IMAGE EVALUATION TEST TARGET (MT.3) 4< 1.0 y£ ^^ ■ I.I 1.25 2.5 y,!^ J 2.2 I? ^ IIIIIM 1.8 U 11 1.6 V] ^ 7: ^' J^ O;,! Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 873-4503 ^ CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for HIatoricai Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes tschniquas at bibliographiq uas The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reoroduction, or which may significantly change the usual method of filming, are checked below. D Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommagia I I Covers restored and/or laminated/ Couverture restaurAe et/ou pellicul^e □ Cover title missing/ Le titre de couverture manque □ Col ?ured maps/ Cartes giographiques en couleur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) □ Coloured plates and/or illustrations/ Planches et/ou illustratinn* an oaiiIa. Planches et/ou illustrations en couleur Bound with other material/ Reli* avMC d'autres documents D D n Tight binding may cause shadows or distortion along interior margin/ La re liure serrie peut causer de I'ombre ou de la distorsion !• long de la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouties lors d'une restauration apparaissent dans le texte, mais. lorsque cela «tait possible, ces pages n'ont pas ixi filmies. Additional comments:/ Commentaires suppldmentaires; L'Instltut a microfilm^ le meilleur exemplaire qu'll lui a iti possible de se procurer. Les details de cat exemplaire qui sont peut-dtre uniques du pomt de vue bibliographique. qui peuvent modifier une image reproduite. ou qui peuvent exiger une modification dans la m«thode normale de fiimage sont indiquAs ci-dessous. □ Coloured pages/ Pages de couleur □ Pages damaged/ Pages endommag^es □ Pages restored and/or laminated/ Pages restauries et/ou pelliculdes r~7 Pages discoloured, stained or foxed/ ^ZJ Pages d«color«es, ta<:h«t«es ou piqu^es Pages detached/ Pages d«tach«es FT] Showthrough/ [^ Transparence □ Quality of print varies/ Quality inigale de I'impression □ Includes supplementary material/ Comorend du in»tiwi»i «iinni^«>^« Comprend du materiel supplimentaire Only edition available/ Seule Edition disponible □ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc.. ont iti filmAes i nouveau de fapon d obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est film« au taux de reduction indiqud ci-dessous. ^^^ 14X 18X 22X 12X 71 26X 16X 20X 30X 24X 28X n 32X Th« copy film«d h«r« has bo«n raproducsd thanks to tha ganarosity of: L^iilature du Quebec Quebec Tha imagas appaaring hara ara tha best quality possJbia considaring tha condition and lagibiiity of tha original copy and in icaaping with tha filming contract apacificationa. Original copiaa In printad papar covars ara filmad beginning with tha front covar and anding on tha laat paga with a printad or iliustratad impraa- ron, or tha bacic covar whan appropriate. All othar original copiaa ara filmad beginning on the first page with a printad or illustrated impres- sion, and anding on the laat page with a printed or illustrated Impression. The laat recorded frame on eech microfiche shall contain the symbol —n^Cmeening "CON- TINUED"), or the symbol V (meening "END"), whichever appliea. Mapa. platea. charts, etc., mey be filmed at different reduction ratioa. Thoae too large to be entirely included In one expoaurci are filmed beginning in the upper left hand comer, left to right and top bottom, as many framea aa required. The toilowing diagrama illustrate the method: L'exemplaira film* fut raproduit grdca A la giniroaiti da: L^islature du QuMmc QuUnz l^a imegea suivantae ont iti reproduitas avec le plua grand soin, compta tenu do la condition at da la nettet* de I'exemplaira film*, at en conformity avec lea conditiona du contrat de filmage. Lea exempleirea oriyinaux dont la couverture en papier eat imprimie sont fiimte en commenqant per le premier plat at en tarminant soit par la derniAre pege qui comporte une empreinte d'Impreesion ou d'iilustration, soit par la second plat, selon le cas. Tous las autres axempiaires originsux sont filmte en commenpant par la premiere pege qui comporte une empreinte dimpresaion ou d'illuatration at an tarminant par la darnlAre page qui comporte une telle empreinte. Un dee symbolee suivents appsraitra sur la damlAre imege de cheque microfiche, seion le caa: le symbols — <»• signifie "A SUIVRE", le symbols T signifie "FIN". Lee cartes, planches, tabieeux, etc., peuvent dtre filmie d dee tsux de reduction diff*rents. Lorsque le document est trop grand pour itrm reproduit en un seul clich*, il est film* * partir de I'angie sup4rieur gauche, de gauche d droite. et de haut en bea, an prenant la nombre d'images n*cessaire. Lea diagrammes suivants iiiuatrent le m*thode. 1 2 3 4 5 6 INFLUENCE /3 OF THE KA^II^RO^DB OF THE UNITED STATES IN THE CREATION OF ITS COMMERCE AND WEALTH. ►♦♦ NEW YORK : JOURNEYMEN PRINTERS' CO-OPERATIVE ASSOCIATION, 166 WILLIAM STREET, NEAR BEEKMAN. 186a mmmmgmmmmm New Youk, Dec. 21, 1868. Henry V. Poor, Esq. : Dear Sir — In the present financial situation of the country, the matter of chiefest importance to be considered is the amount, the rapidity of growth, and the probable increase for the future of its in- ternal commerce, with the methods aud instruments of its creation. A proper exhibit of the amount and value of this commerce wnll, I believe, assure not only your own people, but the world, of the entire solvency of the nation, and will show how easy it will be, in a few years, to deal with its present financial burdens, especially if we push the construction of Railways so as to open to settlement other portions of our wide domain, where the results already achieved can be repeated on a still grander scale. From your ^tell-known familiarity with this subject, I shall feel greatly obliged if you will furnish me with a state- ment of the progress of our public works ; with that of their commerce, its present magnitude and value, and its probable future