letter, publicly, to the Class B Stockholders informing them of what he had done, and by what authority, during his term as Secretary to, and Delegate from the Class A Shareholders. The concluding paragraph of his letter is here quoted:

            "One or two recent acts of your Board, I have been compelled to protest against, is fraught with injury to the interest of the company and passed without the sanction of the Class A Directors, as required by the Deed of Arrangement existing between the two boards. One is a pledge given to construct a Branch Line to St. Stephen before the main line to Woodstock is completed, and the other—the transfer of the road in its present state, with the locomotive and other property thereon, belonging to the Company, to Mr. John Wilson as an individual, to operate for his own benefit, for an indefinite period, which may materially interfere with the future operations of the company. Should the stockholders at the special meeting to be held, adopt the plan which I have consented to on behalf of Class A and the Legislature at their request, pass the necessary amendments and alterations in the Acts of Incorporation, I have no hesitation in assuring you that sufficient capital will be at once raised to proceed vigorously with the completion of the line to Woodstock, and that with regard to the present holders of Class B stock, such equitable arrangements will be made by Class A either by repayment of the amount paid in, or allowing Stock to that amount to be still held in the Company, as will satisfy all parties.

            A special general meeting of the Stockholders was held pursuant to notion at the Town Hall, St. Andrews, Friday 8th march, J. H. Whitlock in the chair. The object of this special meeting was to consider the expediency of transferring to the Class A shareholders the rights privileges etc. rested in the corporation, to enable them to complete the railroad from St. Andrews to Woodstock. The following gentlemen were then elected Directors to fill vacancies by those removed viz: Capt. J. J. Robinson, George D. Street, William Whitlock, J. W. Street, H. H. Hatch, George D. Thompson.

            Out of 49 stockholders present, there were 41 voted in favor of, and 8 against, the transfer to Class A. the total number of votes thereon, including proxies, was for the motion 1191 against 140.

            At a meeting the third and last Board held 10th march, Capt. J. J. Robinson was elected President for the ensuing year; and immediately resolved that Julius Thompson be requested to resume his former office and duties as Manager, his services having been improperly dispensed with; the Secretary to communicate that change. Also, that the services of George D. Street as Solicitor be resumed.

            Also, that the former Resolutions passed on the 2nd and 10th of January authorizing Mr. John Wilson to have possession and use of the Locomotive and cars be rescinded as directed by the Stockholders at the Special meeting, the Company to resume possession of all such property Mr. Wilson had thus obtained.

            Also, that the seal of the Company be affixed to the petition to the Legislature for an act authorizing the transfer to Class A by resolution passed at special meeting. The Bill for the transfer was however rejected afterwards by the House of Assembly.

Mr. Nathan Smart had continued at work under his contract up to the 31st march, at which date according to the Chief Engineer's Estimate and Certificate the Company owed him the sum of £1119.3s.

            It will be remembered that the last issue of Debentures for £1000 had not been forwarded to England by the former Board but had been appropriated in the Province against which procedure the London Secretary had protested when at St. Andrews. The third Board of Directors had then made application to the Government for a further issue of £7000 Debentures, and afterwards instructed their secretary to notify the London Directors, through their Secretary, as follows: "I am directed by the Board to communicate to you that in the present situation of the Company it will be impossible to send the whole to your Board unless you can manage in the meantime to advance us some money on account of them to meet the pressing liabilities on this side of the water. We will require at least £3000 to pay what must be met here, and I hope therefore, if our arrangements have been made before this reaches you, to raise funds in England to carry on the works, you will at once write me authorizing a Bill to be drawn for that sum on which we ? the money here and remit you all the Debentures we get issued. In order to secure our getting the money on the Bills here, you must send me Glynn's consent to accept the Bills as your know from what has taken place before, they will not be discounted here.

