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Les diagrammes suivants illustrent la mdthode. by errata led to ent jne pelure, fapon d 1 2 3 32X 1 2 3 4 5 6 :-:-s h > -i '/.r . ' ■? i ''■'•'/.//• 5r -»,',;- ^is^tehea/t Lah't ^m. »il, A, I Kaliiii Kfftnflliam Hiuokrii'ld . W.iKelield v/v. ' ■■>:-f^.:,. uuwsh'r ilMIIE^ L^^o. ^^.-a^ T 1 f i v\am."mmBmm. .^1 A/ s // ./ r I ;• 1 I 'I'' R i: P O K 1 ON IHK ST. LAWREKCE & ATLANTIC RAIL-llOAD, ITS INPLTJENCE ON THE TRADE OF THE ST. LAWRENCE, And Statistics of the Cos\. and Traffic of the NEW YORK AND MASSACHUSETTS RAIL-llOADS, BY A. C. MORTON, CIVIL ENGINEER. MOxNTREAL . FRINTED AT THK CANADA (JA^ETTE OKflCE. 1849. / - J-. I I A u i: V O R T ON THE ST. LAWRENCE & ATLANTIC MIL-ROAD, &LC. &C. Montreal, 10th March, 184-9. HON. A. N. MORIN, President of the St. Lawrence and Atlantic Rail-lioad Company. Sir, As the Corporation over which you preside is an applicant for Government aid, upon which, in the absence of other means, you must mainly depend for the further extension of your road, it is regarded of much importance that all information tending to establish its character as an cnterprize worthy the confidence of capitalists, and vvcU deserving the favorable consideration of the Government, should be laid before the public. My connection vvidi the work led me, at an early date, to an investigation of its merits and its claims upon the public for sup- port ; and in the hope that I may contribute some useful informa- tion in addition to that published in the valuable Reports of tho Company, I beg leave to submit some general obscrvalions relative to the commencement and progress of the enterprize — its present state — its connection with other works, and the probable revenue that will be derived from its business. ACT OF INCORPORATION, &c. The Act incorporating the St. Lawrence and Atlantic Rail-Road Company was passed INIarch, 1845, which authorizes tho construc- tion of " a llail-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 Sherbrooke, 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 Connecticut River as that the said Rail-Road may best connect with the Atlantic I ■?■ i f ( and St. Lawrence Kail-Road to be constructed from Portland in the State of Maine, to the suid Boundary Line, there to connect with Uie said Rail-Road hereby authorized to bo made ami completed }'* and it further authorizes the construction of two brunches to liie main line, to wit : one located on the south side of the St. Jiawrence to a point opposite tlic City of Quebec, and the other to the Boun- dary Line in tho Township of Stanstead, or elsewhere in tl»e 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 jjroviaions, aflording inducements for advantageous investments by capitalists, while at the same time the rights and privileges of the public are fully guarded and protected. 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 continuous lino to the Seabourd, it is proper to remark that the Legislature of the State of Maine also, during their Session of 184'5, had previously passed an Act similar in its provi- sions with your Act, incorporating a Company under the title of the " Atlantic and St. Lawrence Rail-Road Company," for the purpose of constructing a Rail-Road from Portland to the Boundary Line, there to connect witii your Road. By the two Acts, the entire line between the St, Lawrence nnd the Seaboard is placed under the control of only two Corporations. Under these Acts the requisite stock was subscribed — the two Corporations 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 were three feasible routes approaching the Boundary, and that these in part would pass through portions of the States of New Hampshire and Vermont. It therefore became ne- cessary that that Corporation should obtain a recognition of its Charter from those States. The Board accordingly made application to the constituted autho- rities of these States, and Acts were passed by the Legislatures of '#; both, constituting thi Atlantic and St. Lawronoc Rail-Roiul Com- pany a Corporation within thoir respective limits, ciothiniT ii witli nil necessary authority, nnd givin,^ the control of the whole line from the Atlantic to the boundary to one and tho same Board of Di- rectors. A Committee of Directors from both Corporations, duly aijlho- rized, met in the sp ing of ISIO, and entered into an a^rreoment on the part of their lespcctive companies, subsequently adopted and ratdlcd l)y these companies, with reference to the. execution of the surveys, the determination of ihe point of jun^iion of the two Roads, and uniformity \u the general plans of construction. This a^'rcement also provides, that when the two Roads arc com- pleted and open to the public " Rules and Ro|fulationd for con- ducting the business of tho Road shall be adopted, predicated upon the broadest and mo.^t enlarged principles of mutual con- venience and accommodation, and with a view to advance tho joint and reciprocal interests as well of the contracting parties as of the public.*' I liave deemed it proper to allude to these preliminary measures in order that tho pul)lic 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 enterprize early availed thcmsebes 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. f^- '* Extensive explorations were made to determine the route gene- rally between the St. Lawrence and the St. Francis Rivers, which resulted in the adoption of the most northerly route passing through the village of St. Hyacinthe and the Townships of Upton, Acton and Durham, and reaching the St. Francis Valley in the Township of Melbourne. This being determined, the location of the Montreal Division ex- tending to St. Hyacinthe was commenced, and in the fall of ISiC completed, and the work placed under contract. During the same time, an approximate location of the road was made through the St. Francis Valley, and also a preliminary survey of one of the main routes crossing the highlands, between the waters of the St. Francis and Connecticut Rivers. The results of these explorations and surveys were the determi- nation 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 un- usually favorable character, and that the more irregular and broken grounds to be passed over by the road were confined to a compara- tively short distance of 25 to 30 miles near to or approaching the Boundary — there, from the conformation of the face of the country, a variety of routes were suggested. In the Spring of 18i7, the Surveys were 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 pressed 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 f Lennoxvill^ i distance of a. .out 100 miles from *he St. Lawrence river. A third Survey was also made to the Boundary Line. i The results oi' tlie Surveys of this last year are in a high degree gratifying to the friends of the entcrprize. 