Abraham Fitzgibbon the Chief Engineer of the Queensland Railways came to the aid of the promoters with a speech in Toronto. The main opposition to the narrow gauge came from the Wellington, Grey and Bruce Railway in the West and the Port Whitby and Port Perry Railway in the East. Both lines were proposing to build competing lines on the "Provincial gauge", and claimed that the choice of the narrow gauge was a ruse to ensure that all the traffic of the districts would be exclusively trans-shipped at Toronto, rather than Hamilton and Whitby. The opposition narrowly failed to defeat the narrow gauge, and Provincial Charters were granted to the Toronto and Nipissing Railway, and the Toronto, Grey and Bruce Railway, on March 4, 1868. George Laidlaw sought to raise money to finance the construction of the narrow-gauge railways by the following means, in order of preference:   Laidlaw and other directors fanned out through the townships speaking at taxpayer meetings in support of bonuses for the railways. His messianic style at these meetings often generated so much enthusiasm that motions were immediately approved to grant large sums in support of the lines. On the morrow the local politicians often had second and more sober thoughts and sought to control the process themselves, trying to dictate where and when the money would be spent, and on what. Long drawn out campaigns ensued with businessmen and progressive farmers whose lots would be near the line advocating large unconditional grants, and those in more distant locations opposing the free bonuses of tax money. Generally the response of the settlers, anxious to expand opportunities for trade and travel, was generous. But, when strongly opposed, Laidlaw's combative and insulting responses could generate such opposition that townships delayed contributing money for years, or refused entirely. Contrary to the hopes of the promoters, the proceeds from bonuses, grants, and stock sales fell short of paying for construction of the roadbed and structures. This deficit, and the cost of purchasing iron and equipment, had to be made up by issuing bonds whose guaranteed interest payments were a heavy burden on the income of the T&NR, and ultimately were to prove fatal to its prospects. Gooderham and Worts had a vital interest in maintaining supplies of firewood for fuel, and grain for its production processes, and for several years it was loans and other support from the Distillery Company which kept the T&NR afloat. The Nipissing Act of Parliament was vague, and even the promoters were uncertain for some time as to the exact scope of the proposed railway.