lOi IMAGE EVALUATION TEST TARGET (MT-3) '^^ ^^''IV'^. 1.0 I.I 1.25 ' m 112 us lU ^ 12.0 1.4 1.8 1.6 % m ^ /^ ^;. Oi» '/ # Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 ^^ iV iV :\ \ '^^ ^tia and New Brnnswick. It \^ now re-published by the promoters of the Ottawa, Vaudreuil and Montreal Railway Company, through the Counties of Pieseott and Ru:*seU — the only Counties in th^i Province of OntaHo which have not a mile of Railway — the only ones where the loco- motive is as unknown as it was in the whole Province 20 yeai*s ago. Altho' a rji'lway has been j>ropo8ed for more than twenty years on this the most direct and feasible route between two places of sJich importance as Montreal and Ottawa, nothing has been done — while, diu'ing the same interval, everv other Countv in the Province Inxs secured its railway, and has advanced in ])roportion. Not c(»ntent with one Railway, almost every County of Ontario is now engaged in constructing or agitating other lines. Prescott and Rus- sell have now their last opportunitN\ })erhaps, to give elii- cient impidse to a Railway which will not only take away their re|)roach, but place them on the main line of the greatest Railway thoroughfare projectc 1 in the Dominion — the Pacific Railway — tor which the Ottawa Valley is the necessary route. With a most fertile soil, healthy cli- mate, proximity to the best markets, and valuable forests, these Counties need only a Railway to <]uadruple their value, and render them as desirable for residence and as attractive to i imijiratiou ae any in the Province. Without a Railway, in these days, they cannot progress, — for neither will the immigrant come in, nor the most energetic of the native born remain. ott iiiul Rus- Old Winter is once more upon uh, :nul our inland seas are "dreary and inlio.si)itable wastes" to the merchant and to the traveller; — our rivers are sealed fountains, — and an embargo which no human ])()wer can remove is laid in all our ports. Around our deserted wharves and warehouses arc huddled the naUeil si>ars,— the blasted forest of trade,— from which the sails have fallen like the leaver^, of the autumn. The sjjlashing wheels are silenced, — the roar of steam is hushed, — the gay saloon, so lately thronged with busy life, is now but an aban- jmlar apathy, ignorance, and incrt>dulity. An attemj)t to investigate the Railway' System in its appli- cal)ility to new countries, — to define it« limiUvtions by shewing where and when its application Injcomes justifiable, — to disse- minate f>opular information uperity back upon our own neglected resources, — will it is ho|)ed be received with public favour — or at lea,st with public charity. At tlie outiiot it may be objected that there is an insuttici- ency of disposable circulating caj)ital in Canada, to construct a tjlie of tlie length of the projecteil Railways, and that thei'e/ore the discussion is premature. The premises will be admitted to any reawonable extent, but the conclusion, instead of discussion is, we hope to show, premature. Tlio poimlation, soil, and woaltli of Canada aro not inferior to Vermont, Now llanipshiro, Micliiu:an, (Joor/jjia, and other States which have Kailways; and tlio local resources of our Province, where Railroads are wantinu^, are at least equal to those in Ohio and many other States where these advantages have hcen enjoyed for years. Whatever i^ or was the condition of the circulating capital in the States mentioned, they have found a voatj to l)uild their roads. This wo believe has been done through the energy and perseverance of the local propri- etors of real esUite, who have convinced ca])italists that they could have no bettor security for their invostments than that contingent u])on the certain increase of population, wealth, and trattlc, in rising countries like their own ; — and thus they have secured improvements from which the land is lirst to benetit, and without which its value in Canada is stationary; and this too, under circumstances when to stand still is to recede. The projectors of the Wclland Canal were not Kothschilds; yet the untiring porsevcranco of one gentleman secured the construc- tion of a work which for importance has no parallel in America. There is a greater amount of unemployed capital amongst our agricultural and trading population than is generally sup- posed ; and of fixed capital and absoluto wealth there is more than sufficient both to need and to warrant the construction of all the roads ]>roposed. A very consitlerablc class of the Stock- holders in New Kngland roads are farmers, with invostments from 350 to $500. IJaihvay stocks, unlike most others, are a species of real estate in.moveably attached to the soil, and have therefore become of lu^t years favourite channels for investment with all classes of capitalists, lianks may fail, — commerce may languish or be partially diverted, — manufactures be rendered unprotital)le, — even the earth may for a time refuse to many a return for the capital invested in it; but as long as there are men to profit or to lose by speculations, there will be people to sustain a Railway; and if universal ruin be inevitable, they