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 reduc- tion saves in (hstancc to your road 4.07 miles, with more favorable gradients, and an improvement in its general direction. Gratifying as these results may appear, there is still a reasonable probability of a further reduction of the distance on the part of the American Corporation. The length of your road by the last Survey will be 126 j^o 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 probably 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 com- pleted and opened for business to that place on the 27th of Decem- ber last. COST OF ROAD. This is a subject about which there may be diflerences 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 completed. 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 IMontreal Division, extending to Acton, 45 miles, made December, IS-iC, amounts to the sum of ^£2745000, giving an average of JC()088 per mile for the whole distance. ■ i ■Jk> f,, t'> -tp-v iirTTr \ 8 •I In the last Annual Report of the Company, the cost of that part of the Division extending to St. Hyacinthe, now in operation, is stated at j£6,192 per mile. This inchides a liberal allowance for ballasting the track, and also an additional Locomotive Engine, &cc. amounting to ;e26,902, equal to -£S96 per mile. There are certain deductions made from the cost of this part of the Division by tho 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 pro- gress of the work it was deemed important to provide for a second track at particular points, such as the Richelieu river bridge for in- stance, 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 obtain- ing secure foundations. It must be also recollected that on this portion of the road has been erected the expensive und difficult work, the Richelieu river bridge, which cost iJ22,000, while on the remaining 15 miles em- braced in the estimate there are no such expensive structures. Notwilli standing these important considerations, the cost of thla part of the Division per mile, as stated by the Directors, is very nearly the same as the ?-'cragc 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, and the final cost of the whole 45 miles if con- structed in the manner contemplated, will not exceed the 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 confi- dence may be attached to the originally estimated cost of the whole road. The total estimated cost of the whole road, determined approxi- mately from the first preliminary line run through to the Boundary, is £850,000 currency. And although 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 cons- truct the road in a substantial manner and cover all ordinary con- tingencies. 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 form?, the superior advantages of its location, and the bearing it has on the commercial 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 objecticti urged against this route as a great thoroughfare, 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 tlye St. Lawrence route the superiority in every respect, is a short, cheap, and expeditious communication between Montreal and the Sea- board. This, it is maintained, will be accomplished in an eminent degree by the completion of the Portland Rail-way, which, from its favor- able position, reaches the Atlantic Coast by the ehortest feasible 10 ►-V!--* *■ ; route, with gradients and curvatures equal or superior to most of the great leading lines which are striving for the Western trade. The first and most important connection of your road, therefore, is with the extended natural and artificial navigation opening to the vast and fertile regions of the West, and securing to it in a great de- gree the immense trade which will descend through the St. Law- rence 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 fer- tile valley of this stream for a distance of 30 miles, when It arrives at the point of divergence of "inother 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. 11 The construction of 100 miles on the part of American Corpo- rations 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 Corporation and extended to Connecticut river, thence down its valley to the vicinity of Guildhall, Vermont and Lancaster, New Hampshire, when it will connect with the proposed Rail-road pass- ing down through Meredith and Concord to Boston, and aflbrding another line of communication with central Now Hampshire 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 Stale of Maine to the Province of New Brunswick. It diverges from the Atlantic and St. Lawrence Rail- way 27 miles from Portland, and extending through a rich and po- pulous district, reaches Waterville, a flourishing town on the Kenne- bec River, in a distance of about 55 miles. A portion of this line is already in operation, and the whole road is expected 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 Naviga- tion, on the Penobscot River, which, with its other advantages, ren- ders it an important point on the Great Eastern line of Rail-ways. I \ §■ 12 H f II It is hai'dly 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 superiority and advantages over the ordinary gauge, v^'hich is claimed and, I believe, generally conceded to that of your line. The field in this direction is unoccupied, and every considera- tion favors the supposition that this gauge will prevail to the east- wards, 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 Pro- vince of New Brunswick, as settled, a vast field for 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 communi- cation at the Atlantic terminus of your road, it is hardly necessary to do more than to refer to a map of the country, herewith sub- mitted, when its advantages will be quite appareui.. 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 Brunswick, and to the interior of the Cou:)try 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 com- munication 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 communica- tion with all the New England States and the State of New York. It will be observed that, as it regards the shipments of every des- cription 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. 