development, and of the expediency of opening up, by the aid of the Federal Govern- mont, the vast regions lying to the west and north-west of Lake Superior, and which are designed to be traversed by the Northern Pacific Railway. I am, very respectfully, WM. B. OGDEN. I I tlon. Wm. B. Ogden i New York, Dec. SO, 1868. Dear Sir: The intenial commerce of the United state, unlike that of any other county, has been almost wholly theereation of public works. The market, for ib, produce, whether for home consumption or for exportation are, and always have been, within a narrow strip of territory Bk.rt,ng the seaboard from Baltimore, northward, to Portland The early settlements, from the want even of ordinarv high- ways, were necessarily made upon the lines of navigabk water- courses. As such settlements moved inland, the lack of suitable avenues for the transportation of their products to market was felt to be a serious check to their prosperity and progresa Agriculture was the sole pu.uit of the pioneer. Among such a population there could be no room for the exchange of products, as all were engaged in similar indus- tnes. Such articles, consequently, as would not bear trans- portat-on to the sea-eoast over the rough, and for a consider- "ttle ther value than to minister, directly, to the comforts or su.stam the life of the p^ducer. Olere might be abuu^ 6 .lance, V,«t there was no wealth. There was little stimulus to industry, because it could ..ot reap any adequate reward. The ex,,«lsion of the French lV,;t„ the interior basin ol the eontinetit, enlarged innnensely the ideas of, and imposed corresponding duties upon, the colonists. It was then seen that they woul.l, in time, overrun the continent. The mode of connecting settlements to be made within the great valley with those of the East, both for commercial and pol.tieal ends, naturally became a subject of deep and general mter- est It engaged the attention of WASHINGTON immediately upon his arrival at manhood. He first conceived the idea of uniting the waters of the Chesapeake with those oi the Ohio, by rendering navigable the Potomac and James Rivers. Previous to the breaking out of the War of Independence, he crossed the mountains and made an elaborate exammaUon of the countrv separating the Ohio fronr the head-waters ot the Potomac. The political troubles then speedily following interrupted his plans, but these were vigorously resumed immediately upon the close of the war. Through his eflbrts the States of Maryland and Virginia united in an appropria- tion in aid of his proposed work. A company was formed for the construction of a waterdine, by way of the Potomac, of which he was chosen president. With similar objects in view he made . journey to the State of New York, followed up the Mohawk to the summit which divided the waters flowing into Lake Ontario from those flowing into the Hud- son, and saw, with prophetic eye, that in this depression of the continent would be the great future highway for the commerce of tlie interior. The „ew duties to which he was Hoon called henceforth absorbed all his powers, and with his withdrawal from active cooperation his plans were for a time abandoned ; but the idea of their ultimate realization never lost its hold upon the peoj)le of his own State. The remarkable facilities offered by the line of the Mo- hawk, and the rivers interlocking with tliis and flowing into Lake Ontario, suggested, at an early day, its improvement ; and a company was formed in tlie last century, under the name of the W.steni Inland Navigation Company, by which works were constructed allowing the passage across the sum- mit of boats of fifteen tons burden. But these works were so imperfectly constructed as to be almost wholly unremu- nerative, and, after fruitless efforts to maintain them, they were at length wholly abandoned. After the failure of this attempt, little was done for the reopening of this line till 1810, when a committee of the New Yoi-k Legislatui-e was raised to " examine the route of the Western Inland Navigation Company, with the im- provements thereon.'" The war of 1812 soon following, again put an end to all movements in this direction till the return of peace. The war, however, had one good effect-it demonstrated the imperative necessity of such a work ; and in 1816 a Board of Commissioners was appointed to consider the whole subject. This Board reported at length and favor- ably, and on the 16th of April, 1817, an act was passed " providing for the construction of the Erie Canal." The work was commenced on the 4tb day of July of the same 8 year, and on the 4th day of November, 1825- -eight yearH thereafter— the waters of the great Lake were mingled with those of the Ocean : a day ever to be held memorable in the history of our country. Previous to the opening of the Erie Canal, the cost of transporting a ton of merchandize from Buffalo to Albany, as stated in the report of the Board of Commissioners already referred to, was $100. The time required was twenty days. Such a statement affords a good illustration of the cost of transportation, at tlie time, over ordinary highways. Water- courses were almost the only routes of commerce in the interior. The produce then grown in the western portion of the State of New York was floated, in arks, down the Del- aware and Susquehanna Rivers to market For the great interior basin, the Mississippi was almost the sole outlet ; but the navigation of this river was so expensive and hazardous, and so slow, as to restrict its commerce to a very few articles of high value in proportion to their bulk. It served, as does the Missouri, at the present day, as the necessary route for a limited amount of travel, for the transportation of Govern- ment supplies, and a few articles of merchandize ; but it was wholly inadequate to the commercial and social wants of the vast region it traversed. The opening of the Erie Canal instantly reduced the cost of transportation from Buffalo