f \ G. va\\ VO ^ Return this book on or before the Latest Date stamped below. University of Illinois Library M/iy 31 fOCr 1 J I L161 — H41 UNIVERSITY OF ILLINOIS LIBRARY Class Mrl0-20M UNIVERSITY OF ILLINOIS LIBRARY Class ^ Book Volume Ja 09-28M REPORT OW THE ST. LAWRENCE AND ATLANTIC RAIL. ROAD, ITS INFLUENCE ON THE TRADE OF THE ST. LAWRENCE, AND STATISTICS OF THE COST AND TR'AFFIC OF THE NEW YOEK AND MASSACHUSETTS RAIL-ROADS, BY A. C. JIORTON, CIVIL ENGINEER. 6 MONTREAL: PRINTED AT THE CANADA GAZETTE OFFICE. 1849 . RE-PRINTED AT PORTLAND: C. W. PENNELL & CO. , PRINTERS. APPENDIX. Note A. — Tabular Statement of the Length, Cost, Receipts, Expenses and Net Income of the principal Rail-roads in the State of Massa- chusetts for 1847. Note B. — Tabular Statement of the Length, Cost, Receipts, Expenses and Net Income of several Rail-roads in the State of New York, for 1845, 1846, and 1847. Note C. — Statement shewing the increase of Passengers and Freight by the establishment of Rail-ways. Note D. — Statement shewing the increased Revenue on various Rail-roads in the United States. Note E. — Statement of the amount of aid extended to various Rail-road Corporations by the States’of Massachusetts and New York. Note F. — Statement of the tonnage, and its value, on the New York Canals, from 1842 to 1847 inclusive. Note G. — Statement of the value of Lake Commerce — 1847. Note H. — Statement shewing the effects of internal improvement on the value of property. Note I. — Cost and Returns of Rail-roads in the State of New York in 1848. Receipts of Bread-stuffs in Boston in 1847 and 1848. Value of produce transported on New York Canals in 1848. ' iOTU REPORT ON THE ST. LAWRENCE AND ATLANTIC RAIL -ROAD, &c. See. Hon. a. N. MORIN, Montreal, 10th March, 1849. President of the St. Lawrence and Atlantic Rail-Road Company. Sir, As the Corporation over which you preside is an applicant for Govern- ment aid, upon which, in the absence of other means, you must mainly depend for the further extension of y«ur road, it is regarded of much im- portance that all information tending to establish its character as an enter- prise worthy the confidence of capitalists, and well deserving the favorable consideration of the Government, should be laid before the public. My connection with the work led me, at an early date, to an investigation of its merits and its claims upon the public for support ; and in the hope that I may contribute some useful information in addition to that published in the valuable Reports of the Company, I beg leave to submit some general observations relative to the commencement and progress of the enterprise — its present state — its connection with other works, and the probable revenue that will be derived from its business. ACT OF INCORPORATION, &c. C A t The Act incorporating the St. Lawrence and Atlantic Rail-Road Company was passed March, 1845, which authorizes the construction of “a Rail-road from the River St. Lawrence, as nearly opposite the City of Montreal as may be found desirable in the general direction of St. Hyacinthe and Sher- brooke, to the Boundary Line between this Province and the United States of America, at such point or place of the said boundary line near the Con- necticut River as that the said Rail-Road may best connect with the Atlantic and St. Lawrence Rail-Road to be constructed from Portland in the State of Maine, to the said boundary Line, there to connect with the said Rail-Road hereby authorized to be made and completed;” and it further authorizes the construction of two branches to the main line, to wit: one located on the south side of the St. Lawrence to a point opposite the City of Quebec, and the other to the Boundary Line in the Township of Stanstead, or else- where in the County of Stanstead, with a view to uniting the same with any Rail-Road which may be constructed in Vermont. The Charter as a whole may be regarded as comprehensive and liberal in all its provisions, affording inducements for advantageous investments by capitalists, while at the same time the rights and privileges of the public are fully guarded and protected^ P 4 As the Act contemplates that your Road shall connect with a Road to be constructed from the Boundary Line to Portland, the two forming one con- tinuous line to the Seaboard, it is proper to remark that the Legislature of the State of Maine also, during their session of 1845, had previously passed an Act, similar in its provisions with your Act, incorporating a Company under the title of the “Atlantic and St. Lawrence Rail-Road Company,” for the [)urpose of constructing a Rail-Road from Portland to the Boundary Line, there to connect with your Road. By the two Acts the entire line between the St. Lawrence and the Seaboard is placed under the control of only two Corporations. Under these Acts the requisite stock was subscribed — the two Corpora- ' tions organized — and the explorations, surveys and locations commenced nearly simultaneously at both ends of the line. Early explorations on the part of the American Corporation indicated that there are three feasible routes approaching the Boundary, and that these in })art would pass through portions of the States of New Hampshire and Vermont. Jt therefore became necessary that that Corporation should obtain a recognition of its Charter from those States. The Board accordingly made application to the constituted authorities of these States, and Acts were passed by the Legislatures of both, constituting the Atlantic and St. Lawrence Rail-Road Company a Corporation within their respective limits, clothing it with all necessary authority, and giving the control of the whole line from the Atlantic to the Boundary to one and the same Board of Directors. A Committee of Directors from both Corporations, duly authorized, met in the spring of 1846, and entered into an agreement on the part of their respective companies, subsequently adopted and ratified by these compa- nies, with reference to the execution of the surveys, the determination of the point of junction of the two Roads, and uniformity in the general plans of construction. This agreement also provides, that when the two Roads are completed and open to the public, “Rules and Regulations for conducting the business of the Road shall be adopted, predicated upon the broadest and most en- larged principles of mutual convenience and accommodation, and with a view to advance the joint and reciprocal interests as well of the contracting parties as of the public.” I have deemed it proper to allude to these preliminary measures in order that the public may be aware that the Legislatures of the Province, and the several States through which the road is to pass, have, in granting these liberal Charters and Privileges, taken a most enlightened and comprehensive view of the importance of this great line — that the friends of the enterprise early availed themselves of these privileges, and manifested their confidence in the undertaking by subscribing liberally to the stock — and that immediately after the organization of the two Companies, the Directors of each proceeded forthwith to a mutual understanding and agreement, regulating the surveys, the construction, and management of the roads in such manner as to render them identical in interest and virtually but one Road. SURVEYS AND CHARACTERISTICS OF THE ROUTE. In the spring of 1846, the Engineer Department of the Company was organized, and the surveys commenced and continued through the season. Extensive explorations were made to determine the route generally be- tween the St. Lawrence and St. Francis Rivers, which resulted in the adop- tion of the most northerly route, passing through the village of St. Hyacinthe and the Townships of Upton, Acton and Durham, and reaching the St. Erancis Valley in the township of Melbourne. 