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To THE President and Directors Or THE Port Huron and Lake Michigan Railway Company: Gentlemen, — In laying before the public a report on the project of a Railway across the upper part of the Peninsula of Michigan, from Port Huron, at the foot of Lake Huron, to Grand Haven, on Lake Michigan, the object of the undertaking will be best elucidated by my first sketching the geographical position and outline of the State, and briefly reviewing the history and progress of the principal Railroads already in operation within its limits. The State of Michigan is the largest in the Union, having an area of upwards of 100,000 square miles. The principal portion of this immense territory takes the form of a peninsula, or promontory, washed on three sides, east, north and west, by the waters of the great lakes, Erie, Huron and Michigan ; having a coast line of about 700 miles of navigable water, indented by com- modious bays and harbours. On the south it meets the fertile, wealthy and populous States of Ohio and Indiana. The extreme length of the peninsula, from its southern boundary on the Ohio line, to its most northerly point, on the Straits of Mackinaw, is about 280 miles — its breadth, where greatest, soiiio '200 miles. Across this peninsula there are already in existence two great arterial lines of Railway : " The Michigan Central " and tho '* Michigan Southern" Roads, traversing it from eW to west, and so placed with regard to each other as to be, in all essential points, eminently competing lin^s. They are parallel as to general direction, and where furthest removed from one another scarce 50 miles apart, whilst they often approach within 20 miles ; both lie in the extreme southern section of the State, the most northerly of the the two, the "Central," being at an avarage distance of not to exceed 35 miles above the southern boundary of the Peninsula, of the whole geographical surface of which nine-tenths may be said to lie to the north of its most northerly line of Railway. The eastern termini of these roads are on the waters of Lake Erie; to the west they connect with the thriving City of Chicago, in the State of Illinois. t An investigation of the business and financial returns of these two routes, rivals as they are, cannot fail to create a lively conception of the progress and vast resources of that portion of the United States commonly denominated the " Far West," the commerce of which region is yearly increasing in a ratio to which the history of civilization furnishes no parallel. The Reports of the Directors and Superintendent of the Michigan Central Road, of June, 1853, are highly interesting, and, I may add, instructive, documents. The length of the road, within the State, is 217 miles — its cost has been eight millions three hundred thousand dollars, — of which a little over four millions were raised by shares, the balance on (mainly eight per cent.) Bonds. This road has paid dividends as high as fourteen per cent, per annum, and never less than eight per cent, I have attached hereto, detailed statements, in tabular form, (viz.. Appendix A,) exhibiting the earnings and cost of working the Central Road for some yearq past, as published by its Board of Directors. The " Michigan Southern Road" presents a still more favourable picture. It has been in operation less than three years^ in June last a semi-annual dividend of seven oer oent. was deolared. fiv« the t 1 » ^ p^r uent having; been paid on the provious half year, making the total dividend for the year, twelve per oent upon the capital stock. The Central Rond earned la^t year one million one hundred and fifty thousand dollars; the Soulhorn, one million three hundred thousand. By fur the largest and most profitable portion of the business oi each of these systems in derived from " way truOio :" alwut 70 per cent, of tlie earnings of the Central Road being of that denomination : and in this branch of their trade each succeedir)g Annual Re|)ort shows a steadily progressive increase, both of passengers and