13 sub- Neither is there room to doubt that if it is deairod to forward Merchandize direct from Montreal to the wharves of lioston, that 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 competi- tion 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 cent. 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 ship- ments to Europe. To these natural advantag'is are added those of a favorable loca- tion of the terminus, which secures to the road 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 connections with other great channels of trade, most of which 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 traf- fic with your local trade must we base our estimate of the value of its stock and its claims on the public for aid fur its completion. 14 m With reference lo the character of the country along the line of your road, its resources and Boil, I will observe that it passes through an interesting portion of Canada, embracing the Seigniories of Longueuil, Montarville, Chaml)ly, Belo'il, Rouvillo, St. Charles and St. Hyacinthe, all of which are in a high state of cultivation, and thickly populated. Thence, after reaching the St. Francis Valley, the country is in an advanced 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, ihe road descends into the Connecticut Valley, ihe garden of IS'evv 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 ferti- lity 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 Val- leys of large streams, it passes by, and in the vicinity of water power of unlimited extent, which at many points is already im- proved 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 cf 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 po- pulation of large districts of country, which, owing to their position, will be furnished with their supplies 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 breadstufts to be exported to Europe, South America and the West Indies, and from imports of Merchandize, Sec, for Canada and the Western States. 15 The great sources of wealth of the New England States are Commerce, Manufactures, and the Fidheries. The soil is better adapted to grazing and the growing of some of the coarser agricultural products, consequently they do not produce sufficient brcadstulf for iheii own con9UMi])tion. The State of Maine, with which the trade of your road is more intimately connected, possesses unlimited advantages for Manu- facturing which are now about to l)e brougiit into extensive use. Her large Rivers, and numerous Harbors, give great value to her Navigation and Fisheries, and facilitate those valuable branches of her trade, lumbering and ship-building, in which she exceeds any other State iu the Union. The lumber which she annually produces amounts to 650 mil- lions of feet, and the tonnage of the vessels which she annually puts afloat amounts to 28 per cent of the wliole tonnage of vessels built by all the Stales in the Union, and exceeds that of New York by 21000 tons. In the amoiuit of tonnage of her 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 Boston, New^ York and other places, 500,000 barrels of Flour, over 1,000,000 bushels of Indian Corn, and 75,000 barrels of Pork. The State of Maine is largely engaged in the West India and South America trade, supplying diose markets with her Lumber, Fish, &c. Western produce arriving at tide water throngli this channel would give employment to a large amount of Sliipping, and by adding breadstufls 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 I v^ jt r ?, 16 II \\ these articles would be extended by this new channel of trade, and vessels would ))robably have lull freights in both directions. These products delivered at Portland Harbour 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 supplies of breadstulTs from the United Slates. 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 Mississipi Valley is shipped at St. Louis 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 portion of the supplies of the State cf Maine, New Brunswick and Nova Scotia, and parts of Vermont and New Hampshire, 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 mentioned, who will receive their breadstuffs through this channel, and will otherwise contribute to its freight and passenger business, may be, 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 will be benefitted by the road and will contribute to its business^ amounts to 700,000 souls, making a total of one and a h y H \ 17 at half millions of inhabitants who aro directly or indirectly interested more or less in the construction of your road, and from whom you may expect business for itd 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 State^^, and i)articularly those of Massachusetts directly illustrative of this subject. I have accord- ingly prepared Tabular Statements of a number of roads (See Ap- pendix Note A and B) showing the cost of construction, and of operating, the tons of freight, and number of pass-engcrs transported, and the receipts for 184-7. By Statement A, it will be seen that the tliirteen roads embraced in the table have an aggregale lenL'jth of 581. i miles, and have cost £7,721,4.23— that the total income was jei,2!)5,475,— and the expenses of running and maintaining these roads were £()0 1,3 17, which l)eing deducted from the receipts, leaves a net annual revenue of je634',101', equal to 8,~u per cent on the whole cost. The expanse of running, ike. viras 50 per cent of the receipts. There were transported over these roads 5,336,988 passengers, and l,72i,S88 tons of Merchaiidize. 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 appears that the number of passengers transported on these roads is over five times the populaiion of the country in which they are located, and that the amount of Merchandize trans- ported is about 1| tons to each inhabitant. The large amount of travel and tonnage compared with the popu- lation is extraordinary, and must be attributed to the elVects of Rail- roads in stimulating every branch of industry, and promoting greater intercourse among the raassca of the people. 2 18 i'- !