will be the last public works to succumb to the general pros- ti-ation. The cart road is succeeded by tho turnpike, this |iii 6 ajxnin by tlio mncjulam or plimU roads, ami these last I»y the Hnihvay. Tho latter is llie perfected syHtcni aiul admits of no eoni])etilion — and thirt elmraeterirttic pro-oiniiieiitly mnrUs it out as tho most desiral>le ol»ject tor investment in the midst of an enterjirisin^ ami inereasinij jiopulation. With an rM/»^.wf/ vahie of above one hundred and forty n\ilii«»ns of dollars, and an annual crop, valiiecl at twenty millions of do'lars, in Tpprr Canada alone,— with ]K)pnlation, pnxluction and wealth, donblinuj in about ten years, we otVer a security upon tlie industrial character and the increasin;^ wants «>f a proiTiossivo ]teople. for all Judicious commercial invest- ments. We therefore believe— abhouirh we could not borrow a dollar for any other ]>uri»ose, — that as the unavoidable cus. tomei-s of a well jtlaciNl I{;iilway, we have only to secure its receipts to those from whom wo ask assistance and take those nocessarv preliminary ste])s which none but ourselves can take. in order to obtain tho capital re(|uired to construct our works. This can scarcely be contested from the exi>erience of the ])ast. because the value of Railway investment is of comparatively recent discovery — and is even now but j»artially appreciate*!. Did wo not tind it so «litHcult to foresee tho inevitable future instead of iso ration, such an • the n\ost inere- Jl:iilway system cannot expect the r countries to Bcek o— layourprojoct^l hoforo tlio money lioUlers, and .show (uir earnestness antl con- fidence by tiikin;; stock to tho extent of our mean.s ; — but, al>ove all, we must inform ourselves and them full}' of the ^^roimd.s upon which wo found our expectatioiiH. Zeal and enterprise, directed by a knowled«^e of our Hubjoct, are more rare and efficient commodities than the mere poHsesHion of capital ; because they will carry capital and all other things with them. Lot u.s take a case of which Canada (wo are proud and sad to say) presents more than one instance. A well cultiva- ted distr' jt, in which all the lands are occupied (perhaps by the second generation) with or without water power, but si'uated twenty to fifty miles from the chief towns upon our great highway, the St. Lawrence, and without navigable water "ommuniciition with it. The occupants are all thriving and independent farmers, tho water power is em})loyed only to an extent to moot tlioir local wanta, and tho village is limited to the few mechanics, and the one store recpiired for this rural district. The barter of the shopkeeper is restricted by tho C()nsum])tion of his customers, and lio becomes tho solo for- warder of tho surplus produirt of the district. There is no stimulus for increased production — there are less facilities for it; tho reilundant population have all been accustomed to agriculture, and as the field for this is unrestricted, they move Wostwai-d to prevent a Hulnlivision of their homesteads, and to l>ecome greater landowners than their fathers. There exists the well known scarcity of labourers for tho harvest, because tiu're is no enkj)loyment for them during tho remainder of tho year ; and they have not yet boon led by necessity to that sub-division of lal)6ur, and that variety of employment which are the results of an increasing and more confined population. Kach farmer has his comfortable house, his well stored barn, variety of stock, liis meadows and his woodland ; ho cultivates only as much as ho finds convenient, and his slight sur2)Ius is exchanged for his modest wants. Distance, tho expense of transportation, and the absence of that energy which debt or contact with busier men should produce, have i)revonted any efforts to supply tho commercial towns on tho part of tho con- 8 tontoertu'ial ohserver, their distriet \u\h jittaiiiKnl the limit of improvement. If they have no water power, or ojie limited to the supply of the nei>dful ^rist or wiw mill, it Ih clear to their minds that they were never do.stine}K)se, (we would that we could more than suppose), that two of our cities should be movele locomotive, and u whole hecatomb of cattle, pigs and sheep, are devoted by imagi nation to this insatiate Juggernaut. TJie Engineers who come to spy out the land are mot with curses both loud and deep, — the laws of proijcrty are discussed, — the delinquent Member for the County denouncookesman's daughter, succeeds in obtaining comfortable quarters lor his party, with board, lodging and washing, at 12s. 6d. per week. The work has commenced \ the farmer is oflbrod better prices for hishaj'^ 9 uri(i gniin than ho over before received :— even milk and vego- tahles, — things ho never (ireumed of Hoiling, — are now Hought for; hi.