5 This being determined, the location of the Montreal Division extending to St. llyacintlie was commenced, and in the fall of 18K) comj)lcted, and the work placed under contract. During the same time, an ap[)roximatc location of the road was made through the St. Francis Valley, and also a |)ieliminary survey of one of the main routes crossing the highlands, between the waters of the St. Francis and Connecticut Kivers. Tlie results of these explorations and surveys were the determination of the route for the road for a distance of 100 miles — an instrumental survey of the whole line from the St. Lawrence to the Boundary, and the final location of 30 miles of road. These Surveys indicated that the route generally was of an unusually favorable character, and that the more irregular and broken grounds to he passed over by the road were conhned to a comparatively short distance of J25 to 30 miles near to or approaching the Boundary — there, from the con- formation of the face of the country, a variety of routes were suggested. In the Spring of 1847, the surveys w-ere resumed and continued through the season, several subordinate routes and trial lines were surveyed between the Yamaska and St. Francis Valleys, and another route surveyed to the Boundary Line. The grading for the first 30 miles was also jiressed forward, and contracts entered into for track timber and other materials. During the season of 1848, the final location of the road was made to a point in the vicinity of Lennoxville, a distance of about 100 miles from the St. Lawrence river. A third Survey was also made to the Boundary Line. The results of the Surveys of this last year are in a high degree gratifying to the friends of the enterprise. The total distance from the St. Lawrence river to the seaboard, by the new route surveyed on each side of the Boundary, is about 5 miles less than any other route previously surveyed. This reduction saves in distance to your road 4.67 miles, with more favorable gradients, and an improvement in its general direction. Gratifying as these results may appear, there is still a reasonable probabil- ity of a further reduction of the distance on the part of the American Cor- poration. The length of your road by tbe last Survey will be 126yVo miles, the maximum gradients 50 feet per mile. Nearly 80 per cent, of the whole road will be level, or of inclinations not exceeding 35 feet per mile. There will be comparatively but a small amount of curvature, and prob- ably 80 or 90 per cent, of the whole road will be straight or of such moderate curvature as to be nearly equivalent to a straight line. During the last season the work on the first Division, extending to St. Hyacinthe, was vigorously pressed forward, and the road completed and opened for business to that place on the 27th of December last. COST OF ROAD. This is p subject about which there may be differences of opinion. The history of many of the public works of the country show that estimates of cost have often fallen far short of the final cost of the work when com- pleted. Hence, in presenting estimates of a great work, much caution should be observed, and, if practicable, they should be based on the actual cost of works of a similar character already completed. The estimated cost of the Montreal Division, extending to Acton, 45 miles, made December, 1846, amounts to the sum of £274.000, giving an average of £6088 per mile for the whole distance. 6 In the last Annual Report of the Company, the cost of that part of the Division cxtcMiding to St. llyacintho, now in operation, is stated at £0,192 per mile. This includes a liberal allowance ibr ballastitiji? llie track, and also an additional Locomotive Engine, &c., amounting to £20,902, equal to £890 [)er mile. There are certain deductions made from the cost of tliis part of the Di- vision by the Directors, for items properly chargeable to the whole road, and in determining the amount of these sums the Board has wisely taken a low sum. The original estimates were made for a single track, but in the progress of the work it was deemed important to provide for a second track at par- ticular points, such as the Richelieu river bridge for instance, where the masonry is of sufficient dimensions for a double track. This course was adopted for the reason that additions could not well be made to the masonry hereafter for a second track, except at a much greater additional cost, and with great difficulty in obtaining secure foundations. ]t must be also recollected that on this j^ortion of the road has been erected tlie expensive and difficult work, the Richelieu river bridge, which cost £22,000, while on tlie remaining 15 miles embraced in the estimate there are no such expensive structures. Notwithstanding these important considerations, the cost of this part of the Division per mile, as stated by the Directors, is very nearly the same as the average of the original estimate per mile for the whole 45 miles. While the remaining 15 miles will cost less per mile than the first 30, on an average, the final cost of the whole 45 miles, if constructed in the man- ner contemplated, will not exceed tlie original estimate. I have deemed it proper to make these remarks in explanation of the actual cost of the work thus far, in comparison with the original estimates, in order that the public may judge what degree of confidence may be attached to the originally estimated cost of the whole road. Tlie total estimated cost of the whole road, determined approximately from thiC first preliminary line run through to the Boundary, is £850,000 currency. And altliough by changes in routes and plan of construction this amount may be somewhat varied, yet it is believed that with judicious and careful management it is sufficiently liberal to construct the road in a substantial manner and cover all ordinary contingencies. CONNECTIONS OF THE ROAD AND ITS SOURCES OF TRADE. if we take a survey of that unrivalled line of inland navigation, extending from Montreal to the far West, and examine its character and position, we shall at once see the importance of the connections which your road forms, the superior advantages of its location, and the bearing it has on the com- mercial interests of the Province. The navigation of the St. Lawrence from tide water to the great Lakes is now perfected by the completion of a magnificent series of ship canals, and vessels carrying three thousand barrels of flour may receive their cargoes at Chicago, or any of the Western ports, pass expeditiously and safely to tide waters, and thence to the ocean, without breaking bulk. The principal objection urged against this route as a great thoroughfiire, is the difficulties arising from the severity of the climate which renders the season of navigation short and at times unsafe. At certain of these periods there is little or no competition, and freights and insurance are high. Under these circumstances, all that is necessary to give the St. Lawrence route the superiority in every respect, is a short, cheap, and expeditious com- munication between Montreal and the Seaboard. 7 Tills, it is rnaintnincd, will bo aocomplisliod in an eminent degree by the corniilction of tlie Portland Pail-way, which, from its favorable position, rcaelu's the Atlantic Coast by the shortest feasihlo route, with gradients and curvatures equal or superior to most of the great leading lines wliieli arc striving for the Western trade. The first and most important connection of your road, therefore, is with the extended, natural and artificial navigation Ofieniiig to the vast and fertile regions of the West, and securing to it in a great degree the immense trade wliich will descend through the ISt. Lawrence to an Eastern market. From the St. Lawrence, your road pursues an easterly course until it reaches the St. Francis Valley, where an important line or branch rail-way will diverge, passing down the valley of the St. Lawrence to Quebec. This will concentrate and draw the trade to your main line, whether it is designed for an Eastern or Western market, or to or from Quebec. Thus, your main line, while it accommodates and will secure the local trade of the Country, and that between the cities of Montreal and Quebec, will still be the great thoroughfare between both cities and the Atlantic Seaboard. This will inevitably be the result, simply because it is the shortest and cheapest channel through which this trade can flow, for a large portion, if not the whole year. But in addition to these considerations as connected with the trade of the Quebec branch, there is still another advantage which greatly enhances its value. ^ When the great system of rail-ways for the Province shall have been carried out, this branch and a large portion of your main line will then form part of the grand trunk line from Halifax to