to Albany from $100 to $10, and ultimately to $3 per ton. The effect of such reduction was electric. It was, to its whole extent, a profit to be divided between producer and consu7ner. All the Western States, for the purpose of availing themselves of it, imme- diatclj undertook the construction of similar works. The >jtate of Ohio constructed two lines of canal from Lake Erie to the Ohio. Indiana undertook a still more elaborate sys- tern, and constructed a line of canal from Lake Erie to the lower OI)io, but which was, in great part, abandoned almost as soon as opened. The State of Illinois, after many failures, linally succeeded in constructing a canal from Lake Mich- igan to the Illinois River. All these works, for a time, . served a highly useful purpose, but they were by no means adapted to the demands either of commerce or travel. They were practicable on only a very limited number of mutes. They were constantly liable to interruption during the season of navigation, and were wholly closed, by ice, for a considerable portion of the year. The power then and still employed on them resided in muscles, feeble and impotent compared with that used upon the Eailway— the forces of nature, infinite in extent, yet trained and docile to the will of man. Their further construction, con- sequently, was abandoned so soon as the success of this, the greatest of all human, contrivances, became fully assured. Although the construction of Railroads was commenced in this country immediately after the celebrated experiments on the Liverpool and Manchester Railroad, in 1830, had proved that steam power could be successfully applied to locomotion, it proceeded at a very slow rate till the discov- ery of gold in California This event constituted an epoch 10 in the history of the nation. Its stimulus was felt in every department of national industry and enterprize. The following statement will show the progress of the Railroad mileage constructed in the United States, for each year from 1835 to 1868, inclusive : Year. 1835.. 1836,. 1837.. 1838.. leao . 1840.. 1841.. 1842.. 1843.. 1844. 1845.. 1846.. 1847. 1848.. 1849. 1850. 1851. Miles in increase of Operation. MUeage. 1,098 1,273 1,497 1,913 2,302 2,818 3,535 4,026 4,185 4,377 4,633 4,939 .5,599 5,996 7,365 9,021 10,982 175 224 416 389 Year. .')15 i 717 ! 491 1 159 i 192 256 297 669 397 1,369 1 1,656 1,961 1 1 1 1852.. 1853.. 18'i4.. 1855.. 1856.. 1857.. 1858.. 1859.. I860.. 1861.. 1862,. 1863.. 1864.. 1865.. 1866, . 1867.. il868.. Miles in Operation. 12,908 1.5,360 16,720 18,374 22,017 24,508 26,908 28,789 30,635 31,256 32,120 33,170 33,908 35,185 37,017 39,244 42,^77 Annnal Increase of Mileage. 1,926 2,4.52 1,360 1,654 3,643 2,491 2,460 1,821 1,846 621 864 1,050 738 1,277 1,832 2,227 3,033 The least number of miles opened in any one year was 159 miles, in 1843: the greatest in 1856, when 3,643 were opened. From the opening of the first Railroad, in 1830, to the ac- quisition of California, in 1848, a period of 19 years, 5,996 miles of line were constructed, being an average of 316 an- nually. From the date of that event up to the breaking out of the Civil war, a period of 12 years, 24,639 miles were constructed— being an annual average of 2,051 miles. From the last date to the present, 12,624 miles have been opened in a period of eight years, or 1,440 miles, annually. During the war the construction of these works, as a matter of course, fell off largely. Since the restoration of peace their 1 1 t .s y V i^ A 11 construction has been pushed with renewed vigor— 3,037 miles having been opened during the past year. There are now fully 15,000 miles in progress. Their construction, in feet, never proceeded more rapidly than it does at the pres- ent moment. Railways, unlike canals, are everywhere practicable. Nothing retards their progress. They traverse lofty ranges of mountains with the same ease, almost, that they do wide extended plains. The reduction they effected in the cost of transportation gave a market at his door, to the producer, in every portion of our vast domain. A familiar illustration will give the best possible idea of the value of this new method over the old. The cost, for example, of transporting Indian corn and wheat over ordinary highways will equal 20 cents per ton per mile. At such a rate the former will bear transportation only 125 miles to market, wliere its value is equal to 75 cents per bushel. The latter only 250 miles, when its value is $1.50 per bushel. With such highways only, our most valuable cereals will have no com- mercial value outside of circles having radn of 125 and 250 miles respectively. Upon a Railroad the cost of transporta- tion equals one and a quarter cents, per ton, per mile. With such a work, consequently, the circle within which corn and wheat, at the prices named, will have a marketable value, will be drawn upon radii of 1,600 and 8,200 miles respect- ively. The area of a circle with a radius of 125 miles is 46,875 square miles; that of a circle drawn upon a radiiLs of 1,600 miles is nearly 200 times greater, or 7,680,000 12 square miles. Such a difference, enormous as it is, only measures the value of the new agencies employed in trans- portation, and the results achieved, compared with the old. The commerce of our Eailroads may be said to date from ihe same great event that gave such a stimulus to their con- struction. The earlier roads were rude and unsubstantial structures compared with the permanent and finished work of the present day. They were adapted neither to high .peed nor to a heavy tonnage traffic. The lines built were chiefly those between the more important cities in the Eastern States, for the accommodation of their passenger trafBc. The commerce between them was still carried on almost wholly by water. No great lines expressly designed as outlets for the interior basin of the continent were constructed till 1851, when the Erie Kailway was opened. The links com- prising the New