- teaniH, instead of eating up his substance as formerly in winter, are constantly empK)yixi, and his sons are profitably engaged in "getting out timber" for the contractoi*s ; he grows a much hirger quantity of oats and ])otatoes than before, —and when the workmen have left, he finds t(j his astonish- ment that his old friend the storekeeper is prepared to take all he can spare, to send by the liiiilroml "down to town." And now some of the " city folks" come oiit and take up a water j)rivilege, or erect steam power, and commence manu- facturing. Iron is b(mght, cut into nails, screws and hinges, ('otton is spun and wove, and all the variety of manufactures intnKluced, because hero motive jwwer, rents and food are cheaper, and labour more easily controlled than in the cities, while transi)ortiition and distance have by the Railroad been reduced to a minimum. A town has lH3en built and ixjopled by the oj)eratives — land rises rapidly in value — the neglected swamp is cleared and the timber is converted into all sorts of wooden " notions" — tons of vegetables, grains, or grasses, are grown where none grew l)efore — the patient click of the loom, the rushing of the shuttle, the busy hum of the spindle, the thundering of the triphammer, and the roaring of steam, are mingled in one continuous sound of active industry. While the physical features of our little hamlet are undergoing such a wonilerful transformation, tlic moral infiuence of the iron civili- /er u|)on the old inhabitants is bringing a rapid " change over the spirit of tljoir di-oams." The young men and the maidens, the old men and the matrons, daily collect around the cars; they wonder wheix) so many well-dressed and rich-looking people come from and are going to, Ac, — what queer machines those ai-e which they see passing backwards and forwai-ds. Tliey have jHsrhaps an old neighbour whoso son had long since wandered of!*, and now they see him returneil, a first-class pas- senger with all the prestige of broadcloth, gold chains, rings, gloves, and a travelled reputation : the damsels rapidly impress upon " the mind's eye " the shapes of the bonnets, visites, &c., of that superior class of beings who are flying (like angels) over 10 the country, and dnnk in, with widc-moiithecl adminition, tho transcendent sijlendour and indescriltal)Io beaut}'' of "that 'ere 8hawl." All are intere^stod, all arc benefitted, cuiqve snum. Is ho a farmer? ho has a practical illustration of tho supcfior cheapness of transportation by increasing tho load — tho cart is abandoned for the waggon — for ho sees the lliiilroad, notwith- standing the great cost of the cuttings, embanlvmont«, tunnels, bridges, engines, cars, and stations, carrying his produce for a less sum than his personal expenses and the feeding of his hor- ses would amount to. Is he a blacksmith? ho determines his son shall no longer shoe horses, but build engines. Is he a carpenter? lie is prouods, gi\)cerios, hardware, and j>olitical nu'stcrios — or to a semi-annual sitting in a jury box, unconsciously absorbing all tho virtuous indignation of some nini prhis wrangler, whose " familiar face " is shortly after presentoy the public-spirited shopkeeper, who, with mortgages, long credits, tea and tobacco, — aidwi by a '*la>t call " to all doubtful suj)i>orters, — incites the noble yeomanry to assert their rights as "free and indei>endont eloctoi-s." Jt tho " natives " can overcome those prejudices of local associa- tions, or if the lawyer's " ccllections " and " notes " nro suffi- ciently diffuse, ten chances to ono the greatest talker is elected, and an imprm-ed judicature, instcati of an impiovod country, is I the result. 11 Nothin*^ woiiW l.>c a more powei-ful unlidote to tluHytuteof j)rijiiitivc, but not innocuous Hiniplicity, than the transit of Kailwnys through our agricultural districts. The civilizing (emlency of the locomotive is ono of the modern anoniMlios, which however inoxplicahle it may appear to some, is yet so fortunately patent to all, that it is admitted as readily as the action of steam, though the substance be invisible and its secret ways unknown to num. Poverty, inditlerence, the bigotry or jealousy of religious denominations, local dissensions or political demagogueism may stifle or neutralize the influence of the best intended otlbrts of an educational system; but that invisible power which has waged successful war with tlie material ele- ments, will assuredly overcome the prejudices of mental weuk- noss or the designs of mental tyrants. It calls for no co-opera- tion, it waits for no convenient season, but with a restless, rushing, roaring assiduity, it keeps up a constant and unavoid- able spirit of eiupiiry or comi)arison ; and while ministering to the material wants, and appealing to the covetousness of the multitude, it unconsciously, irresistibly, impels them to a more intimate union with their fellow men. Having attempted to illustrate the influence of a l^ailway upon a district supposed to have culminated, let us proceed to notice some of the general characteristics of the system before we ap})ly the results of our investigations to our own particu- lar wants. We are not backward in importing improvements or trans- planting systems ichich we. understand : at the same time, those which are new to us. we have curiosity enough and distrust enough to challenge until their principles are defined — when, with the materials before him, with a particular individuality, each num arrives at his own conclusions as to the practicability of their projjosed application to this country. It is to this broad principle of '' common sense," judgment, or whatever you will, wo prefer U) api>eal rather than to the " availability " or elasticity of statistics. Steam has exerted an influence over matter which can only be compared to that which the discovery of Printing has exei^ H M 12 cisocl upon mind. These two great (libcoveries, — pillai*s of cloiul and tire which have brought us out of the mental wilderness of the dark and middle ages, — have combinetl to suj)ply the mind with daily footl and illustrate the value of time.