Lake Huron. After attaining this important point of divergence on the St. Francis, your road bears a more southerly course, following the fertile valley of this stream for a distance of 30 miles, when it arrives at the point of divergence of another important and long line of Rail-way communication, extending to the cities of New York and Boston, and all the principal manufacturing towns of New England. The construction of 100 miles on the part of American Corporations will complete an uninterrupted line to both of these cities, which probably will be done as soon as your line is constructed to the boundary. But without at present further tracing these connections and the benefits flowing therefrom, we return to the main line, which from this point to the boundary is but a continuation of the same general course, followed through the St. Francis Valley. Arriving at the boundary, your line is taken up by the American Corpo- ration and extended to Connecticut river, thence down its valley to the vicinity of Guildhall, Vermont, an 1 Lancaster, New Hampshire, when it will connect with the proposed Rail-road passing down through Meredith and Concord to Boston, and affording another line of communication with central New Ham{)shire and that city. From the point of divergence near Lancaster, the main line in continuation of your road is extended to tide waters, Portland Harbour, forming in its course several important connections, not only with branches contemplated and in progress, but with main trunk lines extending eastward. One of these lines may be regarded as an extension of your road through the heart of the State of Maine to the Province of New Brunswick. It diverges from the Atlantic and St. Lawrence Railway 27 miles from Portland, and extending through a rich and populous district, reaches Waterville, a flourishing town on the Kennebec River, in a distance of about 55 miles. 8 A portion of this line is already in operation, and the whole road is ex- pected to be completed and opened for business to Waterville next autumn. From that place to the city of Bangor the road will be constructed by another corporation, and as there is a favorable Charter it will no doubt soon be commenced. Bangor is a flourishing city, situated at the head of Ship Navigation, on the Penobscot River, which, with its other advantages, renders it an impor- tant point on the Great Eastern line of Rail- ways. It is hardly necessary for me here to observe that this eastern line has been commenced on the same gauge as your road, which gives to it the same su})criority and advantages over the ordinary gauge, w^hich is claimed and, I believe, generally conceded to that of your line. The field in this direction is unoccupied, and every consideration favors the supposition that this gauge will [>revail to the eastward, not only in the State of Maine, but in the Lower Provinces. Regarding the construction of this line through the central part of the State of Maine to Bangor, and its early extension to the Province of New Brunswick, as settled, a vast field of commerce and manufactures is opened, which, in its bearings on the trade of your road, is second only in importance to the great object of the main line in reaching the nearest Atlantic Port. In reference to the connection with other channels of communication at the Atlantic terminus of your road, it is hardly necessary to do more than to refer to a map of the country, herewith submitted, when its advantages will be quite apparent. I will only observe that in addition to the facilities of Navigation from Portland Harbor to all the Atlantic Cities, to Nova Scotia and New Bruns- wick, and to the interior of the Country by Rivers, there are now Rail-ways both east and west from the same point. Two lines are in progress of construction eastward, one of which is in partial operation, and westward to Boston, the Rail-way communication is complete, there being at present two roads for a large portion of the distance, and before your road is completed there will probably be two independent lines the whole distance. From Portland, therefore, there is a direct Rail-way communication with all the New England States and the State of New York. It will be observed that, as it regards the shij)ments of every description of freight to any port in the West Indies, the United States or Europe, the Harbor of Portland for the whole year enjoys equal or superior advantages for your trade to any port on the New England coast. Neither is there room to doubt that if it is desired to forward Merchandize direct from Montreal to the wharves of Boston, it may be transported on your road to Portland, thence to its place of destination by steam or other vessels, at less cost than by any other line of Rail-way between the same points. From Portland to Boston there will always be strong competition between Rail-roads and Steamboats, and also between steam and other vessels, both summer and winter, which will for all time to come keep the rates of freight and passage low. The result of this competition, during the past season, reduced the regular fare on through-passengers on Rail-roads between these points, 33^ per ct. Further, the fare on the Rail-roads, for express trains, was as low as seven shillings and six pence, currency, for 105 miles, while the fare by Steamboats was as low as one shilling and three pence between Portland and Boston But the great superiority of this terminus for your road on the Atlantic consists in the excellence and capacity of the seaport at which you arrive, its easy access, and its favorable position for shipments to Europe. 9 To these natural advantages arc added those of a fivorable location of the terminus, which secures to tlu^j-oad nearly half a mile of wharf devoted exclusively to the business of the road, along the whole extent of which vessels may discharge their cargoes and receive return freights direct from the cars. I have now glanced at the leading features of your road, and its connec- tions with other great channels of trade, most of wliich are in successful operation, or far advanced towards completion. These are connections which, for capacity and extent of traffic, are equal to those of any road on the continent; and upon this traffic, with your local trade, must we base our estimate of tlie value of its stock and its claims on the })uhlic for aid for its completion. With reference to the character of the country along the line of your road, its resources aiul soil, I will observe that it passes through an interesting ])ortion of Canada, embracing the Seigniories of Longueuil, Montarville, Chambly, JBeloeil, Rouville, St. Charles and St. llyacinthe, all of which are in a Jiigli state of cultivation, and thickly populated. Thence, after reaching the St. Francis Valley, the country is in an ad- vanced state of cultivation, with an enterprising population, to the boundary, a distance of about 70 miles. Crossing the boundary, in its continuation to the ocean, the road descends into the Connecticut Valley, the garden of New England, which it follows for a number of miles, thence, crossing to the Valley of the Androscoggin, which is scarcely inferior to the Connecticut in fertility and cultivation, which, with its tributaries, it follows nearly the whole distance to the seaboard. Located as the road is, nearly its whole extent through the Valleys of large streams, it passes by, and in the vicinity of water power of unlimited extent, which at many points is already improved and rapidly advancing in importance. The country, for the whole extent, abounds with the elements of business and wealth, which on the opening of this new channel of trade will be fully developed. In considering the question of the traffic of your road, we must have reference to not only the number of inhabitants immediately along the line, who make up its way business, but embrace the population of large districts of country, which, owing to their position, will be furnished with their sup- plies and a choice of markets for their productions, through your road, at less cost than by any other means of communication. Your road having its terminus at an Atlantic port, and forming one of the great outlets of the western trade, may justly claim a large traffic from breadstuffs to be exported to Europe, South America and