merchandise, over the preceding year's exhibit. Instigated by two such examples of the successful resuhs of railway enterprise in the State of Michigan, the construction of another great arterial line is contemplated : a line which will command the trade of a section of country far greater in extent than that which the rival lines, above referred to, divide between them, and unsurpassed within the State for salubrity of climate, or fertility of soil. The " Port Huron and Lake Michigan," or ** Michigan Northern" Railway, to lie some 50 miles north of, and parallel to, the Central, is designed nearly to bisect, in a due east and west direction, the peninsula already described. Port Huron is situated a little below the foot of the lake of that name, on the west bank of the liver St. Clair, and directly opposite to Port Sabnia, the Western Terminus of the " Grand Trunk Railway of Canada." The width of the river here is half a mile, the water deep, forming a commodious and safe harbour, with a current just rapid enough to prevent it from ever being ice-bound, a ferry plying between the two ports the year round. A short distance above these terminal points, the river, at the " dcbouchement" of Lake Huron, presents (excepting a portion of the Niagara River below the Falls,) the narrowest point on the waters between Lake Superior and the Sea — the width between banks for some distance being only a little more than 800 feet. On a due east and west line from Port Huron the width of the Peninsula is iust 200 miles, to Grand Haven, on Lake Michigan. //6- H 6 the point contemplated us the western tenninus of our road, and whore there is a spacious and well sheltered harbour. The same line produced intersects the flmirishing City of Milwaukee, occupying a commanding position on the western coast of the lake, and the commercial metropolis of the great State of Wisconsin. The Delrnit. Daily Tnnes, speaking of the business prospects A' the "Port Huron and Lake Michigan Railroad," thus compares the extent of territory tributary to the Central and Southern Roads with that from which the Northern Line would draw its revenue. «uthern Michigan and Michigan Central Railroads, and the total area of the counties wb.ich these two roads pierce, is only 8,066 square miles, while the third, fourth and fifth tiers of counties, that must, per force, give th.nr trade to the Port Eluron and Lake Miciiigan Road comprise over 1,400 square miles." Subjoined is a list, with the census returns for the ypars 1837 to 1850, inclusive, of the «' fourth tier" of counties, those to be pierceo --y the Port Huron and Lake Michigan Railway. I 1837 1840 1845 St. Clftir IdTpi'er (ii'iu'SHi^e.... SInr.vvassee Clinton Ionia K..nt Ottawa 1 1 3f.73 2r>()2 2754 ll8t .52!) 1028 2022 G2() 4f;nG 42«;5 42()8 2iu3 lfil4 HI23 2587 704 75fi2 5314 92h6 3921 3010 5101 6153 ' 1417 14418 99070 41744 1850 10411 7026 12031 .5233 5102 7597 12917 5587 There has been a large immigration into these counties since the last census (1850) : competent judges estimate the increase of population since that time at 33 per cent., which would give, for the eight counties above named, a preseni population of over 81 000, Aiiowmg ihe kuihu ratio oi iiiu«caoc \kj issv- i.—^- -. ft» Pkokttmount /d L counties adjoining, on either side, those through which the road is to pass, we will have a total present population of 175,000 souls on which to base our calculations of the business prospects of the enterprise. The following extract, from the official return of the valuation of real and personal estate in the counties named, is pleasingly illustrative of the rapid advance of civilization : — 1851 1853 Increase. ' St. Clair Lapeer % 677,261 25 406,400 88 735,209 23 4ll.6t;6 49 332,783 00 515.993 67 883.014 78 481,847 23 3,909,044 00 1,666,118 59 3,114,356 00 1,280.488 00 1,16^.959 00 2,007,218 87 3,562.828 00 1,322,479 7 J 3,231,782 75 1,2.'>9,717 71 2,379.146 77 Genossee 868.821 51 Shiawassee ....... Clinton 832,176 00 1,491,225 20 Ionia. 