* Men have now virtually attainetl antediluvian longevity ; ideas are exchanged by lightning — readers and their Uwjks travel together but little behind their thoughts — while actors, ]nate- rials, scenes and scenery are shifted with the rapidity and variety of the kaleidoscope. The extmonlinary expansion of the Rjiilway System, within the last thirty years, is to bo ascribeil to the improved appreciation of the Value of Time; since it is now universally admitteecoming less, so that economy ot time and economy of tnuisjiorl are becoming less and less antagonistical, and arc approaching each other so rapidly, as to render the establishment of any line of demarcation exceed- ingly difficult if not imj^ossible. Economy. — Compared with all other land communications, their caj)abilities may be inferred from the consideration that a horse usually draws from fifteen to thirty hundred weight on a good turnpike or macadamized road (exclusive of vehicle), foar to six tons on a plate rail tram rcwui, and filteen to twenty tons on an edge rail including the waggons; — the friction on ii^ level Railway being only from one-tenth to one-seventh of that i upon the roads above mentioned. If this be the effect of the! • 8te«in PrintlDg. 13 rail tilone, it is needlosH to onlai'i^o upon its power when trav- elled by an iron hor.so, with which hunger and thirst are hut, metaj)horieal terms, which knows no disease nor fatigue, and to which a thousand miles is but the beginning of a journey, and a thousand tois but an ordin-".ry burthen. lint it is in a more extendeortation increases rapidi}' with the distance, it is clear that there is a point from whence the transport of certain articles becomes unprofitable or impracticable. Milk, fruits, and vegetables, for immediate use, will not bear ten or twelve hours jolting over fifty miles of the best turnpike to reach a market; while fresh meats, fish, eggs, cattle, pigs, and jioultry, lumber, staves, shingles, and firewood, and many other necessa- ries of life, either could not afford the time or the cost of a hundred miles transport by horse-iX)wer. The proiluction ot these articles, therefore, is very limited in certain districts: but wherever a liailway takes its track their extensive produc- tion becomes at once a new element of wealth, and the Loco- motive a public benefactor — making '*two blades of grass grow where only one grew before." Thus the essence of a Kailway system is to increme its own tntffic^ adding twenty-five per cent, to the value of every farm within fifty miles of the track doubling that of those near it, and quadrupling the value Oi timbcreon steam lx)ats is host approciatoing— tho mode of death. Kxplosion of a locomotive l)oiler, besides being oxceeilingly rare, is acarcely over attended with any danger to tho lives of the pa.ssenger8. The remarkable safety of well manageil Iliiilways may be fur- ther illustrate to tho most nogWtoil districts i\s un outlet to otherwise worii less proe better understood, by giving a hhort account of the road which we have just compared with the Krie Canal. This rojul employ's al>ovc one hundred hx'omotives, and over five thousand freight cars ; it has six side tracks at the Delaware Terminus, and seventeen wharves in that river, witii a double track ujion each ; a storage for one hundred and ninety-tive thousand tons of coal, and i^ooni for the simultane- ous lading of ninety-seven vessels of seven liundrcd tons burthen each. Three or four engines are constantly employed in distributing cars to their respective wharves, and the Com- pany's principal workshop employs several hundred men. An engine upon this road has drawn one hundred and fiftj' iron coal waggons in one train, of one thousand two hundred and sixty-eight tons weight, over a distance of eighty-ibur miles in eight hours and three minutes. The cost of the I'oad has been $17,000,000; the gross earnings in 1852 were $2,480,()2!». and the net earnings $1,251,1)08. Of the gro.ss earnings, $2,150,977 were for freight upon coal. The annual cost ol transjwrting coal |)er ton over the whole distimce of ninety- four mile, including the expense of bringing back the empty CHI'S, was thirty-Jive and four-tenths rents, or al)OUt one shilliiiir and nineiMJnce currency ; being three and three-fourth mills per ton per mile. At tliis rate the cost of tran»i)ort of a barrel of flour the length of the Krie Canal (3()3 miles) woni be about sevcnj^onco halfpenny, which is alx)Ut the actual costj to the corrier on that Canal. Of course