            The local Secretary next refers to a Bill drawn by Mr. Thompson upon the London Board for the arrears of salary due to him having been protested when it was well known the Local Board had no funds, and after all that had been done by them to carry out the views of the English Company several of the Directors were consequently inclined to leave the Board and throw the whole affair up again and allow the London Board to fight their own battle: the Secretary in conclusion adds:

            "It has certainly made them more determined that you shall not get the Debentures unless they get money enough to pay off liabilities which they feel bound to see liquidated. The amount required £3000 could not have been incurred during the short term the third Board had up to then held office; they were liabilities inherited by their assumption of power in taking office, and as they had rescinded several resolutions of the past Board was very commendable, although the threat conveyed to the London Board to extract the means of liquidation, cannot be so considered; moreover it evidently showed symptoms of a revival of the old inimical feelings between the two Boards which was, apparently, a part also of the inheritance.

            The London Board had a balance on hand 30th June, 1855 of only £879240. Amount Company liabilities as by settlement furnished to provincial Secretary 16th July 1955, sterling 204803.

            The sum asked of the London Board was therefore £1000 in excess of the above.

            Operations upon the road in the shape of Contract work were now entirely suspended with but little prospect of being resumed at an early day; the running of the road for traffic had also been abandoned. No debentures had been issued to the Company until the 3rd September, when Secretary Whitlock received only £2000 from the Government at Fredericton, and negotiated there with the commercial Bank at Saint John to be forwarded to England.

**Standard

October 28, 1868

An Account of the St. Andrews and Quebec Railroad from its First Inception in 1835.

By W. M. Buck

Third period 1850 – 1860

Part Seven

A meeting was held on the 5th when it was resolved that on account of the uncertainty of the future operations being resumed, it was inexpedient to continue the services of their officers; the Chief Engineer, his assistant, and the manager were accordingly notified in writing that their services would necessarily be dispensed with. During this month of September, a Deputation arrived out from the London Board, composed of Mr. Ben Sharpe and Mr. Radcliffe, the Company's solicitor, who were sent out to confer with the Government and the Board, yet, strange to say, returned to England without having had an official interview with one or the other.

            The next General meeting of the Stockholders was held on May 6th, 1856, at which a vote of thanks was passed to James Boyd, M. P. P. for Charlotte County, for the exertions during the previous session of the Legislature in obtaining the passage of the several Acts for the Company's transfer and extension.

            After the election of Directors it was resolved to authorize a transfer of the Corporate powers, privileges and facilities of the Company to Class A Company, or to a company in accordance with a scheme agreed to by the Class A Board of Directors; the Directors of Class B., and as the transfer Bill provided for the appointment of one or more Directors to enter into and execute an agreement for such transfer under the Seal of the Company, the President and two of the Directors were appointed for the purpose.

            At the meeting of the Directors on 15th of May, a letter was read from the London Secretary informing the Board the a new Company had been organized in England for the completion of the Railway to Woodstock and that several influential gentlemen had joined the new Board; this intelligence was then received, as it might well be, with much satisfaction and as the act for extending the time for construction and completion contained a clause providing that £8000 should be spent within the year, it was of great importance that no time should be lost in commencing the work, and the London Board in carrying out the measures necessary for the completion of the transfer of all powers privileges and facilities to them. It was suggested to the London Board to delegate some person or persons to the Colony and arrange all preliminaries, and Mr. Byrne the Secretary was mentioned as one most fit for this important service, on account of the knowledge he had already obtained from his former visits. In accordance therefore with the expressed wishes of the Local Board, the London Directors deputed J. W. Byrne and Josiah Bates, the latter of the new Company, to proceed to St. Andrews. These gentlemen presented themselves at the Board meeting held on the 18th of October as a deputation from the New Brunswick and Canada railway and Land Company (Limited) and the Class A shareholders of the St. Andrews and Quebec Railway Company. Mr. Byrne read the minutes of the latter company, dated 28th September. He then submitted the Deed of Transfer between the three Companies executed by Class A shareholders and the New Company in England; but as no reference had been made therein to the Class B stockholders, independent of the Provincial Government Stock, in any provision made regarding such Stock, in the articles of association of the transferee Company, it was then and then mutually understood and agreed between the Local Board of Directors and Josiah Bates the Agent and Delegate, and J. W. Byrne, the Secretary of the transferee Company, that stock should be allotted in Class B in exchange for that then held by them provided application be made by the same within two months after notice in the Provincial Royal Gazette. It was then resolved that the agreement for transfer, as admitted, be approved and accepted by the Board in accordance with the resolutions passed at the general meeting held on the 6th of May.

