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Oscar D. Skelton. The Railway Builders: A Chronicle of Overland Highways
The Railway Builders: A Chronicle of Overland Highways
Table of Contents
ILLUSTRATIONS
CHAPTER I
THE COMING OF THE RAILWAY
CHAPTER II
EARLY TRAVEL IN CANADA
CHAPTER III
THE CALL FOR THE RAILWAY
CHAPTER IV
THE CANADIAN BEGINNINGS
The first railway engine in Canada. Champlain and St. Lawrence Railroad, 1837. From a print in the Château de Ramezay
Railroads and Lotteries. An Early Canadian Prospectus
CHAPTER V
THE GRAND TRUNK ERA
Sir Francis Hincks. From a portrait in the Dominion Archives
Railways of British North America, 1860
CHAPTER VI
THE INTERCOLONIAL
CHAPTER VII
THE CANADIAN PACIFIC—BEGINNINGS
Sir George Simpson. From a print in the John Ross Robertson Collection, Toronto Public Library
Sir Sandford Fleming. From a photograph by Topley
Fleming Route and the Transcontinentals
Railways of Canada, 1880
CHAPTER VIII
BUILDING THE CANADIAN PACIFIC
Lord Strathcona. From a photograph by Lafayette, London
Lord Mount Stephen. From a photograph by Wood and Henry, Dufftown. By courtesy of Sir William Van Horne
Sir William Cornelius Van Horne. From a photograph by Notman
CHAPTER IX
THE ERA OF AMALGAMATION
Railways of Canada, 1896
CHAPTER X
THE CANADIAN NORTHERN
Canadian Northern Railway, 1914
CHAPTER XI
THE EXPANSION OF THE GRAND TRUNK
Charles Melville Hays. From a photograph by Notman
Grand Trunk System, 1914
CHAPTER XII
SUNDRY DEVELOPMENTS
Canadian Pacific Railway, 1914
Great Northern Railway, 1914
Railways of Canada, 1914
CHAPTER XIII
SOME GENERAL QUESTIONS
BIBLIOGRAPHICAL NOTE
INDEX
Printed by T. and A. Constable, Printers to His Majesty. at the Edinburgh University Press
Отрывок из книги
Oscar D. Skelton
Published by Good Press, 2019
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Thirty years later those to whom time or comfort meant more than money could make the through journey in one-third the time, though for the leaner-pursed the more primitive facilities still lingered. For the summer trip from Quebec to Montreal the steamer had outstripped the stage-coach. Even with frequent stops to load the fifty or sixty cords of pine burned on each trip—how many Canadian business men secured their start in prosperity by supplying wood to steamers on lake or river!—the steamer commonly made the hundred and eighty miles in twenty-eight hours. The fares were usually twenty shillings cabin and five shillings steerage, though the intense rivalry of opposing companies sometimes brought reckless rate-cutting. In 1829, for instance, each of the two companies had one boat which carried and boarded cabin passengers for seven and six-pence, while deck passengers who found themselves in food were crowded in for a shilling.
From Montreal to Lachine the well-to-do traveller took a stage-coach, drawn by four spanking greys, leaving Montreal at five in the morning, for stage-coach hours were early and long. At Lachine he left the stage for the steamer, at the Cascades he took a stage again, and at Côteau transferred once more to a steamer for the run to Cornwall. Shortly after 1830 steamers were put on the river powerful enough to breast the current as far as Dickenson's Landing, leaving only a twelve-mile gap to be filled by stage, but in 1830 it was still necessary, if one scorned the bateau, to make the whole journey from Cornwall to Prescott by land, over one of the worst through roads in the province. The Canadian stage of the day was a wonderful contrivance, a heavy lumbering box, slung on leather straps instead of springs, and often made without doors in order that, when fording bridgeless streams, the water might not flow in. With the window as the only means of exit, heavy-built passengers found it somewhat awkward when called upon, as they often were, to clamber out in order to ease the load uphill, or to wait while oxen from a neighbouring farm dragged the stage out of a mud-hole. The traveller who 'knew the ropes' provided himself with buffalo-skins or cushions; others went without. Arrived at Prescott, the passengers shifted to a river steamer, fitted more commodiously than the little boats used in the lower stretches, but still providing no sleeping quarters except in open bunks circling round the dining-saloon.
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