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In 1847 the consumption by those States of produce of the west, was estimated from best authorities at 700,000 barrels of flour and 100,000 barrels of pork and lard. With the increase of their population the consumption must increase, especially of flour, the soil of the New England States not being well adapted for raising wheat. The River St. Lawrence and the Si. Lawrence and Atlantic Rail-road must become the great channel through which the produce of the West intended for the Eastern States, whether for their con- sumption, or for their trade with Europe, South America, the West Indies, or Nova Scotia, New Brunswick, and the Fisheries. The greater facilities afforded by this route and its cheapness in com- parison with all others, must eventually turn from the Erie Canal, and even from the Mississippi, a large portion of the trade now borne en their waters. In proof of this it is but necessary to state that bring- ing into comparison the advantages of Montreal over Albany, as two points equi-distant from Cleveland, the point of departure com- mon to both, a vessel (propeller) of 3000 barrels burthen, will leave Cleveland, reach Montreal without breaking bulk, discharge her cargo, reload at Montreal and be back at Cleveland before the produce intended for Albany will have reached its destination. In this latter case a vessel of similar burthen leaves Cleveland, reaches Buffalo or Oswego, there discharges her cargo into five or six canal boats, which are then towed by horses through the canal at a necej;- sarily slow rate, impeded still more by very numerous lockages,— the six barges requiring numerous relays of twelve horses, and reaching their destination in from twelve to twenty-four days, according to the press of boats at the locks, exclusive of the time required to reach from Cleveland to Buffalo or Oswego, and o! unloading and reloading, whereas the same vessel would have reached Montreal by the Lakes and River St. Lawrence in five days ; therefore did not the practice prove it in effect, still it musi be evident from the above position of those two routes, that the on( to Montreal nmst be the cheaper one. In 1848 flour has beer landed in Montreal from Cleveland for thirty cents per barrel. The lowest CO seven ty-fo leaving a ( Bail-road gradient, n rally level feet per i •urmount ; miles, whi Portland, b distance, ( the level r< ' The sup thus inconi the St. Lav t par with into the tra i the Cost of From CI Albany If forvva Freight f By Rail- From CI « CI By Rail- Differene Route, ever ToBosto To Portli ^ 8 Shipment (u West IndieB, South America, and Europe, - - . - I'i ludian Corn, say Flour, barrels Total barrels. 500,000 1,100,000 200,000 1,300,000 PROBABLE RECEIPTS FROM FOREGOING 1,300,00 barrels flour at Is. 2d. 50,000 « Pork, « Is. Gd. Merchandize, 50,000 Tons 208. Cattle, Sheep, Pigsi, Horses, &c. Salt, Lumber, 10,000 Tons, at lOa. Fuel, 30,000 Cords at 5fi. Population, 100,000 at lOs. Mails, Foreign travel, 10,000 at 15e. * Probable Gross receipts, £231,166 13 4 Deduct for expenses of working line, (In State of New York, 37 per cent of Receipts, in Massachusetts, 47 per cent)=to 42 per cent. 97,090 POSITIONS. £70,416 13 37,500 50,000 2,500 750 5,000 7,500 50,000 2,000 7,500 4 Probable net revenue, £134,076 13 4 ♦ In this Estimate of Passenger traffic no estimate has been made of the number of Emigrants who are Ukely to adopt this Road to wend their way to the West. The Emigration to New York in 1848 was 200,000 souls. Their Transportation to the West is tedious and costly, removing from the Steamer to Canal Boats and again to Steamers, losing their luggage, &c. — It is under- titood that as soon as the Road is completed to Portland several large Shipowners in sending their vessels for Lumber to Nova Scotia and New Brunswick, intend to seek Emigrants at the different Ports of Europe, Innd them at Portland, there take in Flour and other stores and proceed to their destination to load with timber. This is suggested to them by the advantages tiiis Road will offer to Passengers who reaching Portland will immediately start for Montreal where those large Propellers will receive them and convey them at once to their desti- nation, at a cheaper rate than by the New York route, and without being sub- jected to the same inconveniencies. From this source alone in all probability 50,000 Passengers of Second Class can be reckoned upon producing at 7)6 each an additional Revenue of £18,750, which has not been entered in this estimate. mich wo £780,000, tfibroad ma upon the king is on( themselves The ad' vince, shoi ozclusive ( 4Uid its