            The seal of the Company was accordingly affixed therein. The Deputation further explained to the Board that with regard to the original Grant of 10,000 acres transferred by the Class B to the Class A Shareholders, in order to raise funds thereon to prevent a suspension of the work, it had been proposed by the Class B to transfer 20,000 by the latter of £10,000 which amount had been subscribed by Benj. Sharpe and six others; the New Company had allowed the bonus holders to retain the 10,000 acres previously transferred, they, with the exception of Mr. Sharpe, having surrendered all claim to the second 10,000 acres.

            In the opinion of the Board the terms proposed by the new company and accepted by the St. Andrews and Quebec Company were equitable to both classes of shareholders by the latter Company, and especially towards Class A, whose losses would have been irreparably the greatest had the old Company been broken up and dissolved.

            From the minutes of this, the meeting of a Board of Directors in the province, the following information is further obtained:

            That the Deputation from England in September 1855 comprised of Messrs. Sharpe and Radcliffe had the effect of damaging the interest of the Company with the Provincial Government; that the correspondence then conducted by Mr. Sharpe with the Provincial Secretary was injudicious and improper and had an injurious effect; that the Board entirely disapproved of Mr. Sharpe's proceeding; that the deputation ignored the existence of a Board, and acted on their own responsibility which resulted as could only be expected, in a complete failure; that Messrs. Sharpe and Radcliffe had spent but two days at St. Andrews, and nine days at Fredericton having made no investigation into the affairs of the Company and were consequently unable on their return to England to submit any other than the meagre and worthless Report, that had been inflicted upon Earl Fitzwilliam.

            Messrs. Byrne and Bates next proceeded to Fredericton where they had several interviews with His Excellency in Council and completed the object of their mission most agreeably and satisfactorily.

            During their visit to Fredericton, and after their business had been concluded with the Executive Council, Mr. Julius Thompson was appointed by them as Manager to the new company and the writer who was then engaged as Engineer to the Board of Works Department was also appointed by them as Chief Engineer to the same Company, both appointments to be subject to the confirmation of the Directors of the new company after Messrs. Byrne and Bates returned to England; they took their departure on the 10th of November. The appointment of Manager and Chief Engineer were subsequently confirmed by the Board of Directors at London; and instructions were received to proceed with the works at once.

            The repairs on the 25 miles of the first contract was let to Mr. George Wrigley; it comprised such work as excavations in clearing out cuttings, with side drains, widening embankments, additional culvers, rails, and the continuous hemlock sills and relaying rails on cross sleepers of cedar and hacmatac; putting down siding and additional track in Depot yards together with ballasting; portions of the trestle bridging of hemlock were also repaired. Amount paid £3201.

            To provide for relaying the worst portions of the track various contracts were made during the first winter for a sufficient supply of sleepers, in all about 43,000 at an expenditure of £2,120. The finishing up of broken work between the 25th and 32nd miles was let in two contracts, the first section to Messrs. Hinton and Megget, which cost £1475, and the second section to Mr. Thomas Wibberly, which amounted to £942. The ballasting and track laying on those sections as far as Lawrence's, as also the ballasting of the upper portion of the first 25-mile section, was let by contract to Mr. S. H. Whitlock, and this work amounted to £1689.