no tolls to the rojul are included. We will not go so far iis to say that a Hailway could no\j compete with an established work having such wonderful advantages as the Erie Canal, but we fbcl confident with tli 17 gives over lihvay. .emngtothc \ii6 of double ;\\\ 1)0 iHjttOl- )iul which Nve omotives, auil tracks at the liut river, with hundred and the simuUane- , hundred tons mtly omploycil ,, and the Com- ulrcd men. An I and fifty iron ^•o hundrcil ano»'^ ^^^ " (3G:5 miles) wouU out the actual eo>i o tolls to the roiul Railway could now »g such wondcrtul confident with tl>^' present experience in the.se works that if the Canal were not in existence and a choice of communication were now to l)o made, the Railway would he selected. The lateral Canals of the State of New York it must he remembered, do not pay any dividends ; the receipts and disbursements bein^ about eqiial notwithstand- m^r the great advantages which they derive from their connec- tion with the Krie Canal. The extraordinary extent of shel- tereeos we are Healed up in the winter, idly consuminji^ the fruits of our Bummor'H induHtry. With a ]liiilway we could make flour in winter of a better quality, and cheaper proportioiuilly, because we have more time, cooler weather, and cheaper transjwrt of the wheat — wliile our chan- ces of high prices would be better, and risk of souring loss. Nothing would tend more to the extension of Manufactures, ])articularly the numerous and valuable ones of Wood, — the only description we would for some time exjwrt, — than tbe existence of Railways; — nothing would more rapidly build up, what every country should have, a tioim vuirkei — place the con- sumer near the prcKlucer — keep our surplus ix)pulation at home — promote the growtli of wool, — the cultivation of hemp, — the settlement of waste lands, — the employment of our unlimiteil water power, — and the expansion of national enterprise. If we would now liave manufactories, (cotton tor instance,) we must lay in our winter stock of raw material in November and allow our manufactures to accumulate until April or May before they can l)e distributed ; while in New England, the train which takes up the wool to the water power u|K)n Monday, returns with the manufactures of that wool in the same week. These quick returns beget small profits, with which under our ^y8tem it is vain to attempt competition. When we consider the amount of unprofitable capital " winter killed," — the loss of winter prices on the 8eat>oai\l, — the cost of transport by wai;- gons, — the feeding of horses, and the rate paid in the towns for a scant supply of articles, valueless in the country, wo re- peat again, — Canada loses by the want of Rjiilroads and winter markotij enough to build fifty miles of Railway every year. It is the estimate of the most competent authorities, that a Railway of ordinary length draws to its supi^rt, from the inhabitants of any district through which it passes, a net income of between ten and fifteen shillings per head on the total population tributary to it. The net earnings of the Massachusetts Railways exceed sixteen shillings and three ponce per head for each inhabitant of that State. The New I 19 York anil Erie Kail road puHsos for 425 miloH through a grazing countryj with a population of 532,000 personH, supposed to bo dependant upon it, and the estimate of not earnings per head upon this route (foiuKled upon the experience of those porttona hi operation) is twelve shilling and sixpence per head. The articles for which the Erie Railroad is an outlet are chiefly the products of a grazing country — milk, butter, cattle, calves, sheep and pigs. Of the former article, milk, so im- ]K)rtant is the business, that a special train known as the " milk train" is run each morning for the supply of the citizens of New York, whose daily wants are thus administered to from cows feeding beyond the Shawangunk Mountains, and drinking the waters which flow into the Delaware. The little commonwealth of Massachusetts, with an area of seven thousand five hundred square miles, and a population of about eight hundrwl thousand, has expended $50,000,000 in building one thousand miles of Railway, the most important of which now yield to their enterprising projectors an average of seven per cent. Riiilroads have changed the usual system of doing business. Many "Western dry goods merchants have abandoned the old mothwl of laying in spring and fall sui)plies. Weekly invoices of goods are brought in by the Railroad, — quick returns are made, — the newest patterns are secured, — no dead stock is allowed to accumulate, — and the saving in time, in interest, in depreciation and loss from too large or unsuitable a stock, more than compensates for any extra cost < ' ti'ansport by Railway — a mode which is known to be preferable for certain descriptions ot merchandize. In conclusion — as a people we may as well in the present age attempt to live without books or newspapers, as without itailroads. It is instructive to view the grounds upon which tliose projects are undertaken in countries where their opera- tion is understood. In projecting the Petersburg