The Sun.
London, England, 1853-11-07 00:00:00

PROMOTIONS.

Masters—George Parsons (1825), and Thos. Laen
(1812), Master-Attendant at Chatham Dockyard since
May 15, 1849, have been promoted to be retired com-
manders under her Majesty's Order in Council of May
19,1846.

Thos. Sampson, joiner at Woolwich Dockyard, is
promoted to be modeller at the same yard.
Henry is the general impression here that Commodore
ne
ry_Ed en will remain as Superintendent of Wool-
wichD kyard until the Fisgard, his flag-ship, is paid
h3h:tehntehai nfbitgne
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ieet lsh,s f
eMaattahtshetirnfagecoptmoardmydalfeno-rdwethrheeeHml
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oAhanel ltoLeheniewg,
She is ordered to be fitted for service at Bermuda, to
take the place of the Kite steam-vessel, at present on
that part of the West India station. The Banshee, re-
cently paid off by Commander Hoskehene,iat this port, is
Allen,, and
to take the place of the Lightning
commissioned by Master Commanderhave
r
the other officers and crew of the Lightning and
turned over
to her.
The Jasper paddle-wheel steam-vessel, of 100-horse
power, was taken out of dock yesterday and into the
basin to-day, to be completed for service as a tug at one
of the eastern ports.
The Prospero paddlewheel steam-vessel, of 144-horse
power, had her steam up in the basin to-day to try her
engines, which have been refitted for the purpose of her
being employed as a tug steam-vessel.
The Cyclops steam-frigate, in charge of Mr. Charles
Pope, now Master-Attendant at Chatham Dockyard,
arrived at Woolwich yesterday, and left again today
for Sheerness.
The Rhadamanthus steam store-vessel, Master-Com-
mander Belam, having taken on board a large portion of
the machinery of the Nile, 90, at Devonport, left Wool-
wich this afternoon for that destination.
The African steam-vessel, in consequence of her boilers
having become defective, is ordered to be sent from
Sheerness to Woolwich to have them taken out and re-
paired, on the return of the Myrtle steam-vessel to
Sheerness to take her duty.
The Prometheus paddle-wheel steam-sloop is ordered
to have her boilers and machinery repaired, and to have
her funnel fitted with a hinge.
Their Lordships having, by an order dated the 9th
ult., directed that all screw steam-ships are to be fitted
with a pipe to convey steam from the boilers to the dis-
tilling condensers, the officers are to fit such pipes as
opportunity offers, adhering as closdly as possible to the
I:.llraerissayd,opted in fitting the pipe to the condenser of the
Duke :fp:Vss:hie'n.gton. . The Royal George, 120, and
teharevi, 80, both at Sheerness, have been ordered to have
iap4es from their boilers fitted to their condensers as

NEW MAYORS.—The following gentlemen, having
been elected mayors of the towns to which their names
are attached, will enter upon their duties on Wednes-
day next, the 9th inst.:—Manchester, Mr. Benjamin
Nicholl ; Salford, Mr. William Ross ,• Liverpool, Mr.
John Buck Lloyd ' • Doncaster, Mr. W. Carlton ; Lei-
cester, Mr. C. S. How ; Chester, Mr. John Smith ;
Carlisle, Mr. P. J. Dixon ; Bath, Mr. Gill ; Yarmouth,
Mr. James Cherry ; Southampton, Mr. Tucker ; West-
Duke, M.A.., vicar of Westbury.
bury, Rev. H. H.

RAILWAYS IN CANADA-THE GRAND
CANADIAN TRUNK RAILWAY.