^ i Thoao results appear more surprwing, when it is recollectetl that those roads aro chiefly confined to the limits of one small State, or an area of less than 8000 8(iuare miles, and that many of them run nearly parrallel, and Bome aro in direct competition with each other. On account of thcdiflercnt state of the country and its improve- ments, and the dilTorent character and pursuits of a portion of the inhabitants, we .should not bo warranted in applying this proportion of passengers to the poi)ulation 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 tiie actual population, and assuming the amount of freight to be ^ of a ton to each inhabitant in place of I'i tons, as shewn by the operation of those roads, it would appear a safe esti- mate 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 proportion 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 £lir),000 Deduct for expenses of running management, &c. — say 50 percent _ 57,500 Giving a netrevenuc 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 vvliich 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 Wor- cester road the last of the series of rail-ways extending from Buffalo to the Atlantic, connecting also with the Erie Canal at Albany. It however differs from it in the larger amount of curvatures and heavier grades, the maximum inclination being 83 feet per mile. 19 It has to contend witli strong competition with anotlier rnil-rontl, and with the Hudson river during; the seaHon of navigation, yet, notwithstanding these disadvaniagcs, and its c>.travngant cost, the net revenue in IB-i-? amounted to 8 per cent on £2,11)2,000, its pre- sent C08t. The gross receipts, the firat year, after the whole line was opened, and before its connections were perfected, were JCOlO per mile of road, which, if applied to your road, the length of which is 127 milep, would produce £116,713, or deducting 5u per cent for expenses, a net revenue of JGr)8,35(>, which is nearly 7 per cent on thcesiiniated cost. It is however maintained that the position and conntrtions of your road, as a chaimel through which 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 transportation, is not surpassed by any in the world. The total distance through the St. Lawrence and the lakes to Chicago, from Montreal, is 1330 milen, and in tV)is distance there are but tiii 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 vshich 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. The Welland canal is designed for vesaels of 400 tons, and the St. Lawrence 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 appre- ciated, and there hai not yet been time to realize the beneiits 2 • I '1 il, 20 which will result from experience and improvements in the manner of conducting the business of transportation and the effects of com- petition in lowering rates. The amount of up trade has an important bearing on the cost of down freight ; and tiiis being largely increased by the completion of your roau, 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. 1 1 fcc • « Ji QJ r/l >^ nj w >■ a ' ■7) is • 1 tn QJ ^ c J^ rt 0) l-H 1 ROUTES. »f Cana n — mile ge of V tons. umber c shipme 1 of Rai miles. mum gr per mil cupied i aboard- \ o ^ D •! ength c tio to Maxi Ft. .S-5 ^- ^ H To Boplon, via Erie Canal and Wt'.>torn Rail-load • • • 200 363 80* 2 200 83 14 To Portland, via St. Lawrence Ri- ver and Portland Ruil-way. • ■ • 534 6G 400 1 275 50 81 r\ DilTerence 331 21)7 320 1 75 33 5i) ' \!. * Taking one of the heaviest laJcn boats per day, -which arrived at West Troy from Black Rock, the averafre for the year 1818 was 71 J tons. Canal Commissioners' Report, January, 1819. n i: o • I o « o bjQ 2 K 14 8i "%) 21 The following Statement exhibits the cost of transporting flour per barrel, on these routes. ERIE CANAL ROUTE. From Cleveland to Buffalo 12 centa. " Buffalo to Albany 70 « " Albany to Boston _ 30 «' Total to Boston 112 cen'ts. If carried thence to Portland 10 cents. Total to Portland 122 cents, ST. LAWRENCE ROUTE. From Cleveland to Montreal-. 40 cents. " Montreal to Portland _- 45 " Total to Portland 85 cents. If carried thence to Boston 10 « Total to Boston 95 « From this, it appears that adopting the average rates of transpor- tation 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 Hour at Boston is 112 cents per barrel, and if forwarded to the State of Maine, an addition of ten cents, making a total of 122 cents per barrel. By the St. Lawrence route the cost of delivering a barrel of flour, allowing 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 fivor of the route via the Montreal and Portland road, to the Seaboard, of 27 cents per barrel. If however, we make the charge on the Portland road, without reference to the diflcrence in grades', the same in proportion to it3 1! 22 length, as is charged on tlie Western Rail- Road, the cost will be reduced to about 41 cerits, 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 ;i differ- ence 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 Cleve- land to the Seaboard is 5 ^ days in favor of the St. Lawrence and Portland route. The greater extent of Canal navigation, and an additional tranship- ment, aid not only to the time required, but materially increase the cotjt of transportation 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 in the down- ward passage there are but about 36 miles of Canal navigation. The Erie Cancl is navigated by vessels of small tonnage, drawn by horses at the rate of 2 ^ miles per hour, while 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 times the number of tons in each cargo. The vessels on the former route can carry fi um 700 to 800 barrels of Hour, but those of the latter carry 3000 barrels. These disadvantages of the FIrie Canal route cannot be overcome by the enlargement of the Canal or other improvements. It may be said that the Oswego route to Albany 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 feel, 23 with the same disadvantages of small cargoes and transhipments as by the Eiie Canal route. The mere question of increased distance, if it occurs on Lakes and navigable Rivers, where the cost cf ♦ransnortation 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 considera- tions still more important. Thus, a barrel of flour is transported from New York to Liverpool for f)0 cents, but the freight from Builalo 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 tranship- ments, and broken voyages, or will they continue undisturbed in the same vt els to the Ocean, or to the western terminus of your road, and t' 3 carried to the Ocean, without the delay and charges of the Cc.ui routes. A Committee of the Nf.v York Legislature on the subject of equalizing tolls on the Erie and O.'wego 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 Dt. Lawrence River is not needed for t!ie down trade, but only for the up trade, unless the vessels car- rying 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 facili- tates the up commerce alone, and is not so