and Shirley Railroad, in Massachusetts, the " friends of the enterprise " take up the townships through which the road would pass, and thus " calculate:" — 20 "Towiiseiul hiu* 7,000 acres of wor aero. After MUpplyin;; *' fuel for home eoiisumption, we estimate tlie aetual "xrowth to *• \h} e«[ua] to one con! for every three ami a half acres, per *• iinnum, which will In* L'.OOO (;oi\l8 for market, exelustivo of *' sawwl lumber ami ship timlHir. "The north easterly part of Shirley, the north part of *' Lunenbury: and the west part of l*ep|K3rell, together with the *' towns of lhtK»kline, Mason mal Ashby, have an ai^gregate of ♦' wcKxl and timber land, nearly or (piite three times as large as '• that in Townsend, and (juite as heavily eovered. "The town of Sharon has now a steam mill that eut*^ one *' million feet of Mawert of wood. " will therefore do the coal business that is now done in the *' towns IhjIow them — and tliis branch of business will furnish " at leiwt three thousand tons of transport U) the roiul annually. " It is a well-known fact that the towns of New Ipswich. *• Temj>le, Mason, and Ashby, are rich in agricultural resource."*, *• and will sup])ly much tonnage of produce to the road. It is *• not unfre(|uent for farms in Ma.son to grow 1,000 bushels of »• potatoes each (weighing about iJTA tons). Ibr the sUirch fac- '• tory in Wilton, j)re.sent average prices aljout twenty-two cents *' per bu.shel. This article could bo transjKirtcvl to West Town.^- " end much easier than to their i)resent market, and the avcr- *• age price in Boston is such as to command this business. " The manufacturing interest in this section is also well " known to be somewhat extensive. The present trans)M>rt of *' casks of all kinds from Town.send to lioston is g(i,"50 annmilly *' Bnx)kline lias this bianch of business to nearly the same ''amount of freight, and l>oth of these towns have much uniin '* proved water jK)wer, and great facilities for brick making', " much of which is in the immediate line of the contemplaletat()us each? no saw-mills cutting 1,0(>0,0()0 fe«t jwr annum? Tho writer IcnowH ono ostablishnient in (.'aniwla which cuts more than 40,0()0,()()() toot unnually. Thoro m a lurgo growing trado along tho wholo extont of our frontior in this article, — which wo can prcMluco nd lihltHin, and tho wholo valuo of which is from labour applied horo. Oiir o\'i)orts of sawed lumber to tho United States will probably ared with tho largest individual ottorts, wo would be forced to acknowlcHlgo the existence within ourselves of a mine of wealth and jwwer, unheeded now, but which, if relieved from • Norn.— The mills in the City of Ottiwii alone can export more than 200 mlUloiuJ of ior annum. 23 the proHsuro ol' indifloroncc lunl incretluHty, will oxpaiul into usol'ul activity. In a town of but m(xlorato |M)puIation, tho hiunblo mechanic may have liis houHO liKlitod with ^ii8 uikI MUppiiiNl with water — hixurios which the Seignenr in Iuh lordly country manHion cannot awpiro to. Perhap'* the most Htrikin^ inntAnco of groat renults from small contrihutions \h tho jKUiny i)08t ; — but everywhere examples meet uh — in the nowh-nnim — in ])ublic bathH — and even in the factories of New Kiij^land, num}' of which uih) owikmI by the ojHjrativeH and hmall farmers. Mr. W. Harding, in his " Facts bearing; on the Pro^rets of the IJiiilway System," read before the British Asswiatiou in Aui^'ust, 1848, says: — "No limit can be OHHi^nod to the number of travollci's which chcttpenittg and quickening the means of conveyance will crwite. The intnxluction of tho Jiidhvay, even whoro SleamlHJkiits already atlbnlc0,()0()— 2,000.0(10 being jive tii/tes the iK)pulation of the district. In 1814 tlio rumber of powsengcrs per annum between (Jlasgow an»l Paisley was only 1(J,000. In 1842 tho number was upwanl< of 900,000 ; — the jmjmUuioti iluring this period has only doublt i Itself, while the tmjir has multiplioil itself ninety-told — tluii is to say, for every journey which an inhabitant of (ilasgow or Paisley te attributoremiums, and therefore at sums beyond what tlieyf cost." In 183^i Massac hu.sett>4 became a Stockholder to the exten of $1,000,000 in the Western Road, and by three subsetpionl Acts if?suetl Slate scrip for $4,000,000 more, for the sarni 23 ohjoct. The City of Albany ^'avo for tho samo ])uri)OHe $81)0,425— -tbo amount «til)Hcril)oked uj^on tho Western aa a State work ; and ujx)m tho interest of tho people at hu-go an paramount to any individual or corporate onoH which might desire this work. Caniula must ho consider liailways from her soaj^ort to the heart of her Western territory. Tho towns and cities on tho route contain sufliciont e-ommcrcial intelligence and wealth to lend their ci-cdit for a largo portion of tho stock, and if the agricultural interest** hold back, their representatives should 1)0 further appealed to. An hundroil thousanT«jii^. -.^ iii^lily tiHMlital'lo to tluMr intrlli^oiuo. uimI a proof that nclt- taxatiNeH in. in every Hcnse. a highly ])roHtahl(' investment. A rounty MiUerihen l'l.