We extract from the Quebec Morning Chronicle of the
Bth ult., the following abledocument, from Sir C. Toney,
the general manager of the above line, in answer to the
recent report issued by the directors (in Canada) of the
Great Western in reference to the policy of the executive
of the Grand Trunk Company :
" The report recently addressed by the directors of the
Great Western Railway Company of Canada to their
proprietors in England, on the position of that company
and its relations with the Grand Trunk Railway, is of
such an extraordinary character, that it may require the
correction of certain mis-statements, even if its general
tone preclude the board of the latter company from
entering upon any other defence of its members or
its action. In this view the following statement is laid
before the London board of the Grand Trunk Railway
Company of Canada, to be used in such a manner as the
members of it may deem fit.
"The directors of the Grand Trunk Railway Company
of Canada purpose to notice, first, the grounds alleged
by the Great Western board for the report in question,
and afterwards to consider the statement itself.
"On the former point, a reference to the report will
show that, in the first place, its publication is justified
by the comments of a Toronto newspaper—the Daily
Leader; secondly, by the reports and rumours of a
variety of descriptions attributed to this company as
evidence of its designs affecting the Great Western • and
lastly, by a reference to a meeting with the board of the
Grand Trunk Railway Company of Canada, at which it is
distinctly charged with 'having informed the Great West-
ern Board that the arrangement in question had never
been under the consideration of the Grand Trunk direc-
tion, while the tone adopted by the latter practically
amounts to an entire repudiation of the whole arrange.
ment. On the first point it will be sufficient at once to
state that the newspaper referred to is in no respect
under the influence of the Grand Trunk Railway Com-
pany of Canada, and that it has never, in any one in-
stance, been authorised to declare its sentiments. The
directors of the Grand Trunk Railway Company, neither
collectively nor individually, are in the slightest degree
responsible for the statements of any newspaper in the
province. In saying this, however, the directors may
add, that they have examined the articles referred to,
and they find nothing in them beyond a reply to the
statements of the Hamilton Spectator, for which they
do not desire to hold the board of the Great Western
responsible.
" On the second point, it is impossible for this board
to attempt a refutation of charges made on the autho-
rity of garbled reports and rumours. They conceive it
perfectly irreconcileable with, the ordinary usages of
society for a public company to found accusations upon
such evidence without even an attempt to ascertain
their correctness by reference to the parties implicated.
It is the fact that the whole of these very serious
charges of injustice, rivalry, menace, cajolery, and 'in-
fluence (if not something worse),' have been made by
the Great Western, without the slightest attempt to
verify them, and without even asking the individuals
referred to whether they were correctly reported. The
Grand Trunk directors have now made this investiga-
tion, and although under no circumstances would they
have considered themselves responsible for the acts or
deeds of individuals, still they are gratified in being able
again to state, that neither collectively nor individually
have they done aught in violation of their good faith to
the Great Western, while it is specifically a mis-state-
ment that any instructions have been sent home 'to
offer an amalgamation of the two stocks at a consider-
able premium on the Great Western shares.'
"Lastly, the Grand Trunk is charged with being re-
sponsible for the breach of agreement by the Great
Western in their present action. This board has never
met the Great Western board or its representatives.
Committees of the two boards were appointed to arrange
details of agreements between the two companies, ren-
dered necessary by certain modifications which the Great
Western board desired, and of which this company has
not yet been informed, but even these committees have
never met. On inquiry, the only ground for this most
serious charge is in the circumstance that two members
of this board, when lately in Toronto with Mr. Stephen-
son, had an informal conversation with three members
of the Great Western board, with whom they unfortu-
nately differed as regarded the effect of the proceedings
of the latter company in devoting its funds to steam-boat
speculations on Lake Ontario. At the meeting in ques-
tion, the members of the Great Western Railway Com-
pany's board were expressly informed that the conversa-
tion was altogether unofficial, and yet this is the sole
instance where any personal intercourse has taken place.
The only communication from the Great Western, con-
taining complaint against this company, bearing date
the 3rd of September, was received on the Bth, and was
first brought under the notice of this board on the 28th.
The Great Western have to this letter not even had the
courtesy to await a reply, but have at once denounced
the Grand Trunk Railway Company and the Government
of Canada, and—it is with deep regret this board feel
called on to state—have done so in London, without
even an intimation to the company, with which they
were under agreements of amity—a course, it is believed,
without precedent in any undertaking managed by ho-
nourable men.