exi)iditious 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. Law- rence, and would never seek our Canals at all." And the same I » li 1 1 I 24 Committee further state, relative to the comparative cost of transport- ing 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 way of Buflalo, through the Erie Canal, than by the ^vay of Oswego, through the Welland and Os- wego Canal to Albany. Yet, by the advantages in tolls, the Oswego route was the cheapest by 3 cents seven mills and seven-tenths ; and it was so by the advantage in tolls alone. In mere freight, the Erie Canal in its whole length was cheapest." The Ogdcnsburgh 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 whethe» you will be able to compete BUCcessfuUy with this line. The distance to the Seaboard by this route to Boston and the dis- tance via the St. Lawrence and your road to the Seaboard at Port- 'and, are very nearly the same. By that route, the transportation will be for the whole distance 397 miles by Rail- ways, which are to be operated by six and perhaps seven diflerent corporations, each having a separate organi- zation and management. The freight is landed on the west side of the City of Boston, much of which must be trucked across the town for shipment or storage at an expense for flour of 4? cents per barrel. By the Montreal route, the vessels which bring cargoes from the iij .-er 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 transliipped and trans- ported on a superior Kail-way of 275 miles in length, directly to vessels in the harbour > f Portland. As it regards the time of reaching the Seaboard by these routes", there will probably be but a trifling diflerence. If a bridge is not 26 constructed across the outlet of Lake Champlain, for the Ogdcns- burgh line, there would be another transshipment, or so much delay as to occasion an additional 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 Ogdensburgh 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 car- goes from that place will be far greater than at Ogdensburgh, for- warders 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 advan- tages of Montreal in this respect will hold out strong inducements to continue down the river to that point, at perhaps less propor- tional charges than to Ogdensburgh. The cost of transporting flour from Montreal on the St. Law- rence 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 faci- lities 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 ad- vantage 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. 26 i I II It 13 quite certain that the additional coat of transportation of flour from Oirdensburgh to Montreal in vessels carryinj^ 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 Montrsal route is by the cheapest mode of transportation now in use, and the remainder by a Rail-way of a favorable character in every respect, while the Ogdonsburgh and Lake Champlain route is for the whole distance by Rail-way, and is under the separate management of six or seven corporations, adding to the time re- quired for the passage, and materially increasing the cost of trans- portation. In view of these circumstances, there appears to be little doubt but that Hour may be 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 Boston vij. Montreal and Portland, at less cost than by the Ogdensburg, Vermont, Central, and other Rail- ways to the same point ; further, that there will be a material ditference in the cost of transporting all descriptions of freight in either direction, in favor of your road and the St. Lawrence River. With this general view of yoMr road, and its advantages, we pro- ceed 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. i 27 ri of flour cargoes, half that on these e on the I now in iracter in ain route separate time re- of trans- ;tle doubt ird from md Lake may be Portland, md other material freight in :e River. we pro- asonably ler works 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, Gd 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 £85C,000, or if the fmal cost of the road should amount to JG 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 referred, we find that the revenue is considerably below the actual average receipts of that road since the first year after it was opened 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 eflect 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. 28 il! It The construction of Rail-ways developes 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 the Norwich and Worcester and Western Roads which connect with it, they amounted to 78,000, and in 184-7 to 548,000. The number of passengers estimated to pass over the Eastern Road was 121,700, in 1847 the actual number transported was 893,000. The estimated number for the Fitchburg Road was 71,790 — 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 year, and in 1847 the number was 484,000. The passengers estimated to pass over the Boston and Lowell Road were 37,400, and the net receipts were estimated at $36,000, 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 properly located which has not had an immerise increase of business from year to year. (Note D.) The increase in the gross receipts of nine Rail-Roads in Massa- chusetts from 1845 to 1847 inclusive, as deducted from the annual 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 shew an increase of gross receipts in the same time of $781,048 dollars. 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. H,'f>uukji«mwu* 29 and adds ed as tlie cted, are 3SS done, Worcester opening I connect 10. The load was )0. The lere were iperation, \G whole 10. The .