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Tous les autres exemplaires originaux sont film6s en commenpant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. Un des symboles sulvants apparaltra sur la dernidre image de cheque microfiche, selon le cas: le symbols — ► signifie "A SUIVRE", le symbols V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent dtre film6s d des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6. 11 est film6 d partir de Tangle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes sulvants illustrent la m6thode. ^ errata id to It ie pelure, gon d 1 2 3 32X 1 2 3 4 5 6 Tllb: HALIFAX tV (JlEBKi: li.MLWAY, C01\«11.)EKED VViTli A VIEW Td ITS COST. WKLI, AS TlIF? PROSPECTIVE BUSINESS (IF THE ROAD. Bv \VM. I'KVOn, IJ Ahll'W \, \. S, PRINTFIJ HV .1AMI> lioUl." AND 50\. J&5I NTRODl CTION Having tnken tlio (loej)0*t. ii)tcrcpt, in the Ilalifiix and Qne))pc i^ailroad, from tliu Gi>t s^tai^t^ of its progrcs.-; — a member of the first Con)iaiitoe, appointed in l/SdO, to obtain information and forward tlie enterprise ; I have watched its developement with the mcst ca'"ae.st atentioii. The statistics and observations in the rollowiiig ptiges, gathered from time to time, from the most reliable soiu-ecs, Avere lirst brought together for the eonsidertition of a lilond anxious to avail himself of every information, on a 'ubject, of whieh he is a w^arm advocate. These notes having been :^!nce read to otlier friends, wliose o[)inion I am bound to respect and value, th'y are now, at their solicitation, presented to the puljlic ; — without any other pretensions tluiu that of a collection of notes ri'.ul ronarks, and simply with a view of inviting a more f?tudied attention to the subject, than it is thought, lias hitherto prcvaile!'., L'.ii'l in the hojje that tliey juuy lead to a more thorough invcstigatioi! of iads comuK'ted with Kail way operations generally; and (o ft more united movement hr tlie oompletion of the gi-e«l v;ork nailer ronaideration. IIAMi'AA ;\NI» (]( l.BEC [!,lliAv.\v. The vt\[>hi jiiou;t train ol" railway cars in the United States was .vtarled the 28th Deer., lS:;:oi,4ruetion, was last ve.ar — 1S50—7.i0n miles. The cost of all the r.ailronds of rlie I nited Stales, in (•oni|)h!te (Operation in I>=.j0, was KoO:i,;V.MM IT). — .,:iy SJ^IMKIO per mile or XilOOO sterling. A considerable mnnber of liies- ri'iho.ids are double track ; uf these, Massaeluisetts htis ^J75 iiiiles, and ^'ew York 2o5 miles. The whole length of railways in the State of Massachusett.s in 1850, was 1142 miles — Ibrming H») separate roads, and their united cost, was 8ol,87o,blJo ; tot:d re('ei[)ts, S(j,-l ying more than 10.000 }»ass(!nfrers daily. The population of Massachusetts is sUited at 800,000, or taken at 1,000,000 — adding ibr contributors from adjoining States, which gives a nett receipt of S3.31 for each inhabitant. Ileforenee has betm frequently made to the \A''cstorn llailroad of Massachusetts, in speaking of the Halifex and Quebec line ; and properly so — for until this last sunnncr it was " the only one embraced in the list of Massaehusetts railroads, liaving a eonnee- tion with other improvement's by which it receives tlie U^nelii of I> t\\l\i.\S A Nil wVF.>',l'( MAIl.WAY Vv'-'.-ifi'ii tcid.'. ti.iiiiiiiiL; Mie lustot' tlie si-vics ul' vailw;i).s extciulinjf linui IJiillitlo to the Alliiiitic and coniicoting with tlic Kvu) (J.-iunl ill Al'mii.. ^\\}■ will lien- tliL'ii jiisl noti! sumo llifts coiiiioi-tod with its cost !i;iil workiiii^. aii'l ri'serve our rciiuivks lor thoir proper plaue a.s wo. pVOCClMl. The W'cstt-ni Kaih'Oiul oC 15G iiiilos in lontrth, 02 niilcs oi' wli'cli is.loLil.lo Inirk, cost ,Sl>,i'0:-;,7UU, say i;2,50O,U00, cur- rmiy. This enoniious cost compared with the average cost of ra:lw;iys in t!ie whoh (Inited States, or even in Massachusetts, is peculiar, and to I)e iittrihuted to extraordinary difficulties that \vv\v to he oveivniiie in its construction and equipment. The gross recei])ts of this road, the iirst year after the line wa.s opened ; and belbre its connections were perfected, were o^UlU or ^v}(i7(> per mile of road ; " it had to contend with strong comju^tition witii another railroail, and with the Hudson river during the season of navigation." Yet its business went on increasing, and in 1850 readied a gross receipt of $8778 or.4;21'.)4 per mile of road. Thus, not\vithstandiii<<; its disadvantages and extravairanfc cost, it paid (according to the annual report to Congress in lS4'.*) the stockholders, 8 per cent dividend ; besides B28iJ,889 interest ; and reserved a sur[)]us of $57,721. The total receipts of this road per train, per mile run, in ] H5(), \\';-"e 81,72 ; ex[)ens(>s 78 cents per train per mile ; nett !)!) cent-i ])<-:: iuile. The trains run 708,761) miles, and carried 21,941, oliy [la-sengers, and 25,2(>6,.-U8 tons of freight one mile. Freight trains average 54 tons; passenger trains 40 each. 'PI lis roail has u large amount of curvatures and lieavy grndi I he maximum inclination being 88 feet jier mile. l>y this road and connections, a barrel of flour is Itrought from Albany to Boston, 200 miles, ibr 30 cents per barrel ; and to the extent of about 5O0,OO0 barrels per annum, exclusive of the yIvfinifi. 10''^7 ni!!r>;'. en; « XiO.fi I HALIFAX AM) ijl Kf.Kf r.\ll.\TAV Tlic o i-iiili'uads oi' Xortli (.':in»luia, *JlT uiih'is in U'd-iIj, cu.-.i. i^4()l7 cur. per in lie. Tin; l!> railro;uls of ( !('(»i'i.'i;i, ~S\ mil'"- in IrMiilli, (.-rst d'-l,! 11 cur. i)(!r milt'. 'I lie L'7 I'aili'oad.'^ oi' i )|iii), (I'.MI inilr,-. vt»t .i-l,)'»:::i» ptT i.iil'.'. 'I'lu' is railroads ol" Indiana, :J')ii miles in IciiLi'tli. cust i.'.3U()l> cur. |K'i- mil(\ W(! will ntw [irocecd to siK-ak of the (I;dit;!.K find Quekv llailroad, and lir^t a.s to cost. Vou will observ(! that I have slated, that the whole of the: Etnlroads of the United Stiite.s in l.s."»(), (.(),>t on the avera^'e XGODO sttr. l>er mile. yinjov l{ol)inson, in his able report of tlu! Ilaliliix ;uid (.Mieheo line, states the ])robal)le cost at JLTOdU sii;-. per mile, as a s;ife estimate, but speaks of it in his calculations', as if it mi'^ht not eost over .t'lOOd stu', jier mile. IMr. JMorton, in his very illterestill^• report on the i^uropeaa and North Ameri(,'an Ilailway, ,Ldves a dt;tailed estimate of tlio cost of the Ainericau poi'tion of that liin' — say from Uanu-or to Calais, Doj, utiles, and stales it at the avera^i't! eost of .S27,'.'-2 or £o,5S-|: st^ij;. ]M.T mile. The gi-ades on this lino are not more favorable; than on tlie Halifax and Qutibee lino, The iron lie estimates at 8')0 per ton, probably 8-0 per ton over what it would uovv cost hei'e — a high duty and cluirged attaching in the I 'nited Stales. J. Wilkinson, Ks([r., who made the surveys and I'stimates of the line from St. -Jolm to the l]eiul of Petticodiac, gives tlu- tost of that portion of the line at ;-;l(»,2lM), or say X^ilJ.VS .stg. per mile. Mr. 3Iorton wlio passed over this line, says: ••Tlie wlv.nr route may l)e considered as in a high degree favoraltle iljr a I'a.ilvva}." The whole line from Portland tolhdiiax was passed over bv Mr. Morton, who says with resjiect to tlu; cost of the 2sova Scotia portion of it : " From the examination I have been able to make, together with the inibrmation obtained from the rejitirts of engi- neers who have siirveyetl the various parts of the line, I am of opinion that with judicious juauageiicnt, tlie whole woik may be constructed with n single track and e(pii[)ment at a. ((;st not exceeding .3o(),0(lO pm- mile, or.KJi'nO slmdiiig p(>r mile." The amount of cost here givt/n by ^Ir. Morton, ccitainly ajipears very large, compared wnth the d<'tail(;(l estimate of 31i\ \\'ilkiiisou for the New Jjrunswick portion of tiio line as above, parlicularly when we reflect upon the very favorable view Mr. Morton tl.-cwliere gives us of the whole line, with bat ■^l:i'(|ii('>ll.iiiaiilc Vidiiu iii;ikiii'i :i V;fst (liticfciici' in I'stiiiiali'. Vov lhi^, Mr, Morton, :iii t'X|K'i'ii:ii(.';Ml ;inil uMt: ciiuiiic'Cir, vi'i'y j'rn],i'rly iiculr ;i'l r.vuii'i- i>l;. Ilowi' ;i;i>, I lt;'!it.vi', i\')ioati'(lly Stated, thiit in his opinion, l!i'! llaliiiix and (^)ni.'''i'r liiif will not cost over ,tr)()0(> stu'. pfi iniic. I ;nn not awaro on what data ho bases his opiiiit)n, Ijut iViiiM :;'i till' iii\> ■sacl:usetts hy M, (1. II, J)erl)y, Ks(j, /i'ives us ii striking' insijiht into ihesi^ matters, lie says, '• While the invest- nien; -,{< a wlinJe, has [trnihirtMl sui'li results, individual lines havo ol' eourse varied in suecess a.nd oiu^asional errors hei'U coniinitted. 'nie success of routi'S judieiously ohoscn and well man:i lo iCOywr cc/it. \\'h''re thiiir prDiiiV^-,- has l)t;en rapid, iheyhavt', sometimes, divertetl, direct irom other line-, more than the local i.n'owth has ronlar-ed : and so strong' ti demand has been niadi; on capital, as to ra'isr titr rale of hUered and ucdl ihc rosi . hij sncrijh'cs iijwn the de!tt. The famine of 1s47 broniiiit in u'old for breadstuttis, •Old the Avealih .I'-cuimilaii-d sought inve^tmeut : Dividends were lame — r.silway ^tocks popular, and new railway enterprizes were 1h';j;uu ; and ii has been ostiiuated by judicious ;uen that Massa- fhuselts embarked ill l.'^4t") and 1 ,s47, in new enterprizes to the 'iiiinmit of sixty millions. Tl soon became apparent she had over- tasked her strenirth ; i()r two years money rose to 15 per cent. — :-tocks becauK^ ilopresscd, — the lianks protected the trader, — the <';ipitalist suiiL-red : iiiit enei-vy, frupility and perseverance have as u>ual, triumphed," AVIien under such eireiuiistances we con- sider t!u! value of tlvo laud tluviau'h which many of these railways i'un, — their expensive termini, — the cost of the rails with duty, prob.ibly >?20 to i>'l') per ton more than for the Halifax and (,)uebee line, oipial alone (o alwut .