"On this subject it may be stated that the agreement
between the two companies names as a referee, in case of
dispute, Robert Stephenson, Esq., M.P., who, being in
Canada, was readily accessible ; and to hini the Great
Western Company were bound to make an appeal before
takinc, any other course. No such desire has been ex-
pressed' to this company, and- the Great Western thus
rejected the arbitration of the party mutually agreed
upon and best qualified to settle all the points of which
they complain.
"Believing from the foregoing statement that no
ground can justly be shown for the course adopted by
the Great Western Company, this board will now pro-
ceed to notice the statement of fact as alleged in the re-
port in question.
" The Great Western directors, in the early part of
the report, assume the claim to all the beneficial rail-
way legislation of Canada. They claim the original
idea of a trunk line of railway through the province ;
they affirm that they secured the Railway Guarantee
Bill of 1849, and that they were the influential pro-
moters of the Grand Trunk scheme ; in brief, that the
Government of Canada have until now been entirely
guided by their advice ; and that, without the influential
promoters of the Great Western Company, Canada
would have had no railway whatever. So far from
these assumptions being correct, it is notorious in
Canada that the St. Lawrence and Atlantic Railway,
now part of the Grand Trunk Railway, was the con-
stant and ultimately successful applicant for the Gua-
rantee Bill ; that this company had 30 miles of rail in
operation, before the Great Western had in reality done
anything ; and that its claim for the guarantee was ad-
mitted by the Government, 12 months before the Great
Western ha,dfairly commenced work. Subsequently, sug-
gestions made by Messrs. Baring and Glyn, during, a
negotiation carried on by the president and vice-president
of the St. Lawrence and Atlanticßailroad, for the sale of
the guaranteed railway bonds, induced the Government
to limit the guarantee to one main line through the pro-
vinoe, the scheme being discussed and arranged between
the Hon. Mr. Hunks (Inspector General) and the gen-
tleman referred to, and, on the written application of
the latter, brought before the Executive Council and
decided to be recommended to Parliament, the Great
Western having nothing whatever to do with the plan
until it was laid before the house. So far from the
Great Western being, as claimed, the pioneer of rail-
ways in Canada, it has invariably followed the steps
of the St. Lawrence and Atlantic Railroad, and bene-
fitted by the exertion of the promoters of that road,
while the Government of Canada has certainly shown
by its acts that it needed not the stimulus of private
interests properly to promote railway enterprise in the
colony.
" By the act defining the main line of railway to
which provincial aid should be given, the Great Wes-
tern Railway undoubtedly became entitled to and has
received provincial aid, but in no other respect had it
any claim on the Government, because the very act
under which it claims to have been commenced and
partly constructed' was the general act, pledging the
provincial aid to all railways above 75 miles in length.
So far as the Great Western is concerned, it would in
reality be no breach of faith had the Government given
the guarantee to other lines than the Main Trunk, be-
cause the former line was commenced and partly con-
structed' under a law giving the guarantee without dis-
tinction to all and every railway chartered. Its repeal,
on the suggestion of Messrs. Baring and Glyn, can cer-
tainly give no rights to the Great Western, whose line is
confined to that from the Niagara river to the Detroit
river, expressly debarring that company from any claim
on behalf of its proposed branch to Sarnia, which was left
precisely in the position of other lines not being part of
the Main Trunk. However, the complaint of the Great
Western on the subject of the Provisional Government
and Legislature aiding a rival line, might be excused, if
such aid had been given ; but it will scarcely be believed
that the Great Western knew that no provincial aid
whatever has been extended to any line west of Toronto,
except itself ; and that, so far from any breach of faith,
the Legislature and Government have scrupulously
observed the very letter and spirit of their acts, the
Grand Trunk receiving Government aid only to Toronto,
beyond which point to Sarnia, the company themselves
througher n is,
supply the required funds.
The whole real cause of complaint by the Great West-
ern
thesimply, w a
stth that a
rt the
of
th e Legislature
province d eem
necessaryed two
; linesa nd
,
despite its opposition chartered a line from Toronto to
Sarnia, which line being incorporated with no less than
six others in the general system of Canadian railways
under the name of the Grand Trunk, a name adopted by
a mere private company, as expressive of what it really
is, and which is most disingenuously endeavoured to be
confounded by the Great Western report with the Main
Trunk line, by which name the Legislature, three years
past, designated that line to which provincial aid should
be restricted, and of which the Great Western formed
part. The Main Trunk comprehended the Quebec and
Richmond, St Lawrence and Atlantic, Grand Trunk,
and Great Western Railways ; the three former united
under the name of Grand Trunk, and the Great West-
ern might have done so also had its proprietors chosen.
" A brief history of these transactions is rendered
necessary by the statements of the report.
" The whole Main Trunk line was chartered prior to
1851, except the section between Montreal and Toronto,
which in that year was proposed to be undertaken by
the Government, and failing such action, was placed in
the hands of two private companies in 1852. Subse-
quently the entire line between Montreal and Toronto
was conceded in 1852 to a new company, styled the
Grand Trunk Railway Company of Canada,' and the
provincial aid granted to the amount of 3,0001. per
mile.
"The transactions connected with the repeal of the