^ell Road ,000, the 195,000. properly less from n Massa- le annual early one of New time of nstruction compared the value The increased valuation of property in Massachusetts since the introduction of Rail-ways within her borders, is beyond precedent, and the annual accumulation is estimated at nearly 20 millions of dollars. The following Statement shews the valuation of real and personal estate in the City of Boston, at about the time the Rail-way 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 (I (I ; 30 f it ■. ifi The State of Massachusetts has sul)srribcd stork or loaned its Credit to different Rail-road Corporations to llie 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.) If we consider the immense local business which is immediately created on the opening of Rail-ways and Canals through the Coimtry, and take an extended view of the vast and fertile regions of the West, and the amount of Merchandize which will eventually seek an eastern market, we shall at once see the impracticability of accommodating that trade with the present means of communication, and the certainty of success which will attend the opening of your line. To pas^ the trade of the Erie Canal in 1847, the number of lockages made at a lock near Schinectady was 54,230 during the navigable season, and in the month of October 6,930 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 6,\ minutes, which evidently shews 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, virith the same number of lockages, will be increased, so also it may be increased by doubling the locks, but a greatly increased number of lockages, on certain portions of the Canal, would probably be im- practicable on account of the difficulty of obtaining and passing the, requisite supply of water. The increasef^ capacity which may yet be given the Erie Canal above its present trade is a mere trifle compared 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 Mississipi shall become densely populated. The total amount of freight which passed the New York Canals in 1847 was _. 2,869,810 Tons The amount in 1842 was 1,236,931 do Shewing an increase of tonnage 1,632,879 do Or nearly 150 per cent in the short space of five years. 31 The value of thia merchandize in IS-A? was 1511 millions of dollars, while that of 1842 was only 60 millions, giving an incieape in the value of this commerce in five years of 9\\ millions of dollars (Nolo F.) With such an increase of trade, the time is near at hand when it will far exceed the utmost capacity of the Erie Canal, even when enlarged throughout its whole extent. The astonisliing increase of trade on the Western Lakes within a few years, is such as to render it dilficult to assign any proper limits to its future advances. In 183r>, the State of Ohio was the only exporting State on the Lakes, and during that year there arrived at IJutfalo 8G000 barrels of (lour, and 98000 bushels of wheat. The following Statement shows the amount of the principal pro- ductions of the Western States which arrived at the same i)ort in 184-5 and 1847, and the increase.* the. 1 9 do Year. Flour, barrels. Pork & Beef, barrels. Staves, M. Wheat, bushels. Corn, Oats &. Rye- bushels. Buttpr. Kegs. 1847 1887000 80000 8800000 G489100 3379087 101584 1845 71G750 57UG0 1 170710 78470 19975 Increase. 1110250 22940 4718:JC0 3300617 81605 The 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 Canrd, 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 * Compiled from the Report ofthe Commibioncr of Patents, to Congress, 1847. fu 32 may perlmps form a moro jiist appreciation of its importance, and the astonishing incrcuac of trade within a few years. In IS^') there were but ihirty or forty small craft and one steam- boat of 3r)G'tons burthen on Lake Erie, and the tirst steamboat passed through Lake Michigan in 1826 or 1827. In ISi^jthcro were on the Lakes, above Ningara Fallf, 60 steam vessels, having an a^r^rcgato tonnage of 23,000 tons, and 320 brigs and schooners of 53,000 tons, the whole costing !fj4',60O,OOO.« The shipping of all the Lakes in 181'6 amounted to 136,?3G tons, and was valued at $6,000,000. The amount of merchandize trans- ported that year was 3,861,088 tons, while that ol ISll was 2,07l,b02 tons, showing that the trade had nearly doubled in f) years. The number of passengers transported in 1846 was 250,000, and the value of this business was estimated at $ 1,250,000 .f The value of Lake Commerce in 184-7, according to the Report of the lion. Washington Hunt, made to Congress, was o\er 141 millions of dollars, or only 13 millions less than the value of all tho 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 mil- lions of inhabitants. 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. * Letter on Lake Commerce, 1840, hy Jamoa L. barton, Esquire. + Report to CongresB of J. J. Abert, Col. Corps Top. Engineers, 1848. i,«t- CO) and steam- samboat Bteam 20 brigs 0.« ;3C tons, ze irans- (41 was f) vRars. )00, and e Report )\er 141 of all tho he value 7 by the it Lakes, roe, there lation did ites about five mil- float over of nearly 29 as large France. 1848. 33 I'iXaminc the position and advantages of thia favored region, which is ahnost encircled by those great inland scu i, possoising an exube- rant soil, a i^onial clitnate, and all iho elements of national grealnees, — survey these magnifu^ent LakeH, \vid\ their five thousand miles of coast, their numerous harbors, the flourishing towns and cities, which already stud their shores, and the thousands of miles of natural and ortiflciul channels of communication, collecting the ricii jiroducls of the soil from every point of the compass, and pouririf; its treasures into these great natural reservoirs,— trace that noble river, the St. Lawrence, which forms the outlet to tho ocean for these illimitable waters, and which seem designed by nature as the great lii;i,liway of nations, — consider the rapid piogressofliiis country within a few years past in population, in improvements, in commerce and wealtji, — and picture its state a lew yeavs hence, when these fei 'iio ]>lains will teem with an active aiid enterprising population, when rail-'voys v ill spread a net work of iron lines over tho whole length and b-tradt' of the land, when tho vast agricultural and mineral resources c** the country shall be developed and the Western Lakes be coveied with innumerable fleets, bearing these cxhaustless product?, — do all this, I say, and then estimate, if you can properly, the extent and v '',:,''■ of the commerce of the mighty West, There is one other consideration which I cannot omit to notice, notwithstanding the great and i)crhaps unreasonable length of ibis communication. It is this. By the completion of your rcr\ an immense trade will be drawn down the St. Lawrence and through your Canals, which othervvii^c will pass through other channels. As an cnterprize which will largely increase the revenue of these works, the value of lands, public and private, ar' the wealth of the whole country, it cannot, I believe, be questions. . .,at it is preemi- nently deserving of the favorable consideration and encouragement of Government. You will, I trust, excuse the liberty i ha\'c taken in addressing to you these views, which I have been led to entertain of your great cnterprize, and after the most careful examination and investigation of its merits in all it'^ details, I feci the utmost confidence in stating t f» 34 as my deliberate jiulginent, that if this undertaking is carried out on its original plan and principles, no work in this Province or the United States of a simila!" 