2,679.813 22 Kent 840.632 47 Oiia«;a 4,444,176 53 18,027,492 16 13,583.315 63 For products, importations, state of agriculture, &c., in these counties, according to the last official census, I refer you to Appendix B. The natural characteristics of the country along and adjacent to the line of road are in the highest degree conducive to settle- ment. My first exploration of the rout-? was in the month of September, when the luxuriant crops of corn which waved over the cleared lands, and the heavy burden of fruit under which the peach trees in the gardens were weighed down, combined \6 form a pleasing picture of agricultural wealth, leaving no doubt upon the mind as to the productiveness cf the soil, and inducing a conviction that this section of the State is destined at no distant day to rival in population, products and civilization the most favoured settlements anywhere to be met with on the continent. The principal Streams which water this region, are, on the east, the Saginaw, having a northerly course, and falling into Lake Huron in Saginaw Bay, 50 miles abo/e our line of road. On the west is the Grand River, discharging into Lake Michigan nt Grand Havsn, our western termintiH. This river takes its rise /bd «„.H of o. .oaa ..cH «^ . « - Vn,.,e of Ly.,. « miles from Grand Ha«n. I has » »»'' "J „.f„, .„d „„es, -f ™S '';-t: Jbus t'or :;' a*,s .ribu.a., .o .ho (erlile valley. There "« ™™ |^ ^^t prominent are, .«o leading ones above ^7;'^;:^ -sitassee^S-oney River, *." M ri;d the Thornappl, unimportant, viewed as obstacles to tnr;'t::tr:::iorbu:.n<^ -ighi; ferau.ing character to the country they irrigate. The region north of the tier of counties to be penetrated by the its Pine Timber, aireaay ui measttrf,) about one /mndred tfnd «even/,y miZfeons 0/ J^''\f''l ' aDoui one extremities where it cuts That indicate a soil Well adapted for agriculture; the Oak, m railway. In order fully to explain the value of a timber trade to the V^irti ::^^ havJreferLe, it wiU ^ ^J^^^^J^tX^l Itl^ indispe„«. ie to its -— save t^e - -c.-n.^. J.-*.— .its suDolies of which are already drawn m vaa m jer— Its supplies ^j^^ demand for „ r^rn spur of the peninsula of Michigan o.. n-^;^ -« Lfts may be made upon it for a century s.iH« b«is of Gvp««. «. .mporUM 'i^i^rtf commerce even «ow, tctog ™p<»ted t^oth. .ttent^f ::::^four thousand ton. annually, and '^^^J^^^^^ velue onee proper facilities to truwponauon .»~. .».- ^ .^te^MSHttt yrons, 75 )OMt 150 ful and w to the lesit ere» (y Rivelfir stacles to sr to the ed by the quality of )r export measurey) sre it cuts ig (wherft of timber 3 Oak, in i a source ,ffic to the I the tegicfii irk that the can furnish American icle of lum- t quantities demand for Y increasing 1 be difficult itaining fifty ihe wigwam it may, th^ jet whatever :\he valley of BA important ;he eitent of brae of '^M«t j7lr «~.~ — '; kiod. Coal is found at Corunna, midway of the route, and although the beds have not been so fully tested as to properly define their extent, it is mined in sufficient quantities to be in common use in the forges of the neighbourhood. The towns and villages touched by the line of road are, Lapeer, Flint, Corunna, Owasso, Lyons, Irnia, and Grand Rapids. This latter, ranking us a city, has a population of upwards of five thou- sand inhabitants : is a well built and prosperous town, possessing, in the falls of the Grand River, a water power that I have rarely seen surpassed, and which has already been turned to good account for manufacturing purposes, by the enterprising inhabitants of the place. The other towns noted all exhibit a steady, healthy growth, indicative of their being the business centres of fertile and culti- vated districts. The general "contour" of the country is of uniform character: undulating, with occasional "oak prairies" and gravel ridges. The Bridging not of formidable character, the Grand River being the only river, properly so called, to be crossed. The " allignement" of the road will be good, there being few points where a less radius of curvature than one mile need be resorted to. The waters at the Termini, Lakes Huron and Michigan, are on the same level, and