-previous charters have no rear bearihg on the Great
Western case, and they appear only brought in for the
purpose of most injurious insinuation against parties
now connected with the Grand Trunk. They must,
however, be answered.
" The course taken by Messrs. Holton and Galt in
opposing the repeal of the charter of the Montreal and
Kingston Railroad was, and is, fully before the public.
They were never interested in the construction of any
part of she then proposed Grand Trunk line, but acted
simply as the custodiers of a charter which they believed
they could carry out advantageously. The reasons for
the withdrawal of their opposition were, and are, per-
fectly patent to the public, and their names were added
to the official direction under the new bill as an acknow-
ledgement of their position, and a pledge that the points
they had contended for would be fairly recognised.
" These gentlemen were at the time in no way con-
nected with the Toronto and Guelph Railway, for which
they only became contractors—not by the award of the
Grand Trunk in London, as insinuated by the Great
Western report, but after fair and public competition in
Toronto, with above 40 opponents, this contract was
given them on the 26th November, and the extension to
Sarnia a few days after, while the arrangement for the
withdrawal of their opposition took place at the end of
October, a week after Mr. Jackson had left Canada for
England. No communication, therefore, was or could
be had with that gentleman, nor was his assent in any
way sought or required.
"There was not at that time the slightest idea of
amalgamating the Toronto, Guelph, and Sarnia line
with the Grand Trunk, as is best shown by the fact,
that the first amalgamation bill, passed in consequence
of the arrangements for the repeal of the charters, made
no provision for such amalgamation, nor was it made
possible until the amended bill passed in March last.
" The insinuation in the report that the withdrawal of
opposition by Messrs. Holton and Galt was conditioned
in such-amalgamation, is therefore entirely unjustifiable.
Equally so is the statement as to the course of the Go-
vernment in relation to the extension of the Toronto and
Guelph line to Sarnia. The Government took no pro-
ceeding in the matter whatever, its members voted as in
every other ' open question,' the bill passed through its
ordinary stages, and, notwithstanding the adverse report
of the committee on railroads (at which the chairman of
the finance.cominittee of the Great Western presided),
was passed by the house as being imperatively required
by the populous and extensive region it traverses.
"The truth of the statement put into Mr. Jackson's
mouth relative to the Toronto, Guelph, and Sarnia line,
may be judged of from the simple fact, that that gentle-
man had left Canada before the extension to Sarnia had
an existence at all.

"'His statement was in substance simply that as a con-
tractor, he would undertake no work west of Toronto.

The Great Western report, page 13, speaks of the To-
ronto, Guelph, and Sarnia line as 'running through' a
comparative ,ilderness and as wanting the co-operation
of the local municipalities'—a statement sufficiently an-
swered by the simple rejoinder, that the only section of
that line from Toronto to Guelph (50 miles) which there
had been time to proceed with before the amalgamation,
runs through as well-peopled and fertile a country as
any in Canada ; and this section alone had received no
less municipal aid than 170,0001., or actually a larger
sum than the entire amount of similar aid given to the
Great Western itself.