the West Indies, and from imports of Merchandize, &c., for Canada and the Western States. The great sources of wealth of the New England States are Commerce, Manufactures, and the fisheries. The soil is better adapted to grazing and the growing of some of the coarser agricultural products, consequently they do not produce sufficient breadstuff for their owm consumption. The State of Maine, with which the trade of your road is more intimately connected, possesses unlimited advantages for manufacturing which are now about to be brought into extensive use. Her large Rivers and numerous Harbors give great value to her Naviga- tion and Fisheries, and facilitate those valuable branches of her trade, lumbering and ship-building, in which she exceeds any other State in the Union. The lumber which she annually produces amounts to 650 millions of feet, and the tonnage of the vessels which she annually puts afloat amounts to 10 28 })or cent, of tlie wliole tonnajre of vesscli^ built by all the States in the Union, am! exceeds that of New York by 21000 tons. In the amount of tonnage of lior shipping she is the third State in the Union. It is ascertained from undoubted authority that the State of Maine now draws annually from the cities of Ilostou, New York, and other places, 500,000 bai rels of Flour, over 1,000,000 bushels of Indian CoriT,-and 75,000 barrels of Pork. The State of Maine is largely engaged in the West India and South America trade, supplying those markets with her Lumber, Fish, &c. Western ])roduce arriving at tide water through tiiis channel would give employment to a large amount of Sbipj)ing, and by adding breadstuff’s to her other exports, would render this trade still more valuable, and probably open other and more extensive markets for these products. It would also enable traders to import West India products on more favorable terms, as the Northern and Western markets for these articles would be extended by this new channel of trade, and vessels would probably have full freights in both directions. These products delivered at Portland {lar])or would find their way to the west over your road, and through the St. Lawrence, at probably less expense than by any other communication through New England. The soil and productions of the Provinces of New Brunswick and Nova Scotia are similar to those of the State of Maine, and they import their sup- plies of breadstufls from the United States. It is stated in the able Report of the Commissioner of the Halifax Rail- way, that New Brunswick annually pays to the United States upwards of £200,000 for provisions and other articles — that Nova Scotia does very nearly the same thing — that Flour is imported from New Orleans — and' Wheat grown in the Mississippi Valley is shi[)ped at St. Lewis for New Brunswick, and ground into Flour at the Mills of St. John. Looking at the favorable position of your road, connecting the Atlantic with the Western waters by the shortest practicable route, and extending down into the heart of the country requiring their breadstuffs, there does not appear to be any doubt that a very large ])ortion of the supj:lics of the State of Maine, New Brunswick and- Nova Scotia, and parts of Vermont and New Ham])shire, will be transported over your road and its branches, by which it will be delivered almost at the doors of the consumers. The number of inhabitants within the States and Provinces above men- tioned, who will receive their breadstuffs tlirough this channel, and will otherwise contribute to its freight and passenger business, may, at the lowest estimate, be placed at 800,000 souls. The number of inhabitants in the vicinity of the road and its terminus in Canada, is at the present time probably not less than 160,000, and the total population in parts of Upper and Lower Canada, who wdll be benefited by the road, and will contribute to its business, amounts to 700,000 souls, making a total of one and a half millions of inhabitants wdio are directly or indirectly interested more or less in the construction of your road, and from whom you may expect business for its support. It is believed that, without reference to any supposed increase of the Western trade, your road with so large a population for its support, would be a good dividend paying road. It will be found interesting and useful to refer to the practical working of the Rail-ways of the United States, and particularly those of Massachu- setts directly illustrative of this subject. I have accordingly iirejiared Tabular Statements of a number of roads (See Appendix Note A and B) showing the cost of construction, and of operating, the tons of freight, and number of passengers transported, and the receipts for 1847. 11 By Statornont A, it will bo soon that tlio tliirtoen roads onjbrnrcd in the tabic have an nggrogato longtb o(*58li miles and cost JC7.7‘21 — that tlio total income was £l,f}0.’>,175, — and the expenses of running and maintaining these roads were £b‘(il,.‘il7, wliicli being dedneted from the reccij)ts, leaves a net annual revenue of £031,101, equal to per cent, on the whole cost. The expense of rimning, &c., was .50 per cent, of the receipts. There were transported over these roads 5,330,988 passengers, and 1,724,888 tons of Merchandize. The number of inhabitants in the whole State of Massachusetts, and the Counties of the other States through which those roads pass, amount to about one million. It therefore apj)ears that the number of passengers transported on these roads is over live times the j)opulation of the country in which they are located, and tliat the amount of Merchandize transported is about 1^ tons to each inhabitant. The large amount of travel and tonnage compared wilh the population is extraordinary, and must he attributed to the effects of Rail-roads in stim- ulating every branch of industry, and promoting greater intercourse among the masses of the people. These results ai)j)car more surprising, when it is recollected those roads are chiefly confined to the limits of one small State, or an area of less than 8000 square miles, and that many of them run nearly parallel, and some are indirect competition with each other. On account of the different state of the country and its improvements, and the different character and pursuits of a portion of the inhabitants, sve should not he warranted in applying this proportion of passengers to the population along your road as a basis of revenue, but if, instead of taking five times the population, which is the practical result in Massachusetts, we assume that the number of passengers will be only equal to the actual popu- lation, and assuming the amount of freight to he ^ of a ton to each inhabitant in place of 1 % tons, as shown by the operation of those roads, it would appear a safe estimate of the business of your road, without reference to the great and increasing trade of the west. Making a proper classification of the number assumed (16,000) and dividing them into “through” and “way” passengers in such pro{)ortion as the character of the business on your road appears to require, and applying the ordinary rates of transportation, we have as the annual gross receipts, for freight and passengers £115,000 Deduct for the expenses of running, management, &c. — say 50 per ct. 57,500 Giving a net revenue of 57,500 Which is equal to about 7 per cent, on £850,000 the estimated cost of the road. The Western Rail-road is the only one embraced in the table before referred to, having a connection with other improvements, by which it receives the benefit of western trade. It more nearly than any other resembles your road as regards its length, connections and design, forming with the Boston and Worcester road the last of the series of rail-ways extending from Buflfalo to the Atlantic, con- necting also with the Erie Canal at Albany. It however differs from it in the larger amount of curvatures and heavier grades, the maximum inclina- tion being 83 feet per mile. It has to contend with strong competition with another rail-road and with the Hudson river during the season of navigation, yet, notwithstanding these 12 disadvantages, and its extravagant cost, the net revenue in 1847 amounted to 8 [)er cent, on £2,192,000, its ia*eseni cost. The gross receipts, the first year, after the w^hole line was opened, and before its connections