the greatest elevation on the route but 300 feet above their surface ; ♦he summit being attained by a gradual ascent at 35 miles from l-iake Huron. The gradients generally need not exceed 35 feet per mile, except in the vicinity of Grand Rapids City, where the importance of touching at so commanding a point for business will render it expedient to resort to some short planes of 50 feet in the mile. The road can be perfectly constructed, on a specification similar to that of the Grand Trunk Railway, with Iron Bridges, Station Buildings of Stone or Brick, Rail 63 lbs. to the yard, &c., for forty thousand dollars ($40,000) per mile; or, the length being assumed at 200 miles, for a total outlay of eight millions ($8,000,000.) Before closing this report, I will touch n»re fully on the source^s whence the returns for such an outlay are to be looked for. Thus far I have treated " The Michigan Northern Railway'* project as a local one, pertaining to the State of Michigan. I wonlH B .he A.tn.io«ith those of the Pacific Ocean. of Canada. ^I>'-';,7,r:.'':rLr Michigan (S5 ™i.es.) and distant from it by the wimn „erclal metropolis -nds ^^'■XT'oXl^^r^r,,^""'"^'^"^ " pop-'-- of the great Stale of Wteoonsin, ai ^^ ^^„ of mi/w souls ; which. --'7 ',"f/7,i^; f: Jpar West, may - -Vom the -f^f^:;'Y^:^X:Lue within the next be counted upon as liKeiy, u '^^ five years. , , „ou,d here beg leave to refer you -o *e ^PJ^^^^^'^^f^t States and Canada and to direct your a— , /\. f„m Port. Grand Trunk Railway ^'°"'^f'~Z momng the banks of ,e„d, State of Maine to Moneal,^h«.ce_o ^g ^ the St. Lawrence 10 Toronto trom j^^, „„der westerly direction to Sarma;-at «h'='' J°'J^ „ .,o„g ,he .he 43rd parallel of [^^^^^^^^^^Zmrou, Grand Haven, parallel, westward, you w 11 '"'"'^^ ,;„, f,„„ Lake Ontario kiwaukee: all points in '^J^^l^'f beyond Milwaukee, 160 ,0 the broad ^est; and s«ll P-rsumg y^ ^.^^.^^ ,!ver a. P'-'""'-^ :^„^f , Je vast Minesota Territory, already immense State ol 1°" ; ''"j J^f^, ,,,,ge .„ civilized life, and past the first stage of '"»''"°" ' ° , „^ i„d„„rial population, Lined to be '>-;^^;;-^ "^ the wild, but fertile, praire. ZT^^C^^ undisputed pssion cf nomadic tri... of Indians and countless herds olbufi-alo. c P™irie.du.Chien the Mississippi is navigable, downwards, FromPrai le-dul. _^^^_ ^^ ^,,„, ^ gt. 1500 miles to he (>u. ^^^^^„ ^ Pauls, at the Fa Us "'St- Anthony , i^ ^^ ^ ^ ^_^.,^_^y daily plying do-l^,*! -"If. r'! Milwaukee .o Madison. f % I Pkotomount ended fres of i oppo* ater — .ailway } routCj miles,) itropolis pulation as well sst, may the next e United ite of the om Port- banks of generally ise under ilong the d Haven, :e Ontario ukee, 160 Mississippi id out the y, already d life, and population, lie, praires ladic tribes lownwards, nilee to St. teamen are is a railway to Madison, vill be com- 11 pleted in less than three years ; and though, by the time the Mis. sis>ippi is reached, we have travelled due west twelve hundred miles since landin^j on the Atlantic coast, and four hundred and fifty miles since crossing from Canada into Michigan, we are siill scarcely more than on the threshold of the Far West ; which, like the mirage on its prairies, seems ever to recede before the bewildered traveller, lost in the immensity and fertile sameness of the regions that surround him. With a long route from the West, terminating at Milwaukee, and the gigantic Trunk line of Canada, terminating at Sarnia, a link between the two, such as the "Northern Michigan" road would be, must command an immense through travel. Nor need the break in the chain, caused by the crossing of LaKe Michigan, be looked upon as detrimental to the interests of such a line. Let Railways prosper as they may, declare what dividends they may, the time will never come when the Great American Lakes will be destitute of passenger steamers. The effect of the " Michigan Southern" and "Michigan Central" Railways, each catrylng 250,000 passengers annually, has been to set afloat Steamers to surpass in size, splendor, and motive power, the largest of the " floating