performed, owing, probably--according to Hincks--to the war with
Russia, and it was necessary to make a new arrangement with the
Messrs. Allan, which has continued, with some modification, until the
present time.

The negotiations for the construction of an intercolonial railway
having failed for the reasons previously stated, (p. 100), Hincks made
successful applications to English capitalists for the construction of
the great road always known as the Grand Trunk Railway of Canada. It
obtained a charter authorizing it to consolidate the lines from Quebec
to Richmond, from Quebec to Rivière du Loup, and from Toronto to
Montreal, which had received a guarantee of $3,000 a mile in
accordance with the law passed in 1851. It also had power to build the
Victoria bridge across the St. Lawrence at Montreal, and lease the
American line to Portland. By 1860, this great national highway was
completed from Rivière du Loup on the lower St. Lawrence as far as
Sarnia and Windsor on the western lakes. Its early history was
notorious for much jobbery, and the English shareholders lost the
greater part of the money which they invested in this Canadian
undertaking.[13] It cost the province from first to last upwards of
$16,000,000 but it was, on the whole, money expended in the interests
of the country, whose internal development would have been very
greatly retarded in the absence of rapid means of transit between east
and west. The government also gave liberal aid to the Great Western
Railway, which extended from the Niagara river to Hamilton, London and
Windsor, and to the Northern road, which extended north from Toronto,
both of which, many years later, became parts of the Grand Trunk
system.

In accordance with its general progressive policy, the Hincks-Morin