£7<'0 per mile, and a larsro pro|)ortion of double track, we can then alone estimate correctly I lie ditfercnce of cost. HALIFAX A.N!) lilLHrc i:.\ll.\VAY. 9 ■1 Tlio best coiiiiiiD'lsMi \V(." ( Mil ]ii'()!>;il)ly iiuilvo, is wiili tlw i oin- |»li!tt'il |i(ti'tioii uf lilt' Moiilix'il liiiu'fii I'ortliiiid. Tilt' ji;rii\'Mn\ to St. Ilvari'itli, lias been t'iri"t(..';l all ivciH'ii-iNc ami miles coni!iI('t('d and in operation was .-Ctl.l'.iL', incliid.in!:^ iiii additional loeouioti\(' cn^'iiu', and a lioii'olo track over tlii^ bridge, so that w'c sec, this — the most oxjieiisivo [lortioii of the road — ai'tiially cost, as above, only .£ l-,i).')d Slerling per mile. \Vc may th(!rol()re, I think, I'rom all I have adduced, .afcly coiK-lude, will not cost over .C^IOOO |.er mi ie. riio nc.vt cousidvU'atioM and jK'r!ia[)s the most important (jf all, is the eost of transport, 1)ot!i of passengers and freight ; ibr on this lact d'-jtcnds its siicivss — entirely so as regards its through and u.Kternal trailic, and [wrtly S(j as to its way trallie. If wo (•amiot ci.'nvy pas.sengers to aiil I'rom Canada and Now IJrunswiek, with r.s gr.'at speed, conveiiioiice and eost, as they can procc'.Ml Ijy other routes, v.'i; certainly sh;dl not seeiin> them. if wo cannot traiisjiort freight from (,'aiiada liir tivinslii[)iueiit at llalitiix, cost, speed, and all otlu'r advantages considered, on e(|aal terms, to otiior [lorts on the, Xortli Atlantic, wis shall not s(x'uro it. Again, if we cannot convey the products of tlu; country through which the road pa.'-i.ses, at a c(,st to [lermit tlu'iu being sold ill the markets to wliicli they are suite 1, and to meet com- petition, at ti profit to the producer, they will not be produci'd and sent, or if we eainiot bring by the road the su]ii)lies of jiro- vislons re(piired in tlie Lower Province,-; from Canada, and "^end the (Jaiuula sup'plies, in part at least, from Halifax — to more advantaiTO than by other routes — time, convenience and condition considered, then the roa.il will not command the traffic. In the several debates in our Legislature on the subject, the opposers of the lluilway, took this stand. They endeavoured to shew that this Itailroad couhl not compete with the water conveyance around our coast, — that freight could not be conveyed to pay cvcni the working expi;nses. They ap[)ealed to the good sense of the House, simply to (•omparo the I'ates of freight tlujii actually charged on several railroads of the liiiitcd Slates, with the co.^t the same rate Avould <:ive on the Queljeo line, and airrec with them in the 3 10 HALIFAX ANO QUlilJEL P. A 11. WAV ahsiinlitj-, ti) f;uppo;;i expenses aiono. Th. tlio rallroud would i»a_y ilic running tVionds of the road, un{()rtunatelv. were Uiit then proparc'd \o meet the?e arOTnieiits and finiires very i-atieifactorily. Tin- int'onnatioii, experience, and vast improve- ment attained in thes,- iMattor,-:, perfecting and ilevelopiiiif uii- thought of rei«ults the lust year or two, -were not then at hiuiil — or time did not permit to investigate them, in a strictly husine.sM view. Tts vast advantages, in a national, political and social point of view, was elo((uently argued, and its commercial benefits gene- rally exhilnted, but the actual pounds, shillings and })encc part remained in the mist created by its opposers' figures. Fortunately for us, the rapid progress made in the establish- ment of railways in iMiropc and America, ijnprovemcnts in con- struction, experience and economy in working ; and above all, the well ascertained facts connected with cost of movement of pjissen- ger.s and freight on short and 'ong lines ; those last few }ears, indeed from moi>th to month, af/ords us a much clearer insight into these matters, than we formerly possessed. I well remember on the receipt of IMajor Robin-^on's report, how anxiously the friends of the I'ailway around me turned to his Htiitements and cafjulationa on the cost of movement of freight ; trustiu"; to find a good foundation to base an aranimont in its flivor, in a commercial point of view, on which they well knew, so much depended. Strange to say, in this all important particular, it appeared to prove too nuich : the statement, that a barrel of flour could bo conveyed from (Quebec to Halifax, Ooo miles, at a cost of Is. Id. stg. per barrel, and that this sum doubled, say 2s. 2d., would pay the expenses and interest, appo:u"ed so utterly at variance with tho actual cost of freight, then charged on the various lines of the United States, that they (-(juld not in any way account for it, and in the debates on the suV>ieet, before; referred to, it tended, in no small degree, to throw discredit on tho whole affair. It is to be much regretted that Major llobinson did not go more at length into this — to the commercial comnumity — all important part of his report. If he had also stated, that, as is the case in the United States, the running expenses, per train, per mile, arc near twice the motive power 40 cents, say 73 cents, and that the receipts per train per mile, are double that amount, say $1.51 to pay their large dividends, interest and reserve ; and shewn tho (difference in operating on long and short lines, and between trains conveying 45 — 50 tons, and trains conveying 100 tons, it would have been very satisfactory, and saved its friends much doubt and difficulty. On reference to the data I have given in tho first part of this ]>apcr, it will be noticed that the running expenses of the 3'i rail* t HALIFAX AN'I) QUr.l^MC KAIl.WAV. 11 roads of Massachusetts were, on an averogo, 'ii cents \HiV train jjer mile. The miles run by thesy freicht trains alone, 1,837, 8(:)6 ; tons of frciiiht carried one mile, l'2,bio,-^0 — consetiucntly each train carried .J4 tons on averaav. 3Lijur llohinson s;iys, tliat on the llalifax and Qnebe<^ road, M Hinsile train can easily convey 100 tons the ^,•hole wav. with the aid of an additional eiiL'ino (»vcr a few miles of the ruad. The very ilivorable grades and curvatures, on this line, gives it this great advantage over the average lines in Massachusetts. Thus, we see, it will cost no more, or if any, but trifling, to convey 100 tons on the llalifax and (^)uebec line, than to convey 50 tons on the iMassachusetts ; reducing the ruiniing expenses at thei" average rate, 73 cents, to oti^ or 40 cents per train per niih'. 'I his, how- ever, is on the average of freight and passenger trains taken loiiether. Another very importan' point to consider in the comparison, is, that this 73 cents per train ])er mile in Massachusetts is tlu; uverafre rumiinji; expense of tiaiiis on I'oads of average len :iviM'!)L''<' inmihrr of pf-s.^oiitjcrs o';:'o and Svi'acuse road 'V.\ paysenu'evs, at a cost of one cent and three ([uai'ters of a cent eucli nnle ; so that itjhas cost nnich less to transport p;'.sscngers on the tbrnier than on the hitter road. 'I'his I'esult is owing mainly to tlio hirgcr loads drawn on the I'tica and Schenectady i"oad. An im- portant liict, ho continues, is also established, Avhich nj) to this time has been doubted by most nie)i conversant with railroad transport, wiiich is, that passengers can be transported at an ex- pense of less than one cent per mile. This result is obtained as a rule when the average loads are ('<> passcngei's each run. I'hat this is the best result Avhich c:!n ])e obtairicd from lailvoads, cannot be supposed ; further ex^iei-ieuco and skill will be applied to the task of cheaj)ening transjiort." These results referred to by ^Ir. Seymour, have, in a ver}- great measure, been e.xhiliited in 1S,31. The ()gdensl)urg and Hoston llailroad, 4U3 miles in length, operated by five or six dillerent corporations, each having a sepa- rate organisation and management, and other heavy (Wjienses to contend with ; are now Itrina'inu' a barrel of flour from Oa'dens- burg to Boston, for 50 cents, or lis. (id. ey. ]ier barrel. ]3y that route, it is shown, that ;i barrel of tiour landed at iialilax, Irom any port at the head of l^ake Ontario, costs *Jo cents \)cv barrel, or 4s. Dd. cur., including all charges, (see appendix), if, there- fore, we deduct the Jjake freiu'ht to ()gdensburr hu mired viiles ; and in a .subi^eijuent letter to the Times, he •<'.\\^, " ,-;iiice I addressed you on tlie liod in.st., J find that tlierc are eontrat-ts, at present, in tbree, for the conveyaiiie of eoal, inelusive of wag- gons, and all other ehariies, at the I'ate of ^d. per ton per mile, or lis. Id. per ton per 100 niiles ; that these contracts were made wmc time siiKX", and have proved a source of very irrofttable emploijmtnt to the ru'dwaij j.rnprictors. I have also had the very important statement, niavle to you in my last, coiifirnied l>y various gentloinen of undoubted character and intelligence ; — namely, that when the arrangenien's wvv, comjjieted io-r conducting an extensive trade, the great trmik lines of railway, will Ih; enabled to carry coal, at a profit, 1()r Is. jier ton ])er 1.00 miles." Who can estimate the results \yu\\\ the tiaffie in coal alone, ibr the llaliliix and (,)uebee Hue, ))a^sing, as ii will, over a coal lielil of hundreds of miles in exleiit i Our consideration is natui-ally next directed to tlie means of tralHc for the railway; what articles are to be suppo,-ruiiswiek from the Bend to and with i^t. •lohn, (leavinir the westward of that jiort to be sup])lied from the I'nited States) 100,000 liarrels, and adding for increased jiopulation, as noticed, ongaged in the Avork of the road — lumbering and shipbuilding, when tlic road is built, 80,000 barrels, we have the riuantity of .Hreadstufls, as stated, reqiiired for Maine. Of other jnovisions, moving over the line, as through or way freight, such as Pork, l»oef, Butter, Corn, Pease, Oatmeal, Barley, ld. a distance of S4 miles ; it cost 82.'),S47 per mile, or say .J^olUtO stg. ; its run- ning expenses Avcre 03i cents per train per mile. T^ho iblloAving Is taken, from among the articles transport<:d. vqiw ending r)ecr., 1 !