" The result of the whole Parliamentary proceedings
of the first part of last session, stripped of the c3minents
of the Great Western report, is, that Parliament and
the Government granted a charter under the name of
the Grand Trunk Railway of Canada to certain parties
to which in accordance with previous acts, provincial aid
of 3,0001. per mile was given, and by which it was pro-
vided that, to protect the provincial interests in advanc-
ing so_large a sum, the Government shoiild nominate a
certain portion of the directors. Parliament also passed
an act permitting the amalgamation of the several char-
tered companies included in the Main Trunk line, and
which were to receive, or had received, provincial aid,
including the Quebec and Richmond, St. Lawrence and
Atlantic, and Great Western Railway Companies, but
not including the Toronto, Guelph, and Sarnia line.
" Parliament also granted an extension of the Toronto
and Guelph Company's Charter to Sarnia, without any
prpvincial aid or privilege whatever.
"Apart. from the parliamentary proceedings, it may
suffice-briefly to repeat, that Mr. Jackson left Canada
before any of these acts were passed, and that not the
slightest attempt or proposal had been made for the
amalgamation of the Toronto and Guelph Company with
.the Grand Trunk.

"Shortly after the passage of the Amalgamation Bill,
the St. Lawrence and Atlantic Railroad Company deputed
their president, Mr. Galt, to proceed to England to
negotiate for that company becoming united to the
Grand Trunk. That gentleman was also authorised to
treat on behalf of the American section of the same road,
from the province line to Portland, for the same pur-
pose, the object being to form a line through the pro-
vince, and, by the power of a united company, to secure
the constructiod of a bridge over the St. Lawrence, at
Montreal, an object rightly judged as of pre-eminent
importance.

It was also then thought probable that the Great
Western would have proposed to enter into such alliance,
especially as it had obtained provincial aid, on the ground
of its being a link of the Canadian Government system.
" Mr. Galt was further charged—in connectilm with
Mr. Alexander Gillespie, of London—to act as agent of
the Toronto, Guelph, and Sarnia line, in endeavouring
to raise funds for the extension of that line, for which
that company had the promise of powerful aid in Lon-
don, including that of the Canada Company.
"He arrived in London in January; and if evidence
be required to show that even then no idea existed of
amalgamating with the Grand Trunk, it may be found
in Mr. Gillespie and in Mr. Franks, the respected chair-
man of the Canada Company, who are both aware that,
for some time after Mr. Galt's arrival, his views were
eetirely directed to raising funds from sources quite inde-
pendent of any amalgamation.
"The whole statement of the Great Western report,
relative to these transactions, is therefore -shown to be
quite unfounded • and the charges brought against the
Government of Canada and its Legislature are really so
unsupported that it is difficult to conceive how they
could be offered to the British pablic.
" The causes that led to the amalgamation of the To-
ronto, Guelph, and Sarnia lines, are very apparent to
any one who looks dispassionately at the position of the
Grand-Trunk as a mere private company. The promo-
ters of that company received no intimation whatever
of any desire for an alliance with the Great Western, al-
though ample time was afforded for it ; on the contrary,
they had reason to fear that much of their difficulties
was traceable to parties connected with that company ;
and they had, perhaps, no just reason to expect any cor-
dial alliance from the Great Western, because they knew
that the American railroads in northern New York
(rival lines, be it remembered, to the Grand Trunk), con-
trolled 800,000 dollars of their stock, and were repre-
sented by several directors at that board.
" Under these circumstances, it need not cause sur-
prise, if the Grand Trunk, extending over no less than
942 miles east of Toronto, and anxious to secure a fair
share of the western trade of the American States west
of Lake Huron, should feel distrust at the attitude as-
sumed by the Great Western, which, from December to
April (when the Grand Trunk prospectus was published),
was one of at least doubtful friendship ; and receiving
no encouragement to hope for cordial co-operation from
this source, that the friends of the Grand Trunk Rail-
way Company should view with favour the construction
of a line which, leading direct from Toronto to Sarnia,
would secure them this most important object ; a line
that, it should be borne in mind, did not compete with
the Great Western line proper, but only interfered with
a branch from that line to Sarnia, a branch which the
Great Western had power to make for nearly 14 years,
but had done nothing, and was then actually under
agreement with the American companies not to make.
"Under these circumstances, and without any idea
of interfering with the Great estern line, the Grand
Trunk Railway Company received overtures from the
agents of
.the Toronto, Guelph, and Sarnia line for its
amalgamation, and the negotiation was finally com-
pleted,-subject to the necessary legal power being ob-
tained. This arrangement was not only beneficial to
the Grand Trunk, as a means of securing an important
feeder, but also greatly aided it in undertaking the large
outlay for the St. Lawrence-bridge, which had thus an
additional mileage of 170 miles to support its costs and
yield it revenue.