York Central had been opened at an earlier day, but they were not designed for freight, and were re^ atricted in its transportation for the benefit of the Erie Canal These restrictions were not removed till the opening of the Erie Kailroad. The other great lines connecting the West with the East were not opened till a still later date ; the Bal- timore and Ohio not till 1853, the Pennsylvania not till 1854. Of the great interior lines, the Ilhnois Central was not com- pleted till 1856 ; the Pittsburg, Fort Wayne and Chicago was not fully opened in 1858; the Chicago and Eock Island, which was the first line to unite Lake Michigan with the Mississippi, was opened in 1854 ; the Michigan Central and Southern Railroads, connecting Lake Erie with Lake Michi- 13 gan, wer, 3ned in 1852. The great bulk of their tonnage traffic, as i be hereafter shown, ha. been the creation of the last ten yea,^ The rapidity of its growth and its present extent is even more wonderful than that of their mileage We have the means of estimating the growth, extent and value of such traffic, with the accuracy, almost, that we have of determining their mileage. In several States the amount of the tonnage traffic of their roads is required by law to be returned to their respective Legislatures. In the State of New York the returns are required to classify the various articles carried, in the same manner as the tonnage of the canak The value of all the articles earned on the latter, together with the agg,-egaf* value of the several classes, fa given. We have consequertly only to apply the estimate of the value of the canal to the Bailroad tonnage to ascertain, accurately, the value of the latter. The extent and value of the canal with that of the Railroad tonnage of this State will be shown in the follow flng statements : liiiiii 14 a, (N ■* 00 1-1 5 «£ S ^ 2J ?o S 00 a5 o^oi^ '-J.*^^°l ^ i^H ?? O Oi c^'^„'^^ - 38 r3 to irt «o «> 3 i2 55 r5 ■^ fH i li § ^ i4; c5 00^"* M ao,q,«q. ?oao-^'^'5«gts!222 !m 04 J> 00^ 'l,'^^'*-'^-"-^ 1^ t^ MOO 05,00^ o I— I ® IC 00 00 «g js 2 38 ^ iii nr» ^> ro CO "^ Q^ 1—1 — 00^ CO 00 «p -^ rvj" 01 CTS CC 55 iS ^^o,vo^«q O CO ■.a< V CO ■* rHr^r4~r1 r^'H S iiiiiiiil 15 'k. ?s "^ ^ >i o H •3 O u £^ r^ (^ a >j ■xj t> H , 3 "a ;5 n M CD ^ O <1 (B 0) l-H u •4^ ^ tl « >4 ■4-1 ^S^J^gfeSSSS ^^5§^§S^gS^^ M ec 1^ S^ S 22 «g 05 fo irt S S o? ^ Jo S ^ ?S 22 22 05 -* o (N &i 1^ SSg§§SSS5SoS^ 05 O OS Tf 00 r^ ^ ^ ^ g 16 § -§ ^ 00 00 kOOJ O 05 rS rH 1-1 35 CO CO OD^CC^'di ri rt 1" cc o -^ rH(NCM 05 ^CO(M CO rH to fV 'O t^CO CO O C5 CO ui ■^f 50 O 00 l-» kO t- J:; OD W (35 in 'J' '* J^^t^^t^*^ . •^ . •* *" . .^ «^ «».'k . ^K ^i^-» rf-\ ^^ S i^ (35 M t^ o.t>._cq 0_OJ :rH rH rH O* M P'S W* 05 W vn 35 M ^ "5 S iV: SQ lb O :* rH 35 rH vn "if sT en rH o S CD CO •<* CO 35 00 rHCO n>,in, cTic so-* rH in_ ooo o p ! iftO* in in 05 o in in en r-., sToo t^enrHrHOOcp^;* i^ t, in in rH CO 35 eo Jh 5w co^o,t^niol^^ ,H t^ eo o in ^^e^^^is 'aD"co''^Jonico22 rH rH n* rH rH ri ^r^/C n^rS cT CO rH O 00 35 55 CO o J> rH 35 in en^Jn^l _;,-r_4 rH rHOtrHrH — -rHCoenot;g5 S 35_Q0^l> l^„(^l^„^"^«^- ■»4^^n'c^^*• rH CO rH eO ^ rH 2 ^ S i^ g ^ QQ 35 in g o CO i> rH 35^ao^cn fN CO w ^S^ini>-0D35i>l>J> ooi^|©aoini>inog S o o in ,'-ttT51, iciCo' rH r'Ti-. Qo CO Jr i2 ^1,-inen^ininoi-in TS k- ecc5 •«3< '.O en 00 CD 05 35__J>, ODO 4&n O-* -H l-t t^cq Vn| in CD CO ^^ oco rj«350nj;-i0 irtocos^^JS 05 ^^^"^^ - in rH cTrH ■"^"t^ MMMMb S 17 l>. (7}_t>.^rri rt GO LfJ !B -^ S J2 i^ Ci ,9 'Si::'^oo'S(n ^^*X^^ "-H i-H M (r> :o CO « Tt irt ;o tCod t>r of cT ! ^^i>.^: ^ '^ GOi^i-Ht^5Oir>i-ir^Q00D '^~^^<^>=ico lo ■* c< ?; •?! S 3 rVR 5 J? ^S -V'CD rfoo" >« ^■ »>• i^ 00 --ic^^M oJ 1—1 1—1 1-1 r-Trn" in CO 1-1 a) ^ r-( ^(r; aT'o ^ 25 2 ^ ?2 !^ =:• *^ o Tj. -^"l-CJ 1-* t>- :o o ^ oj t^ o S :ifs'5 2 ^»~^'' j^-" '-'i-i|?Jj^in t-. lo I n 00 OS o 05 (^) 3 £2 r? *> 2? '-I 3! S? !5 *i ^* Qo" JO O^ Ci CO 1-- 05 t>- 1>» 00 o CO m 05C0 Tr_co o »n l>^00 1-* tH tH rH 1-1 rl i-< M S ^ ^ 22 ^'' -^ «> in CO -"^'^^>'-|■^(^Jcooo 5^ iS; J!' 2 '^<^' '*'"»>.'■ o'er tOMcoo'si'Tfirjinb.a 18 OK s§§SSSsS§ u* 1 in Lt) H-1 <|5 100 )0 >f0 ," 'f'^O J-» CB 10 in M "-^ OU 1-; lOfN^Tl^^O^; •^ !M (>• O '^ 3 i-Jt-Tt-I'i— I r- i^ cs in 00 in CO ■ o '-' 2 ^i ,^ f^ i'^ tj iS tr. ii ^ iCm CO ino^ ?H (M •^ n^ '^ t* s 1-4. rr b» in O '"I'^^'^-v I ^ or-rinooMj:?3:2 a O 05 (TJ^iO o in to in (jj <© oj in T-< vn in r5 »( 5i c^ cc r^ lO Sj CO 25. in 0,00.1-^ i>rcx5"'^oo in 2;5' 5^ lo -^ «>• qj ^ 26 S ci Tf in o ao iX) CD "5! CO o< (X) I--' 'of'*" ■<1' GO CO "» K^ ^"cO'1' > in in 3 0^0, •t CO o_ 5~->* CO onjcj oWoinvftOin Sj CO i> r-i CO an 3 ?c ^i f^i I- (Ji '-' ^ CO ■* in CD irt «o (» in«o«o tc O) o CMOiCO^ ■ co'o'qo (M = in 1 a> t-" co tr '^ i-Tinoo in rH CO rH in •«* c/D^Oj, n» <3> r; 31 in "y i^ '* ' O O 05 (?j in CO mo. CO I O'S'tO. ■ d in «5. in Oi KO "5 (N ;^ ^ OD T}< -^ in r- to CO "coco r-^in o c^co ^ th o (X in !>■ to cooojssinai^ co''co'co''adj>'':i2; o.a -« 19 . Tf O JP 52 S S 5S ^ '•■> 2? '^ T" ^ 1-1 tH iH i-H ^ l-H ri T-i M (jj 5^ (jfof M"rf »0 '^.«.'-:.'-lM 00 >* s^ S a5 S ^ ZC ^ =! 'fi OD -H Tj« 00 t^ 3i 0,00 O CO rt CO to S S'^£:*^oooi>.MMQo 2 V2 ?; ;2; ^ ;?: 2S o^ S ^ 'T '.^fO Oi CO U) M •»r CD — 1 r^*ooo■»r«^■«1K «5 l^ l^ 00 O rt O O M CO -H i> CO to CO o CO^CD 0S_O CO r-t *> »~l ^ ri 05 O TH Cvj OJ rj< 00 O ■* lO 00 T-l Ci^Qo' Tf Oi «oco >Ci o )05 00 i^t^m 00 T)< ■^ Oi TJ^ o 00 lO CO S t^ M SJ 2 .^ 23 i-Tic co''co"^c-^ -lie t>.^400 5^ OT 00 M m o* r-( (N CO eo co'"cvr(>rco"or CO t— I o" o 00 -rS ^ =? SS 2S fer 00 s^ S 2 ^ '^ <^ «5 rf CO loco co'ic si si CO ;-i XI Tf 00 -.J. f- 00 C5 O rji CO K5 CO GOS^ coco o S s j:! *^ S5 »^ ■* ^ ^ '^^n.'^fs" ^. 5 3 S 5 5§ ^ ?;^ 2^ Sio"co''^'~o'uf T-( i-H ^ p- „ oTs} r^aioi ^^$e'^^«?«ococoS 2 2 2 2 oo o5 00 S S S 20 o _ Si f ^^ en wfi sss • 1 • »t ^ ^ <« r«; 'kl ■■«" o O E^ CO 1-^ '^ « •K> Jo ^ ^i2 i-M at o *> 00 C5 l^ d «>o 1—1 T-t 1-, 00 lO 21 ^ Tot otal of T ** J. 5« ■S.2 -M S fc- -qlj »n Oi^co^i -^Tf)^Jo M oj i5} o o" m lij o' -f =*■ cT -^'" o 'f © t^ t* 00 ^^10 C^i-^ 2 r^ i' ■'i o 2 '?