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| 1851 Map of the rail lines of New England connecting to Montreal |
RARE SNIPIT OF CANADIAN AND AMERICAN RAILWAY HISTORY, CONTAINED IN 1852 TEXT ON BOSTON JUBILEE CELEBRATION
FIRST OF ALL, I WOULD REPRESENT THE VERY STENCH OF HYPOCRISY, IF I CLAIMED THAT I NEVER GENERALIZED ORIGINAL ARCHIVES MATERIAL, TO SUIT THE APPETITE OF THE MODERN AUDIENCE. YOU KNOW, THE "BUDGET OF SPACE" THING! I WORKED FOR YEARS AS AN EDITOR. I KNOW HOW TO TRIM COPY, AND HOW TO BRING TWENTY PARAGRAPHS DOWN TO FIVE, TO FIT A TINY EDITORIAL SPACE. IT'S WHY I LIKE THE BLOG FORMAT, BECAUSE I CAN GET A LITTLE CRAZY WITH MY OFFERINGS, OF ARCHIVE MATERIAL, WITHOUT GETTING TAPPED ON THE SHOULDER BY SOME ANXIOUS EDITOR, OR ADVERTISING MANAGER, BEGGING ME TO PARE DOWN THE WORDS TO A MANAGEABLE FEW. I HATED THAT, AND MOST OF MY FIGHTS IN THE NEWS BUSINESS, HAD SOMETHING OR OTHER TO DO WITH IMPOSED SPACE LIMITATIONS. I WROTE FOR TWO PUBLICATIONS RECENTLY, THAT INSISTED ON MUCH SHORTER EDITORIAL SUBMISSIONS. ONE PAPER OWNER, WENT AS FAR AS GIVING ME THREE WRITTEN WARNINGS, AS IF I WAS ABOUT TO GET A SPANKING, OR THE STRAP. I TOLD HER TO BITE-ME. I STOPPED WRITING FOR THEM. ANOTHER WISE-ACRE, DECIDED TO LOP-OFF A NUMBER OF SENTENCES, IN A SMALL COLUMN, DISTORTING THE WHOLE MEANING OF THE STORY. I TOLD HER TO BITE-ME AS WELL. SHE MUMBLED SOMETHING ABOUT BEING THE "EDITOR," AND IT BEING HER RIGHT AND PRIVILEGE TO MASSACRE MY COPY, AND THAT'S WHEN I STOPPED COMMUNICATING WITH HER PUBLICATION ENTIRELY. I WORK FOR SEVERAL FEATURE PUBLICATIONS TODAY, RUN BY KINDLY PUBLISHERS, WHO HAPPEN TO LIKE MY MATERIAL ENOUGH, THAT THEY DON'T BOTHER ME WITH SPACE RESTRICTIONS. THEY JUST GO OUT AND SELL A FEW MORE ADS TO JUSTIFY SOME EXTRA INK. POINT IS, I DO UNDERSTAND, THE MODERN DAY BUDGET RESTRAINTS PUBLISHERS FACE, WITH WRITERS LIKE ME, GOING ON AND ON AND ON. IT COSTS A LOT OF MONEY TO ADD PAGES, AND MOST OFTEN, REDUCTION OF CONTENT IS THE PREFERRED PROGRAM. MY REAL POINT HERE, IS THAT ORIGINAL INFORMATION SOURCES, SUCH AS DOCUMENTS AND FIRST EDITION BOOKS, ON HISTORICAL THEMES, ARE OFTEN SO WATERED DOWN, AND OVER EDITED BY TIME THE TWENTIETH TEXT HAS BEEN WRITTEN ON THE SUBJECT, IT IS TO BE EXPECTED MANY LIBERTIES HAVE BEEN TAKEN WITH THE PURITY OF CONTENT, IN ACCORDANCE WITH SPACE LIMITATIONS. AS I STATED PREVIOUS, WHILE I COULD CERTAINLY BRING DOWN TWENTY PARAGRAPHS TO FIVE, IF I HAD NO OTHER CHOICE, I WOULD ALSO FEEL GUTTED, HONESTLY, TO LOSE THAT MUCH HISTORICAL MATERIAL. SO I LOVE ANY OPPORTUNITY, TO OBTAIN ORIGINAL FIRST EDITIONS, WITHOUT THE SUBSEQUENT REVISIONS OF LATER EDITIONS. MATERIAL REFLECTING ON A MAJOR NEWSWORTHY OCCASION, PUBLISHED CLOSELY FOLLOWING THE EVENT. IT'S NEVER THE ONLY SOURCE TO USE, BUT IT IS A CRITICAL FIRST STEP, OF THOROUGHLY UNDERSTANDING THE STORY.