(MM) or £1,500 lor every mile of the it)ale thiH num to Itf rxpemledvf'xXh'xw that county. Kvery man hoon feels that of the vant expciKJi turcof monev pay. The ;^reat hulk of the cash ex]HM»«lerteeoi)lc.— a ]K»opIe who are followin/^ the sun West \ain\, as if to obtain a greater iK)rtion of daylight —we cannoti hold back— we must tighten our own traces or be overrun— wtj Bniwt »/#c what wc have, or fc#« what we already i)o».sc.e Huhscriptions were in many cawen out of all pro- jiortion to the subscriherH, hut ihcjf Henm-.d the. ronus of 8:iOt),000. ONTARIO B0KU8 KAIL WAYS. Toronto, Grey and Bruce Railway. Tnto nty ,• AltikoD Tuwnihiii..... Cmlflon *• Mono " ADi.^mnth " I^tlUT ** ... • Arthur «»nnKi'vlll« Vllloff*... Mount Fotvtt •' Urcy County Amonnt of ' No. of AflTM BoiiUi gtvwn. AMtfMtd. 40.1 Nil) 4.V(liN) 4d.0lN) Mit.noo SlI.UUO 85000 ia.oui> voono 4.89^ 5«.4M 601015 09.799 M.TM 070 No. of B«t«- AMMMtl valiir p«y»r« T«Ul .1 |79.\0(» j Toronto and Kipiutmj Uailtvay. Toronto ( 'tty .. . •«•••• •• N :*rtM»n» T<'*n«l»ip MurUhnin I'vl.HUgv " ^^xltt • lliiH-W " KWloi. '• lUxl.-y ' Noni<-rrlll« " ■ Laxton, \)\. Marrboro Mlnio M<*ol Klora Vin«(« YergM " Drum County Tbtel. |l>^t,(MM 1 V.:to7 .'i.l'.'U 4 ll«.'*7« tm lO.ftN) 1,000 882 HI.OMt i.noo 948 iw.ooo GMja'j T,77d |:i6t.i>ou of AmmmmI. Keikl EsUtc. 11.014 |t9,197,«T 9(H) s:a.ivj KW 6&\avi 6M wi.i.V 885 l.'W.Tfti iue 1.9,7:4 i« 4T«.Kk> 19m 9JI..VVI 84M 1»4.4to 10,4 .'4 4,76H,I'«" ^iiSft U,»I4 |1\1'.»T <►'•.; 4iMi(tJ ^J^7 l.l.Vi.<»«" fl7.«»7-> \.Xo* ii,«»7;..vf. :ti<>i iHW A.' Mi.lV' Kiti m7.VT! «M-*tT 71^ 4 6l.«Vvi bl«l WSr.tT '2>i^*i 91 70.4*': M.ii:>( til U»Kii<'< r>T.oM 171 7.1 •-»*»•« «in4.:K' rt.'B.HM W7.17' 4H4,I>' 40^lfi^• 7K'i6'»<» 'ill.HIA 9n.'Jl.'> 8,7)i«,'A)« 10. YS. itutkoka and North (hey llatlvayt. of B»t«-'AMe»e«>valiif 4.0U 1 tl8,l»T,«8T UM) 8AMW S' WW 516 81 ni i.oti T60 Ml t4« 9M ••» asii 948 T,TT8 4»W,T4' 4!W,tM Toronto «-Hf BarrU" Town St. Vincent Township. ('00 6U,ftOO 89,5(N) «7,roo |2as£,auo 4,W» ft.\4itO ft^GHl 7'AWH) 788 5BT 480 |l'J,ll»7,«!i7 4l'i,4.'SS Whitby and Port Perry Railway. Whiil.y TowB. .. Township, r.oftch Total . IH4I.000 ft.(NM *2(»,000 _ ♦56,0(H» |8,44A,000 tf 10.1)40 yi«,4:;7 lUlI.ROADS OF THE WoilLD. CotrjiTniF.s AND Statb*. North America >Vest In«Ua InlnnUn Htiuth America Kurop** A Mil (containing R. R) Africa AiiglraUa Aggregate In world Lkkotii. Total Cost. I Cost per ! mile. 49,801 44d 1,4'24 6i.«'4a 4,474 .V« 7S9 t«,2fi7,fl.W 16,\7'2H,srt'3 8,2fi'2.8lMt.86a 414.T'^8.ft with onlyiH^Fhl inTmons iHjnTTn.a".-.;, -mr= in that time brou^'ht out over 45(),()00,(M)«) of leot. TIjo Bi-ockville and Ottawa Railway carries about Htt> millions feet j)er annum. These three Itailways have bi-ou^ht out over one thousaiMl million feet of luml>cr— over one million of tons within the ia.^t ton voars. The value of this tratlh; is shown from the fact, that while on the (trana Trunk the receipts from frei^^hts are le>s than half than from jKissen^ers, on the Northern and lirock- villc ami Ottawa, they are throe times, and on the Midlan.l four ami a hnlj tittwit greater. The following statement shows the character of tip business on the Midland llailway :— 8TATKMKST HHOWIJIO TON»A(J« OK TH« PniXCIPAL AUTHLBS Of ritRICIir H'|!iar<- TInilxT. rn\,\c fe«'t . Si»«v(fu»hfl» lN/t!uih, Imrrtla I'wk, l«iT»'Ii othiT Fnlxht, tont Tota' Sr>. of tunn wrried . . . 18<7. «4«.itT7 17!l,4iT 4>Mtl-i lAUHl.lQS. ■ IMM. \^m. »7». T-Vs-tl 11.57^ TfW.fUtt T2,.'.02,0.'S»» »V4.04:l.4.'i,'.»«»T 44..'^: iirvVi; li'.4 I SI l> iuAi «.s«« Viy- 17rt-«l l.\Wtf IV-.M" ISHMHtfv 17VW 1».V«''- Fi»l.T.': 1 V.WM' IM9I4 44.:^: «(V*''i H4 !.">' «>•« l.il ' IV-Wtf U'.'i*" n«M»« 19.'v'' '■■ Iig5,(!i^ W 13,210 01 8,«4««* nomc in mill", grcntor portion of tl»o territory of the United StAteg {r devoted to n'jricuUiirf, and tliat the miirket« for the productH are cither a narrow belt of coiintry lying immediately ujiou the Kea coaat, and extending north from Baltimore,— or in Enrope ; i»nd thatjConHequently, the whole surplurt prol 70 11 80 it IM) II 100 w 110 it 120 u i:io tt 140 •i 150 li 160 tl 170 u 180 II IIH) it 200 ii 210 It 220 >t 230 u 240 tl 2&0 tt 260 il 270 It 280 It 290 il 300 II 310 tl 330 .1 330 tt that 4U <•:» 48 00 48 76 •< 48 60 48 4ft " 48 30 •• • 48 16 •» 48 00 47 8.-. '♦ 47 70 47 65 47 40 47 25 47 10 '♦ 40 y5 " 46 HO " 46 C5 " 46 50 ^ 46 35 46 20 «* 46 o:. •» 45 9<» «• 45 75 " 45 60 45 45 '♦ 45 30 45 15 " •>.•• «••*•• 4«> Oo " 44 86 «• 44 70 " 44 55 The above Ublu is chiefly yaluablc ia , from want of domeRtic markctR, and Z43»r~~ H.» yfn— 24 16 43 50 18 75 24 00 42 00 17 26 23 85 40 60 16 76 23 70 39 00 U 25 23 66 37 50 12 76 23 40 36 00 11 25 23 26 :t4 50 9 75 23 10 33 00 H 25 22 95 31 50 6 75 22 HO 30 00 5 25 22 65 28 50 3 75 22 50 27 00 2 25 22 35 25 50 75 22 20 24 00 00 22 05 22 50 21 90 21 00 21 75 19 50 21 GO \H 00 21 45 id 50 21 30 15 00 21 15 13 50 21 00 12 00 20 85 10 50 20 70 9 00 20 55 7 50 20 40 6 00 ' 20 25 4 50 20 10 3 00 19 95 1 50 19 80 00 thin ccnnection in showiiiK cost of transportation u|iud| 43 t>0 42 00 40 50 39 00 37 50 36 00 .14 50 33 00 31 50 30 00 28 50 27 00 25 50 24 00 22 50 21 00 JO 50 IS 00 id 60 15 00 13 50 12 00 10 00 V 00 7 50 6 00 4 50 3 00 1 50 00 18 7r> 17 25 16 75 u 2r. 12 75 11 25 9 75 8 25 75 5 25 3 75 •1 25 75 00 •niCir* UI • muinni vii»h»»»t;i, ■ il^? xaii Mr%T^ TT ^'^ ■■ nnection in showinK r t»n«porUitlon upon pouail of MW and manufactured cotton i« mcMurvd froquently by dolkru. yet ooth may \Miy tl»«t «»my atnoiint of fruip;ht. Wheat, corn, cattle and lumber, all pay a very large lum for traQsportation in proportion to their rtAxw.