> 5 M '^ cs. N M '^o^-r lo ("v^^ ". '•'5 it^-*r iW^ !■•»-. F-i i-t (r)S ?? 'if L'f i-S" no" '» ■-T -o cp -4" to •>* «•: ij, o. M r^, t^ ■« CO «P y »' o ?^r J-." -^ T " I rT — J ^ Oi_ o ^5 (jj "3 lo ift nO '* in t — < 2' "-O — O u5 «© M ■^ ~ O J'.^iYD t>. J>. l>. ^ 00 — il >o lO '^^c5"o'c^ ■>) tD'oTx" o ?q o cc i__ o -- o ■«* i< Ci c- *•: crt£ro'?>ririro''r>" r^ra (N oi CO j> 50 ;o 00 i>. OS •* 00 00 O 'N •HOJOtiOOiOi-HM onriffc^aoonooo .C»lft X) 5 o o 00 ci • i.ti f no lO ^i^JT^O CO ■ CC CO CC Oi • 00 '-t CO CiO w JOT •^ I ^>. CO "■ ■■ •% 00 00 C5 lO CO p ^ ?C t^ ©I to J>. T) i-l l>. O •^00 T-^00 1—1 -Ji l^ OJ C5 OQ 1-H ?o iC CO T}< o C^ "^ 00 o O i^ CO J> C<5 C5 CO O (W "^ "OS C!) <0 —I »>•'}>.' CO -^ rH CO 2 S 2? t "^ "^ (>> '3'^' "* 05 O LO -H M 1ft ift co_ cq_ i>. CD^ co^S J^^ CO GO b. ■^ 0> r^ CO 0^ i* (W l^ CO OQ 1.0 lO CO 05 J CO cT'^r'^.'' — ^cc o'co" < rl ri i-( JO (U Tl< T^ • ■It • • ■ I t * I i lOiOCOCDCOCOCOCOCOcO OUQOQOQOQOQDQoSSS r-ipli-lr-lpHi-Hr^r-trli-l \ 22 The tonnage for 1867, of tlu; Railroads oC Now York cciualcd 3,r>()l tons to the mile of road, 'riio tonnage of the Railroads of Massac husotts equaled 5,804, l.'JT tons, or 3,853 tons to the mile. That of the Kaih-oads of Pciuisylva- nia equaled 35,887,370 tons, or 7,H04 tons to the mile. The total for the three States equaled 51,125,140 tons, or 5,826 tons to the mile. The number of miles of Railroad within the States which retume C^ f" ;a o -II CI .-■ CO o I- I- 2 V; l-i^ O t-l s s in e g f^ ^^ f— t »— 1 o CO >1 03 co^ N N M c^ s 3 Hudson Eiver. pH f» -^ I- H S « in in H" « si t^ l-H ».H t W5 ^» CD 05 to lO CT -t m CO O O CO* t- o" s ^ s s^- 1- a is to •t" 1-4 S ,S CO rf^ e* en in 33 S 3 8 to 03 3" t- o 2^ 3 ■f C-3 2" M CO t- oT ■<* !iii Si! s g 24 The length of the roads embraced in the above statement is 6,458 miles. Their tonnage for 1867 equaled 25,880,679 Ions. The average per mile equaled 4,026 tons per mile. The number of tons carried in 1858, by the roads in the preceding statement reported for that year, equaled 7,063,780 tons ; the tonnage carried by the same roads in 1867 equaled 21,784,153 tons : the rate of increase ccnsequently exceeded 200 per cent, in the ten years. In the same period tiie num- ber of miles of imiu line opened equaled 12,276 miles — the mileage in 1858 being 26,968, against 89,244 in 1867. If the tonnage in 1867 of the new roads be added to that of the lines in operation in 1858, the total increase in ten years equaled fully 300 per cent. The total increase, in the ten years, consequently equaled 57,250,000 tons — a rate equaling 5,725,000 tons annually. A very similar rate of increase was maintained from 1850 to 1858, a period of eight years. The total net tonnage for 1850 equaled about 5,000,000 tons. A rate of increase upon this amount similar to that showru from 1858 to 1867 would give very nearly the (quantity estimated for 1858. The following table of the results of the operations of the Railroads of New York for the past ten yeare will show that the increased tonnage of the roads has been accompanied with a corres2)onding service performed. The number of tons carried one mile, in 1858, was 420,604,609 ; in 1867, 1,192,818,673 tons; the rate of increase being nearly 200' per cent. The earnings of the road increased, in simiUu. ratio: *^o "§ ft. 1 «a CtJ , ^ w "S « -g 9 '1 tm^ !W m p t GO ^ 1 •4^ U2 !<; )-^ 00 »- O CO % O < •S< L^ •to 3 Expenses per cent. 8 S ■A {= g ?? ?5 o eo CO o o o u 1- i- t^ m -f ?^ i'^ IT> S? M o to "4 n !■- en •^ > -r 1- 1-. TJ* m M m Vs o: o M " « M cn « rH I ^ ►^ ^ t>l '^ <0 ~^ ■f-^ $ «1 i:-* kh^ ». +-'*-< . « o*- ■^-^, (- ^-rt tirr .^ «ii-fi Tons to mill! of road ci - — . ill H C'? a Eh*^ o § -* -^^ " a E-£ Passt'iifiors 1 to Alil:5 of J \ roiul s 1 - - - ~ »< < i* a 1 < a cj a . w J a c :^ H S:..^ = OS t3 "^ = I f^ i^c-a !^ . -- - H m 1 ^ i V5 0. i |£| 1 !z;cS " s bc 1 c S ■ .2 a ^ ? ■''5 '3 •J. !n -Ih P-. « o C" ^> ra to (N Tf C3 CO o r- O o O re ^ i-H CO r^ 1-" LO CO »- CD •+■ •«^ i- o> O r- ■* IQ vn C3 rH Tf i5 :o 1— »-H -M S^ C'* 'T* n 5 O fO -rjt O ^^ —I -jT •r* iT^ fn f-1 ^■i ^v^ ^ CO CO r- CO '# O i-l rt tn r- i-( p »I^ ■* o ;:: 1*5 rr\ 5j zs r> "^ « rr (^ F-( ra = cj CD t* ?^1 M m CO » n » 1-1 I- ■M i- OS 03 CI — * -.^ r^ -f i-H rt M ■n- u H O US § s e a ^ « !? o Frcislit T!a2!TaS(!, -Mail and Expresfi. Pasaenger. ■N -I r-1 ■**< in of o T) ^ ir5_ OD ift o" co" ?> 1-1 1*5 I-- <- ca o t- in CO CO CO e> ^ 52 § tf Cl_ M CO u'T cd" 1-" — < 1— ( rH ■.o -^■ to o a o co^ (M co" C^ T-H --J o CO o s" ?5 s cn' 1- »fi ' n cn m o CS^ in ei oT 1—1 o O CO M CO o OJ o m ■w in t- ra" oT in" CO 1—1 o Ci3_ o_ r^ c^^" o t^ CO r-1 rH r-1 CO C^ S r> n lf5 O «-H C^ t-^ If^ yj rH r-1 i-H — r-t ^ « 2* N lO .0 35 lO CO O) l-H r- 00 ci o ei CJ W CO *f5 i- t- f2 g o o II 1 1 ^ e g i I r IN .(5U tons, liaving a value of $5,07:.,202 ; while the '-Animal Food" borne on the railroads equaled l,21)0,81o tons, having a valu(> of $-i40.1)lG,o88. The canal tonnage of "'Other Agricultural Products," consisting of butter^ cheese, etc., equaled only 0,01<> tons, having a value of $1,269,9<)2. The same kind of railroad tonnage cipialed m7,l)ii-i tons, having a value of $130.