HAVE YOU EVER WATCHED A TELEVISION INTERVIEW, FILMED FOR A NEWS PROGRAM, AND WONDERED ABOUT THE WAY THE EDITING WAS DONE, SUCH THAT THE VIDEO WAS CUT MID-SENTENCE, OR IN SOME OTHER CLUMSY FASHION. SO BADLY CUT THAT, WE IMMEDIATELY FEEL BAD FOR THE INDIVIDUAL WITH THE REPORTER'S MICROPHONE JAMMED IN HIS OR HER FACE, AND HAVING A HATCHET JOB DONE ON THEIR RESPONSE TO QUESTIONING. THE ACTUAL VIDEO CLIPS ARE SUBSTANTIAL, IN LENGTH, AND IN MINUTES AVAILABLE, AND AS THEY USED TO SAY WITH FILM EDITING, A LOT OF IT WINDS UP ON THE CUTTING ROOM FLOOR. IT HAPPENS WITH AUDIO RECORDINGS, VIDEO, AND EVEN, IN MY LINE OF WORK, WITH PUBLISHED HISTORIES. WE LIVE IN AN ABBREVIATED MEDIA WORLD. I GUESS A LOT DOES COME DOWN TO TWITTER AND TEXTING TODAY, SHOWING THAT FEWER WORDS CAN GET THE MESSAGE ACROSS. THE PROBLEM IS, FOLKS LIKE ME DEPEND ON THE LONG, OLD FASHIONED VERSIONS, WITH ALL THE WORDS THE AUTHOR / HISTORIAN OPTED TO USE IN THE ORIGINAL MANUSCRIPT. THIS IS WHAT I NEED BUT T0DAY, EVEN THE HISTORIES I LIKE, ARE VASTLY CUT-DOWN FROM WHAT THEY ACTUALLY SHOULD REPRESENT IN PRINT, BECAUSE OF SPACE LIMITATIONS. I'VE WORKED WITH A NUMBER OF HISTORIANS, AND NOVELISTS, WHO HAD TO KEEP GOING BACK TO THE DRAWING BOARD, SO TO SPEAK, TO REDUCE THE NUMBER OF PAGES. ONE HISTORIAN, IN PARTICULAR, HAD TO CUT AT LEAST FIFTY VINTAGE PHOTOGRAPHS, BASED ON WHAT COSTS WERE GOING TO REPRESENT, AND AS A RESULT, WE LOST A LOT OF REGIONAL HISTORY IN THE PROCESS; BECAUSE THOSE MUSKOKA PHOTOGRAPHS WERE EXCEPTIONAL, AND ABSOLUTELY IMPORTANT TO THE BOOK. THE AUTHOR JUST COULDN'T JUSTIFY THE ESCALATION IN COST, SO HE HAD TO RE-VISIT THE WHOLE PURPOSE OF THE BOOK. I WORKED WIH HIM ON THE REVISIONS, AND IT WAS HEARTBREAKING TO LOSE SO MUCH MATERIAL.
I USED TO EDIT PROFESSIONALLY, AND EVERY WEEK, DEPENDING ON THE SIZE OF THE NEWSPAPER, BASED ON ADVERTISING SOLD, I HAD TO CUT ARTICLES AND PHOTOGRAPHS. THAT MEANT FOR ME, GETTING YELLED AT BY STAFF AND REGIONAL CONTRIBUTORS, ANGRY BECAUSE THEIR SUBMISSIONS HAD BEEN REJECTED. I WOULD TRY AS MUCH AS POSSIBLE TO GET THE EDITORIAL COPY INTO THE NEXT ISSUE, BUT OBVIOUSLY, WITH STORIES ON UPCOMING EVENTS, MUCH COULDN'T BE USED AT A LATER DATE. HERE'S MY POINT AT LAST.