were perfected, were £910 per mile of road, which, if applied to your road, the length of which is 127 miles, would produce £110,713, or deducting 50 [)er cent, for expenses, a net revenue of £58,350, whicli is nearly 7 per cent, on the estimated cost. It is liovvever maintained that the position and connections of your road, as a channel through whi(di the western trade may reach the Seaboard, are far superior to this. The St. Lawrence river, with its Ship Canals, and the great Lakes, open an inland navigation, which, for its extent, capacity and economy of trans- portation, is not surpassed by any in the world. The total distance through the St. Lawrence and the Lakes to Chicago from Montreal, is 1330 miles, and in this distance there are but 66 miles of Canal navigation. If we include the navigation of Lake Superior, and Strait St. Mary’s, which require but about one mile of canal to perfect the navigation, and which will soon be completed, we have a total extent, including the distance laterally to Chicago, of 1726 miles, having only 67 miles of canal navigation. Tlie Welland canal is designed for vessels of 400 tons, and the St. Law- rence canals for vessels of much larger tonnage. These improvements are completed, and were first brought into use last year. This channel of trade, therefore, is not yet fully known or appreciated, and there has not yet been time to realize the benefits which will result from experience and improvements in the manner of conducting the business of transportation and the effects of competition in lowering rates. The amount of up trade has an important bearing on the cost of down freight; and this being largely increased by the completion of your road, will doubtless still further reduce the rates of transportation. The following Table exhibits the leading features of the route from Cleveland to Boston via the Erie Canal and Western Rail-road, and the St. Lawrence route, from the same point via the Portland rail-way to Portland. ROUTES. i Length of Lake and 1 River navigation — miles. Length of Canal navi- gation — miles. Tonnage of vessels, tons. JN umber of Tranship- ments. 1 Length of Rail-way. miles. Maximum grade. — Foot per mile. Time occupied in reach- ing Seaboard — days. To Boston, via Erie Canal and West- ern Rail-road 200 363 80* 2 200 83 14 To Portland, via St. Lawrence River, and Portland Rail- way 534 66 400 1 275 50 -♦N 00 Difference 334 297 32 o| 1 75 33 1 * Taking one of the heaviest laden boats per day, which arrived at West Troy from Black Rock, the average for the year 1818, was 71 1-2 tons. Canal Commissioners’ Report, January, 1849. 13 Tlie following Statement exliibitg the cost of transporting flour per barrel, on these routes. ERIE CANAL ROUTE. From Cleveland to Buffalo “ Buftalo to Albany “ Albany to Boston ..70 “ ..30 “ Total to Boston If carried thence to Portland Total to Portland .112 cents. .122 cents. ^ ST. LAWRENCE ROUTE. From Cleveland to Montreal “ Montreal to Portland Total to Portland If carried thence to Boston Total to Boston From this, it appears that adopting the average rates of transportation on the Erie Canal of the lowest month in each year, for a number of years, which is 7 cents per barrel less than the average of 1847, and the lowest summer rates on the Western Rail-road, the cost of delivering flour at Boston is 112 cents per barrel, and if forwarded to the State of Maine, an addition of 10 cents, making a total of 122 cents per barrel. By the St. Lawrence route the cost of delivering a barrel of flour, allow- ing the charge on the Portland Rail-Road to be 45 cents per barrel and taking the actual rate at which it has been carried from Cleveland to Montreal, (40 cents) we have a total charge of 85 cents, making a difference in favor of the route via the Montreal and Portland road, to tiie Seaboard of 27 cents per barrel. ’ If, however, we make the charge on the Portland road, without reference to the difference in grades, the same in proportion to its length, as is charged on the Western Rail-road, the cost will be reduced to about 41 cents or a total from Cleveland to Portland of 81 cents, giving a difference of 31 cents per barrel in favor of the St. Lawrence route. Making Boston the terminus of both routes, there is still a difference of 17 cents per barrel in favor of the St. Lawrence route via Portland to Boston. The difference in time required to perform a passage from Cleveland to the Seaboard is 5^ days in favor of the St Lawrence and Portland route. The greater extent of Canal navigation, and an additional transhipment* add not only to the time required, but materially increase the cost of trans-* portation on the Erie Canal route over that of the St. Lawrence. The former has 363 miles of Canal navigation, while the latter has only 66 miles, and most vessels navigating the St. Lawrence pass down the river instead of the Canals, so that ii> the downward passage there are but about 36 miles of Canal navigation. The Erie Canal is navigated by vessels of small tonnage, drawn by horses at the rate of2^ miles per hour, whde the Welland and St. Lawrence Canals are navigated by Steam vessels which pass through the Lakes and the River to Montreal, without breaking bulk, in half the time, and with about four limes the number of tons in each cargo. The vessels on the former route can carry from 700 to 800 barrels of flour, but those of the latter carry 3000 barrels. 14 These disadvantages of the Erie Canal route cannot be overcome by the enlargement of the Canal or otlier improvements. It may be said that the Oswego route to Albajiy is preferable as it regards cost and the time required to make the trip. Grant that this is the case ; the difference is not enough to affect the comparison materially. The distance is about the same, and there are still 237 miles of Canal navigation, an increased amount of lockage of about 200 feet, with the same disadvantages of small cargoes and transhipments as by the Erie Canal route. The mere question of increased distance, if it occurs on Lakes and navi- gable Rivers, where the cost of transportation is reduced to the lowest possible rates, is not of much consequence, so long as the time consumed in the passage is less than by the shorter routes. If the length of an unbroken voyage is an important element in the cost of transportation or price of freight, there are other considerations still more important. Thus, a barrel of flour is transported from New York to Liverpool for 50 cents, but the freight from Buffalo to Boston via Erie and Oswego Canals is double that sum. The question then is, will the products of the country about the upper Lakes, after having reached the lower end of Lake Erie, or being afloat on Lake Ontario, in large and heavily laden vessels, be transported to an eastern market retarded by two or three transhipments, and broken voyages, or will they continue undisturbed in the same ve.ssels to the ocean, or to the western terminus of your road, and thence be carried to the Ocean, with- out the delay and charges of the Canal routes 7 A Committee of the New York Legislature on the feubject of equalizing tolls on the Erie and Oswego Canals, state that, “There is no route so cheap to England from Ohio for flour as by the way of the St. Lawrence River,” that, “The St. Lawrence Canal, which passes the rapids of the St. Law- rence River is not needed for the down trade, but only for the up trade, unless the vessels carrying it are to go from ports on the lakes to foreign countries, and will, when completed, have no effect on our commerce downward to Montreal. Already, steam vessels with cargoes have descended the rapids of the St. Lawrence. The St. Lawrence Canal facilitates the up commerce alone, and is not so expeditious and cheap as the channel of the river downwards ; should flour from the United States be admitted through Canada to England, duty free, every barrel sent from the United States would go through the St. Lawrence, and would never seek our Canals at all.” And the same Committee further state, relative to the comparative cost of transporting a barrel of flour from Cleveland to Albany by the Erie and Oswego Canal routes, that “Tolls excluded, it was cheaper by three cents to send a barrel of flour by the way of Buffalo, through the Erie Canal, than by the way of