            On the 8th day of December a contract was entered into with Mr. George S. Marah, of Calais, State of Maine, for the grading of the road bed and track laying from the commencement of the 32nd mile to the end of the 39th mile, and then known as the 8 mile contract in execution of which he received a total and certified estimate for the sum of £10,602. The value of cross sleepers required to lay from the 25th mile to the end of this contract was estimated at £2,410. The ballasting of this 8-mile section was subsequently let to Mr. Nathan Smart who had the use of the Company's rolling stock to do the same, and which amounted to £2,396. The opening of the first 34 miles of the road to Barber Dam Section took place on October 1st, 1857, on which occasion there was a general holiday excursion. The train left St. Andrews Station at 9:45 consisting of two engineers, two break vans, one passenger car, and 22 short platform cars fitted up to accommodate 34 persons each; the number of passengers was upwards of 600. An excellent run up was made in two hours, including two stoppages, one for wood and water, and the other at the Fredericton Road Station (25th Mile) to take up the provincial Secretary and Surveyor General; after partaking of a substantial repast and several complimentary speeches had been made, the train returned 3:45 pm, stopped at several stations on the way down, and arrived at St. Andrews at 6 o'clock pm, after a very pleasant day's trip and everybody quite pleased. During this period a contract was completed for the extension of the line from the terminus proper at St. Andrews along the Eastern shore of the inner Harbour to the Market Wharf, comprising embankments, block bridging and track laying, by Mr. William Craig, the expenditure amounted to £1711. On the first 25 miles there was, for all such work and items as fence poles, and fencing, sleepers, farm gates, crossings, general repairs, line extensions, station buildings, water works and maintenance, a total expenditure up to the 31st December 1858 of £19,748.

            The clearing of the line for 100 feet in width on the 21st mile section terminating at Deer Lake Station was let by Contract to Mr. George S. Marah for £2,030 and the grading and track laying of the first 11 miles of this section ending at Cranberry brook (30th mile) was contracted for by the said George S. Marah who was paid on final measurement and certificate the sum of £16,327.8s.5d.

            The second section of 10 miles on the 21st mile section as also the succeeding 5 miles to Canterbury was let by Contract to Messrs. Meer? And Williams of Lower Canada, who, after their work had been about two thirds finished retired in an absconding manner. The remainder of their work was completed by the Company under the same sub-contractors that previously existed. The amount expended on these two contracts, embracing 15 miles, exclusive of the track laying and ballasting, was £36,257.16s.10d. In addition to the grading, the sum expended on sleepers, track laying and ballasting on the whole 26 miles terminating at Canterbury was £8,220.4s.6d. the laying of track and ballasting from Cranberry Brook to Canterbury, 15 miles, was let by contract to Messrs. Duncan and William MacDonald of Upper Canada to whom also was let the grading of the road bed from Canterbury to Eel River Station, 10 miles. The line was opened through to Canterbury for traffic in December 1858. The Messrs. McDonald suspended operations during the midsummer of 1859, after which there was a suspension of the works for some time. On November the 10th of this year, Manager Thompson left for England to confer with the London Board of Directors, relative to entering into a new contract, with some Canadian parties for completing the road from Canterbury to the Richmond terminus on the Woodstock and Houlton Road. An Agent of the party, Mr. Bradley, accompanied him. A specification for the new work was furnished by the writer of this, and a contract and Deed of agreement were drawn and with the specification printed in England, and signatures and seals attached thereon. The Manager and Mr. Bradley returned on April 1860, followed immediately afterwards by an Agent from the London board, Mr. Henry Osburn, Civil Engineer, to inspect and report upon the condition of the road and suspended works, and to see the new Contract properly ratified and immediately commenced: but, strange to relate, the Canadian party backed out of the entire arrangement made in England and declined to confirm the acts of their own agent while there.

            Mr. Osburn subsequently concluded a contract with the Messrs. Walker and Johnston for the completion of the whole of the work requiring repairs and left in an unfinished state and for the full completion also of the line forward to Richmond.