" The promoters of the Grand Trunk Company, as
originally chartered, emphatically declare that they had
no connection with the Toronto, Guelph, and Sarnia
Company until they saw there was no probability of an
alliance with the Great Western ; that since that time
they have never regarded the Sarnia line as a competi-
tor, to the Great Western proper, because although for
about 50 miles it may run within about 20 to 25 miles,
it strikes a point no less than 70 miles from the termi-
nus of the Great Western at Detroit, and opens an en-
tirely new line for American traffic ; and while they
admit the Sarnia line is a competitor with the Great
Western branch from London to Sarnia (50 miles), they
consider that this ground was perfectly open to them, as
having_been unoccupied by the Great Western for 14
years, and thereafter deliberately granted by the Legis-
lature to the Toronto and Guelph Company.
" The board of the Grand Trunk Railway cannot pass
from the subject of the Great Western branch to Sarnia
without stating Boyle further facts relating to it. The
Great Western Company being precluded by their Ame-
rican agreement from constructing the branch for a time,
though their friends applied (subsequently to the passing
of the Toronto and Guelph Company's Extension Act) for
a charter for an independent company from London to
Sarnia, unmistakably to compete with the Toronto and
Guelph Company. This act passed in April, 1853 —five
months after the Toronto and Guelph Act—and its exe-
cution was intrusted to parties connected with the Great
Western Company; its operation was postponed by them
from its first legal meeting in June to theist August, then
for four months later. But on the sth August a majority of
these parties advertise all their proceedings as irregular
and void ; direct stock-books to be immediately opened ;
subscribe for a majority of the stock ; call a meeting
for the 2d Sept. ; then elect legal directors ; organise
the company ; and, as is now understood, on the same
day merge the whole affair in the Great Western Com-
pany ; while the day following (the. 3d Sept.), the Great
Western directors write their first and last letter of com-
plaint to this company. How can that company ap-
proach the subject of competition and fair dealing with
clean hands after such a course ? Is not the Grand
Trunk Board now warranted in saying that the attempt
made by the Great Western Company to bring forward
their Sarnia branch, when the Grand Trunk is before
the public, in reality leaves the charge of reckless com-
petition on the Great Western Company only ?
"In proof of the perfect fairness with which the Grand
Trunk has throughout acted, it will be seen that in the
prospectus the most friendly notice is taken of the Great
Western, and its claims to the Detroit traffic fairly con-
ceded. While in no respect is the Sarnia line held up
as a rival for their trade, the only ground for complaint

is the prospectus arising from the map attaohed to it,
which by a trivial error coloured the Great Western as
an American line, although a moment's inspection of the
map would have shown the mistake.

"Dismissing the allegations of the Great Western
report, prior to the amalgamation of the Toronto,
Guelph, and Sarnia line with the Grand Trunk, it is now'
necessary to advert to the subsequent proceedings which
are introduced in the report, with a repetition of allega-
tions against the Government of Canada, couched in the
most objectionable terms, and which have been shown
to be utterly without foundation.
"On the appearance of the Grand Trunk Railway
prospectus in London, in April last, for the first time the
Great Western put themselves in communication with
the friends of the former, and, as further evidence of the
good disposition of the Grand Trunk Company, an agree-
ment was made with the Great Western by which it
will be seen how much was conceded to that company to
remove all feeling of irritation.
"Since that date, the board of the Grand Trunk Com-
pany have neither in word nor deed sought to depart
from that agreement, and it is with feelings of the most
painful astonishment that the Grand Trunk board see the
statements contained in the 16th and 17th, and 18th
pages of the Great Western Report, which are made on
authority adopted without even an attempt at investiga-
tion.