Oswego, through the Welland and Oswego Canal to Albany. Yet, by the advantages in tolls, the Oswego route was the cheapest by three cents seven mills and seven-tenths ; and it was so by the advantages in tolls alone. Jn mere freight the Erie Canal in its whole length was cheapest.” The Ogdensburg and Lake Champlain route to Boston may be said to come into competition with your road, and that its tendency will be to divert the Western trade from the St. Lawrence above Montreal. It remains to be considered whether you will be able to compete success- fully with this line. The distance to the Seaboard by this route to Boston, and the distance via the St. Lawrence and your road to the Seaboard at Portland, are very nearly the same. By that route, the transportation will be for the whole distance 397 milei 15 by Rnil-wuys, which arc to be operated by six and perhaps seven diflerent cor|)orations, each having a separate organization and management. The freight is landed on the west side of tlie City of Jioston, much of which must be trucked across tlie town for shipment or storage at an ex- pense for Hour of 4 cents per barrel. Jiy the Montreal route, the vessels which bring cargoes from tlie upper Lakes will continue down the river, descending the rapids or passing through the canals, at their option to Montreal, a distance of about 120 miles, where cargoes will be transhipped and transjiorted on a superior Rail-way of 275 miles in length, directly to vessels in the harbor of Portland. As it regards the time of reaching the Seaboard by these routes, there will jirobably be but a trifling difference. If a bridge is not constructed across the outlet of Lake Champlain, for the Ogdensburgh line, there would be another transhipment, or so much delay as to occasion an addi- tional disadvantage. With reference to the cost of transportation, there appears to be little doubt as to the superior economy of the Montreal route. Vessels arriving at Ogdensburg, with full cargoes, may in a few hours more and with but a very trifling expense, descend the St. Lawrence to Montreal; and as the facilities for obtaining return cargoes from that place will be far greater than at Ogdensburgh, forwarders will probably find it greatly to their advantage for their vessels to go through to the former place rather than to discharge at Ogdensburgh. But the amount of up freight will have a tendency, as before stated, to modify the prices of down freight, and the superior advantages of Montreal in this respect will hold out strong inducements to continue down the river to that point, at perhaps less proportional charges than to Ogdensburgh. The cost of transporting flour from Montreal on the St. Lawrence and Atlantic Rail-road to Portland, has been placed at 45 cents per barrel. If we make the same proportional charges on the Ogdensburgh line, the cost of transporting flour from that place to Boston will be 65 cents per barrel. If it can be done for less than this sum on that line, it certainly can be reduced, at least proportionally on your road, where the facilities and capacity of transportation are greater and the first cost of the road much less. If we assume the low rates charged on the Western Rail-road, and apply it irrespective of any supposed advantage of grades and first cost of construction to these lines, the charge on the Ogdensburgh line will then be 59 cents per barrel. Portland line 41 cents per barrel. Difference 18 cents per barrel in favor of the Portland line. It is quite certain that the additional cost of transportation of flour from Ogdensburgh to Montreal in vessels carrying large cargoes, and already loaded, will not cost 18 cents per barrel, or half that sum. It appears then that the total distance is nearly the same on these routes, but that nearly one third of the whole distance on the Montreal route is by the cheapest mode of transportation now in use, and the re- mainder by a Rail-way of a favorable character in every respect, while the Ogdensburgh and Lake Champlain route is for the whole distance by Rail-way, and is under the separate management of six or seven corpora- tions, adding to the time required for the passage, and materially increas- ing the cost of transportation. 16 In view of these circumstances, there appears to be little doubt but that flour may I)e transported on your road to the Seaboard from 10 to 12 cents per barrel less than by the Ogdensburgh and Lake Champlain route. And there is as little doubt that flour may be transported from Ogdensburgh to l^oston via Montreal and Portland, at less cost than by the Ogdens- burgh, Vermont, Central, and other Rail-ways to the same point; further, that there will be a material difference in the cost of transporting all descrij)tions of freight in either direction, in favor of your road and the St. Lawrence River. With this general view of your road and its advantages we proceed to submit an estimate of the business which may be reasonably anticipated on its being completed, its connections with other works perfected and the road in full and successful operation. PROBABLE RECEIPTS OF THE ROAD. 400,000 Barrels Flour to the New England States, New Brunswick and Nova Scotia at Is £20,000 400.000 Barrels Flour for shipment to Europe, West Indies, and South America at Is 20,000 Corn and other descriptions of Grain equal to 100.000 Barrels at Is 5,000 40.000 Barrels Pork, Beef, &c. at Is 6d 3,000 Through and Way Freight of all other descriptions equal to 80.000 Tons at 20s 80,000 Passengers, Through and Way, equal to 60.000 over the whole road at 15s 45,000 Mails 2,000 Total receipts £175,000 Deduct for expenses 50 per cent 87,500 Net Revenue ' £87,500 which is equal to 10| per cent, on £850,000, or if the final cost of the road should amount to £1,000,000, the net revenue is 8| per cent, on that sum. Comparing the above estimate of the business of your road, with that of the Western Rail-Road, Massachusetts, to which we have before re- ferred, we find that the revenue is considerably below the actual average receipts of that road since the first year after it was open to Albany, the revenue of which has more than doubled in five years, and that the net receipts of that road last year were nearly 100 per cent, greater than the above estimated revenue of your road. When it is known that the Western road has to contend with a direct and active competition, both summer and winter, and that its curvatures and grades are excessively heavy, on account of which the useful effect of locomotive engines is 33 per cent, less than on your road, it would seem that the preceding estimate of revenue is an entirely safe one. The construction of Rail-ways develops the resources, and adds greatly to the business of the country. The number of passengers and amount'of freight estimated as the probable business to be done on roads about to be constructed, are almost uniformly exceeded by the actual amount of business done, when brought into use. The estimated number of passengers for the Boston and Worcester Road, before it was completed, was 23,500, and before the opening of 17 the Norwich and Worcester and Western T?oads whicli connect witli it, tliey amounted to 78,000, and in 1847 lo f)84,000. "J’lu; nnrtjher of |)assen"ers estimated to pass over the Kastern Koad was ]til,700, in 1847 the actlual niimh(,*r transported was 8011,000. 