<,-)() :_Apples, (Uover Seed, Eggs— lO,l,000 lbs. ; ITay— 200,000 tons; Lumber— 1,200,- 000 M. ; Hoo]) poles and Staves— HGl, 000 ; Shingles— 1 ,550,000 ; i\I;dt — 1502 sacks: Lime — 154,000 bushels; LIa'o Hogs — 24.449 ; iron and Nails— '{,009 tons ; Iron castings- l,5.'j6,000 lbs. ; Coal and Coke— 57.011 bushels ; Barley and'Oats— 94,988 bushels ; Potatoes and Turnips — 8,872 bushels. The folloAving (•/)n^parativo statement of the last four years business of this road, exhibits an encouraging prospect of Avhat v/rrease of wot/ trnjflc find Irnrrl. mny bo looked tor, on oven, an inland vailAvnv . — provisions I hy JJr. t)li(;s, and laffio, and eal, Kyo, JiOwer 12(1,000; , (leaviiiir .'d 8tatosj ^ noticed, )bui](lina:, lantity of iiovisioii,';, as Pork, II ro(juire the line. chaiidize. )xes, ajid i^ Sliecp, d of the ) detailed induced, i^itaneo of ; its j-iui- ibllowing ig Deer., irk. Beef, —07,547 -10,527; •>8 tons ; -1,200,- )5O,000; 1 lotrs — ,5;j6,000 -94,988 ollowini; his road. If trafir > FfAMl'AA A.\b Ql'KIilvf; U A 1 1, WAV. I.' !'■-!'■. l--l-^. ic-i'.i. |r,.if) Passengers, $ l)0,HW.!>n s] 11.1:^2.01 .'^ 15-1.8 ir.H:} sv04..-i8')>s7 Freight, i:?0,'2!»5.Hg 1->H,-I40,«)7 lo^.o^Mi) " Jf)O(;07.;j7 Mail, 7,51->.50 8„;)i;o.(;o .'■^.:~)C0.0() Toll;], si;2l,l;59.5-> s280,085.7H S;32l,:}li8.8'3 ^-I05,^;D7.ti4 ^\i■ haw ni'xi {() <])eak of p; sf-eng;. ]v. — Th<^ ininib(n- ofi'ii.-sen- g.'rr; ^« earh ],'h"':iU!,it of 3Ia:;<;u;]i!isotts, nn lun- rallwavs, has iieen luuiid 10 ho ^;; ^'cw llaii!j)sliiiv, 4i ; \'<',-mont, \\\ Oonnec licut, 5 ; Rhode lsi;;nd, li ; i'.." average 4.' nearly. Tlic nuniher of tons of freiglit lo ruck inhahUanL of the alx/ve States, averages Ij'. The average receipts per htad of the population of these States, wore, for passengers $2.25 ; jnid {(»r freight 62.0() ; or lor both, per capita of pojudation, S4.ol. (>ne ]no(h' adopted by sdi iuMic ,;;vn, to estimate the travel and traffic on any no-v line of railway, i^ lo take the average of several working road.s, ;is above, and ap;.]y it to ili(> contemplated b'ne. This, of cours'-, is i.) l.e mudirKd. by a proper comparison between the actual shite of the one coeii'.iy, \{> improvements, the haltits and ennploymcnts of the people. an;l that of the other. If, therefore, instc.-id ol" talcing f-'4.;]l per capita, for passoniiVM and freight, for the Halif.ix, and Quebec line — tlie average of the five States as above — we a.ssuiiie tlio n;.'ijits, as only (tiu'. ha?f of that amount, say $2.15, as the basis of a cah ulaliuii, we shall, "l think, bo thought to be on the safe side. The irkoh' population of {\n) y-Qwr-A States mentioned, and not, the estimated contributing popu]ati(;n, i> taken, in ihe caleulatioii;! horc referred to. Assuming thoi, ilie popidaiiou of Nova Scotia as ----.. 250,000 Xew Brunswick, 210,000 Part of C^anada including (.j'lub.v, - - 150,000 P. E. Island. - ~- . - - - (.;r),00() Increase for tlio whole i^y the time tlie road is built, 100,000 75,000 AVe have 775,000, a small population indeed, to an ai-oa of 46,400 square miles in Nova Scotia and New l^nmswick ah)nc, when we consider the State of .Mas.sachusetts contains one fourth inoro, witli au area of 7,500 S(piare miles only. Taking, therefore, for a, calculation, as we have said above, only one half of the receipts of the ''niicl States roads referred to.. .^2.15 per head, wo havo — 10 IIAi.II'A.X AM) l^CMiKC ItAII.WAY. Muil!^, MiH) per iiiiln ])ev .'iimuui, llic } usual allowance in llie J iiitod iStati's, ( Salt.! ofLaiuls, 1 ooJIOO jk'ITH per aiinniM, ^ (•■vhaiisiiiio- ;j,0()'.),()()0 wres in lii: / veai'rJ, .'it K's. |)i'i- acre, ) (liaiids on linr.-i oi" railway in I'liiled iSUiti.'S sell lVu:a ij^r) to 61'-' y^^' iK'i'e.) I7,t):ir) (J7,5ii>c-o a m (:nite;U'^tut(!s.4n:;!i!iies— at present [ -^--'^^'^ "* ^ in i'lili opcialiun, wa^ last }'«.-ar, -JS j {)er lent, j Xett reveiuie, i;8lS/.>S0 ](3 liiloivst eu (NNt, (i;;,"") niilo at JCiWH) !stg. per mile, ,i;o,!<1 0,000 Htg. at )> ]t;(),G87 .')i per cent. S,000 bushels of Wheat. In 1847, there arrived 1,887,000 barrels of Flour, 6,489,100 bushels of Wheat, 80,000 barrels of Pork, 8,379,087 bushels of (Jorn, Oats, and Rye, and 101,584 kegs of butter; exclusive of the large amount of Lake trade which went through the Welland Canal. In 1845, there were on the Lakes above Niagara Falls, 60 stoam vessels having an aggregate tonnage of 28,000 tons, and 320 brigs and schooners of 58,000 tons. The shipping of all the Lakes in 1846, amounted to 136,836 tons, and was valued at $0,000,000. The amount of merehandize transported that year, was 8,801,088 tons, while that of 1841, was 2,071,802 tons ; showing that the trade had nearly doubled in 5 years. In all the immense territory which surrounds the great lakes, and which now produce this surprizing amount of commerce, there was, in 181(1, but one organized 8tate, and the total population did not exceed 500,000 smds. At the present time, there is a cluster of six large States about waters, containing a population of between tour and five million of iiiha!)itants. Embracing the States and territories, whose trade will float over these lakes to an Eastern market, we have an area of nearly 800,000 square miles, or an extent of territory, three times as largo as the kingdom of l^russia, and nearly twice as large as France." " Examine the position and advantages of this favoured region, which is almost encircled by those great inland seas, possessing an exuberant soil, a genial climate, and all the elements of national greatness. Survey these magnificent lakes, with their five thou- sand miles of coast, their numerous har})ors, the flourishuig towns and cities, which already stud their shore, and the thousimds of miles of natural and artificial channels of communication, collect- ing the rich products of the soil from every point of the compass, and j)Ouring its treasures into these great natural reservoirs, — trace that noble river, the St. Lawrence, which forms the outlet to the ocean for these illimital)le waters, and which seem designed by nature as the ffreat highway of natioiis ; consider the rapid progress of this country within a few years past, in population, in improvements, in commerce, and wealth, — and picture its state a few years hence, when these fertile plain;- will teem with an active and enterprising population, when railways will spread a (J 18 HALIFAX AM) QUEBLiC RAILWAY. not work of iron lines over tbo wliole length and brwidth of the land, wlicn the vast agricultural and mineral resoure;\s of the country shall be develoiKvl, and the western lakes he eovercd with iiinuniera!)le fleets, hearing these exhaustless products, — do all this, I say, and then estimate, if you can j)ro|)erly, the extent and value of the commerce of tiie mig/ity West.'' With the imitortance of the exhaustless trade of th(! West, brought thus strikingly in view, we (iannot wonder that the several United States, having a prominent Atlantic port, should strive their every nerve, to reach this extensive and lertile coun- try, by railroad or canal ; satistied, that if they once accomplish their object, their futun; prosperity is secured. Thus, Portland, lioston, New York, Philadeljihia, and ]ialtiniore, are eagerly endeavouring to open, and to perfect their comniunicatiou with the W^est, and it remains to be j)roved, when all is done to open up this, trade, if every avenue of conveyance will not have its fullest capabilities tested to the utmost. That this will Ix; the case, — that they all will have more than they can do, is, at all events, the present opinion of many scientific, intelligent, and business men. Let us now examine what grounds we have, for securing a i^hare of the trade of the Great West for the Halifax and Quebec line : The St. Lawrence River, with its ship canals, and the great lakes, open an inland navigation, which tor its extent, capacity, and economy of transjxirtation, is not surpassed by any in the world. The total distance through the St. Lawrence and the lakes to Chicago, from Quebec, is 1510 miles, and in tliis distance there are but GO miles of canal navigation. A Committee of the New York Legislature, on the subject of equalizing tolls on the Erie and Oswego Canals, state, " That there is no route so cheap to England from Ohio lor flour as by the way of the St. Lawrence lliver," that " the St. Lawrence Canal, which passes the rapids of the St. Lawrence lliver, is not ne(>ded for the down trade, but only for the 2(X) trade, unless the vessels carrying it, are to go from ports on the lakes to foreign- countries ; and will, when completed, have no effect on our commerce down- ward to Montreal ; already, steam vessels with cargoes, have descended the rapids of the St, Lawrence. The St. liawrencc Canal facilitates the up commerce alone, and is not so expeditious and cheap as the channel of the lliver downwards ; should flour from the United States be admittal thi'Ough Canada to England, duty free, every barrel sent from the United States would go h of the ■4 of the ived with —do 1.11 :tent and i(! West, that tho t, should We couii- cum])li.sh [-"ortland, ougevly with the open up tH fullest c case, — 1 evontH, business curing a I Quebec ho great capacity, in the lakes to ;ie there pjoct of That |s by the Canal, needed vessels uitries ; down- Is, have iwrencc leditious Id flour [ngland, )uld go HALIFAX AND QUKBGC KAILWAY. lU througli tho 8t. Lawrence, and would never eoek our Canali* at all." These remarks have an important bearing upon the question before us. We find, that this facility of conveyance, donm stream, enables the merchant of (.anada, to l)ring a barrel of flour from Cleveland, at the head of Lake Erie, to Montreal, for 2s. per barrel ; and contiiuie it in same bottom, without stoppage or breakijig bulk, and in view of increased upward freight to Quelx!c for 