The Sun.
London, England, 1845-10-09 00:00:00

THE GREAT WESTERN RAILWAY OF
CANADA.

(Chartered by Act of Legislature.)
Capital 1,500,000/. currency-1,350,0001. sterling.
In 60,000 Shares of 251. currency-221. 10s. sterling.
Deposit 31. ss. per Share, on account of the three first instalments

provided by the Act.
DIRECTION IN CANADA.

Sir ALLAN NAPIER MACNAB, Speaker of the House of
Assembly, President.
William if. Shaw, Esq. James B. Ewart, Esq.
John 0. Hatt, Esq. Peter Carroll, Esq.
L. Lawrasen, Esq. George S. Tiffany, Esq.

- -
CORRESPONDING COMMITTER OF ENGLISH SHAREHOLDERS.
William James Chaplin, Esq. John Masterman, jun., Esq.
Charles Devaux, Esq. John Moss, Esq.
Henry John Enthoven, Esq.
Thomas Smith, Esq.
Abel Lewes Gower, Esq. Matthew Uzielli, Esq.
Gregory Seale Walters, Esq.
Samuel
lLaciondßgsos IN
Messrs. Bircham and Dalrymple,,
15, Bedford-row.
BANKERS.
London—Messrs. Masterman and Co., Nicholas-lane
Liverpool—Messrs. Mon and CO.
CONSULTING ENGINEER—Joseph Locke, Esq., F.R.S.

SECRETARY TO THE CORRESPONDING COMMITTER IN LONDON.
E. Aime, Esq., 62, King William.street, pro tern.
This important line of railway was sanctioned by the Canadian
Legislature, in the last Session.
The line of the Great Western Railway of Canada, as authorised
by the Act, is 245 miles in length, commencing near Fort Erie,
opposite to the town of Buffalo, and terminating at Windsor, on
the Detroit river, opposite to the town of Detroit. Its whole
course lies within the British territory ; and it traverses the most
fertile and populous portion of the province of Upper Canada,
passing through the town of Hamilton, at the head of the navgiga.
tion of Lake Ontario, and intersecting the Niagara, London, Gore,
and other districts, containing numerous towns and villages, with
a rapidly increasing population.
The importance of such a line for national purposes, and for
the interests of Canada, is so obvious as to have ensured the
favour and support of the Government ; while at the same time, it
forms a direct trunk line for the traffic of the principal towns and
districts of Upper Canada with one another, and with the seat of
Government ; and for the stream of passengers and emigration
which flow from this country by way of the St. Lawrence to the
upper province.
The principal feature of the undertaking, however, as a commer-
cial enterprise, consists in its ❑niting this character of a main
artery for the local and provincial purposes of Upper Canada with
that of a completing link in the great system of thorough commu-
nication between the North Western States of America and the
upper Valley of the Mississippi on the one hand, and the cities of
New York and Boston, and the Sea Board of the Atlantic, on the

other.
A reference to the map will show that the town of Buffalo,
which is the eastern terminus of the Great Western Railway of
Canada, is the focus of the various communications by which the
traffic of the interior is conveyed to the Atlantic, among which
may be mentioned the Erie Canal, the New York and Erie Rail-
road, 460 miles in length from New York to Buffalo, the Boston
and Buffalo Railroad, 560 miles in length, and various other lines
of railroad which radiate from Buffalo in different directions
through the States of New England and New York.
The western terminus, Detroit, is, in like manner, the focus of
the extensive railway and canal communication of the North
Western States, including Michigan, Illinois, Indiana, and the
upper part of Ohio, of which a large portion are already completed,
and in_successful operation.
The State of Michigan, for instance, although the latest settled
and least populous of those States, has already upwards of 700
miles of railway completed or in progress; among which is a main
trunk line of 200 miles in length, in direct continuation of the
Great Western Railway of Canada, from Detroit to St. Joseph, on
the Michigan Lake, of which 110 miles are now open, and upon
which a dividend of 7 per cent, was paid last year.
The stream of traffic between Detroit and Buffalo is now
carried on entirely by the circuitous and dangerous navigation
of Lake Erie, which is closed during half the year. Its
importance may be judged of from the fact, that upwards
of 60 large steamers, averaging 450 tons burden, and 160 horse
power each, are employed en Lake Erie, in addition to 300 sailing
vessels of the united tonnage of 20,000 tons; and it appeared
from an official return, that the number of passengers entering and
leaving Buffalo, during the summer season, averaged 1,000 daily,
and that upwards of 100,000 passengers were carried by the
steamers upon the Lake during five months.
The passage between Detroit and Buffalo, by first-class steamers,
occupies, under the most favourable circumstances', about thirty-
six hours, and the navigation is suspended during half the year;
while, during the remainder, it is liable to frequent interruptions
from the storms to which Lake Erie is peculiarly subject; while,
by the railway, the journey will be performed at all seasons in
twelve or fourteen hours.
There can be no reasonable doubt, therefore, that the railway
will at once absorb the greater portion of the traffic, and will be.
come, in connexion with the systems of railway communication
at either extremity, the high road for the traffic of the Western
States with the Atlantic.
No competing line can be made to divert this traffic, as the Great
Western Railway of Canada affords the most direct route between
Buffalo and Detroit ; and any other line, to connect these points,
would have to wind round the south shore of Lake Erie, increasing
the distance by at least 125 miles.
The importance of these considerations will be abundantly nrani.
fest from the simple fact, that the population of the provinces of
the United States, fur whose traffic the Great Western Railway of
Canada will furnish the principal outlet, exceeds 2,500,000, and
has increased at the following extraordinary rate, via.:—
Population in 1810.IPopulation in 1840.
Michigan
Indiana 24250 683,314
Illinois
Ohio 230,760 1,500,000
And the increase both here and in Upper Canada is now going cn
at at undiminished rate.
Without dwelling upon the prospects of eventual traffic which
must result from the rapid progression of population, and the de-
velopment of the resources of the North American States and
Canada, and which render the present undertaking so peculiarly
inviting with a view to permanent investment, it may be sufficient
to state, with regard to the present and existing traffic-
1. That the Michigan Railway, which is a continuation of the
line of the Great Western Railway of Canada into a more remote
and less populous district, although only partially opened, pays a
dividend of seven per cent., and the other railways open in this
State, pay dividends of from six to ten per cent.
2. That the lines of railway in New York and New England,
which complete the communication between Buffalo and the
Atlantic, although competing with the Erie Canal and with one
another for the traffic which will be concentrated on the Great
\Vestern Railway of Canada, pay dividends of from seven to ten
per cent.
3. That the existing passenger traffic between Buffalo and De.
troit, supposing two-thirds of it only to be carried by the railway,