inh Every r power. ] Country w of improve linger it is he the com In the U #hich intei of every k In those alone, not r^d, or ca The inde entirely in i and unhesi ponsibilitiei s4en the 8e( ( The Stat all proporti Most unl the British 8# far as to cbnventioni States or n( ' On the Isirge amour 9 500,000 1,100,000 200,000 1,300,000 TIONS. ),416 13 4 r,5oo ),000 >,500 750 ),000 ?,500 },000 2,000 r,500 1,166 13 4> 7,090 ^OTe 13 4 sen made of the end their way to 00 souls. Their cm the Steamer cc. — It is under- arge Shipowners unswick, intend t Portland, there on to load with )ad will offer to Montreal where ce to their desli- thout being sub- n all probability icing at 7)6 each in this estimate. which would give upon uie total cost of the Road to the Lines, £780,000, including equipment, a little over 17 per cent, thus leaving $>broad margin for any over-estimate of traffic; such reeulta accruing upon the completion of the road, its position as a private underta- king is one highly favorable to all those who may have interested themselves in the speculation. The advantages accruing to individuals must accrue to the Pro- vince, should the work be carried on by it, or through its means, exclusive of the benefits to be derived by the Province generally, 4Uid its inhabitants, from the completion of this Road. Every new line of Rail-way made in a Country adds to its power. Rail-ways have become necessary to the age, and the Country which has them not, must fall behind in the onward march of improvement, and in the developement of its resources — and the linger it is suffered to do so, the greater and more unfavorable will ht the contrast, which it will present to the world. In the United States they are well aware of the increased value #hich internal improvements and communications give to property of every kind. In those countries works have been undertaken for that object alone, not for the mere return which the work, whether rail-way, r^d, or canal, would make of itself. The indebtedness of the several States has been incurred almost eiltirely in making great internal improvements. And in the coldness atid unhesitating way in which they have incurred debts and res- ponsibilities for the purpose of developing their resources may be 80en the secret of their unrivalled prosperity. ( The State is in debt, but its citizens have been enriched beyond all proportion. Most unfavourable comparisons are made by travellers who visit the British Provinces and the United States. And some have gone 8# far as to state, that travelling along where the boundary is a mere cbnventional line, they could at once tell whether they were in the States or not. On the one side the State Governments become shareholders to a lairge amount in great public works, lead the way, and do not hesitate ^titm 10 to incur debt, I'or making what has been termed " war upon the wilderness ; " employment is given, and by the time the improve- ment is completed, property has been created and the employed become proprietors. On the other side the Provincial Governments do not take the initiative in the same manner, and hence in the settlements and in the Provinces generally, may be seen this marked difference in the progress of people who are identically the same in every respect. Until the British Provinces boldly imitate the policy of the States in this regard and make war upon their " wilderness," their progress will continue to present the same unfavourable contrast. The creative or productive power of canals, rail- ways, &c., may be traced in the history and progress of the State of New York. The Erie Canal was commenced in 1817, and completed in 1825, at a cost of 7,143,789 dollars, or jei,4.00,000 sterling. In 1817, the value of real and personal property in the City of New York, was from official documents estimated at £16,436,000 sterling. In 1825, it was estimated at je21;075,000 sterling. In 1829, the population of the ? .te was 1,372,000, and in 1840 the population of the States was 1,918,000. The canal was found so inadequate to the traffic, that between the years 1825 and 1845, a further sum of je4,600,000 was expended in enlarging it. Making the total cost to that date £6,000,000 st. or $30,000,000. It has been seen that in the City of New York — In 1817, the official value of real and personal property was 1835, Being an increase of 2f times in 18 years, For the state of New York — Ir. 1817, the official value of r'^al and personal property was 1835, Or an increase of nearly £45,000,000 sterling in tho value of property, altribu'ved chiefiy, if not entirely, to the formation of the canals. £16,436,000 £4^,567,000 £63,368,000 £110,120,000 In 1831 697,357 t # And or hands of whole of The ne expenses ( £449,270 Villages The po] In 184( £128,500 It will I wealth en revenue tc . The foil apme of tl subject. ' Total ir Jai Credit c ' Total li{ As secu Ccmmonv^ shares in t Haverhill. Public p roa Receipts Rai Ditto frc If -i^*^^ " war upon the ne the improve- id the employed } do not take the tiements and in difference in the jvery respect. cy of the States ," their progress rast. vays, &c., may !