—'RaUuKtjf Journal. WHAT THBY DO FOR I.ANi> OWNERS. Not only have the railroadii largely incToaHr«l the railiuHof the country which iwuM ItH pro«KachuHett8 tallieH with that of South CaroUna, and witli that of the Kiie Railroad. Tlie advance in the value of land in the vicinity of railnvad llncH, \» another v»Ty iMMieficlal result of their conntruction. Thix is nowhere wore niorked tlian on the Illinois C'entml "Rood, where lands wliich had 80 bng remained unnoM atthotiovernment minimum price have reollzed Sl.'i per acre, aud others which have been sold at $2 and $:<, now readily obtain purchasers at Sfi and l». In ( omimring romls runninjr through strictly agricultural districts in this country and in Knglaud, we are struck witli the immense disparity of cost. Thus, while the Southern Michigan line, 245 miles in lengtli, was put Into operation at an expemliture of but about $20,000 per mile, the Eoatern Counties Liae, an English road, 322 miles in length, includ- ing branches, cost the enormous amount of $200,000 per mile, or ten times as much for ilio English as for the American line, while the receipts of the latter in September last were $113,215, against $300,005 for the English ro&d.-~ Railway Titntt. n« are ratwHT" A vcr> niitiirnl <|U<>iition HrlMm hon* an to thr caum of the aniiiul fiillinK <>f^ ii> t>i«' tonnnKc of tlmt kind of pro|MTty whUli Iirm hittirrto lu'on ono of tin- tiioMt prolittc aourtrM of revetiiiu. Thut th« quiuitity of hiKh-toll K«MMlrt movinf? \v(>i>twnn1, i* rapi.lly incriuHinx AtintiHlly, cannot •» • «lrni«(l. lUr ou\y >r ^„ou, th«n, that the tjnuntity pOMHing by tin- (anal in liicrraMinc nniRt he that othor nio( 18M, while their hiiN hern a (Ici renne in ujoIaKnen, coffee, nailn, Mpik>N, crockery and ^'liutMwaru to n connidciuble extent. In down fi«i(;|it, in Houi, beef, hutter, chceM?, wool and HundrieH, there hart bceh a dccreatu*, with h iit, huwiver, eaKily accounted for. It will be Keen that the Central Itailntad have tiHnHport4>d un inini"ni«o quantity of th«nc arti< Ich of prixliicr whii h hav.- d(>cieafed on tlie (anal 'J'hey have cnrrieil 75,091) bbln. of flour, n(0 KociiKSTKa llAiiROAn. — The foIloH-InK table hIiowh tli< hading artielcN carried by tli« Uuffalo and KocheHter Itailrond goin;: i'eyond lUnheHter, and principally d< atincd for Albany and Ne2y Barley •• 1,798 Whisky" •1,'tCI live •' 2,824 Leather, rolln 3,02'J liittter, )ba. 3,018,300 IlidcH, No. 16,814 CheeHO " 503,950 HogK, iiv« 111,659 Laid " 515,650 " dresfevd 14,G0'J Tallow '« 49,000 Homcii, No. 592 Itacon '* 1,383,000 Cattle '* 14,607 Wool, bale* 10.70.1 bhccr " 9,440 I'elta " •i,7ua »^ „f the ftiuuwl i,lch Via* hltl».rto a tli« quantity of C annuHUy, cannoi ly pftMhing by tin- traui«l">rt«*^®" '*^*' cith»r ill tim« "^ »uch M ounar, Iron. iHc fr( m tho nK»»>' ~ ,„ffo.', nniN, Hi.iU' >., Ill down frilgl''. ill mn lufh a (IccrcaM'. inporUdaniinmn^' ,,.ea-«»Um thilarml ,10 V.\.U. of bici, un.l ,in^ tab\o HhoWH til.' ,.Hter Uuilroaa Roinu V ana Nrw Voik, liMiy b. I « I It i( ti i( I'M u 8,750 • • • • i,7yft 2,824 3,01B,300 5<)3,050 49,oon 1.383,000 i9.7(r.» •i,70G I rill l»>|^ f i» If »•-•" • -■— ■ — "-- -^ -- f — — - - ' w-w .r .luring thf paxt yrar lHr,2, tlu-y Imv.- tran«porto- rvnourni of thr count r>/. In this ^respect, Railways have done much an«l can do more, both for the supply Bf foot! to tho country, and for the promotion of the Usheries. This traffic is ery remunerative, and does- not bring less than K's. [per ton. The gross tonnage carried ou the English Hallways may bo lre(koned at 70,000 tons; or, on the lowest computation, the foo;>i I 1 7 IMft IM6 1M7 ...33«,0OO 1,J00,000 550,000 JLIOJ.OOO 370.000 1,950,000 850,000 167,200 ft00,00o 8,000,000 'StW.OOO 183,400 'Fnllioff off cAuaed by IrUh faniino. The toUl nnmlxr ..f liorwn carrlid in 1847 wm »0,405, and il, wcflpUXfiO.'jIrt. Taking the MvinK by . onvryanrt' of mtUe on lUiilwaya ni 40 Kit. j* U-Ml, 4 Iba. for nhtrp, and JO 11.4 fur iiwln«', the groaa aaving In 1847 wil W 43,800,000 IImi. of animal fcHxI. Large «)uantitit?a of dvad nuat r. mh tin' London nmrU-t, paOORKM or RAII.WATB IS UNITED UTATIUI. Ytar. Mile«. 1885 1,09« 1.278 1,497 1.018 2,80S 2,ftl8 :{,58fi 4.066 4,185 4,877 4,«88 4,1»8() i847 ».««» 1848 5-»0<» 1840 7.866 1850 e,02l 1851 ^M82 1852 12.908 1886 1K87 1HH8 1880 1840 1841 1842 1848 K44 1840 1846 » • ♦ » *>•=** Year. 1H58 . 1864 . 1865 . 1866 . 1857 . 1868 . 1850 . 1860 . 1861 ... ' 1802 1H68 1864 1865 1860 1867 1868 1860 (e8tlnmteilfin>i. hi •f mutton ■ro ii«-m^ tmntitit'H of nhtM'f puUtlon— wiHliiij m'nrml «tpinu>n o| ktll«Ml iii«>nt. Iti^ th«' journ*')', «'*ii Id MarkH, Mill 1B,8< lft,1 1«.''H '1\M " " . ". 1 ! ! ' 'i8.78j 1^ 'M 81,26< .... 32,1S^ 83.17(1 88,1 . .. 85.083 80.821 .... y»,27j .. 42,25i I) 6O,00(