2s. iid. per barrel ; and, probably, by proper arrangement, at the same rate, 2^'. per barrel. The vp freight being so important a consideration. If, therefore, we can transport a barrel of flour from Quebec, 635 miles, at same rate as they can now bring it from Ogdcns- burg to Boston, 403 miles, say 50 cents, or 2s. Od. per jjarrel, which 1 have no doubt we can, froin increased facilities, on n continuous line, and one management, AVe can land a Ijarrel of flour at the same, or less cost, at Halifax, by the Quebec rail- road from Cleveland, as at Boston or New York )jy the Erie Canal. We are now considering, be it rememlicrcd, our traffic in west- ern produce, for export at Halifax. The trade for local supplies or domestic wants, cannot — I presume, it will Ix; readily conceded, — be brought by any conveyance, so cheap as by the (Quebec railroad. Tho most formidable opposition we have to look to, is from the Boston and Ogdensburg, and 8t. Lawrence and Atlantic rcads. The latter, say from Montreal to Portland. By the former, we have seen that a barrel of flour is conveyed from Lake Ontario — at Ogdensburg, to Boston, 400 miles, for 50 cents, or 2s. fid. per barrel. The freight from Toronto, Hamilton, or St. Catherines, at the head of that Lake, to Ogdensburg, is 15 cents per barnsl ; whereas, to Quebec from the same ports, it is 25 cents ; so, that with the same charge |)er railroad, it would cost 10 cents or fid. per barrel more at Ilalifax than at Boston ; from which, however, we must deduct 10 cents per barrel, charges, that attach in United States ports, passing in bond — that would not apply at Halifax and Quebec. This takes off the difference of river freight, besides which, we have the difference of sea voyage to Europe, of 400 or 500 miles in our favor, and somethint' also L'tiintid in insurance. From Montreal to Portland, Mr. Morton thinks, a barrel of flour, can be brought at eight to ten cents less cost, than by the line we have just referred to ; if so, this would make a difference against the Halifax and Quebec line of fid. per barrel ; against which we have, in transport to Europe, 400 miles dietaoce. in our 20 HAI-rFAX AND gUERIiC lUIl.VVAV, I i\ favor, and Ics.s iiisnvancn ; Imt wliotluT even a trifliiiir diffcronco ill its favor would divert tho wliolt; and vastly I'licri-asinu trado of t ho West to find an outlcit at Portland, instead of llalitiix, with all tho advantajj^cs 'it can oflbr, in sameness of fla^, liicility of export, and nearness to EnrojK!, remains to he seen. There ean Ik) little doubt, juit Itoth lines would lind ample employmeiit, when onco in eoniplete workinir order. It also remains to be proved, whether a barrel of flour cannot Ih) eonveyed from (^uebee to Ihilifax at a less cost than 'is. Ud, per barrel. The wonderful results attained in England o7i /ons^ and rojitmuoi/s lines, to which we have referred in speakinj^ of their coal transport, may well lead us to paus(! and consider this before wc refuse to bi-liive it possible, and it nutst b(! liorne in mind that'itoal, deals and other articles, will always irive this lino a full freight, and koe{> it in constant and regular employment. This, in any cal(;ulation on the Queljec line, must ever be, an important consideration. From a report before me, dated Kith August, 1S.")1, of the Ogdensburg line, it appears, from the last six months operations, that the line will pay per cent dividend — ^S(),4()(> interest on bonds, and leave a reserve of 8102,88;). 0(1. This leads nie to the conclusion, that a })nrrol of flour can 1)0 brought on the Halifax and Quebec line, if we look to the expenses and in f( rest ovhj hein^ paid, at the same cost, as on that line, although 'lob miles longer. I. am also, from particular enquiry, informed, that on the Ogdens- burg line, no extra charge will be made for winter working. The up trade for Canada liist and West, will consist of "West India produce, Fish, Oil, Coal, Plaster or Gypsum, and European merchandize, meeting the Lake and Itivcr craft at the Canada terminus and supplying freight to their several desthiations. The Deal and liunilter trade to be anticipated from the Halifax and Quebec line, to which I have referred, as Ibrming a large and valuable exjtort from our luuiwr, demands our especial notice. When the railroad was first S})okeu of, it was very generally thought quittj absurd that articles like deals, lioards. scantling, &e., could be brought to marl, et by this conveyance, at a cost to meet competition abroad. This quest ion is now, howeviT, satis- factorily set at rest ; and with the means of supply along the road, the jxtsition and facilities of our harbor considered, it is difli- ctdt, indeed, to estimate the extent of this traftic. The opinion of Mr. Morton on this point, is most valuable, for wo doubt, whether more reliable authority could bo found either in America or Europe. Speaking of the prospective business of the European and Mortli American railway, he says : " With a superior line of railway HALIFAX AND liVFREt; KAILU'AV. •-^1 f difference itr trado of' liliix, with iiicility of 'I'luTo can iiciit, when our cannot lan 2w. Ud. id rm Untfr [)oakinj^ of isider this ! jioriie in this lino iploynicnr. icr be, an » 1 , of the Jl)eration.s, nt crest on me to the iO Halifax )vhi hrhi^ s lunger. Ogdens- ng, of AVcst European Canada ons!. Halifax arge and notice. ienevallv antling, cost to r, satis- ong the isdifli- [ible, for d eitlier d ^'oitii railway through the heart of tiiis district, toucliing tin; lakes and !»treuniK of the interior, at lunnerous points, it is believed it will ifhrt an almost oit.lre revoluliun in the luinherinsj fmsincss'' " Having on a previous occasion," he adds, " exauiini'(l, vith much care and attention, the sultject of transportation of lunilxn*, to market by railway, 1 can with niiic/i confidence advance the opinion that with proper arningi'iucnts, all the better (pialities of lumber amounting to (10 or 70 millions of i'w.i annually, as well as the greater portion of the short lumber, will take this conveyance ; the hitter, although less in (piantity, will probably jiroduee as much revenue as the fornuu". " Mills being erected on and near the line of railway, for which there is an almost endless amoiuit of whter i)o\ver, the timbci' of more* remote districts will readily be conveyed to them; and when man- ufactured into lumlx'r, transported safely to market by this expe- ditious connnuiiication. " Inferior ([ualitit'S of lumber, which scarcely find sale, and are of little or no use at the ]»oints Avhere produced, or is so remote from cheap conveyance as to ett'ectually })revent its removal, may be forwarded to market by railway conveyance, at such rates as will ensure a ready sale for larg(! ipiantitiis at reasonable! profits. "This is not a matter of conjecture, but is ]>ractically demon- strated by the ex[(erience of mnnerous railways in the I 'nited States, Lumber has been transijortt'd on one line, liOU 'ntilcs, avd this, inconipetitiu?i \\\lh {.-AwA navigation. Ship timber, masts, spars, curled maple and birch for ornamental work, fence posts, railway sleepers, and even fire wood, are transported lo?ig dis- tances on railways to market, and command a ready sale at high prices, which, without this means of connnunication would be left to decay iti the forests, or be burned as a useless iticiunbrance of the soil. " The introduction of cheap conveyance into this district, will be followed by the manulacture of an endless variety of artielo^" from the growth of the forest, which in turn will 1"' '-ur{)ing onler. iiud with (li'j'pntrh, (iiii, aloiii' lio properly (i.stiniattMl. [t IM ill) as/rrtaiiiod ami ackiiowlcdm'il Diet, that any ship owiuM', or ai!;oiit liaviiii.' a .^hip arrive in JIaliliix harl)or to loail, finds it more i>rulitable to dispatvh her with deals at, once (linnet from this port, at an extra cost of 8'> por iM. superlicial leet, rathwr than hallast, and proeeed to a (Julf ]H)rt to load. Tlio delay, expens ', ditVuMilty with erow, i^c, innkinu; itnioro desirahle to pay a freight of ;:^.■{ or $Sl per ]>!., put alongside, ilian to ehange jK)rts to load. Another ^roat advantage, in ohtaininj^ .sueh cargo ])er train, will he, in (piality. Deals and )H)ards, shipjn'd bright and dry from the saw, instead of being rafted flouted in ti iinuldy stream, landed, an^l pih,d at the shipping place, and again iloatod and rafted to the ship, all which is tho usual course, would l)o worth several dollars mon; per M. in any European mark(!t, than they are in the present mnde of shipment. A great proprtlon of the la1)or and time, and conse([uently of the cost on board would also bi! saved. The great diflerenco in prico, that usually obtains in England, between the ]Jaltic white wood deal, and the Nova 8cotia s[)ruce and }»ino, consists in the manufacture and order in which it is landed; the one being bright, clear, and regular, — the other Avater soaked, discolored and rough. I have examined tho article in tho shipping ports of the Baltic and in tho ports of deli- very in England, by which I come to this conclusion, and it is well understood at this day, both iu Canada and New JJrunswick, where the cull, or selection, is very strict. When it is considered, that the line of railway will supply for many years to come, as much lumber, as it can conveniently trans- port, the advantages of this source of traffic must be acknowledged, CHpeoiully, when wo reflect that tlie present trade can now oidy bo conducted for five or six months in the year, either from Canada or Nova Scotia, and but to limited extent from New Brunswick. Mr. Morton informs us, that " the mills in the vicinity of Bangor, in the Penobscot Iliver, have an agregate of 15 gangs and 154 single saws, equal to about 200 single saws ; and that this machinery is cajiable of manufacturing 170 millions of feet of lumber. The amount manufactured does not every year reach the full capacity of the machinery, the quantity being regulated by the number of logs which come down the river. " The logs have often to be hauled a great distance, and are run with much difficulty, labor, and expense, through small and circuitous streams, and in passing I'apids and falls receive more or less injury. The total amount surveyed, in the year 1850, was nearly 203 millions of feet." f J,. I nltT. fiinl any ship •r to loiul, irtu't from 't, vnthtir '1 10 (It^lay, hlo to pay iiijj^e |M)rts ■iWilo per ri^ht ami II nil 1(1(1 y lin llnatoil would 1x3 k(!t, than |Toi'tlon of n\ would ly obtains the Nova order in ilar, — the ninod the >* of deli- and it is un.swic'k, ipply for Iv trans- wledged, r only he I Canada unswick. linity of ^'> gangs nd that >f feet of t;aeh the lated by and are nail and more or 50, was HALIFAX Ai>(U (^IbbLC KAlt.WAS U3 This give.'