palaces" that had previously been launched upon those waters ; and there are vessels now upon the stocks intended to outdo, in all particulars, those magnificent specimens of marine architecture, such as the "St. Lawrence," the " Mississppi," &c. which now form the connection, in opposition to Railways on the south shore of Lake Erie, between the ports of Detroit, Sandusky, Cleveland, and Buffalo. The traveller, eastward bound, from be' yond the Mississippi, or westward bound from Lake Ontario, weary of a long day passed in the railway carriage, will joyfully hail a sunset view of the clear waters of Lake Michigan and the prospect of a night of rest on board the steamer awaiting him in the harbor of Milwaukee, or Grand Haven. The traveller for the East awakens next morning, at the port last named, to take his seat in the train for Sarnia, where he arrives at 10 a. m., and at three in the afternoon of the same day finds himself in Toronto, where, if he be travelling for pleasure, as thousands from the South and West do in summer, he may again take the water, for the sake of enjoying the scenery of the St. Lawrence ; the man of business, bound for the Atlantic cities or Europe, will keep the rail to Mon. / 12 treal and Portland, or else cross the Lake to Niagara or Rochester, ^0 e En^'^^^^^^ about to seek a ho.e in tHe,far We-^^^^^^^ offer so speedy a voyage across the ocean as Ha.ifax and Portland . „f : e thenL to his'destination so great convenience an d.re ness as that through Canada. Northern Michigan, and Wis- consin. The following table gives the distances on the route above laid down from the^Mississippi, at Prairie-du.Chien to "p- '^Uy of Portland in the State of Maine. It would be difficult to lay down any much shorter route from Wisconsin, the upper part of t:: and' the whole Minesota Territory, to t^e A antic ; an^^^ n route, however short, to any seaport north of he 40th p el, which the " Michigan Northern Railway will not be a hnk. TABLE OF DISTANCES. Piairie-du-Chifn to Milwaukee......^. M"" Milwaukee (per .teamer) to Grand Haven | 1^0 Grand Hnven to Por' Sarnia 'j g^^g i 168 I Milei. Port Samia to Toronto ToTonio to Kingston Kingston to Montreal. Montreal to Portland . Total distance from Mississippi to Atlantic! 165 178 290 615 343 290 i 1,248 The carrying out of a contemplated " air-line" route, to improve .„ thrMontrefl and Portland section of the Grand Trunk, will reduce the above given distance by about 40 miles. The fact of two competing lines, dividing between them so smiu a portion of so large a State, making - ^andsom Zrns or the capital expended in their construction, as the "MiX gan (Antral'' and » Michigan Southern" Railways do might alls be taken as sufficient guarantee for the success of the ^Po Huron aad Lake Michigan" project, even had we no oer data on which to ground our expectations ^e ave h we er a large and rapidly inx^reasing population, -"^ ^ ^^'^^ ^^^^J^™ ;:rLry, adapted to all V^^^^^X^Zl":^^ I fkotomount 'f^ 13 Jooking forward with confidence to a paying through business. Carefully compiled statistics of Railway traffic in the New Eng- land States and the State of New York, extending over several years, have ascertained the average local receipts from the territory tributary to a Railway to be equal to three dollars (.^:j) per head, per annum, of the population. The statistics of the Micliignn Cen- tral Roud tally singularly closely with those of the oldf-r States. In a Report by Mr. Higham, Chief . -ngineer of the " Oakland and Ottawa Railway," I find it stated that the "average local or domestic receipts of the Michigan Central Central Railroad for the last five years have equalled $86. 