4'lie estimated niittd)er for the h'itcld)iirf^ Koad vv.as 71,700 — there were transported the first half year, with only half that road in operation, nearly 10,000 more passengers than were estimated for the whole road the whole ye;ir, and in 1847 the nnmhcr was 481,000. The |)assengers estimated to pass over the Koston and Lowell Koad were 37.4C0, and the net receipts were estimated at $3(5,000, the former amounted in 1847 to 484,000 and the latter to $195,000. (Note C.) There is scarcely a Rail-Road in the United States j)roperly located which has not had an immense increase of business from year to year. (Note D.) The increase in the gross recei})ts of nine Rail Roads in Massachusetts from 1845 to 1817 inclusive, as deducted from the animal returns of the several corporations to the Legislature, is nearly one and a half millions of dollars, and six roads in the State of New York, show an increase of gross rcecifits in the same time of $781,048. The benefits conferred on the Stockholders from the construction of a work of this importance, is a minor consideration, compared with the vast benefits to the whole country in increasing the value of lands, and adding largely to its wealth and population. The increased valuation of property in Massachusetts since the introduc- tion of Rail-ways within her borders, is beyond precedent, and the annual accumulation is estimated at nearly 20 millions of dollars. Tlie following Statement shows the valuation of real and personal estate in the City ofRoston, at about the time the railway system was commenced in that State, what it was previously to the opening of the Western Rail- Road, and what it is at the present time. Real and Personal Estate in 1848 £40,590,100 Increase. “ « “ 1841 24,526,651 £16,063,449 « “ « 1830 14,754,000 9,772,651 Total increase since 1830 £25,836,100 The increased valuation from 1841, to 1848, seven years, is more than double the cost of all her Rail-ways. ^ The population within a period of 15 years has nearly doubled. The assessed value of the real and personal estate of the State of New York in 1834 was £114,669,496, and in 1848 it was £162,904,898, showing an increase in 14 years of £48,235,402, which is nearly four times the cost of all her canals and Rail-ways. The population of that State in 1830 was 1,918,608, and in 1845 it was 2,604,495, showing an increase of 685,882 in fifteen years. That this vast increase of wealth and population in these States is to be attributed mainly to the construction of Rail-ways and Canals, there cannot be a doubt. It appears from the immense expenditures made on Government Works, and the aid and encouragement extended to incorporated Comjianies by the several Legislatures of these States, that it is regarded as the sure means of developing the resources and wealth of the Country. The State of Massachusetts has subscribed stock or loaned ils Credit to different Rail road Corporations to the amount of $6,240,000 — and the State of New York has loaned her Credit to various Corporations to the amount of $5,345,000. (Note E.) 2 18 If we consider the immense locnl business which is immediately created on the o[)ciiing of Rail-ways and Canals tlirough'lhe Coniitry, and take an extended view of the vast and fertile regions of ihe West, and the amount of Merchandize which will eventually seek an eastern niarket, we ehall at once see the im|)raciicahility of accommodating that trade witli the present means of communication, and the certainty of success which will attend the opening of your line. To pass the trade of the Erie Canal in 1847, the number of lockages made at a lock near Schenectady was 54,^30 during the navigable season, and in the month of October 0,930 lockages, which, allowing for 31 days in the month, and operating the lock day and night, Sundays included, gives, as the time of making each lockage, 0 4-10 minutes, which evidently shows that as regards the number of lockages, this was nearly or quite the capacity of the Canal. By enlarging the vessels navigating the Canal, the tonnage, with the same number of lockages will be increased, so also it may be increased by doubling the locks, but a greatly increased numl)er of lockages, on certain portions of the Canal, would probably be impracticable on account of the difficulty of obtaining and passing the reqifisite supply of water. The increased capacity which may yet be given the Erie Canal above its present trade is a mere trifle cotri])ared with the vast trade of the West, which will continue to accumulate till the States bordering on the Lakes and the Territory West to the regions of the Upper Mississippi shall become densely populated. The total amount of freight which passed the New York Canals in 1847 was 2.8r)9.810 Tonf The amount in 1842 was 1 ,236,931 do Showing an increase of tonnage 1,632,879 do Or nearly 150 per cent, in the short space of five years. The vahie of this merchandize in 1847 was 151;| millions of dollars, while that of 1842 was only 60 millions, giving an increase in the value of. this commerce in five years of 9l^ millions of dollars. (Note F.) With such an increase of trade, the time is near at hand when it wdll far exceed the utmost capacity of the Erie Canal, even w hen enlarged through- out its whole extent. The astonishing increase of trade on the Western Lakes, within a few years, is such as to render it difficult to assign any proper limits to its future advances. In 1835, the State of Ohio was the only exporting state on the Lakes, and during that year there arrived at Buffalo 81000 barrels of flour, and 98000 bushels of wheat. 19 Tlic followin'; Statement shows the amount of the princiy)al profliictlons oftlie Western States which arrived at the same port in 1845 and 1847, and the increase.* Year. J Flour. barrels. Pork and Beef. — brls. Staves. M. Wheat. bushels. Corn, Oats, and Rye. bushels. Butter. kegs. 1847 1887000 80000 8800000 6489100 3379087 101584 1845 746750 57060 1170740 78470 [ 19975 Increase. 1110250 22940 4718300 3300617 1 81605 Tlie above is exclusive of the large amount of Lake Trade which went through the Welland Canal. In 1837, the Wheat and Flour passing Lakes Erie and Ontario, to be forwarded to market, through the Erie Canal, amounted to only about 35.000 tons, while in 1847 the amount was 486,000 tons. By referring to the amount of shipping on the Lakes at various periods, its tonnage and value, and the value of the commerce, we may perhaps form a more just appreciation of its importance, and the astonishing increase of trade within a few years. In 1825 there were hut thirty or forty small craft and one steamboat of 350 tons burthen on Lake Erie, and the first steamboat passed through Lake Michigan in 18*26 or 1827. In 1845, there were on the lakes, above Niagara Falls, 60 steam vessels, having an aggregate tonnage of 23,000 tons, and 320 brigs and schooners of 53.000 tons, the whole costing $4,600, OOO.f The shipping of all the Lakes in 1846 amounted to 136,833 tons, and was valued at $6,000,000. The amount of merchandize transported that year was 3,861,088 tons, while that of 1841 was 2,071,802 tons showing that the trade had nearly doubled in 5 years. The number of passengers transported in 1846 was 250,000, and the value of this business was esti- mated at $1,250, OOO.J The value of Lake Commerce in 1847, according to the Report of the Hon, Washington Hunt, made to Congress, was over 141 millions of dollars, or only 13 millions less than the value of all the exports of the United States in 1848, and nearly double the value of all the products received at New Orleans in 1846 and 7 by the Mississippi river. (Note G.) In all the immense territory which surrounds the Great Lakes, and which now produce this surprising amount of commerce, there was in 1816 but one organized State, and the total population did not exceed 500,000 souls. At the present time there is a cluster of six large States about these waters, containing a population of between four and five millions of in- habitants. Embracing the States and Territories whose trade will float over these Lakes to an eastern market, we have an area of nearly 300,000 square miles, or an extent of territory three times as large as the Kingdom of Prussia, and nearly twice as large as France. * Compiled from the report of the Commissioner of Patents, to Congress, 1847. t Letter on Lake Commerce, 1846, by James L. liarton, Esquire. $ Report to Congress of J. J. Abert, Col. Corps Top, Engineers, 1848. 