? ud u eloar iiiid correct ido» of whut Iratfic may }a; anticipiitiMl from a trunk railwcy nuining ihroueh, or in the iin- nuvli;it(! viciMit_} of large Ibrest.s (.f vulualile timber. I'he uMial (litlieulty, delay, and expense, <(f lumbrring. as it is termed, wo si!(!, eonsists in g(;tting tlu; logs fo iIm» miil — hen , the mill, is, tut it were. tak(;n to the logs ; thus re;di/iuu', in pail, Hie revolution in till! trade, elsewhere siM)keii > !' by Mr. ]^^.(t<)n; fbr mills may bo erected in, and near thi; line, moved by steam or water, iw most eonvenieut and prolitable. I lore, on tlu; line, may ulfwi Ixj established, as ut tlw; l*eM()bs((jt, mills and niacluMery, for shingles, laths, hoops, staves. ])iekets, oars, handspikes, barrels, lisli easks, sugar box and hogshead shooks, t\:e. 1 dwell on this source of employment lor the railway, impressed .IS I am, with its gn^at and iuin-easing importiinee, and only regret my inability to do it justice. 1 look upon it, as one of tlio most legitimate means of trallic — of ]iroductive and reproductive wealth that we possess, whether we view it, as a valuable export, in connection with shi]> building, hi)us(! building, the thousand uses to which it can be applied, or by means of the great trunk railway, as si sure, and certain provision and encouragement, to colonisation, on a large scale. 1 would wish to impress upon the mind of the reader, who may have a lurking horror at the idea of running a railway through a wilderness, that it is a fa(.'t, satisfactorily established by our neigh- Ijours, that the comparative; value of land, and its productions, is simply a (piestion of cost of trans[R)rt. An acre of forest, one hundred miles distant, is, at present worthless, simply because, first its wood and then its cultivated jiroduce cannot be conveyed to market. IJut let a well aj»|iointed railway run through, or in the vicinity of this land, to a good shipping port ; and imuKidiately, every tree, from being of no value, is worth from !>! to 82i each, simply, be(MUse the owner can send it to market at a cost of i?l or less, converged into any re(|uired ibriu, where it readily conniiands the enhanced cost. So with res[>ect to the comparative value of the land itself, and of every article of growth. The emigrant, arrived at his woodland lo(^ation, of 50 or 100 acres, along the line, will soon bo led to feel his indeptindence, and to (juiet his mind about the rapid clearance of his land, — the suit- ableness or otherwise of the climate to the growth of wheat, or to dread the rust, the blight and the weevil, when he ascertains for a certainty, — that two or three of his fine trees will buy him a barrel of the best Virginia flour, and the sure produce of a few bushels of seed potatoes, grubbed in alx)ut their stumpp, will fur- nish his table with tea, sugar, and coffee for months. ) i 24 HALIFAX AND QUEKUC RAILWAY. ' Ij As a mcaiiis of extending our connucree, ship building, and providint; employment for shipping, the lumber buHinens cannot be over estimated. This is a well established result, whereter the forest is reached by quick and cheap tra,ns2)ort. We have only, ill illustration, to refer to th;^ rank, the State of Maine occupies, among her sister States. And where, I would ask, in the whole Atlantic, North or South, is there a port so suitable for an ex- tensive traffic in every variety of lumber, as the Atlantic terminas of tiie Halifax and Quebec Railway. I -have referred to the Coal trade, as a source of large and profitable trafhc tor the railway. If as I have shown, a ton of coal can be transported on the Reading Railroad of Pennsylvania, built expressly for this traffic, at enormous expense, and having no other traffic or travel, at a cost to tlie Company of ()2?J cents per ton for 97 miles. If as I have exhibited, a ton of coal is now transported in England on expensive lines of railway, at a satisfactory profit to the Company, at a freight of 2s. Id. sterling per ton, per 100 miles ; and if as Mr. Lindsay says, and has repeated, tiiat in an extensive trade on the great trunk railways in England he has satisfied himself, that a ton of coal can be conveyed 100 miles for Is. stg. per ton, at a profit ; we hiive only to satisiy ourselves, that coal is actually, as stated, to be found in abundance in the vicinity of our trunk lino, to be assured, that we can export co;d from Halifax or St. John harbors, as cheap as from any part of the world — if not cheaper ; and if so, — to wiiat extent ? The same data may be applied to gypsum, lime, bricks, building stone, &c. If gypsum can be brought from 50 to 150 miles to the ship, at a cost of even 2s. and 4s. per ton, instead of 6d. and Is. 6d., as above, a very large trade will spring up in this article, — for at this rate, it will pay the ship nearl}^ if not quite equal to coal. The 'price of gypsum in the Southern United States, this last year having been as high as $4 per ton, and it is at pre- sent worth S8-i per ton in Virginia. The freight of gypsum per ship to Quebec is S2i to $2i per ton, and to Montreal $8 per ton; and at these rates it can only be sent, when no other business offers. I cannot refrain from quoting here, the remarks of an intelligent and scientific American writer, in passing over the projected lino of railway in Nova Scotia. He says — " 'fhe mineral resources of the Province are almost unlimited, and there, probably, is not aji equal extent of territory on this Continent, that excels it in the variety and superior character of its minerals. It is estimated that its coal fields alone cover an extent of country equal to 2000 til f; ( iing, autl cannot he rever the lave only, occupies, the whole or an ex- Atlantic large and id on the lis traffic, ivel, at a If as I gland on Jompany, and if as trade on iself, that ton, at a tually, as unk line, St. John cheaper ; building miles to E' 6d. and s article, ite equal I States, s at pre- sum per per ton ; business telligent ?ted lino turces of 3 not a7i it in the stiniated to 2000 HALIFAX AND QUEBEC RAILWAY. 25 squaio m.lcs,_and iron ore, gypsum, lime stone, granite, slate and salino_ springs are found in great profusion in the ]>rovinco ^^^Keviewing the aforegoing data, we are enabled to come near PnOSi'ECTIVK BuSlNESf? OF TllK KoM) Assuming the line to be in i\dl working order, an.l reforrin- (.; the notes following, as lettered, in explanation A.-850,000 barrels of Flour, Meal, and Uyc, for home consumption, half at Is. 8.3. per barrel, half at 2s. 6d. per barrel, B.— 400,000 barrels ditto for export, at Ilalifiix } and St. John, at 2s. 6d. per barrel, } C— 100,000 barrels Pork, Beef, Oatmeal, Corn, Butter, Pease, &c., half at Is. 3d. per barrel, half at 2s. Gd. per barrel, , D.— Other through and way freight. West' India produce. Pish, Oil, Cattle, Hay, other country produce and general mer- chandize, equal to I ton to each inhabitant. 775,000 iuliabitants, 198,750 tons carried on average 50 miles, at 2 cents per ton, ; J^^.— 100 million feet Lumber, brought on aver- ) age 100 miles, at 10s. per M." } F.— 250,000 tons Coal, at 4s. cur. per ton, 1 00 ) miles, } G.— Passengers, one to each inhabitant, 775000 > carried 40 miles, at 2| cents per mile, \ H.— Steamer passengers, 80 each way per w(!ek, > to Quebec, 70s. each, j I. — St<3amer passengers, 50 each way per week, ) to United Sbites and New Brunswick, 127 > miles, at $3.20, \ K- — Mails, $800 per mile per annum, L.— Sale of Lands, say 135,000 acres per annum, exhausting 3,000,000 acres in 22 years, at 10s. per acre, Currency. je82,bl2 50,000 0,875 48,487 50,(,)00 50,000 11)8,750 10,920 4,160 47,025 07,500 M.— Running expenses, 40 per cent, Nett Income, Interest on £8,810,000 stg., cost of 035 miles, ) at c£0000 stg. per mile, at 8^ per cent, \ £504,579 220,881 £887,748 1()0,0S7 T) Would leave a Uoscrve ol' £171.001 Zh A :3 HALIIAX .AND QlhliLi; KAi/.V/AY, NO'IKK. f! r v.. r. HI: -Tho import of Flour nnd TJrofidstuffd for consuiaptioii, I have pliown, amounts to about 500,000 barrcla. I make hern allow nnco for part to go by other conveyance. T)io cstiiinto for Iho Portland line, for export is 400,000 barrels, for St. John and Halifax I put down tho sanio (quantity. Mr. Morton estiinat(^3 140,000 barrels of those provisions, for tho Montreal and Portland lino, for consumption of Maine. New TJrunswick and Nova Scotia will likely take 20 per cent more than my estimate. D. — Massachusetts carries 2\ tons freight to each inhabitant ; the wliole of my estimate of transport A. B. C. and D. added lop;clha% amounts to but a trifle over 3-8ths of one ton to each inhabitant, or a little over 1-Oth of Massachusetts. Mr, Morton, who is to be esteemed tho very best authority on tills point, estimates 70 million feet, as Ike addition tho North /Vmorican and European lino would bring to Bangor, running through the Maine portion, say 95 miles; this would increase the export of Bangor to 280,000,000 feet of lumber, besides 80,000,000 of laths, clapboards, and shingles ; the estimate I have taken is but little over l-3rd of this quantity, — but why may it not equal Bangor, considering our length of lino? Tiie present export of the Pictou and Sydney Mines is about, 180,000 tons, or 120,000 chaldrons. The Reading railroad of Pennsylvania, transported in six months of this year, 976,941 tons Coal, with a canal alongside of it conveying 000,000 tons more. Mr. Morton observes, "the cost of transportation on railway, depends upon the regularity of the traffic and ihe loads that may he carried. If trains can be uniformly loaded to the capacity of the enguio, the cost may be reduced to a very low rate, on roads having favorable gradients." He adds, " with the im- mense deposits of coal along the line of the proposed road, there appears no reason why merchandize trains going in the direction of Halifax, should not be always fully loaded." The quantity I have put down, I look upon as trifling, com- pared to the results that may bo anticipated, after a year or two's working. •I have shown that Massachusetts on 1142 miles of railway, carries 8} passengers to each inhabitant ; New Hampshire, on 512 miles, 4^ ; Connecticut, on 44?i miles, 5 ; New York, on 1359 miles, 2 passengers to each inlmbitant, and average dis- tance for each HO miles. 