-14().021. Tho nun.ber of tons of the '• Products. .f the Forest" carried on the canals equaled 1,232,1)08 t(ms, having a value of $ll,107,i)09. The tomiage of simihir articles carried on the railroads equaled :iO;i230 tons, having a. value of $2,2U-1,52(>. The total value 27 of tlie 6,688,325 tons carried on tl^e canals equaled $278,- 050,712. At a similar valuation, the value of the 10,8-i8,G81 tons home upon the railroads e(|ual $1,444,373,495. Applying a similar estimate of value, andAvhich cannot be regarded as excessive, to the tonnage of all the i-oads of the Knited States, tlie aggregate value for 18()7 of such tonnage — 75,000,000 tons— equtded the enormous snm of $10,472,- 250,000— a sum exceeding live times the total amount of the national debt! Tlie total increase in vakie of this tonnage since 1857 has equaled $7,854,187,500, a rate of increase (M(ual to $785,418,750 annually. Such annual increase e<|uals nearly one-tliird of the national debt; is nearly six times greater than the accruing interest on the same, or twice greater than the total aggregate of the })ublic expenditures. Potent as is the Uailway. wherever constructed, in the cre- ation of wealth, and in stimulating industry and commerce, its most remarkable achievements are to be found in tlie Xorth- Western Sttitcs, where, of all other parts of the world, agriculture, from the fertility of the soil and the ease with which it can 1)e brought under cultivation, reaps the largest returns. Tlie subjoined statement will show the progress of'liail- ways in the eight North-Western States since 1850, with that of their tonnage, and the value of the same, together with their popidation in 1«50 and in 18GU, and th.e valuation of the same, copied from oflicial returns (l)r the years named : 28 .'^ « I^O 3 cT % c^ s^ ^ ^> i~5: *^ •♦o ^ t- o n^ /i lH tx -? A. e 5C © to O 1-5 1— J crj T- 1 €©■ ■to o ^ on ^ 1 th 5> =:?:. ! 1$ S? i 5? HO f ^ ^ 1 to to rt ^ r» -K^ o <» <;' o nr, ■li CO i -S ^ -«- f^ o !^ ■»~ IT 1^ 00 1-H ^ (iq s J s> i^ •*^ i/) jj 2 i5i '^ i 5 '•<^ s^ f»^ "o •S ^ ■*»•> <^ .s> ^ s,. * s> •^e ■^ ■30 •w ^ 2 ^ S^ OS V fc. 6 $. ^ ^■> ^ ao -< s «: HO s H H I 'IS '« s V "3 o CO C3 ^ a o *■*-< 3 > * to « to S2 >-. i^' ^ s- •=1 1:; to ^ «■ o -H CO ro ^^ —4 03 c^ C4 w *^ ^-t g CO 03 -H m O ?3 i i- o !2 1- to ?• (N ^-* T~* ri "cb~ ■^~ o -^, ^ ■y IM p-t ir. 1- M to ■* « !M O o g g p; o !^ S-' O ?^ cs CO CO M t— t s bl 11 To '3 u o o o c:> o 1 Ir^ i • o J e > " 1 0" o S o o O O C- cz, o o^ o^ o_^ o^ o^ o^ o ^ "i^ i't o' cf *'i o irt o"" '2 in »-- o i^ L-i c> (^1 o CO »-* ■'•^ rTlT CO* sf i':r m" 03" 03*^ .-T crT c~ ?J e» OJ C-1 i C3 1- Ift Cl t- c^ M O '-*' c j 1^ ^'i if cT ^ ■— r co" ro" 1 irT CO CD i- S 03 w t- § « «• "cT" ~o~ 'cT i i o O o o o o_ o o o ip o t-5^ o" ! 0" Vz en cri o 03 N rs en o ^1 o" o ■^" s" M *-l 1-f ^ ♦J> EstiTii't'rt at 1,M(I t^; tons p.m. ra of road. Estini't'd atCiWt'ns g per iiiilo g of road. Estiin't'd at 300 1' IIS =■ per mile ^ of road. =5 1- m -r •* n « " "(6" to 03 'a* go IS 1> r-l r1 O to I- g § i I CO 1 r^ o 29 The statement last given shows that the mileage of the railroads in these States increased from 1,276 miles in 1850 to 11,064 in 1860, and to 14,177 miles in 1867; that the tonnage of these roads increased, in the same time, from 388,800 tons in LSoO to 6,638,400 tons in 1860 and to 21,265,500 in 1867. The value of the railroad tonnage in 1850 was $57,420,000; in 1860, $995,700,000; and in 1867, $3,189,325,000! The valuation, of the 23roperty in these States increased from $1,126,709,647 in 1850 to $3,926,276,- 793 in 1860. Of the total tonnage in 1867 of all the roads of these States more than one-third of it was transj^orted upon eight great roads entering Chicago, as \vill be seen by the following statement: XT c T. 1 Tons of Morchfin- KameofRoad. dizo cairicl. Pittsburg, Fort Wayne and Chicago 1 154 351 Micliigai. Central '6:J3!586 Mithigan Southern 735 433 Illinois centrni :::::::::: i,3ou;835 Chicago and Alton 7r,(j y^^ Chicago, Burlington and Quincy 97l'378 Chicago and Rock Island ," 6U8V14 Chicago and North-Westeru ,,,[ 1,9H;;>'427 Totaltons 8,227,581 All these immense results have been accomplished by the enterprise of our people, and without pecuniary aid from the Federal Government, except in the construction of the Pa- cific Railway and its branches. The Government, however, has made, from time to time, liberal grants of 1. id, wdiich have been instrumental in the construction of several thou- sand miles of line. The grants first made, and which served as a precedent for all others, were to the Illinois Central Railroad, in 1850. They led to the immediate construction 80 of that important work, and gave a great impulse to the con- struction of other important hues within it. Grants still more liberal were made to the States of Michigan, Wiscon- sin, Iowa, ]\[innesota and Missouri. Without them hardly a mile of Railroad would have been constructed either in Iowa or Minnesota. But for them the Pacific Eailroad itself would have been wholly without an Eastern outlet. They have been instrumental in securing construction of the great Continental Lino earlier, by years, than it otherwise would have been, They have been the direct means of add- ing hundreds of millions, annually, to the wealth and com- merce of the country. As the lands reserved upon the lines of the anticipated roads, and corresponding in amount to the grants made, readily sold at 'double the ordinary rate, the Government reaped a positive advantage from tliem, in ad- dition to those which the roads themselves have secured to it. The progress of such a State as Illinois, for example, due to its Railroads, affords a striking illustration of the importance of these works, considered in reference to the public revenues. The value of their tonnage in 1867 equaled $725,400,000. The increase of its value since 1860 has been at the rate of $70,000,000 animally. The present annual increase equals $100,000,000. The increase of numbers, due to the same influence, equals 100,000 annually. The Federal taxes of all kinds equal $10 per head of our whole population. The population of Illinois at the present time equals 2,500,000, or one-fifteenth of the whole. It pays, consequently, 81 $25,000,000 aniniallj into tlie public treasury. The annual increase in tiie amount ol' such taxes paid by tliis State equals $1,000,000, or would equal this sum provided the l)resent i-ates were maintained. Its ability to pay so vast a sum is derived almost wholly Irom its public works. In 1850 its population was only 8:>1,000, or one-thirtieth oi" the whole. The proportion of its wealthy to the total aggre- gate was in much smaller ratio. Could any policy, there- fore, liave been