HISTORIANS TODAY, HAVE NO CHOICE BUT TO BE CONCISE AND GENERALIZE WHERE THEY CAN, AND YES, IT OFTEN COMES DOWN TO BUDGET. IT'S WHY I LOVE AN OPPORTUNITY TO PURCHASE A FIRST PRINTING, FIRST EDITION, CLOSE TO THE DATE OF THE EVENT THE AUTHOR OFFERS AS AN OVERVIEW. WHILE I AM NOT ADVERSE TO REVISED EDITIONS, I INSIST THAT THEY STILL BE MUCH CLOSER TO THE OCCASION OF THE SUBJECT HISTORY. IT ISN'T TO SAY THAT CONTEMPORARY REVIEWS OF HISTORICAL EVENTS ARE UNWORTHY, JUST THAT TODAY THERE IS SO MUCH EXPENSE ASSOCIATED WITH PRINTING BOOKS, IT DOES COME DOWN TO JAMMING A LOT OF INFORMATION INTO A SMALL PACKAGE, IN MOST CASES. THUS, THERE IS A BUDGET AND EFFICIENCY AT PLAY. I DON'T NEED TO WORRY TOO MUCH ABOUT THIS! FOR EXAMPLE, I OFFER FOR CONSIDERATION, MY 1852 FIRST PRINTING, OF THE CHRONICLE OF THE EVENTS OF THE BOSTON JUBILEE, TO CELEBRATE THE 1851 OPENING OF THE FIRST RAIL LINK, BETWEEN CANADA AND THE UNITED STATES. FOR THREE DAYS IN 1851, THE CITY OF BOSTON, PLAYED HOST TO A HUGE CELEBRATION, ON LAND AND IN THE WATER, AS STEAM LOCOMOTIVES CHUGGED AWAY, AND NEW STEAMBOATS PLYED THE WATERS OF THE HARBOR. THERE WAS A LARGE CANADIAN DELEGATION ON HAND. THE VALUE OF THIS BOOK IS THE PURITY OF THE COPY; AND SHORT OF HAVING ACTUAL NEWSPAPER REPORTS OF THE EVENTS, AND ORIGINAL ARCHIVES DOCUMENTS, AND LETTERS, THE BOOK IS JUST ABOUT AS CLOSE TO THE BOSTON CELEBRATION, AS ONE CAN EXPECT TO GET WITHOUT GREAT EXPENSE OF VISITING THE CITY (WHICH OF COURSE WOULD BE NICE) AND SPENDING DAYS IN MUSEUMS. AND ARCHIVES, TO READ COMPANION COVERAGE. I LIKE TO HAVE, AS IN THIS CASE, SOURCE MATERIAL, FROM AS CLOSE TO THE HISTORIC EVENT, THAT IS THE SUBJECT OF EDITORIAL INTEREST, ALONGSIDE UPDATED AND EVEN CONTEMPORARY RETROSPECTIVES ON WHAT IT ALL MEANT. THIS BOOK, FOUND WITHIN THE REGION, WAS MOST LIKELY A CANADIAN RELEASE, BECAUSE IT HAS A BROWN COVER, INSTEAD OF THE AMERICAN "GREEN" CLOTH COVERING. BUT I'M REASONABLY SURE, AS SHOWN BY THE DETAILED DEBT, BOSTON WAS PREPARED TO ASSUME, FOR THE ENTIRE RAIL-LINE JUBILEE, THAT THEY WOULDN'T HAVE PUT TOO MUCH PRESSURE ON THE AUTHOR, TO CUT BACK PAGES TO MAKE IT MORE AFFORDABLE. SO I KNOW THE MATERIAL IS AS CLOSE TO COMPLETE AS POSSIBLE, TO GIVE A MUCH MORE THOROUGH OVERVIEW OF ONE OF THE MOST IMPORTANT OCCASIONS IN NORTH AMERICAN RAILROAD HISTORY, TO THAT PERIOD IN TIME. THIS IS NOT A LATTER DAY GENERALIZATION. THIS IS, AT MOST, A BOOK PRODUCED LESS THAN A YEAR AFTER