210 steamer passengers per week each way, over the line to Portland, say 420 per week carried, is assumed in tho calcula tions of that Company. My estimate, tliercforo, must be con- sidered very low, " Tho route to and from Europe, wliich is tho most certain and shortest in point of time, must evontunlly, bocomf; thr^ rlinnpost, and, thcrrforr, thr mosi freqncntpd." G H \ A « \i tioii, I have ! hern allow ,000 barrels, tity. ovisiona, lor 1 of MaiiiP. 20 per cent abitant ; tlio (dcd iofj^dher, h inhabitant, authority on n the North Tor, runninp- )ul(i increase iber, bcsi(lc3 2 cstiinato I y, — but why "line? lies is about. Drtcd in six lal alongside on railway, tds thai mai/ the capacity ow rate, on ith the im- d road, there he direction [fling, com- : a year or of railway, npshire, on York, on ;cragc dis- I the line to Iho calonlii- jst be con- Lost certain locomc thf" HAJ.ii'AX AND 1,11 LULL K.ULWAY. 27 I ^1 i. '"Tlio luertliant ot {.'aiiiul::, for uisluiac, UiJI, b> lliC projioaed railwfiy, bu able to reach Ilalil'ax, with nearly the cranio eutje us ho can travel to New V'ork. He will, therefore, ^hajie his course, so as to economise time and cxpriisu in making his passage to and from Europe." " It is known that Canada, Now England, and the Lo^or Provinces, furnish a large proportion of the present travel." K.— This is the rate, estimated, and generally allowed in the United States. Ij. — One iialfof the sale of Lands, will, doubtless, be at three time.s this rate. In the United States, if'S to $10 jjer acre, is usual rate on lines of railway. M. — The cost of operating the Boston and Ogdensburg line, is lib per cent, the only long line in United States at present in work- ing order — 403 miles. The Halifax and Quebec line, if care- fully managed, should be 5 per cent less than the rate taken. Objections liavo, and will, no doubt, be again made to the untieipatcJ coal traffic from Halifax. It is a;-( ] ,255 tons From this exhibit, it might ])e naturally concluded, that the large and increasing domestic supply of coal, from the various States producing it, had diminislied the foreign import, or indeed, wi/li their protective Tariff, had totally annihiiatcd it, but so great is the increase of its use and demand, that the very contrary is tlie fact. The ibllowing shews the import, for tlio years, as stated : — 1820 .... 078,711 bushels, 18;J0 .... l,(>l(l,2!}5 " ISIO .... 4,5(;0,287 '• is-is 4,710.000 '• 1840 1,800,00(^ " 1!^5U 30 MAI. 11' AX ANL iiUlA'.lX liAU.WAY If 111 liid yi:ir ls4r», alone, the import rose to >S,54i),ii27 iiushtlt, slunviiig what might be cxpeeted i'rom even diminished duly, and wliat f'urthoi* ([uantity i'rom a (tree trade) reciproeity. The diftl'reiice of cost of transport, on long and short lines of railway, is so striekingly exemplified in a paper before me, that in connection with the observations I have made on the subject, in the atbregoing pages, it claims our consideration. A memorial has been presented to tlie Liverpool Chamber of (Jonnnevce, from Mr. Ed. Higgin, directing the attention of the (chamber, to the mode in which the manidactured goods of IMan- chester, are being diverted from Liverpool, as the natural port of shipment for those goods to the East, and carried to London. Mr. ] liggin shews why London ship owners are able to compete with those of Liverpool, namely the great influx of produce laden v<.!sscl.s to London, and the diminished cost of railway carriage to London. Up to June, 1848, the exports from London w(!re insigniticant, but now tliey have bccom.c so considerable that Ibur-tifths, which he estimates iire extracted from Liverpool amount to 7040 tons weight, and about 11 ,8riS tons cubic contents, the loss to Ijiver- pool during tlic two years -vvas £36,8D:2. The memorial tiien proceeds to shew that .f^^oods are carrictl from Manchester to London, at the rate of l^d. per mile, whilst the mileage of goods to Liverpool Avas at the rale of 4|d. per mile ; and that the ship- ment of 100 bales of yarn, at Loudon for Calcutta, was at the rate of 20s. per ton, £5 Os. 7d. less than that of Liverpool ; conse- ([uently compelling the J^iverpool shipowner to reduce the freight to 158. per ton, to enable him to compete with the liondon ship owner. The remedy proposed is that of con)pelling the rathvay companies to carry freight from JManchester to Liverpool at a cheaper rate, or to charge a higher one to London. This, completely confirms the results of the working of h7f^ and short lines of railway, wherever tested. The value of rail- ways to a new country, is truthfully set forth in a recent paper from the pen of Edmund D wight, Esq., of Now York, which must commend itself to every cncjuiring mind. He says : — " Tho value of railways, as a productive investment of capital, is as Jiotliing compared 2oith their indirect creation of wealth. In a new country the results are beyond calculation. The (jucstion whether land is worth $50, or S20, or 81, or nothing, per acre, is simply a question of transportation. Tho lands of Illinois are as rich as the lands of New York. An acre of land in the State of New York is worth $40 per acre, iKX-ausc the freight to market leaves the farmer a nett profit of r'. <>: i ; HALIFAX AND illJELiEC 11A1I,VVAV 'M « land in Illinrti.s Ls worth only fo per aoro, b('oau><.; tho writ of transit leaves the producer, say 5 cents per bushel. Thus, assuming for illustration, that thi^ cost of production is 00 cents, in either case ; the New York ilirnun- sells for ^^ I and realizes 40 cents profit ; the Illinois llirnier sells lor 05 cents, and realizes one-eighth the profit of the other. Now reduce the transit from Illinois, say 20 cents per hushol, and the nctt profit is quadrupled, and the value of the land is enhanced in the same ratio. Illinois which was worth S^ per acre, — now becomes worth $10, and it approaches the value of New York just as the transportation is reduced. A railway traversing the level regions of the West, costs say 812,000 per mile. If a breadth often miles, on either side, was woath $5 and rises to S20 per acre, as it probably will in a few years, the value thus created is equal to fifteen times the cost of the road. Such an enhancement is only the natural result of a railway in a new countiy, for at the same time that it nmltiplies the per cent profit in all the products of the land, it augnuints the amount to a degree only limited by the capacity of the soil. A Jiew Cnuidrij is ciu'iched by railways far more than an ohl (me. Thus in England land had already reached its mjtximuni value before her costly system of railways was constructed. The Western States on the contrary rested like unworked mines, awaiting the devolopcmcnt of their })0undless resourct>4.'' OONCLUSION. paper which nds of )f land ISO the il COllts If'-. (.: i Occupied with the detail of on active bushiess, I should have declined intruding the results of the investigation of my leisures hours upon the public, did I not share with many of my iriend.;, in a high degree, a deep sense of the important crisis at hand on which the welfare of our country hangs tremblingly at stake. Our people awakened to the gi-eat importance of a railway, and encouraged — but witli hope deferred — patiently to look forward to the united action of their Representatives, to secure for then i the desired Iwon, await with nervous anxiety the approaching meeting of our Logislatur(\ A resjionsibility of no ordinary magnitude rests upon its mem- bers, When the people " ask for bread, will they give I hem a stone,"- the blighting — withering stone of party feeling and political discord ? Will local jealousy and selfish rivalry arise, and )>rompt th(! " eye to say unto the hand, I have no need of thee, and the lie:i,| to the foot, I have no need of you," :ii^ if t'"' 32 HAHFAX AND QUKDliC RAILWAY. l)0(iy could imprnvc, limbless, or the tree flouriHli, hriinchless ; or will thoy Mppniach the (|uestioii with thut calm itnd tlit^iiilied composure, which its ini]>ortanco demands, and whiiii no party feeling or personal antipathy should be permitted to rullle ? Not only is the earnest attention ol' the J'rovinees, and the eyes of their statesmen directed hither, but the rulers of our parent land, united with her sons of noble minds, and christian hearts, await a favorable decision of our railway question, to aid with ready hand, that healthy stream of colonization, which is designed to prove a bond of closer union and of nnitual wealth. If my endeavors to elucidate the question, simply tends to facilitate a deeper eutjuiry, or remove one doubt, on any perplex- ing point, the end I have