wiser than the grant of public lands to the great line, which opened up to settlement a large portion of its territory, till then inaccessible, and stimulated, in a pow- erful manner, the construction of other important lines? If the whole cost of this work had been a gratuity, the Fed- eral Government would have .been vastly tlie gainer there- by, a^he interest on its cost is, say, $2,000,000. It has, however, been instrumental in adding, amuudly, more than live-ibid that sum to the public revenues, to say noth- ing of its influence upon the trade and commerce of the country. If such be the iact, is it not wise to continue a similar policj', adapted, as to the form of aid, to the conditions pre- sented, so that the example of Illinois may be repeated, as you remark, upon a still grander scale, upon other portions of our wide domain ? To the west and north-west of Lake Superior is a region exceeding Illinois live times in extent. Many portions of it equal that State in fertility of soil ; and if possessing an equal population would equal it in the value of its products. It is a vast prairie, of which this 32 State embraces only a mere fraction, 1,200 miles in extent east and west, with a length north and sontli of near- ly 2,000 miles (a considerable ])ortion of it lying within the British Possessions), and having an aren of nearly 2,000,000 square miles. It is watered by the nioi-c western of the great lakes, the Mississippi and its tributaries, the Saskatchawan, and other great rivers lying still further to the north, and differs little from those portions of it occupied by the Shates of Illinois, Iowa and Minnesota, except in geographic posi- tion. It is similar in soil, minerals and flora, and to a great degree in climatic con.litions. It has its greatest width of arable land upon the route of the proposed road. It has a rich and friable soil, mostly destitute of wood, and for these reasons can be brought immediately under cultivation, and yields, under the rudest culture, the most bounteous returns. Hence the marvelous rapidity with which our people have spread themselves ovev the accessil)le portions of it, and tlie progress they liave made in population and in wealth. The more marked points of difference between tliat por- tion of the great plain lying east of the mountains to be traversed by the proposed road, and that occupied by the Western States, is the lack, in the former, of means of access by water-courses adapted to the wants both of travel and commerce. The lakes, with the Mississippi and its numer- ous tributaries, gave ample meims of such access to exten- sive portions of all the Western States, and a foothold tc the early settlers, from which they could push further inland, and a market for their p — .. The only naviga- 88 '"o rivor. of tl.o .section ,„„,,„. con«iclo,,Uio„ a,, tl.e M.. -. ,oyoUowSto„,a..,,oR«n.™.,.ra,e-N„,,^^^ become a ,„o..t v.,,,,,,,,,,. „„.,„„,, ,., .,,.,,, „ ^^.^,_, ^"""''™«-'''"''^''"=''W«-^'---„,,,VH,o„.S,ono --ctuu, ,K,.»,o„. a,„, .,„ sivo navigation ,„ sa,n,ne,.,. to- total ,ntcn.u,,tio„,n„., nan, ,,. ,„,,,, ^„; ;'"'-\;"'"''"" '—'"■-«. or .onnne.:/.*^: -g.on they trave,«e, embraein,, an a,va of .o.ne 2o0 000 sqnare miles. Tia> cost I,,- ,.;, ,• . "^'' ''3 "^ «'■■ "I tran«,>orting a barrel of flom from tl,e monti, of tl,e VVIIou-.Stono to St Louis a .« ,000 nn-,e... f n. e..eec. .. ™,. ^ place. ri,o r,ver i.. nou- n.seU a. a nratter of neecsity for .0 t.™.^„rtation of Uovernment .snppHes, of „,„.,,,,, 'r • '"'"■'"■ "'"' ''" "'--- -'■^1^. >^ut e^en for '"" 'T*' ""' " ''""'™" "'»" ''-^ '-'"-. '' -II be en. t'J-ely disused. The on,, .a, n. which thi.s ..t region can be reached and occ„p,ed ,s b,a railwav, which shal, bear the same rela- -n to ,t that n„.„.«. watcr-eounses did to Michigan, IHinoi,, nd W,sco„,n,, and other Western State. A highway mu.st ..11 cases be provided, m advance, l.r the pioneer, to serve bo as a means of acccs and as a marlcet for his product. If he Western St,ates had no. been accessible by natural routes of comn^crce and travel, their settlement, to any eon- s,deral e extent, would necessarily have remained iu abey- ance tdl a.tiflcial ones had been constructed. Such settlers 84 as mi-U havo (ovcoA tl.cir wiiy i.ibna would have pos- aes.oa neither we.Ult nor eonrn.eree. WUero BueU eondi- U„ns exist, tlie oversight of Nature nrn.tbe correeted by the han,l ..r n>an. An a,lilieial highway, vastly superior to any natural one, nu.st l,n opened by tl,e eoUeetive strength of the nation, through the great region described. The tale ol population will follow fas. dtor it. I'.y the time the mouu- tains were reaehed frou> the lakes, two or three eonnnun.t.es, carved out of the territory traversed, would have all the eon- ditlons atting them to become States of the IJnion-for population, cptally with wealth, are the creation of works that give employment and supply the means ot subs.s- k-ncc. Foreigners are attracted to us just in the mtio as such emplovment and means of subsistence can be had Were this n<,t so, the wealth of the country m- ereases in ratio that labor is well employed. Kngland is infmitely richer for the eonntless number of colon.sts which for centuries, almost, she has poured forth. The pro- ductive capacity of those that rcn.ain behind still for exceeds all the demand that can be made upon it. Such denrand now chielly comes upon the colonics she has fomided, and which now contain a jjopulation nearly twice greater than her own. New England, the mother of the North-West, is in the same way made rich and prosperous upon the labor of her children, upon a more genial soil. The power of production, the world over, far outruns the capacity for consuniption. Wealth and comfort, cousaiuently, increase in ratio as new 35 p.an. ; :, ; : :^';-- - -^ «^ o-e .. soil. ' ''""""^"' ^""' -'""'«>™, a virgin imm,g,,,„t.s froa, i|„. ,„j ^r,,,.,,, j^ "ur progress ,u„l |,rosp.ntv i- .1, , '" °" ''^ po.e.e.Ci:: ::::;:r"'r°'■^'----- •■l..''t