for pedestrianism. Picture, if you can, a journey inside a two teamed springless stage, tediously winding westward past bear haunt, swamp and river; for instance, over the historic, old military road from Kingston. It must have been a hunter’s paradise. The bridging of Rice Lake was a large undertaking at the period and proved a burden from which the management never recovered. This structure became notorious later for several reasons. From Harwood to Tick Island, some distance off shore, a filling was made and the bridge trestles were projected two miles across the westerly loop of the lake to where Hiawatha Indian settlement still harbors the fishing and rice gathering sons and daughters of sires long since passed to the happy hunting grounds. You may see them any summer day vieing with “Alderville” redskins from near Roseneath, in deftly wielding the paddle, as of yore when their forebears fought fiercely all around that favored camping place. In winter of 1857, when the frost and ice heaved the bridge, four-horse sleighs transported passengers inland between Harwood, the Indian village and station at Ashburnham, seven miles north. To take charge of this old depot, which afterwards became a canoe factory, Donald Sutherland was the first appointed and Mr. Roe Buck became the Cobourg representative. William Von Ingen, now collector of His Majesty’s Customs levy at Woodstock, Ont., collected tickets covering the run of about twenty-five miles which cost $1.00 per capital and entitled one to all privileges save the compartment sleeper and electric fans, which had not yet been adopted. It is said that John Fowler, charter corporation member and first manager, whose regime did not fill the company’s coffers, made towards the close of his term, a financial _coup d’etat_ with the Midland, Port Perry, Lindsay & Beaverton Railway. He was succeeded by Lieut.-Colonel D’Arcy E. Boulton, a Cobourg aristocrat who rented the “C. & P.” property in 1857 and battled valiantly against odds in an endeavor to place the road on a paying basis. This railway’s legitimate traffic--forest products and lumber--were hauled for several years from the interior to the docks at Cobourg, thence by schooner to various lake ports, but time wrought changes and debt became the most formidable obstacle to progress. [Illustration: LADY DUFFERIN. A distinguished passenger who rode over the C.P. & M. Ry., 1874.]