in view is fully gained. With such feelings, the indulgence of the public, and their patient consider- ation of the subject, ia aaked. m 1'. ■ l:i'; >:;"' I til t n AI>1>KNI)1X. Extract ok a Letter riio^r a HUriii.v infllf.ntiai, ani> intelligent uentleman of jjoston, in rei'i.v to e.v- quiries on the subject of the halifax xsd quebec Railwaf : '• Uoslony%Uh Sept., 1851. "The buililiiiff of tho Uoston and lV[aino loiid, with \vhicli lam at present connected, as it", executive head, was commenced many years since, as a spur from the J3o«tnn and Lowell ro:id, sit a ])nint ht'teen miles out of Boston, to Andover, a dis^tance of eiijht miles, and in the protrress of improvement has come to be an independant road, extendin<>' from this city to the Kiist and to the North West, and now performs the service of tidclin^- lo twcnlij one different raUroudf, embracinir one hundred and thirty one stations, and includ- ing Calais on the one iiand, and Detroit and Chlcatro on the other; but its own lines terminate at South Berwick, in Maine, and at Methuen, a border town in this Stiite. "The nmnber of miles completed under its several charters (for it passes into three States), amounts to ninety three ;ind a half, at a cost of four million and ninety five thousand dollars (ir«4,0! '5,000). In this outlay are comprehended immense charo-es, not usual to roads in the country. These are, far the Boston terminus, which contains very expensive passeno-er's. merchandize, machine and enrrine build- ings, on land and bridges, of great cost, amounliiiu' to 8700,000 for the two tirst miles ; for the Lawrence and iMethuen branch of three miles, !«^170,000 ; for twenty eight miles of double track, $:}i)0,000 extra ; and for a very full equi})merit, growing out of the necessity of running 58 trains dady in and out of Boston, 8100.000; leaving as the cost of 88,^ miles of road, of single track, the sum of !:'^,675,- 000, or about thirty thousand dollars per mile. " This road, like all others in this country, was built uiuier many disadvantages. The capital not being supplied in advance, great pecuniary embarrassment was experienced, and many sacrifices sub- mitted to, in order to sustain the enterprise. " There are two other items of expenditure, not considered'above, from which very great deduction must be made, before the case can bear any parallel to your project, — these are, land damages and superstructure, and I estimate the excess of them to be 8!^00,000, or a trifle over .* 10,000 per mile; thus bringing the nett cost, without estimating fractions, to Twenty Thoxtsanrl doUnvs per mile. E Arf'KNPlX. ill A Hliort road uf tw(,'iily ei<^ht miles in lenytli, ruMiiirij,' IVuin Dovfr to Altonbuy, N. Jl., is just now hoiny completed, ut a cost of neitrly twcntii one thousand dollars pir mile. ' d P Tlie Portland, Saco and Portsmouth railroad, cxtcndin{< from i'ortiiind to Portsmouth, a distance of 51 miles-), and now under ii lease to the Boston, Maine and Eastern roads jointly, has cost one million, three hundred thousand dollars, or '2^ (5-10 thousand dollars per mile, from whicJi should he deducted for excess of costs of rails, land damages, and half the interest, $187,000 or \i 0-10 thousand dollars per mile, showinjj the actual sum for your purpose to be; Iwenly two thousand dollars per mile. " Of all the States in this Union, New Hampshire now stands the fifth in the amount of expenditure for railroads, although she at first manifested great reluctance in coming forward to foster this branch of internal improvement. She at length yielded to the progress of light and to the will of the people, and is thus reaping the benefit at this time. ''She was represented by that most distinguished legal gentleman, ***** to be a very good State to emigrate from, on account oi' the hardy cliaracter of her soil and of the Webster like strength of iier sons ; but now slit; is a very good State to " hold fast to,''^ as her statistics show, that the ratio of increase in population for the 10 years from 1840 to 1850, is double thai of the ten precedinf^- years, and the advance is proportionally great in wealth. This is a consequence, in my judgement, sure to follow the progress of rail- roads, as might be illustrated in a variety of ways; not the least important of which, is the great advance in the value of property and the rapid accumulation of population, wherever they penetrate. These you may not hope to realise to the same extent that have been enjoyed in our neighbourhood, where property has, in maoy instances, been quadrupled in value and population doubled in a j^^e/iod of ten years. "Portions of our New England railroads pass through a wilderness country, where the promise was not very inviting, hut they have worked tvonderful I'esidts, causing the wilderness to blossom aa the rose and the heart of man to rejoice therein. " An analysis of our railroads generally would give evidence that undue expenditures have been incurred for ivant of ready cash, and of that knowledge in the science and art of railroad buildinjr, indis- pensable to the economical outlay of capital, and will also show that no certain accuracy can be deducedf rom aggregating the cost of them, as embodied in general reports, which are required to be submitted to our Legislatures from year to year. " I shall not attempt at this late day to discuss the subject of the utility of railroads to all countries, new or old, but it seems to me that a new country with nearly all its resources undeveloped, holds out the bow of promise which none but a sceptic, in all that is good and useful, could resist. It is moreover sound policy in a nation to foster the best interests of its constituency, having for their object^ the improvement of their condition. A. government will be best loved, that ho?f cares for its subjects. P loin Dover , oi' neiu'ly idiuf< from w under ii 8 coHt one ukI dollars sts of rnilH, ) thouwanil )oso to hv stands tin* slio at first hirt branch )ro{TrcsH of 3 benefit at gentleman, ; from, on ebster like ''holdfast lulation for I preceding This is a OSS of rail- the least )f property penetrate. have been instances, iod of ten nldernestj \ihey have )ni aa the lencc that cash, and _ , indis- 3how that ^t of them, submitted ibject of Iseems to jveloped, all that ficy in a ' for their It will bo .'Pl'liNltlA, ;^ " Tli(j peuplf liieiiiselveti, thoii;4h Ihey may be aluw u> reahze it. will bo sure to reap a liarvest in tlio inoreasod value of ttieir property and products, and will also secure thone social advantafros, whirl) will both promote personal happiness and the common wealth.'' (From Morton's Report on llio St. Lawrence Railway.) Increase of Passengehs and Freioht bv the estabmsmment or Railways. " From Baron Charles Dupin's Report on the Paris and Orleans Railway : " Experience has proved both in France and abroad, thnt in a short space of time the facility, expedition and economy afforded by Railways more than doubles the nuuiber of passengers and the quantity of merchundizo. "In order to support such statements avc will (luotc the followiuf; facts relative to the Railways of Relgimn, En;,'hin(l and Scotland, in positions of extreme difference, and {,^ivin(j rise to a variation in the returns which far exceeded all anticipation." Comparison of the number of travellers conveyed daily through" out the whole or a portion of the line : Railways. No. of Passengers before No. of P.isscngers after llic esliihiishincnt. the eslahlishmeiU. Manchester and Liverpool - -400 l,HyO Stockton and Darlinnrton - - ViO (J-'JO Newcastle and Carlisle 90 .')00 Arbroath and Forfar 20 200 Brussells and Antwerp 200 - - - - - -3,000 Increase of the number of Passengers by the cstablisment of a Railway. Liverpool and Manchester 300 per cent. Stockton and Darlington 380 " Newcastle and Carlisle 4.55 " Arbroath and Forfar 900 « Brussells and Antwerp 1,400 '' Thus even taking as a criterion, the road on which the propor- tional increase is least of all, we still find that the number of pas- Hongers will increase not only 100 but 300 per cent. The transport of merchandize will experience a similarly rapid increase. Progress in the conveyance of merchandize by railway compared ♦o that of passengers. Yenr. Passengers. Tons. 1834 - - - - 924,003 - - - - 22,909 1836 - - - -1,248.552 - - - -161,501 1838 - - - -1,53.5,189 - - - -274,808 Thus while the number of passengers, increased 60 per cent, in four years, in the same time the rjuantity of goods increased 1,100 per cent. 'M .MM't.NlJI.X. Hxtrnct tVriiii nn Ofliriiil Roport on llii;;liy|i Uailwny^s, made to tln' J''r('iic!i (iovcriHui'nt, l»y Kdwtml 'J't'isHi-ri'iic*', itn !i<,'(Mit, chiiryeil V. itii the s|)(M'i;il iliity nt" iiiiiliiiitr H study of iIickp Railways. "'J'lii' Dm liii'jlun UiiilwMV li;is iin»dii(:i;d bv its low nitt'H of pus- mm' Mild ficij;lit, ii coiiiplit' rov(diit,ioii in tlio n'i,niiii (d' country uliicli It triivcrs"'.-;. Il Ii;m iru'roiiscd tlio vnliie of liind JOO or 'JOO |»i'r cent, Hy tli('-.(' low nitc.-i tlio froinflit, f'stiniatt'd at KO,U()() toud has l)f>(!ii iiii.Ti'ascd to <;ii),()OU tons. The passeiigcra cstininted tit I,(1UU have I). "Mi iiicroascd to -iCCMlOO." St itciiicnt sliow iiiir tlio Iiicrcaso of I'as.srni'erfl on vuriouH Rail- wavs ill the I'liitrd Statf'>!. NAMK OV ROAD. Fitfhhnr^- Western Boston and Worcester - I'lasti-rii - - - - - I'tica and Sciifiici'tady I 'tica and Syraciisi; - - Au!)urn and SyrariiSi- - Auburn and Rochcsstor - Tonawanda - - - - Attica and Rniralo - - HaltiMion' and Ohio - - - I.S-IHJ ■ iH4:{! il84:i, ;1H1U 4:n()0() M/HCB 1I4H4:? e;j;]i() lOoliiU (;7(;o4 I4!;r>:5:} 1 847 1H47 1 847 1847; 1847; 1847, 1847 1847i 1817J 1847 1847 '■■ 1—1 4!tlOM4 H88II1 .■>!i8;{or) 8!>y8!)() y(j(ir);{4 J!'!tr)Of{ iiO(ior) J8i):J45 1M40()8 ]:J07«)!» J>SS(i74 '<2!.>7.'J :{:r)47r) 4(;i8!)