" Nor is this all. The Great Western Directors;
within a few weeks after the execution of the agreement
in London, and with all their professions of honourably
acting upon it, actually devoted a large amount of their
funds to the construction and maintenance of a line of
steam-boats from Hamilton to Oswego on the American
side of Lake Ontario—a distance of no less than 180
miles ; whereby, in breaeh of their agreement, they en-
deavour to divert traffic that otherwise would pass on the
Grand Trunk Railway line. If this be the first overt
act of the Great Western, and if it be followed, as it
now is, by a report of snch a nature as that published,
what may the Grand Trunk expect if its entire western
trade depend upon the good-will of such a company ?
" There is but one solution to the course taken by the
Great Western, and it is to be found in the predomi-
nant American influence in that company, wielded by
directors at their board nominated by American railway
corporations, who no doubt fear that the Grand Trunk
will attract much of their traffic. This influence re-
garding the Great Western as a link in their chain, these
companies may be supposed to dread the effect of the
London agreement being honourably carried out, and
they may have now influenced the Great Western Com-
pany at all hazards to break it, casting, as far as language
will permit, the blame on that company which has
throughout been acting in good faith.
" The object may be still deeper : they know the effect
their assertions, if believed, will have on the publie
mind in England, and they no doubt even hope, because
the money market is in a critical state, that they may
succeed in throwing such embarrassments in the way- of
the Grand Trunk Railway as may seriously retard it.
" But they have not considered that their violence
may re-act on themselves, and that it will not be vain,
if the pre-ent discussion should elicit the fact, that the
Grand Trunk is really that great connected system
which must and will receive the traffic of the entire pro-
vince, as well as form one of the main links of the com-
merce between the Eastern and Western States of the
American -Union.

" The policy of the Grand Trunk is one that needs no
concealment ; it is that of promoting the welfare of the
most important dependancy of the British Crown ; of
consolidating its internal relations ; of devolving the
resources of a vast region, and making it a home for
thousands now struggling for existence in Britain. In
these great objects they are proud to have the aid and
support of the Canadian government, and they know
that in attaining this they offer to British capital as in-
vestment second to no railway yet constructed. _ _

"In conclusion, the directors of the Grand Trunk
Railway of Canada may state, that it is 'for the British
stockholders in the Great Western Company to decide
whether they will adopt the hostile attitude of their
American board, or whether they will prefer to carry
out such an understaticling with the Grand Trunk Com-
pany as will permit of friendly co-operation. But what-
ever may be their decision, the Grand Trunk Company
will continue to take that course dictated by the in-
terests of its proprietors, and to study in so doing to
meet the intentions of the Legislature and of the people
of. Canada to secure Canadian traffic to Canadian
railways. "By order,
"Quebec, Sept. 29, 1853. " C. P. RONEY."

T.HE CHOLERA.

( From the General Board of Health.)
DUNDEE.

Nov. 3.—Cholera (deaths)

The total number of cases already reported as having
occurred in the town and parish of Dundee has been 76
(including 16 new cases on the 3d inst.), and the total
deaths have amounted to 32, to the same date.

BERWICK-UPON-TWEED (CASTLEGATE).
Nov. 4.—Cholera (death)
NEWCASTLE-UPON-TYNE.
Nov. 3.—Cholera (death)
ROCHFORD (GREAT WAKERING).
Nov. 3.—Cholera (death) 1
DARLINGTON.
Nov. 4.—Diarrhoea (death)
STRATFORD (WEST HAM UNION).
Oct. 30 to Nov. 3.—Cholera (deaths) 3
RTE.

In reference to the death from cholera in this place,
previously reported, it is stated by the local medical
authorities that the locality in which the case occurred is
surrounded by an open ditch, into which is poured the
refuse of several neighbouring houses.
BOSLEY (HOLLINGBOURN UNION).
Nov. 4.—Two fatal cases of cholera have occurred here
during the last week. Both persons diel very suddenly
after attack.