            Mr. Osburn was afterwards appointed Manager and Engineer of the whole road by the London Board of Directors. In his hands was then left the final completion of an undertaking that had struggled with years of adversity and in his hands is now left "this strange eventful history" of the original St. Andrews and Quebec Railway.

            By his predecessor and friend, Walter Buck

            St. Andrews, New Brunswick, Dec. 24th, 1867.

Precis: The British government declining to assist in the construction of a colonial railway, application was made to private individuals and a London Board was formed of class A shareholders. The London Board had most of the money; the local board very little. Operations were suspended for seven years during the dispute with Maine over boundary lines. Thereafter the two Boards and the provincial government arranged to complete the line to Woodstock, with a provision to proceed further to Quebec if possible in the future. There were various conflicts between the two Boards over the years; and when these were worked out, there still remained a problem in securing promised funding from the province issuing from interpretations of Company rules and regulations. Later there disputes with Contractors over payment for work done. In all, there were many delays for one reason and another until the final sections were finished in 1862. - David Sullivan

Standard

Oct. 28, 1868

On our first page is published the conclusion of Mr. Buck's well written and interesting "Account of the St. Andrews and Quebec Railroad from its first inception in 1835 up to 1860," which no doubt was read with interest by those connected with the work. Alas, its originator and promoters are "gone the way of all flesh;" had they lived to see its completion and branches, it is probably that the trade which they prophesied for St. Andrews would not have been diverted from it; but, as we years ago looked forward to this Port being made the terminus of a Railway from Canada to the Atlantic, we still do so—notwithstanding the North Shore route. A commercial line we will yet have.

Standard

July 15/1868

Visitor states need for summer hotel. Editor agrees. .

A correspondent in another column, alludes to the advantage of erecting what he terms a large "summer hotel" in this town, for the accommodation of visitors desirous of enjoying sea bathing, and breathing the pure air of our salubrious climate, away from the din and dust of the busy marts of trade. It has often been remarked by pleasure seekers, and even our townsmen, that were a commodious hotel erected, and other conveniences provided, there would be a large influx of visitors here every year, which would afford sufficient patronage to the present hotels as well as one on a larger scale. We are informed that there are quite a number of strangers in town at present, and that others are expected.

COMMUNICATION. To the Editor of the Standard. Sir.—I was much pleased with my visit to your pretty, healthy, and quiet Town, and with the attention at my Hotel. The sea bathing is most invigorating. I have returned to the dust and heat of the City, renewed in health, and can apply myself to business with a vigor which I did not expect after so short an absence. Thus far so good, but with your permission I respectfully throw out a few suggestions from an American standpoint, and with a view to benefit your town or city. I do not know which appellation to give it, as I am not aware whether it is incorporated or not.

            I believe, Sir, that if some of my enterprising and energetic countrymen, would visit your place, and expend some of their spare capital in the erection of a Summer Hotel of sufficient proportions to contain three or four hundred visitors, and obtain a thorough American host to run it, I feel quite sure, that it would be well patronized, as several of our people from this and other cities of the Union, would prefer a healthy little town like St. Andrews to the din and bustle of a City of which they have abundance at home. You cannot conceive how delightful and agreeable it is for one shut up in a crowded city, to breathe the pure fresh air, enjoy a few days fishing on the salt water, drink delicious cream, and have abundance of native strawberries, all for a mere trifle. I am so pleased with my sojourn in your locality, that my humble efforts will be used to induce my friends to take a trip there, and (pardon me) rusticate for a few weeks. Perhaps I may succeed in inducing a speculative friend to erect a Hotel. There is spare ground enough, and I suppose it can be purchased at a reasonable rate. Excuse the liberty a stranger has taken, and one who intends again to be

            A visitor

            July 10, 1868

LG: The Hon. Lemuel Allan Wilmot (1821-1875) Born in Sunbury County, New Brunswick. Appointed 23 July 1868 at age 57 until 15 November 1873.