THE EVENT. OF COURSE IT WAS EDITED AND PORTIONS REMOVED BY INSISTENCE OF THE CITY OF BOSTON. IT DOESN'T DETAIL ANY UNFORTUNATE MISADVENTURES THAT OCCURRED, AND SITUATIONS THAT DIDN'T GO ACCORDING TO PLAN, BECAUSE THE REPORT WAS SANITIZED TO REFLECT WELL ON THE EVENT AND THE CITY. IT'S TO BE UNDERSTOOD. THE NEWSPAPER OF THE DAY, PROBABLY REVIEWED THE CHRONOLOGY DIFFERENTLY. FOR MY PURPOSES, BEING PARTICULARLY INTERESTED IN THE SETTLEMENT OF THE DISTRICT OF MUSKOKA, AND THE RAIL LINKAGE THAT HELPED OPEN UP THE FRONTIER, THIS BOOK CONTAINS SOME VERY EARLY INFORMATION A LOT OF HISTORIANS IN MY REGION AREN'T AWARE OF; BUT IT DOES HELP US UNDERSTAND SOME OF THE ALLUDED-TO SITUATIONS, THAT PUSHED FOR MORE RAILROAD CONSTRUCTION, NORTHWARD AND TO THE WEST, IN THE YEARS IMMEDIATELY FOLLOWING. THIS BOOK DOESN'T DEAL WITH THE PROPOSALS TO OPEN UP MUSKOKA FOR HOMESTEAD GRANTS, BECAUSE IT IS STILL ABOUT NINETEEN YEARS EARLY, (BEFORE THE GOVERNMENT PROMOTION OF FREE LAND) BUT IT WAS THE SPARK OF ECONOMIC PROGRESS, THAT FORCED THE HAND OF CANADIAN OFFICIALS, AT THE TIME, TO SERIOUSLY EXAMINE THE IDEA OF SEA TO SEA NATIONHOOD, AND WHAT IT WOULD REPRESENT IN EXPENSE, AND STRATEGY, TO PULL IT OFF. BEFORE OF COURSE, AMERICAN EXPANSIONISM, WHICH WAS CLEARLY SET, AT THIS TIME, ON THE RESOURCES WEST AND NORTH. THERE WAS GROWING CONCERN THAT IT WOULD BE IMPOSSIBLE TO DEFEND THE GREAT OPEN SPACES OF THE PRESENT CANADIAN PRAIRIES, WITHOUT A POPULATION OF HOMESTEADERS AND BUSINESS INTERESTS, TO CLAIM OWNERSHIP OF THE VAST TERRITORY. IN ORDER TO SELL THE PLAN TO FINANCE THE TRANSCONTINENTAL RAILWAY, THE GOVERNMENT OF CANADA WOULD EVENTUALLY HAVE TO PROVE THAT THE POPULATION IN THE WEST, AND ECONOMIC ADVANTAGES, JUSTIFIED BEING SERVED BY AN EXPENSIVE RAIL LINK. THERE WERE THOSE, LIKE PRIME MINISTER, JOHN A. MACDONALD, AMONGST ASTUTE OTHERS, WHO WERE WORRIED ABOUT THE POSSIBILITY OF AMERICAN OBJECTIVES IN THE NORTHWEST, BECAUSE OF THE WEALTH OF NATURAL RESOURCES BEING UNDER-UTILIZED. IT BECAME THE RACE FOR THE WEST, AND FOR ALL INTENTS AND PURPOSES, BOSTON'S INVESTMENT CREATED A GROUND SWELL OF ENTHUSIASM, AND NEW INVESTMENT, FOR TAMING WHAT HAD BEEN CONSIDERED WILD-BEYOND-INHABITATION.
HERE NOW, IS SOME INFORMATION ABOUT THE RAIL LINK WITH CANADA, PUBLISHED IN THE YEAR 1852, SEVEN YEARS BEFORE THE FIRST FEW SETTLERS ARRIVED, TO BUILD HOMESTEADS IN SOUTH MUSKOKA.
IT IS ENTITLED THE "NORTHERN, OR OGDENSBURG RAILROAD."