(; 118(i(i«i 84(;(;() 57"^>81» 84155 <;<)4(i4 |:J5>14I VaLUF. or TIIK FoKF.ST — FROM FACILITY OF Co.NVEVAJJCK. " The amount of LunibrT amiually manufactured in the State of Maine, prohaliiy (',(.'C('<;r/o«'.v lie/mrl, E. ^,- A". .'/. RaiUmii. The State of Maine draws all tliis prosperity and wealth from her wilderness woodlands. LUMIIEK TrAOK of MicHIOAN. The State of Michigan is becoming as famous as Maine for the amount of lumber made from hnr pineries, and exported to the cities and villages on the chaiii of )al 84155 (;<;44;4 :]}U4l oin bor for thft e citios FiKFF.fTs OK l.\TF.I(\A?, iMPIlOVKUENTn — 1)\ V'vr.IT. 'j\'il)l.'s sIkva in;.;- tliu cH'i'Ct of Internal Iriipn)\cMiieiits on llio value of l'ro|)('rty in l':>('ity uf X';u' ^'^^k. Tabic .1st. — Cbronolo,iri(;iil 'J'tiblo of tlio Assos.-iod \'(i[uo of UonI und Personal iiStatu in tin? City of Xlmv York, din'ino' tlio 'i'ltrot- l.'oiianorciiil I'oriod,-!. Mrsl Period. — From 18|."), to the eoiiiplotioti oi'tho I'lrie Canal, Voiir. Asscssil \:ilii:'.iM,n. i "S'lMr, .As^ii^sscrl \'aliiatinn. 1815 - - - £90,40! >,'! 10 I 18'>l - - - .CJ0,7(i8,!»l!> Second Period — From the opcMiinif of the ICric (Jiinal, to 18:5"i. I8-J5 - - - -.e^V^i(0,Oll I 18:{"2 .... ,i::{( 1,575.(15 1 Tltlrd Z^/vo/Z-From K-~r> to 1810. I8:j;i - - - --Ci],r/^:J,7!i;' I 1-^40 - - - - j:i;;},0;}:j,870 Durinff tho lattor period, namely, since 18:V2, about 470 miles of Railroad lia\-e been completed and pnt in operation in the Statn of Xew ^'ork, besides aboi;t '^500 mil' s of Ra.iiroad in otiier States, 'i'lins it will appear that siiipe the introduction oi" llie Railroad si/slem the value of Real and Persoiial Property in the City o\' New York, have increased over hnnhj-Jivr millions of pounds. — Mortoii's Riport. Capabilities of Railways ovf.u Water Convf.ya.nck Fon 1*ASSE,\UKRS A>U FllLiCfUT. When the New York and New Haven railway was proposed, it ■was an abnost nniversal opinion that it conld not sncceed, from the fact that it was located alon^' tiic shore of Lon^jf Island Sound and Mould have to sustain a direct competition with steamboats of the most superior character for speed elegance and comfort. Up to that time they had supplied the connection between the cities above mentioned. The splendid steamer Connecticut had accomplished the passage in the short time of three hours and forty-five minutes, e(iual to ^1 miles to the hour. It was thouo-ht, that the dangers of the passage were not greater than by railway, as the Sound was land-locked between these, cities, atfording a navigation more pafe and t>ee from :Jb ai'I'i;m>ix. i!;i I' (U'lontioiis than must rivt'is. Bcfsidesi tliis-, the roud Imving acoiisid-' <;riil)lo t'Xleiil el" 40 foot f^-rades, uiili niiuiy draw bridgCH and but a .sinfflo tracis, it was sujjposed th; it would be subject to delays and (hi liters not ollon encountcrod on other roads, and consequently the uiiv^s of ])assono-ors would ])reter taking a stean)er It was also urged that the steamers, even with their magnificent accomodations and sumptuous tables, could be sustained by rates which would ])rove ruinous to a railway. In opposition to these opinions, the railway was built, and when cniiipieted ;ind op'^nod for travel, there were two first class steam- boats running to Ni;w Haven, one to Bridgeport and one to Norwich, touching at tlie inlermediate towns. At the present time there are no fnv~: .y. .-?. Railway. iuiks of es, and ,'ersally in the iiiuty of le most York to le num- ? Sin?, showed Ts, not- Tiboats. lill, the aats at cenip. ibligcd icstion latiHcn- \l'rLM'IX. ;?i) Prussian RAu.uoADd. The Prussian Governiiifint has contributed tu tlio toniiatioH of railroads in four modes, as follow : — 1. l]y takiiia' to itself a nmnbor of shares of the capital of the different coiiipiinies. — 'J. Takiii};' tlio whole expense of makinjf the line on itself. — :}. \iy giving a jjuaran- toc of 3i) per cent interest on some undertal;inos, or by lendin}^ money to the company. — i. By allowinj^- interest on priority claims, from ;j to lU per cent, to the shareholders of snc'i private roads as the state is interested in, by being- the holder of shares. Taking the German mile at 4^ English miles, the length of railroads in Prussia will be, in English miles, about i2,^){)(!; and taking the thaler at Ms. — it is a fraction less — the expense will be about ji'iJr*.;?"):],.'}-!;}, or about £12,294 per mile. EcOiNOMY OF FrKIUIITS. The mode adopted hi the several West India Colonies, iJruzil, &.c., to secure cheap conveyance of their bulky plantation supplies, such us the various descriptions of lumber, coal, &c., may be thus explain- ed to the uninitiated. The merchant, or planter proceeds to (or directs througli an agent) a convenient shipping port in Maine, and there contracts for his boards, staves, hoops, shooks, heading, &.c. When the season oi' shipment arrives, he looks around among tlie many vessels preparing to proceed to the Islands for produce freight, and by agreenjent with the master, or owner, to obtain, or secure for the vessel, the desired liomeward freight, gets hi-i outward suplies, freight free, or at a very low rate. Tlie object of certain return freight, and quick despatch, being a sufficient consideration. The same mode obtams in England and Scotl-ind, in shipment of coal, bricks, slate, Ume, oats, and other plantation supplies, from thence to West Jndies, Brazil, La Plata, &.c. If the Halifax and Quebec railway, supplies these articles of traflic, to St. John and Halifax harbors, conmianding at same tune desirable supplies from the fisheriea, they must secure a large; proportion of this trade, and consequently, receive a proportionate return business. W. P. The Canals of Canada — their Prospects and Influence. Upper Canada, shortly after the termination of the late American war, turned her attention to the improvement of the St. Lawrence, her position and the disputes between the two Provinces — respecting the apportionment of the duties on imports by sea — naturally pro- moting a desire to bieak her way out to the seaboard. Between 1818 and 1824, tlie Legislature granted JL;4,()00 for a survey of the obstructed portions of the St. Lawrence within her jurisdiction, and and in the latter year the Welland Canal Company was chartered. This famous undertaking was originated in 1818 by a few inhabi- tants of the Niagara district, who leveled the ridge which divide? 40 Ari'l.XMX. w.ili )>> (Jill))! viii'.! jntu thi' Si. Luuiciicr ;itM»\(; aad iicjuw tlii» >[• S t, i;i;^-lll(i •r luru ui.'ru liuii })R>eiil, no hiiili ullicniil poryuii- fi !j-i'.-, jio (■.('Itfbi-iled cnaiiiccr.s- -(!.tii,i)i;j^;iis!it'd cuinnicrcuil or puliticiil !ijii(Jer.s ; tili but, oiu! uoio iiiliuijil,;uits (if llio towushijj of Tliorolil, fiiriiicrs iiiid country traders — tlr.; rt'ctnil comrades of tlie gallant lirock. 'I'licy li:id l)(!f>)rc lliein ii;i sucCLSt^fi'.l prccudi'nt ; a peoph; fdiu" times us iiiimcrout-. and couiuKauiiiii;' the trade of tlisit Atlantic u'liich ycarc'j onv of thc^e Canadian sciiumer-' iiad over aeon, woi'u jnhl, conniioncinji' the Krit! Canal. 'IMicrc v.;is then but ono atoamor upon Lake Jilne ;— IJuron and Michigan were known only to the Indian and fur-trader; — Buffalo, a city of 40,000 souls, was then a villajre, and Chicago and Milwaukiu weroyot " in the womb of time." '("lie whole commerce above Niagara, u|)on 50,000 s(piare miles of water with J},000 miles of coast, em])loye(l but forty s;iil, two only of uhicji exceeded one iiundred tons. \ct in that fecbh! and unostcn- irilious commencetnent we trace the origin of that ])olicy whicii has pincc broiccn down the barriers interposed by nature between tlie cnmmercial intercourse of central North America and the world : and tlie imassmning actors have lived to see hundreds of floating ]>al:ices propelled by steam, and live hundred sail ploughing " the world of waters " in tlie West. They have seen the tonnage of 1818 increased a tliousand fold — the population round the lakes thrice doubled — and an emiu'ration of gold seeki^rs sailing in a lake-built brig, two-thirds the circuit of the globe — to colonize the old con- quests of Sjiain. in 18.'i*^, after having extended the navigation of the St. Lawrence nearly 1,000 miles into the interior, by the oi)ening of the Welland (>anal. Upper Canada voted £70,(>06 for the improvement of the river between Prescott and the cii stern boundary of the Province; this being an object " highly impcrtar.t to the agricultural and com- mercial interests of this Province," as stated in the preamble to the act ; and in 1834 tlie Legislature authorized a loan of the munificent «um of £3.")0,000 for this purpose, and dictated the grand dimensions of '-200 feet by 55 feet breadth for tiio locks, with not less than nine feet of water. In ]8;{7 the canal mania reached its height in the Upper Province ; £"^45,000 additional stock was authorized for the permanent completion of the Welland Canal, the wooden locks of which were rapidly giving way ; and in the session of that year the enormous sum of £f)30,000 was voted by Upper Canada for internal improvements. These magnificent " resolves " were rendered in a great measure nugatory by the political crises which followed shortly after. Upon the union of the Provinces in 1841, at the first session, £1,319,180 sterling, was voted for the St. Lawrence and Welland Canals, Burlington Bay Canai, and h.avbors upon the lakes, and up- ward of £350,000 ibr other intornai .uiprovements. The favorable report of the committee — in whlcAi tiie grant for the improvement of tlie St. Lawrence was contained — was secured by the leader of that party, who, upon the Thorold ridge, ujiivard of twenty years before, projected the connnercial obliteration of the Falls of Niagara. — UW till' [jorsuii- )ulilic;il 'liorolil, gallaiil pt'oph' Ulaiitic- 1, wore itotuiier to the then a ftime." iiiles of only oi" nostcri- ich has oen tlio world : Hoatiny sr " Mio on818 i thricf.'