^ew York, ipleted in 1825, ing. In 1817, of New York, 00 sterling. In In 1829, the ) the population hat between the 1 was expended )r $30,000,000. £16,436,000 £4^,567,000 £63,368,000 £110,120,000 in tho value of )rmation of the 11 In 1836, the amount conveyed t» tide water by the canal was 697,357 tons. s And on the 1st July of that year there had accumulated in the hands of the commissioners an amount sufficient to extinguish the whole of the outstanding debt incurred in its construction. The net receipts from all the State Canals, after deducting the expenses of collection and superintendence, for the year 184'7, was £449,270. Villages, towns and cities, have sprung up along its course. The population of the State, which was — In 1810 959,949 was in 1845 2,604,495 In 1846 the value of real and personal property was estimated at £128,500,000. li will be seen from the above, therefore, that in addition to the wealth created for individuals, the canals produce a large annual revenue to the State. , The following extracts from the financial affairs and statistics of apme of the States, may be quoted in illustration of this part of the subject. 1847. Massachusetts. ' Total indebtedness of the State, 1st January, 1847, $999,654 Credit of the State, lent to Rail-roads 5,049,555 ' Total liabilities of the State, $6,049,209 As security for the redemption of the scrip lent to Rail-roads, the Commonwealth holds a mortgage on all the roads, and also 3000 shares in the Norwich and Worcester, and 1000 in the Andover and Haverhill. Pensylvania, Public property, canals and rail- roads at original cost, $28,657,432 Maryland. Receipts from Baltimore and Ohio Rail-road, $42,402 Ditto from Canal Companies, 11,550 $1,110,000 $19,246,000 15,122,503 408,916 45,000 581,434 1,519,467 12 JVorth Carolina. Debt of the State, on account of Rail-road Companies, Ohio. Debt contracted for the sole purpose of the construction of Public Works within the State, Canals, 820 miles m length, cost Net receipts in 1846, after paying repairs and expenses. In 1810 the population of this State was In 1820 - . - - In 1840 - - - or tripled nearly in twenty years, during the progress of her canals. Michigan. Debt on 30th November, 1845, $4,394,510 Total length of Rail-roads finished and belonging to the State, 222 miles. The consequence of those several States taking a part in the construction of Rail-roads has been a large increase of the public revenue, as well as an increased value of the property of every citizen in each State, as seen by the immense difference in the assessed value of property at different periods before and after the construction of these works— in Massachusetts the value of pro- perty has tripled within ten years. It may be contended that a State has no right to interfere in undertakings such as Rail-roads, which ought to be left to indivi- dual enterprise ; but it must not be forgotten that it is the first duty of every nation, as well as for its mterest, to afford its citizens, by every means in its power, the facilities for the acquisition of the conveniences of life, and even the means of acquiring wealth ; for the wealth and happiness of every nation are but the aggregate wealth and happiness of its people ; so that every measure which is calculated to promote the welfare and happiness of individual communities, a wise government will be willing and ready to adopt. Apart from those considerations affecting the welfare of ever}' individual in the community, the trade to be created by the St. jl^awrenct revenue 1 f)raing fn ^nals, w peaboard fixtent of our canal; find boui reports, i iJQtended I required ( the produ and progr proposed be fully produce c Theac ping whi( one. It for bteam ployment labourers; capital, \ To tht Lawrenc( ealculatic canals, si ,, On i,a On50j or nearly {o say tl amount ) better km %,^ 13 $1,110,000 $19,246,000 15,122,503 408,916 45,000 581,434 1,519,467 s of her canals. $4,394,510 %g to the State, g a part in the e of the public operty of every ifference in the ire and after the e value of pro- it to interfere in e left to indivi- is the first duty its citizens, by quisition of the ing wealth ; for it the