"The Northern, or, as it is popularly called, the Ogdensburg Railroad, commences in the town of that name, on the St. Lawrence River, at the foot of the navigation of the Great Lakes, and extending entirely across northern New York, terminates at Rouse's Point on Lake Champlain. Its whole length is about one hundred and eighteen miles. The charter of this Company was obtained from the Legislature of New York on the fourteenth day of May 1845, and the road was opened in its entire length on the first day of October, 1850. The whole cost of the work, when fully equipped will be over four million dollars. It is in all respects, a railroad of the first class, having been built in the most substantial and thorough manner. The depot grounds at Ogdensburg and Rouse's Point, are most ample. At the former place they consist of more than sixty acres of land, having a water front, where vessels can be discharged, of nearly a mile in length. At Rouse's Point there are nearly 3,000 feet of wharf, from which freight can be discharged into vessels on Lake Champlain. The road here also connects with the lines on the East side of the Lake by means of a floating bridge or boat, over which trains pass without difficulty, and at a rapid rate of speed.
"The great objects in view in constructing this road were, to aid in developing the varied resources of Northern New York, a most fertile, healthful and productive country; to connect the navigable waters of the Great Lakes with Lake Champlain, and with the railroads in the New England States; to open a new, cheap, and expeditious route between the East and the West, and an avenue between the upper and lower Provinces of Canada. In all these things the road bids fair, fully to answer the expectations of its projectors. Already it has produced a most enlivening effect in the country through which it runs, where trade, the arts and agriculture are assuming a new aspect. Large quantities of freight are passing from the city of New York, up the Hudson, and through Lake Champlain, to Rouse's Point, and thence by this line to Canada and the West; while equally large quantities take the same direction from Boston over the New England roads. The products to Canada and the West are shipped to Ogdensburg, and there take the cars of this road, and are delivered in Boston without breaking bulk, or are reshipped at Rouse's Point, to pass Southward to the City of New York.
"The Montreal Railroad enters upon this road a short distance West of Rouse's Point, and its cars are allowed to pass Eastward over the bridge of this Company, on to the Vermont Road, and thus complete connection exists between Boston and Montreal, and between Boston, Montreal and Ogdensburg. There are some important and interesting points on this railroad. One of them is the viaduct at Chatauque River. This stream is turned through a tunnel at Chatauque River. This stream is turned through a tunnel cut in solid rock, and the ravine through which it ran is filled with earth, making an embankment one hundred and sixty feet high."
The author then turns his attention toward the facts of the "Vermont Central Railroad," of which Canada plays a role.
"The Vermont Central Railroad Company, was chartered on the 31st of October, 1843, with authority to construct a railroad from the eastern shore of Lake Champlain to a point on the Connecticut River, convenient for its connection with railroads from Boston, either by the way of Concord, N.H. or Fitchburg, Mass. On the 23rd of July, 1845, the Company was organized with a capital of two million dollars; on the 15th of December of that year, the first ground was broken at Windsor, to Burlington, a distance of 117 miles, costing for track and equipment, up to July 1st, 1851, exclusive of interest, $5,773,964.37. Regarded in a local view only, this railroad possesses great advantages in its grades the maximum of which, on the main line, is 4 feet to the mile, in its curves, three fourths of the line, being straight, in its scenery, which is among the most attractive to be found in New England, and in a country to furnish local business, abounding in resources for agriculture and manufactures, and inhabited by an energetic and thrifty people. The organizers and promoters of the Central road were men of enlarged views, and happily, also, of great sagacity and unflinching energy. From the outset, they designed the establishment, not merely of an important railroad for Vermont, but a great Northern line of railroads extending from the Atlantic to the St. Lawrence and the Western Lakes; a line of the highest importance to the commerce of New England, and the Western States, of Canada and Great Britain.