Standard

Aug 5/1868

Ref to Lake Utopia "monster."

Standard

Aug 12/1868

"If some enterprising men of capital would come here, they would find land sufficient at

a low rate, to erect a large hotel and bathing establishments which would be as remunerative as could be desired; of if they desired sites for shipyards . . ." (the hotel seed has been planted—added to list of potential business opportunities; hitherto, except in Campobello reference, nothing)

Standard

Aug 19/1868

Excursion to Woodstock—From published bills we notice that there is to be an Excursion to Woodstock by rail over the new branch to that town on Tuesday next 25th inst. The train will leave St. Andrews 6 o'clock a.m., and return at 5 o'clock p.m. As the people of Woodstock have paid us more than one visit by railway, in common courtesy the compliment should be returned, and keeping this in view, it is to be hoped that the inhabitants of the Frontier Town will turn out in round numbers, and visit the pleasant town of Woodstock, view the splendid farms and crops in its vicinity, and return in the evening refreshed and invigorated by the change of air."

Standard

Aug 26/1868

600 excursionists from Woodstock by train; Belle Brown with more, to see Bazaar and Regatta.

Rural Cemetery Burial

John Stewart, Farmer

Gen. Ground B

Sept 1868

Standard

Sept 2/1868

The following graphic and correct picture of St. Andrews and its surrounding from the pen of one of the editors of the Saint John Globe we transfer to our columns:

From Saint John Globe:

St. Andrews was not always quiet, and many of its present inhabitants still remember its ancient commercial glory, and relate with pride their recollections of the enterprise of its merchants, of its beautiful and capacious by and harbour crowded with shipping from all parts of the world, receiving and discharging freights,—all pouring a stream of wealth into the lap of a happy and prosperous people. But those days have departed, perhaps not forever—we would fain hope not—though it seems almost a pity to destroy by any noisy bustle of trade so much natural beauty, stillness and repose. Although there are no wealthy people in St. Andrews, neither are there any poor inhabitants, and an alms seeker is a thing unknown in the place. In proportion to the means of the people, they are more enterprising and liberal than those of larger and mere pretending places, while their hospitality is proverbial; and it is a noteworthy fact that the town is entirely free from debt. Perhaps some will say that this is an evidence of want of enterprise. It may be so; but how many communities and individuals long to be in the same condition.

            The place is now and has been deficient in hotel accommodation. There are several houses of entertainment, but they are all behind the age, although their proprietors do the best they can with the means at their disposal to make their patrons comfortable. With a large and well managed hotel, and combined and well-directed efforts on the part of the people, St. Andrews might be made as popular as Newport, Saratoga, or any of the famous watering places in the United States. No place on the continent of American possesses as many attractions to those desiring a cool retreat as St. Andrews. Its beautiful situation, facilities for sea bathing, boating, fishing, and driving, its easy access to Saint John, the cities of the United States, and by railway to the interior of the country; the fine lake, river and mountain scenery, with the healthfulness of the climate, all combine to make it one of the most desirable summer retreats that the heart of the worn out man of business of the weary invalid could wish for.