aggregate measure which ss of individual ready to adopt, elfare of ever}- ited by the St. I^awrence and Atlantic Bail-road irn ecome a source of direct revenue to the Province from the tolli lo be levied on the produce ^ming from, and going to, the west, passing through our public ^nals, which now finds its way through other channels to the leaboard of the United States. Nor can limits be fixed to the fpctent of the produce of the West which may thus find its way over our canals ; the immense extent and fertility of the west will hardly find bounds to its productive powers. On reference to official reports, it will be found that the produce shipped west of Detroit intended for eastern markets was in 1834 — — nothing, in 1845 it required over Two hundred thousand tons of shipping to bring down the produce raised west of Detroit! and at this rate of production and progression, with all the lacilities for transportation the several proposed channels oflFer, still before many years elapse they will all be fully occupied, and the cry will still be, make more room for the produce of the west. The advantages to be derived from the immense amount of ship- ping which this new trade will require must be apparent to every one. It will give an impetus to ship-building, erection of foundries for bteam machines, require the erection of storehouses, give em- ployment to a larjre number of hands as crews, machinists, and labourers, besides drawing into the Province large amounts of capital, which will thus find a profitable investment. To the Provincial revenue the trade to be created by the St. JLawrence and Atlantic Rail-road, predicated on the foregoing calculations would bring, in the shape of tolls on passing our canals, say — , On 1,350,000 barrels of flour, pork, &c. at 9d £50,625 ( On 50,000 tons merchandize upwards, at7|g 18,750 * jee 9,375 or nearly Seventy thousand pounds annually ; and it would be safe to say that after this route will have been fully established, this amount will increase as the great facilities offered by it become better known. i.ii i'liaiiiiii wmm 14 The following tables of the Length, Cost, and Returns of the several ^g'^'^^^^® * Bail-Roads in the State of Massachusetts, which are entirely depen-t^e Road, oi dent on local traffic, and without possessing the advantages of beingor^® Provii such thoroughfares as the St. Lawrence and Atlantic Rail-Road will*o *h6 lines become, still shew very handsome dividends, although as yet^'cations b( these Roads are but in their infancy, and that several of them'o render p interfere with each other, being rivals. without this RAIL-ROADS IN MASSACHUSETTS. Montreal, NAME OF ROAD. Boston and Lowell, > Boston and Maine, Boston and Provi Jence, Boston and Worcsster, Connecticut River, Eastern, Fall River, Fitchburgh, Lexington and West Cambridge, Nashua and Lowell, New Bedford and Taunton, Norwich and Worcester, Old Colony, Pittsfield and New Adams, Western, oad • Total Cost Cost W S of Road Length c inM and Equipment per Mile. DOLLARS. DOLLARS. 26 1,956,719 75,258 73 3,021,172 41,385 48 2,545,715 53,014 58A 4,113,609 70,318 38 1,106,156 30,714 58 2,937,206 50,641 42 1,070,988 25,499 5U 6| 2,406,723 221,309 46,732 34,047 14^ 500,000 35.087 21 483,882 23,042 66 2,187,256 33,140 44 1,636,532 37,196 19 446,352 23,492 118 6,982,233 59,171 8 9 7^ 8 7 8 * 10 * 10 8 * * The Cost of the St. Lawrence and Atlantic Rail-Road, (under $25,000 per mile) being on the average much less than that of the above Roads and the traffic likely to be greater, there can be no doubt but that the Returns will be equal to the estimate herein made, and that it will b<5Come a profitable investment to those who may have taken stock. To the Public, this Road will offer the best security for any * Reports of Dividends not furnished. J 15 nsofthe several Legislative aid it may receive, whether in the shape of Loan to entirely depen-tl^e ^oad, or by Stock being taken by the Province, or by the Credit ntages of being of tjhe Province being given to the Road, to ensure its being extended Rail-Road will to the lines. It will complete the magnificent chain of commu- though as yetnications between the East and West through Canada, and tend jveral of them to render productvie those great Works of the Province, which, without this Road, must be considered as incomplete. rs. Cost a per idend 1847. Mile. > (5 DOLLARS. 75,258 8 41,385 9 53,014 n 70,318 8 30,714 7 50,641 8 25,499 * 46,732 10 34,047 * 35.087 10 23,042 8 33,140 * 37,196 H 23,492 * 59,171 * GEORGE DESBARATS. Montreal, 22d February, 1849. -Road, (under lan that of the here can be no stimate herein it to those who uurity for any M