Road-making policy fluctuated between the Scylla of local neglect and the Charybdis of centralized jobbery. At first the settler was burdened with the task of clearing roughly the road in front of his own land, but the existence of vast tracts of Clergy Reserves, or other grants exempt from clearing duties, made this an ineffective system. Labour on roads required by statute, whether shared equally by all settlers or allotted according to assessed property, proved little more successful. On the other hand, the system of provincial grants for road-building too often meant log-rolling and corruption, and in the Canadas it was discontinued after the establishment of municipal institutions in 1841. The reaction to local control was perhaps too extreme, and we are to-day recognizing the need of more aid and control by the central provincial authorities. In the Maritime Provinces the system worked better, and when the railway came these provinces possessed a good network of great roads and by-roads, without a single toll-gate. With the passing of the Joint Stock Act by the Canadian {19} legislature in 1849, toll-road companies were freely organized, and many of the leading roads were sold by the government to these private corporations, and without question their operations brought marked improvement for a time. To realize more concretely the mode of travelling before the railway came, let us make the journey, say, from Quebec to Toronto, at three different periods, in 1800, in 1830, and in 1850.