            Speaking of mountain scenery, we believe that the view to be had from the summit of Chamcook Mountain, about three miles from St. Andrews, and of easy access, cannot be exceeded anywhere. The White Mountains may be higher, the Alps may possess more historical interest, and from their dangerousness be more attractive to the intrepid and foolhardy adventurer, but none of these can give the visitor a more varied and more beautiful prospect than that to be had from Chamcook Mountain. Far down below in a Southerly direction lies Passamaquoddy Bay, with its hundred islands; still farther out as far as the eye can ready is the Bay of Fundy, with the larger islands of Grand Manan and Campobello, and the dangerous "Wolves:" to the eastward the entrance of the Magaguadavic appears quite close, and afar beyond Point Lepreau can be seen jutting boldly out into the Bay of Fundy. To the Westward are the forests of Maine, with the towns of Eastport and Pembroke, and the little villages of Robbinston and Perry. Looking north, the three Chamcook Lakes first catch the eye, stretching up a distance of five or six miles, surrounded by an apparently dense forest. The lower of these is quite large, and the Southerly shore is for some distance skirted by the St. Andrews and Woodstock Railway. Beyond this the woods of New Brunswick, covering undulating round, are visible until the vision is obstructed by the horizon. This mountain must have been visited by many people at one time and another. Although its sides are clothed with a growth of fine spreading elms, maples and evergreens, the summit bears but little vegetation, and the naked rock is carved and cut with the initials or names in full of thousands of visitors. Some attached their places of residence. Some are cut in bold and deep characters, and some so slightly as to be almost effaced by the slow changes that time has worked upon the surface of the rock. A few freshly cut names mark some recent visit. Others almost completely hidden in grey moss, show the work of some hand now in all likelihood still in death, but then guided by a mind filled with emotions, and feeling of admiration like our own. Man may come and go, and pass into eternity, but still nature is here young, fresh and beautiful, and as it invited the admiration of past and present races of men, so will it excite similar emotions in men to come in future ages, and those mountains, lakes and rivers, bays, islands and inlets will exist when the multitudes that lived and moved upon them and were made glad by their appearance, have passed away to give an account of the uses made out of the means provided for their comfort and enjoyment on earth.

Standard

Sept 9/1868

"We are obliged to hold over a second article on the building of a large hotel in this place. We noticed on Monday last, that considerable progress is being made with what is termed over the line as "a big Hotel" at Eastport. The people there are wide awake to the interests of their town, and have formed a company to supply a want in that community, which is worthy of being copied here. A gentleman of wealth who is sojourning here with his family, to avoid the heat and bustle of a Western City, informed us, that of the advantages of our pure air, salubrious climate, sea bathing and cheap living, were only made known at the Westward, with of course accommodation for tourists, hundreds of families would visit St. Andrews during summer. We will endeavour to set forth these advantages, and at the same time urge our townsmen to unite in erecting a commodious summer residence for visitors. Land, lumber and workmen can be had."

Standard

Sept 2/1868

*Relevant article from "Globe" on tourism in St. Andrews. .

Standard

Sept 23/1868

Description of two St. Stephen hotels. .

St. Stephen—We were pleased on a recent occasion of visiting St. Stephen, to notice the marked progress made by its enterprising people in the erection of elegant dwellings and stores. . . . Among the places we visited of course was the "Courier" office, which we noticed is well supplied with modern presses and type of all descriptions., which, from the numerous posters, blanks and cards executed in that office, show that they are all required; in addition we learned that he "Courier" is taken by almost everyone, and is well patronized with advertisements. What a pleasure it is to us to record the prosperity of our contemporary who as we said at the time of his commencing to issue his paper "deserves to be largely patronized," and we now repeat it. There is no lack of hotels, the "Watson House" kept by Russell, has been so favorably noticed by our contemporaries that we need only add our testimony of approval; it contains 75 rooms, and has an excellent "safe' where money or papers of value can be placed secure from either fire or thieves. Its proprietor spares no pains to render the stay of travellers, both agreeable and pleasant. The "Exchange" kept by Neill, is also a comfortable hotel, and we learn is well patronized. A few doors below Mr. L. R. Knowles has a well furnished hotel, which is well adapted for travellers.

Standard

Nov 25/1868

Mr. Bradford erecting an addition to his hotel in rear. (Stables?)

Sir John Young, 1st Baron Lisgar, 2nd Bart

Governor General: 1869 - 1872

Appointed: December 29, 1868

Sworn in: February 2, 1869, Montreal, Quebec

Born: August 31, 1807, Bombay, India

Died: October 6, 1876