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, II •■ f^/\ ft •.,^,>VS^.\ I n ! 35 Note A. Note B. Note C— NOTK D.- APPENDIX. -Tabular Statement of the Length, Cost, Receipts, Expenses and Net Income of the principal Rail-roads in the State of Massachusetts for 1S17. -Tabular Statement of the Length, Cost, Receipts, Expenses and Net Income of Several RaU-roads in the State ot New York for 1815, iS4G and 1S47. Statement shewing the increase of Passengers and Freight by the establishment of Rail-ways. -Statement ehewinir the increased revenue on various Rail- roads in the United Suaes. 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 1812 to 1847 inclusive. Note G.— Statement ol the value of Lake Commerce— 1S47. Note H.— Statement shewing the elFects of internal improvement on the value of property. Note I. — ^'o^! and Returns of Rail-Roads in State nt New York in 18J8. Receipts of Bread-stalls in Boston in 1847 and 1848. Value of produce transported oii New York Canals in 1S4S. 36 I .s -3 cS o (A I .S^ 'o d •c a, o o o a o o £ • o •T3 Hi !n C 3 b) i o O to c o H H H b n joj sidi9oa}[ JO juao a9j oi ^ oj o 05 o _ o _ ^rn ctj cj CO 00 (>! (>j r- 1-5 r-5 o cr' -"i* iri o vn^'3'>OTjicoinomoT}o >ra o 05 CO o _ o n< CM (ri _ 'Tf _ ^ T-< CO CO O CJ l-^ CO ci oi t-^ W irf oi «D Cl •-< «- I o 03 i^— i>n:DO)Ci'-'C5COOCo-f<'i« rt •spunoj CO -^ Ci -t iC (/) CC. Ci CO CO ^ co" •^ ^i-'*C0»OOCDri(Mr-lT-( CvJ CO 1— ( CO c) »rr I - o oi — ' CO 'Ts >r> o »c CO CO t^ •spunoj \r. 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L'i^P CJ rj X o in o m o> X — < - CJ ^5 — r-: o x — ( - s 1 U< — — -c TO .n cTi «- m c C-. c> c^. M cj — — «- t: J- «c o •O 2' a? '^* '^ ^' ^ <="** -"^ ^ '^ C"' =^ '^ X cc re oo toxo_ 1 3 ^ — •C'JG)— <— ii-i — 1— 1— 1-1-^ _i —1 ^ cu 1— t' 11 J- r- — x in c) f^ — m ?> o cj -o — o -o x o — — C -^ CI r?i X -<< — 1- X c; — re ^> m re o Ci -< r^ — < _ •PT p-ys o s; a 01 c; fc co .n m x c. -r re re V2 i- x en r- 4-0 o i-^t^oinvnint-i-'00inn ts r- X X X X X X 00 X 00 X X X X X X X X X -r " ■«< X X X .— 1 — wl xA ■ • • • • • v-^-v-w Q <1 O a lu !>^ i % a O 1 s s _! O 3 rt 43 o < f/J « ^ ^' J ^ H ^ ^ m ^ w w -3 "2 ^ 3 CQ O ;?; o S d c ? 5 rt rt e 5 ^ d per cent. poporllonal passengers ort of mer- 89 Progress in the conveyance of merchandize by rail-way com- pared to that of passengers. Year. 1834. 1836. 1838. Passeniiers. Tons. 924,063 22,909 1,248,552 161,501 1,535,189 274,808 Thus while the number of passengers increased 60 per cent, in four years, in the same time the quantity of goods increased 1,100 per cent. Extract from an Official Report on English Rail-ways, made to the French Government by Edward Teissercnce, its agent, charged with the special duty of making a study of these Rail-ways. " Tiic Darlington Rail-way has produced by its low rates of pas- " sage and freight, a complete 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 040,000 tons. The passengers esti- « mated at 4,000 have been increased to 200,000." The following extract on the influence of Rail-ways in developing there sources of a country, is taken from the second Report of the Irish Rail-way Commissioners. " On the Newcastle and Carlisle road prior to the Rail-way, the " whole number of persons the public coaches were licensed to " carry in a week were 343, or both ways 686. Now the average " daily number of passengers by Rail-way for the whole length, viz. « 61-1^^- miles is 228, or 1,596 per week. " The number of passengers on the Dundee and Newfyle line " exceeds at this time 50,000 annually, the estimated number of " persons who performed the same journey previous to the opening " of the Rail-way having been 4,000. " Previous to the opening of the Rail-way between Liverpool and " Manchester, there were about 400 passengers per day or 146,000 I 40 I } » " per year, travelling betnven those placca by coachca, whereas " the present number by Rail-way alone exceeds 500,000. " In foreign coimtrics the results arisinfi; from the same cause are " equally if not more !* 1S15 1842 1843 1842 1843 1843 1843 1843 1843 1843 1843 Number of Passensjers. i >* 1847 1847 1847 1847 1847 1847 1847 1847 1847 1847 1847 ! Number of Passengers. ■ 1 Increase. Fitchburg Western 196669 190436 262830 431000 14786S 114843 83316 105190 67604 68896 149533 494035 388111 508305 892896 266534 199503 140605 189345 134068 130799 288674 297366 197675 Boston and Worcester Fiastern Utica and Schenectady Utica and Syracuse Auburn and Syracuse. ....... Auburn and Rochester Toriawanda 335475 461896 118666 84060 57289 84155 66464 Attica and Butlklo Baltimore and Ohio 63903 139141 whereas ;ause arc usually he year, place to irried all n. The to have fcr tralTic ) persons 3ads, the distances hole dis I, before en April le whole d from ons Rail- I 2973GC) 197675 335475 4G189G 11S6G6 84660 57289 84155 GG4G4 63903 139141 41 NOTE D. STATEMENT showing the Increase of Business on various Rail-roads in the United States. Boston and Lowell, Net Revenue, .... 1836, £23,450 " " " ....1847, 48,789 X26,337 Inc. in 1 1 year.s. Boston and Worcester, Net Revenue. 1842, £45,174 " " « ..1847, 85,046 £39,872 Inc. in 5 years. Western, Net Revenue 1842, £ 01,517 " " 1847, 1G2,1G1 £100,644 Inc. in 5 years. Eastern, Net Revenue 1842, £37,532 " " 1847, 6G,189 £28,657 Fnc. in 5 years. Boston and Providence, Net Revenue, 1842, £30,911 " " " 1S47, 46,995 £16,084 Inc. in 5 years. Boston and Maine, Net Revenue 1842, £19,150 " " « ....1847, 72,811 £53,661 Inc. in 5 years. Nashua and Lowell, Net Revenue. ..1842, £ 9,903 " " " ...1847, 15,099 £5, 196 Inc. in 5 years. New Bedford & Taunton, Net Revenue, 1842,£ 8,105 " « « 1847, 11,030 £2,925 Inc. in 5 years. Utica and Schenectady, Net Revenue, 1837,£ 48,198 « " " 1847, 116,117 £67,919 Inc. in 10 years .1 f 42 I ; Utica and Syracuse, Not licvemic,. . .1943, £23,668 " '• " ...1847, 56,387 £3:^,819 Inc. in 4 years. Auburn and RocJiester, Net Revenue. .1843, £22,073 " " « ..1847, G0,2S9 £38,216 Inc. in 4 years. Baliimcre and Olsio, Net Revenue 1838, £ 23,411 « « «« ....1847, 127,777 £104,366 Inc. in 9 years. Michigan Centra], Gross Ilcceipts to May 31st 1846, £69,369 Michigan Central, Gross Receipts to May 31st 1848, 90,009 £21,640 Inc. in 2 years. Camden and Ainboy, Net Revenue. .. 