20 Examine the position and advantages of this fivored region, which is almost encircled by those great inland seas, posstjssing an exuberant soil, a genial climate and all the elements of national greatness — survey these magnificent Lakes, with their five thousand miles of coast, their numerous liarbors, the flourishing towns and cities which already stud their shores, and the thousands of miles of natural and artificial channels of communication, collecting the rich products of the soil from every point of the compass, and pouring its treasures into these great natural reservoirs, — trace that noble river, the St. Lawrence, which forms the outlet to the ocean for these illim- itable waters, and which seem designed by nature as the great highway of nations, — consider tlie rajiid progress of this country within a few years past in population, in improvements, in commerce and wealth, — and picture its state a few years hence, when these fertile plains will tee n with an active and enterprising jiopulation, when rail-ways will spread a net work of iron lines over the wliole length and breadth of the land, when the vast agricultural and mineral resources of the country shall be developed and the Western Lakes be covered with innumerable fleets, bearing these exhaust- less products, — do all this, 1 say, and then estimate, if you can properly, the extent and value of the commerce of the mighty West. There is one other consideration which 1 cannot omit to notice, notwith- standing the great and perha[)S unreasonable length of this communication. It is this. By the completion of your ro.id, an immense trade will be drawn down the St. Lawrence and through your Canals, which otherwise will pass through other channels. As an enterprise which will largely increase the revenue of these works, the value of lands, public and private, and the wealth of the whole country, it cannot, I believe, be questioned that it is pre-eminently deserving of the favorable consideration and encouragement of Government. You will, I trust, excuse the liberty I have taken in addressing to you these views which 1 have been led to entertain of your great enterprise, and after the most careful examination and investigation of its merits in all its details, 1 feel the utmost confldemre in stating as my deliberate judgment, that if this undertaking is carried out on its original plan and principles, no work in this Province or the United States, of a similar character, will exceed it in the magnitude and importance of its results. With sentiments of great respect, I have the honor to be. Sir, Your obedient humble servant, A. C. MORTON, Civil Engineer. Tabular Statement of the Length, Cost, Receipts, Expenses and Net Income of the principal Rail-Roads in the State of Massachusetts for 1847. 21 Per cent, of Receipts for Expenses. Per cent, per annum on cost. Net Income. Pounds. Expenses. Pounds. Income. Pounds. Tons of Mer- cliandize ^carried. Number of Passengers carried. Total cost of Road and Equipments. Pounds. Length of Road in miles. Q C o I »0 lO O O O O Oj ^ o< a; cq , cq , ^ oo ^ oq CO 00 c 4 — --5 o 00 ^ >c c 5 o o >o O OJ CO o . CO 'rr ^ r- co cq o oi K 00 05 oi c4 lo oi CO 05 >-4 (» 0 C 0 0 > 05 '— l 05 C 0 OC 0 -f-f GO — O5Tf’kO00COO5C0C0CO»O-rtH I''. 00^05 00 or CO »n in CO of ^ co i>' oo" ^ CO lO CO CO r-, (M r-H r-l (Ot CO ».o C5 o^ o> rH COOOOTj^050^(Olt^COOf'^^ cq co” i6 -T o' oT c6 tC rH COlO'^05'^'^COG^(OJ(0{i— 05C00)0?TfO’^'^Q0OQ0t>.t>. X)t^cO'^oo — cocoooo;aoi>.io CO^OJ CO CO 05 >o of i'N,' o o" oT CO' 05 cf rf o QO' (OT -t(0»05Q005OC0C0'^C0C0(0il> i 00 00 1— iooiooocor^^^t>.(Mo^r-i — t^-^05rHOl000C0t^ rf '^^co t». CO^rH CO CO — ' o K CO 1 — ' (M 05 " 0 c6 00CCfQ0a0rt^'^l>.»0-^rHT}.G05OlOC0rH'^’:tr 00 co" 000; 00 05 05 05 Q0Of00t^C0OO ’^l»^iOrfGOCOCMCO CMi-lOt ?5C0050?’-i'-HG0OG0OaDl005 ■^05t>.OCOOCOOUOt>.OC0 4^ -^CV^r-,^'^CO^CO CO^O — 05^cq05 cq^ yT icT co" go' t-h -rf of 10 05' o" of 10 o" 0»0C0CMOC0Cr50JO0{<05t>.C0 l> CD o CO 1> — r -1 Oi Oi I-I CM h!« hW-hi^ lOCO’^'^05QOCOrfJ^OCOr-H o ® s ■kT ^ g O O o c o o Per cent, of Receipts for Expenses. 0 iOoo»co — ootcoo — crocD»oo O) O iC CJ »q O O'! »0 o O CO CO O *C »o ci CO K <>.' »o -t o rrJ o od cr. — ^ cc --r cC c.' COCOCOCOCOCO’^rt^CO'^COCOCOCOOi’^COCO 37.C8 37.68 35.38 Per cent, per *aiinum on cost. O O »0 O >0 »0 O »0 »C O iC O O lO o -n- ».0 Cj '7'f 4>» 4^ 4^ ic CO 4>- CO »0 O' 00 0>CTCd'-i'0^4>00 4>Joi — 10. 116 .15. Net Income. Pounds. Ci 4~^ CO 4^ 4^ Oi QO »0 Ci — C5 CC 00 CTi 0> -f r-( ^ Ci GO CO — — o OO — »0 lO CO CO o 00 — — CiD Of^CO^GO^O»^Ci >.0^0^0»^C^^cq_4''.^'X) OM->., »o" irT CO o "S of aS of i.cT if o cT -t ci cd od C:0CO-^COr}^4O^i-i(O4?0^CC!>^C4CO r-,r- 0 — ! 05 CO 40 G'4 X 4.0 04 'OCO*'-7 4^ 0 r-( r-l CV X Expenses. Pounds. C5»0— 'OOfOO-H— -(OJCOI^CO — COOiCO— ‘O GO 40 CO >0 »0 GO -T o -t OO 40 >0 05 04 CC iO GO '^'^1- cc' ocT ocT ^ --i ^ if -r o5 cT — cd t>.' of f> CO'^Or-. OJCO'-l'-lr-lOiOJCO r-(i-l rH % 05 X X^ 4d if cf 0 o» X — 1 — -H Receipts. [ Pounds. GO 05 GO CO (05 >0 O 05 !>. »0 GO 0> 4'» GO -f CJ CO 05 4^ 05 O lO 4.0 <>. CO CO -f CO »o r/j 4^ o> >o Jn. o CO 4C^rr^iO CC5 4»^04 4>-^40 05 ; 05 CO 40^C0^05 (0) jC cT 'rf t>.' 05*' 05 05^04 GO 05 id GO iC O OOC^40C0G004(04C040l^0504C0'^r-(04C0 0 X 04 • X X X 0 rt r~7 cT XXX GV X |i Number of Passengers carried. C0G0^'^05C0'^05 40O 40 40 Or^G04^C005 40 — COC04^0-^OOC0 4(0 — C0'-OC0'-t^C0O5 CO GO 40 40 04 4.0 04 00 CO i>» 04 CO —< CO O GO CO .'' lo" O 05" or 05 " CO O’" -t — 4'^' 0 C004C0 04 4005C0O-COC0 — 04 04r-4i— ii—( 1 —I 1 — I— Ir— (r— 1 i—l i~i — — 4^ X 40 — — X 4>.'' 40 o' X 0 CO 0X0^ Average Cost j j)er mile, j Pounds. t>. t>. — GO 40 0> 4>. — < 40 04 0 0> CO 05 CO GO 0 — — 00 CO 0 * -f 40 -r 4>. GO 05 — cr 0> CO CO 0 0 O^c^04 CO CO cqio 40 X 05 CO CO CO CO 4>.^X 05 4^ cd 4o" 10 ”' iGd x" 40 40 cd Tf 04*' of CO 1 5 649 5,711 6,647 1 1 Total Cost. Pounds. CO CO >0 X 0^4 40 00 4.0 1 — I ^ — 05 CO 05 0> 0 04 CO -f — CO CO 40 C5 — CO CO X X 0 0 X OC^CC X04CV— 00 — 0 04C5 4^XX40 4'^X ed }> GO oT 04 CO 04*' CO 04* GO X I-T <>.' X — if GO — , 'Tf 0 J> X X 05 C5 0,> 1.0 CO O' X X O X X 0> 4O4Ot>.O4O40'4 — rH04rt'!j<40rHr-i04 — CO 40 X X ^ C5 05 0 X 05 C5 od --f "O 40 4.^ i>. 0 r-' — cd Length' in miles. «-«4 Hh:!' xxcoxx — l>- 40 04 X 3091 40X4^40COt>.40C04>.40C01>40COf>.lOC04>. xxxxxxx xxxxxxxxxxx 40 X 4> T^l -rf4 XXX NAMES OF ROADS. ( Jtica and Schenectady . . . . ^ Jtica and Syracuse Uiburn and Syracuse. . . . . Luburn and Rochester ^nawanda Lttica and Buffalo 1-^ 0 - H 0 H 23 NOTE C. Increase of Passengers hj the cslahlishment of Rail ways. “From Baron Charles Diipin’s Report on the Paris and Oi leans Rail-way: “ Exf'eriofire has provf^d, both in France and ahrond, that in a short spaco of time the fiieility, expedition and economy afforded hy Railways more than doiihles the numher of passengers and the (piantity of tnerchandize. “ In order to support such statements, we will rpiote the followin{]f flicts relative to the Rail-ways of Belgium, England ami Scotland, in positions of extreme difference, and giving rise to a variation in the returns which far exceeded tdl anticipation.” Comparison of the nnmber of travellers conveyed daily throughout the whole or a portion of the line : Railways. JNo. of Passengers before the establislinicnt. Manchester and Liverpool 4C0 Stockton and Darlington 130 Newcastle and Carlisle 90 Arbroath and Forfar 20 Brussels and Antwerp 200 No. of Passengers after the establishment. 1,G20 630 500 200 3,000 Increase of the number of Passengers by the establishment of a Rail-way. Liverpool and Manchester 300 per cent. Stockton and Darlington 380 (( Newcastle ami Carlisle 455 (( Arbroath and Forfar 900 u Brussels and Antwerp 1,400 u Thus, even taking, as a criterion, the road on which the proportional in- crease is least of all, we still find that the nnmber of j)assengcrs will increase not only 100 hut 300 per cent. The transport of merchandize will expe- rience a similarly rapid increase. Progress In the conveyance of merchandize by rail-way compared to that of passengers. Year. Passengers. Tons. 1834 924.063 22,909 1838 1,248,552 161,501 1838 1,535,189 274,808 Thus while the number of passengers increased CO per cent, in four years, in the same time the quantity of goods increased 1,100 per cent. Extract from an Officifd Rei)ort on English Rail-ways, made to the French Government by Edward Teisserence, its agent, charged with the s[>ecial duty of making a study of these Rail-ways. “The Darlington Rail- way has produced, by its low rates of passage and freight, a com|»lete revolution in the region of country which it traverses. It lias increased the value of land 100 or 200 per cent. By these low rates the freight estimated at 80.000 tons has been increased to 640,000 tons. The passengers estimated at 4,000 iiave been increased to 200,000.” 24 The following extract on tlie influence of Rail-ways in developing the re- Fonrees of country, is taken from the second Report of ilie Irish Rail- way Commissioners. “On the Newcastle and Carlisle road prior to the Rail-way, the whole number of persons the |)ubhc coaches were licensed to carry in a week were 843, or both ways b8G. Now the average