"The Central road was regarded as an indispensable link in this great chain. Its construction was begun, and has been prosecuted with a conviction that its success would insure the construction of the whole. In every stage of its progress, it has been kept strictly subordinate to the grand design. When the Central Railroad Company was organized in July, 1845, there was no railroad constructed within 69 miles of the Central Line on the East, and no road constructed, and no Company organized West or North of the Central Line, except 18 miles of Summer Railway from Laprairie to St. Johns. The Central suspended its calls upon capitalists for stock, and commenced work with less than one-half of its own capital subscribed, in order as the directors remarked, in their first annual report, to leave the field for Boston for a time, to open to the friends of Ogdensburg road, which was the last link in the chain to connect the Atlantic with the Great Lakes. Aided by forebearance, as well as by support on the part of the promoters of the Central road, the Ogdensburg was organized in June 1846. At the same time, the Northern (N.H.) and Sullivan railroads were also put in progress. The promoters of the Central road, had also succeeded in enlisting, to some extent, the favor of leading men in Montreal, and had procured a charter for the Vermont & Canada Railroad Company,' to construct the remaining part of the great line between the Central and Ogdensburg roads, so that in July, 1846, nearly the whole line was in progress, and the directors of the Central road, in their first report, used the following language:
"Upon the completion of these railroads in New England, with which the Central road will connect, and which are now in progress of completion, direct communication will be furnished for Vermont and Northern New York, through various parts of New Hampshire; Massachusetts, Rhode Island, and Connecticut, and into Main; while the chain of direct communication with the Middle and Southern States. On the North, via Lake Champlain, and the St John's Railroad, the Central road will be connected, as soon as it is finished, by steam with Montreal; and at no distant day, we trust, in a constant and speedier manner, by cars and engines running upon the Vermont and Canada Railroad. Means will thus be furnished for transportation direct from Boston to Montreal; indeed, we should rather say, for regular, certain, direct steam communication between Great Britain, and the capital of her North American Colonies. Under a liberal policy between the governments of England and the United States, such as would seem to prevail, the amount of transportation will not be inconsiderable, and the number of passengers must be large. We dare not attempt to estimate the amount of business which is to pour into the capital of New England, through the Central road, when, it shall, as it undoubtedly will be connected with Montreal on the North, and Ogdensburg on the West. A new outlet will thus be afforded on the seaboard, for those productions which are being gathered into the Northern Lakes from the vast and fertile lands which surround them."
"When once a road of such easy gradients and curves, at those of the Vermont Central road, shall have been opened to Lake Champlain, who can properly estimate the reciprocal benefits which must result therefrom to the merchant of Boston, and to the trader of Vermont? And, when a connection shall have been established with Ogdensburg and thus with all those Great Lakes which wash the shores of seven states of this Union, and Canada West, who can calculate the effect to be produced upon the trade of Boston?"
MEETING OF CANADIANS - THE WHO'S WHO OF DIGNITARIES AT THE BOSTON JUBILEE
"At a meeting of the citizens of Canada, who have availed themselves of the invitation of the Civic Authorities of Boston to attend the Railroad Festival, which took place on the 17th 18th and 19th instant, held at the Revere House, last evening, the Hon. Mr. Justice Aylwin was called to the chair, and John Rose Esq., requested to act as secretary. It was then moved by the Hon. W.B. Robinson, M.P.P., of Toronto, and seconded by the Hon. John Molson, of Montreal, and resolved unanimously, that a Committee be named to draft an address expressive of our gratitude, and the high estimation entertained by this meeting, and the inhabitants of Canada, of the kind and generous hospitalities extended to them b the Municipal Authorities and citizens of Boston; and that the following gentlemen be named a Committee forthwith to prepare such address: (I've taken the space, to re-publish the names of high ranking citizens, who were part of this three day railroad celebration. These were the leaders of many communities prior to Confederation. Maybe you will recognize some of these citizens, who represented Canada in 1851, in the City of Boston)