1833, £ 45,250 " " " ...1839, 106,750 £61j50O Inc. in 6 years. Georgia Rail-road, Net Revenue 1841, £31,684 " " « ....1847, 62,692 £31,003 Inc. in 6 years. Georgia Central, Not Revenue 1843, £23,297 « « '* 1847, 42,849 £19,652 Inc. in 4 yearif. Concord Rail-Road, Net Revenue 1847, £28,444 « " " ....1848, 32,634 £4,190 Inc. in 1 year. Fitchburg Rail -road. Net Revenue . . . 1845, £31,413 « " « ...1848, 57,717 £26,304 Inc. in 3 years. 43 Utica and Schenectady Rnil-road, 78 milps Ion?, cost 1830, £492,0O() I'he Gross Roccipts in thu lirst 5^ years alter it was opened wore 504,99 1 The Net Revenue for the same time was 327,321 Utica and Syiacnse Rail-road, 53 miles lon^,', cost 1S39 . . . £228,597 The Gross Receipts ni the lirst 7 years after it was openeil were 3 12,203 The Net Revenue for the same time wa* 134,424 Camden and Atnboy Rail-road, 98 miles long, (including branches,) cost £ 805,000 Tlie Gross Receipts from this Road from 1833 to 1841, inclu- sive, 9 years, were 1,510,099 The Net Revenue for the same time was 7SG,9G4 i NOTE E. Statement of the Amount of Aid extended to various Rail-Road Corporations by the State of Massachusetts, either by a Subscription of Stock, or Loan of its Credit. April, 183G, The State subscribed to the Stock of the Dollars^ Weslorn Rail-road Company, 1,000,000 Feb. 1838, The State loaned its Credit to tliu s;imo Co 2,100,000 March, 1837, Do. do. ilo. do 1,200,000 March, 1841, Do. do. do. do 700,000 Total amount of Aid to the Western Rail-road, $5,000,000 /S March, 1837, Loaned to the Eastern Rail-road Company, April, 1838, Do. Marcli, 1837, Do. April, 1837, Do. — 1838, Do. — 1839, Do. do. do Norwich and Worcester do. Andover and Haverhill do. Nashua and Lowell, do. Boston and Maine, do. 500,000 90,000 400,000 100,000 50,000 100,000 Total amount of Aid granted by the State of Massachesetts to different Rail-road Corporations, $6,240,000 1 44 Statement of tho nmonnt for which tho State of New York loaned its Credit, to aid in the construction of Rail-ways, &c, To the N»nv York and Erie K«il-road Company, $3,000,000 « Cannjohario do. 300,000 " Hud^jon and Berkshire do. 15(1,000 " Ithaca and Oswej?o do. 3ir»,700 " Aiibiua und Syracuse do. 200,000 « Auburn and Rochester do. 200,000 " I.oii^' Island do. 100,000 « Tonawanda do. 100,000 " Schenectady and Troy do. 100,000 " Delaware and Hudson Canal Company, 800,000 " Tioga Coal, Iron, Miningf and Manufacturing Co. .. 70,000 " Neversink Navigation Company, 10,000 Total Amount of Aid granted by the State of New York to various Corporations, $5,345,700 xNOTE F. Statement of Tonnage ascending and descending, and the Total of both ; the V^alue of ascending and also of descending Freight, and tlio Total of both ; and the Tolls from 1842 to 1847, inclusive, on the New York Canals. Tons of Year. up Freight. 1842 570305 1843 676578 1844 797492 1845 7800G8 1846 906343 1847 1125527 Total, 4856313 Value of Tons of down Freisht. '1=' Pounds. Freight. 93 T 6399 11955875 14184496 13775231 16126713 19617753 066626 836861 1019094 1204943 1362319 1744283 84976467; 6834126 Value of down Freight. Pounds. 5687753 7113352 8545792 11363080 12776314 18273103 637^9394 Total value of both. Pounds. 15004152 19069227 22730288 25138311 28903027 37890856 148735861 Tolls. Pounds. 437299 520397 611593 661545 6S9026 908845 3828705 H 45 437299 520397 611593 661545 6S9026 908845 3828705 NOTE G. Extract from the Report of the Canal Commissioners, 1S48. STATE OF NEW YORK. Tlie following Statements are presented to show tlie comparative value of business upon the Canals of this State. Those relating to the Lakes and New Orleans are made up from the Report of Houorable Washington Hunt, made to Congress. The total value of Impoita, exclusive of Specie, into the Unhed States for the year ending 30lh June, 1848, was, $154,977,870 The Exports, Exclusive of Specie, for the same period were, of domestic productions, $132,704,121 Add value of Foreign Imports which were afterwaids exported, 21,128,010 $154,032,131 The total value of all articles transported on the Canals in 1847, was, $ 151,503,428 The value of the American Lake Commerce for the same period was as follows : Imports. Exports. Total of both. Lake Ontario, 9,688,485 11,027,770 21,310,255 Lake Erie,... 51,450,975 58,147,058 109,598,033 Upper Lakes,. 5,087,158 5,309,105 10,396,263 66,226,618 75,083,933 141,310,551 $141,310,551 The value of Western Products received at New Orleans, for 1846 and 1847. was, 884,912,810 NOTE H. Tables showing the eoi Jbfioi 30,837 3s.5>;;:) 33,879 lUllOH of State of r St;itt'rt. [id sy',:{20 235,033 7St),l;^9 (31, almost 5(1 711 ■iOO NOTt: I. Tauular Statomont of tlio Length ;itul Cost ol' the Ruil-\vay8.it»m Albany to tlio Fails of Ni:i-!ira, antl Not Inrorne in 1S4S, us compiled from the Otliciul Heturnu made to the State Engineer and Surveyor, January 20th, 1819. NAMK OF RAIL-IlOAl). Albany ami Schtnectady. . I'tica and Scheiuictady Syracuse and Utica Auburn and Syracuse Auburn and Rochestor Tonavvanila Attica anil Buffalo Hullalo and Niaj^'ara Fails.. to ^1 J Total Cost. 10."..^,- 78 '■,') i* I.I ^-- I U II 26 78 43A 3ll 22 yi8,Vu Uot.l.AR.S. l,CtHUS)t) 3,227i»lt3 l,%8.(i3(i 1,125,880 2,011,520 971,805 821,313 250,3% i-> Average Cost per Si V « cili Mile. ^ 'd o -> ^ DOM.AKS. 1)1,085 ^^.r 41,381 1'',*,,- 37,^73 i^{.V 43,;!i)3 '^A 33,001 10 2-2 MO iSn. 2(),()73 lo,**,, 11,381 H.\ Avrg. '" I (1 RECKIPTS OK BUKAD-STt'FFS AT ItOSrON. FlovTf Corn, Outs, Ryi\ Bhh. Hush. Jh'sli. Bush. 1847 — 1,027,719 2,584,528 521,738 50,250 1818 — 935,578 3,338,293 384,308 65,189 ShorlSj Bunk. 83,026 48,983 FLOUR RECEIVKU AT llOSTON FROM THE WESTERN RAIL-ROAD. 1847 — 5U,«)70 nhb. ISIS — 304,372 Bhls. (E.\clu.=;ive of the quantities left at the several Towns between Albany ami Bostou,) Official value of the Properly which reached Ike Iliubon by Canal. 1847 — $73,092,' 14 1848 — $50,900, 101. Official value of Property forwarded from the Hudson hy Canal, westward. 1847 — $74,352,812 1848 — $70,700,700. Rail-roads opened in Massacliuesetts in the year enJing 30th January, 1S49, 515 miles ; previously, 683 miles. — Total opeueJ, 1198. I If i u^ li t i »i i 'J I Wiiiiiinumi fr #. ^ a^. IMAGE EVALUATION TEST TARGET (MT-3) // '<>r 1.0 I.I 1.25 ■ 5 "'"^= 2.5 1.4 12.2 1.6 V] <^ n ^/. '<^i -c^/ r 9^ ^ %;>> 1 /^ '/ Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 ^ A^ \ \ \ k ^1} o^^^ s^ >> ^^^ c AND ^ SHEWING THE ROUTE. OF wYB^j^j zi-'A-riAmi c Af\fD OTHER MAIN LINES TO THE •7T SI >««• Cafia. 2s. L ■■ M-t^-.m9mJmfMmm ■MMnHnVMMMa^itMMikiri fS^^^i^^SS.^ C E m. Ik. • 1 '■'o~ 1 'n&.,.'M^^v\ 'X. >u -r /: O t /* lO <■ ^ \ ■>\ ., l^nt«" ^ c V V ,-r- V -^•> I. V. TlxJi V ^ ^ < y ^ r