4« per square mile— $3.02 for each inhabitant, tributary to that road." I have already shown that we may count on a present population within our legitimate territory, of 175,000, and may fairly calculate on its having increased to 235,000 by the close of the year 1858 ; allowing three dollars as the sum that each inhabitant will contribute indirectly to the sup. port of the road, we will have from local sources, in 1858, a revenue of $705,000— equal to but $50 per square mile of a terri- tory from which at the expiration of another four years' interval we may reasonably expect to derive an income at least equal to the present average receipts of the Central road— $86 per square mile. In the matter of through business I do not fear to be charged with estimating too hopefully if I assume that in the year 1858 this great Northern route will draw as many through passengers as the Central, with a powerful rival close by, did in 1853 ; upwards of 77 500. For through freight, I will also assume last yeai's ton- nage of the Central road (supposing but thirty per cent, of the whole to be of that denomination) as the pro''able minimum amount of that portion of your business five years hence. Estimating on which basis 50,000 tons of merchandise would pass through, from end to end of the Michigan Northern Railway, within the first twelve months after its completion. From the foregoing data I arrive at an estimate of Revenue from the first year's business, as follows : — LOCAL BUSINESS. 835,000 inhabitants, in 14,000 square miles of Terriiofy, a» $3 each $705,000 ///'■ •1 f 14 THKOUQH BUSINESS. 310.000 77*100 Passengers at $4 .....-■ ••;;;•;; 212.500 50 000 tons Merchandise, at $4i ••; f o.ooO Miscellaneous Uems " ^,^ Gross Earnings From which deduct _ . o-c State Taxi of one per ceni. on v 614 875 ^ • .«r ending June, 1859, $662,625 Net Earnings, year enaing j»» Bei„gafrac«o„(sup^ing.heo.Mto^|^^^^ cent, for .he first y-"' "'"".t.rn o/~in. wi.h . view .o „.y have visi.ed Nonhern »» "^ ^^ ,,„, haven,.rked ascertaining their resources, and who a, ^^^^^^^ R,i,„,y, .he rapid progression .n wh>ch *» "ade^J ^ ,„. ,„,. .„d admit U increasing, will pronounce "^ »»™;;^, „,„„ „„ capital so tha, whatever may be shown '^^^^l^ ,„ .jvance fifty per invested, four years hence, -"M^^' , „f .i^^t mil- cent, in the four years ne« '"«^ "f" „„„,„Uion of the Port „„„, of dollars 'herefore, emb ked ,n th ^ ^^^^^^ ^^ ^^ Huron and Lake Michigan Railway m g ^^^^ .^ ^^ ,0 yield dividends of twelve and a half per P after the year 1862. . „f workins the road at 4.5 per cent, of I have assumed the cost of *"""«' „f working the the gross earnings: that being the average exp Central road for five years past. ,„ „, calculations of r^^-^' ^^^ ^'^LlX -^ open for business by the olose of 1857. • ., ^ ^^e time ,L year, there would ^e »» « - ^^^.J, „f ..^ work stated. The f-"'^""" ^"^ZZm be deHvered at three point, simultaneously are good ; the I™" «>" " »„d (by aid of the Grand „„ .he ""-P-' «"-• «;ti,e;e:st 1 Lake Michigan), and River navigation) Lyoi« (75 m-les^ast^.^^.^ ^^ ^^^__ ^,_^ tV »,„rU of track-Uying thus accomp" ^^ in^ ..->-- _ . , . earned on iiwm e«.^.- — ordinary time-supposing it had to be the route only. sr cent, of orking the fhocomoui /f^ Siper )se who view to marked ailways d admit ipital so fifty per light mil- ihe Port m as safe m in and 15 The close of 1858 is the period fixed for the completion of the Grand Trunk Railway of Canada— eight hundred miles from Port- land to Sarnia. Its interests and yours are nearly allied j and the event would be equally a momentous one for the projectors of these great undertakings and for the vast extent of territory they traverse, were they both to be thrown open to the travelling world in the same year. By that time Milwaukee will have completed her line across Wisconsin to Prairie-du-Chien. A celebration held upon the same day on the shores of the Northern Atlantic and the banks of the Upper Mississippi, in honor of their union by the completion of twelve hundred miles of Railway, would be an event not the least worthy of record in the History of our Iron Roads. I have the honor to be. Gentlemen, Your obedient Servant, W. SHANLY. •■'■'■'''''^^* «««««. .■-* *--- , - . - . i i, v- ii - > A < -u- i /mru-a\jT-< road to be g the work )y xhe time r the work three points ' the Grand jhigan), and ;ss than the aar>H end nt / ^-(^ f % Pkokomount V t 8> (0 o ? S ? 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