The names include, "The Hon. Mr. Justice Aylwin, the Hon. Mr. Justice Day, and the Hon. Mr. Justice Mondelet of Montreal, Sir Allan N. McNab, M.P.P., T. Kirkpatrick, Esq., of Kingston, the Hon. Samuel Crane, and A. Jones, Esq., of Prescott; Captain Wainwright, of Carilon; John Rose, Esq, of Montreal, N.F. Belleau, Esq., of Quebec, P. Leclerc, Esq., of St. Hyacinthe; A. Leframboise, Esq., Hecaluly; Col. Gugy, M.P.P.; W.A. Chaffers, Esq., of St. Cesaire; N. Dumas, Esq., M.P.P., and Benj Holmes, Esq., M.P.P. of Montreal; A. Merrick, Esq., Merrickville; Jos. Aumond, Esq., of Bytown; John Bruneau, Esq., B. Brewster, Esq., and Harrison Stephens, Esq., of Montreal; Hon. A.J. Irving, of Toronto; James Coleman, Esq., of Dundas; George Rykert, Esq., and W. Merritt, Esq., of St. Catharines; Captain C. Sweeney, of Montreal; James Little, Esq., of Caledonia; James Hodgert, Guelph, Esq., and the Hon. P.H. Moore, of Stanstead; George Crawford, Esq., of Brockville; Mr. Sheriff Corbett, of Kingston; Mr. Sheriff Boston, of Montreal; Mr. Sheriff Smith, of Barrie, Mr. Sheriff Thomas, of Hamilton; J. B. Ewart, Esq., of Dundas; F.M. Hill, Esq., Mayor of Kingston; J. G. Bowes, Mayor of Toronto; F.R. Angers Esq., of Quebec; John Egan, Esq., M.P.P. Aylmer; W. H. Boulton, M.P.P. Toronto; John Egan, Esq., M.P.P., Aylmer; Dunbar Ross, Esq., M.P.P. Quebec; James M. Ferris, Esq., Montreal; Judge Boswell, of Cobourg; William Weller, Esq., Mayor of Cobourg; J.C. Morrison, Esq., M.P.P. Toronto; James Shaw, Esq., of Smith's Falls; Alexander McLean, Esq., of Kingston; R.R. Strowbridge, Esq., of Brantford; Col. Horn, 20th. Regiment; Captain Radcliffe; Captain Marjory, 54th Regiment; Captain Connors, 66th Regiment; C.S. Monck, Esq., of Montreal; Captain, the Hon., H.F. Kean, Royal Engineers; Captain Newton, Royal Artillery; Dr. Maitland, Royal Canadian Rifles; Robert Spence, Esq., Warden of Wentworth and Halton; S. Morrill, Esq., Mayor of London; F.C. Lemeux, Esq., M.P.P., Captain Alleyn; R.N.H.J. Noad, Esq., and Thomas C. Lee, Esq., of Quebec; Duncan McFarland, Esq., M.P.P. for the County of Welland; Augustus Howard, Esq., of Montreal."
PROCEEDINGS OF THE CITY OF MONTREAL -
"The following are extracts from an address of the Corporation of Montreal, delivered in that city to the Governor General, Sept. 22, 1851: From the address: 'We witnessed with feelings of proud and grateful satisfaction, the dignified and able bearing of your Excellency at the late immense assemblings in Boston, of the most distinguished statesman of the American Union and adjoining Provinces. And we beg to offer to hour Excellency our acknowledgements and thanks for your effective and eloquent representation, of our country on that interesting occasion. We beg leave, also, to express our sense of the deep obligations we owe to the authorities and citizens of Boston, for their cordial reception and most hospitable entertainment of your Excellency, and the citizens of Canada, and the gratification afforded us by their enthusiastic manifestations of respect for your Excellency, as the Governor General of British North America.'
(Lord Elgin's answer) "It has greatly enhanced the pleasure which I have derived form my visit to our hospitable neighbors, that I should have been able, on my return, in compliance with your invitation, to accompany you to this place. I think, indeed, that we should be justly chargeable with ingratitude, if we were not prepared to acknowledge, most warmly, our sense of the kindness which we experienced while in Boston. In parting from the Mayor, of that city, on Saturday morning, in the railway cars, to which he had obligingly conducted me, I made an observation to him which I fear he hardly caught, and which I am glad to have an opportunity of repeating now, as I am confident it will meet your approval. I begged him to remember, for himself, and to remind his fellow-citizens, that the admirable railways which had brought Canada so near to Boston, and rendered it so easy for Canadians to go thither, had had a like effect in bringing Boston near to Canada, and making it easy for Bostonians to come to us; and I ventured to express the hope, that if he and his friends made the trial, they would find the excellent virtue of hospitality included among the many virtues, practiced by the citizens of Boston, which we are glad to imitate."
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