tlK. Letter el.s- r ' "'"""''"^ "^^^ "'«'" " ''■'■"" "' "'iinigrants i,ro,i..ht will, fl, • money, $200 per Ik-i,1 TI, "' "' p-.a% c,: .00 ;;i ,: ;: ~^ -tr,e,.,ea,...,,.o,o;ooo ;:;;r;'"*''" ticularlj attraeti^•e rc...io„ t„ ■ • " " J'"" Europe, a mcc of il ""^'-'^^^^^^ irom tlie riortli of ■^" >«neet, .re ., , . , ' ""'' °"'"' »"'' "'>o, iu "' "' '"o '' "lost desirable addition f„ Sl'ould the Northern Pacific P.i, "' '"'"'''"'™- ^"^Pulso will be o-iv-eu to t\u. ' ■ '""'^^ ^^'^^^^' ^ ^^^w -ell the tide of '"'^^'^•-^-"' -^ will be]p to tKle of population whicli will follow A . • • train. There oon lw>, i i ^'^^^ ^^^ its Heie can be no doubt that by the i imn f^ work reaches tlio m. • ^^'"^ Pi'oposed wonid.cCrnrr"-''^-- -0.000 to the public tro^ ' ''"°'' °'' '""'' ^ "^^cr ' " t--ury would equal |3,000,000 aunu- 8d ally — a sum throo timos greater than the intorest on the bonds that would ))o issued. In a few years a Him- its completion such revenues would he trehled in amount, so rapid would i)e the iiillux ol' immigrants and llie develupmeut of the resources of tluj territory traversed. The process of aiding this work, conseipicutly, would be a paying one to the Government from the start. There is not a doubt that it lias been largely tlie gainer by the advances it has made to the Union and Central Pacific Ilailroads and their branches. These roads have been instrumental in adding hundreds of thousands to the population of the States of Missouri, Iowa, Kansas, Nebraska, California and Nevada, in all of which their influence has been most powerfully felt, and many millions added annually to the public revenue. The coincidence of the line of the proposed road with that of the great depression in the continent, occupied by tlie St. Lawrence, the Missouri and the Columbia, adds iin mensely to its importance. This depression not only indicates the proper route for crossing it, but secures the most flivorable climatic conditions, and the greatest possible extent of aral)le lands. Increase of elevation is always accompanied by a diminished temperature. With an ascent of 300 feet the mercury fdls one degree ; Lake Superior is elevated only ()00 feet above the sea. The valley of the Red River of the North has an elevation of about 900 feet above the sea. Lake Winnipeg about 700 feet. From the low elevation of this portion of the great basin, Indian corn is successfully grown in extensive 87 -.ions of it WUo,.y.r this .„,,,„, .,„ ,,„ „„,„,„ ,,, ^,, '""":"""""' 8^ 1 -„l ,™,,„„,„,. Tl„. di,n„tc of every pornon o.Uk. oonti,,™. ,,,,,„,,, ,.,elio,.„,c. „,„,„,,„,•„„ „,3,' -.lK.t.,,,,,,,l,,..MI.s,,,,,,,„.,,e,.e,|,..ii,,,.oftl,c,..,,,.o.,l,.oad '"« an elevation of 1,800 icv, .,,,1 at tlu. l„.o of tl.o ,„o,„u. -n, where it has a,t .l,..,ti f 3.000 feet, the range o, " "'"■"■"""^'"'- '^ '«" '•-■ ^" -y portion o.' the year , '" " '" "'"'" "'« ""■-' I'l-" lyin..' intn>eaiately west of '""';':"'""■• '''''«'"" l-'—ltheterritory'nponthe ™.Ue of the ,,ro„o..,l li:.ih.oa,| ,s one of the „„st ren.arl.able •-"-s of the eontinent The elevation of the Missouri at the month of the Yellow .Slone is only 2,100 leet above the soa ; that of the Union PaeiU. Ji,H,,„„, ,.,,„„ ,|,^ ^,^,^^^, ^^ "'1-u ,s t eoast the range of the thermom'eter agrees, as is well Icnown, very nearlv witl, n , , >i-iy nuiiiy with tliat on the west- ern eoast of Kurope. in similar parallels Of tlte whole length o.' the ^.orthern Paei.ie Railroad. ■■720 mdes, not over 250 miles will have .an elevation ex- 88 ceeding 3,000 feet above the sea, while of the Union Pacific Kaih'oad, 1,100 miles, of a total length of 1,057 miles, are more than 4,000 feet above the sea ; more than 500 miles of it lias an elevation of 7,500 feet above the sea. The relation of the o-]-eat water line of the St. Lawrence to tlie proposed work will vastly inc^rease its utility and im- portance. This line, whether its eastern outlet be the liar- bor of New York or the Straits of Belle Isle, extends half way across the continent. With a Railroad from its western extremity to the Pacific, tlic land carriage of freight, for at least eight montlis each year, will not exceed 1,750 miles. The cheapest of all modes of transportation is by water, when the conditions are flxvorable. Freight will be trans- ported from tlie head of Lake Superior, by water, in the season of navigation, at ono-third the cost of its transporta- tion by Railroad. The proposed work, consequently, is the complement of a grand liigliway of commerce across the continent, more than one-half of which is navigable ibr ships of 1,000 tons burden. With the slight elevation of the whole route, with the favorable ii'rade and alii gnment of the Rail- road, and with a water line for more than half the distance .of unequaled excellence, the Nortliern Pacific Railway must become the route of commerce between ocean and ocean. For cheapness of transportation it must be without a rival. Its advantages will be sucli as will enable it to become the route to America, and to Europe of the jn-oducts of the FaihI^ and secure to this country, beyond question, a trade which lias enriched every people through which it has passed, and \ i t h "fl? 39 which, i;. the future, if .e will on,, tako the necessa^ steps, will be monopolized by our own. The importance of the rehutiou th-it To ho ^ . . ^ ^^ bullion mat Lake Superior sus- ta.n. o ,ete.-..i.„.,,vi„,, to the west a„.J north-we.t of H, ■; -" ."".^t-te,, >., that ..tained ,,, Lake Michigan tJ ten.,,,, H,„, ,„ ,, „^^^ ^,^_^, ^^^^^_^_^^^^^^^^ ^^,_^^^^ ^^__^ ^^ r , °''"''' ™*'-"- "■"■' ■■"'■-■'^' "--"'^l. must ahvaya be one ot the chief outlets «.,..„eMe,.,.ito.,-. Its .aiuo atK, "' -nee, „, this t-espeet, ea,. ha,,:,!,- bo estimated. It ha, added ,„i„ious of inhabitants to the ten-ito.,- dependent upon ^, an i.und,.eds of „,i,no„s to the vaKte of its p,-odueta ^ . '"^ '""' '"■ •■"■^"^'« I-"' i" Mds te,.,.ito,.v, now - neh and populous, and whose tnuje h.as li^ed the «-te.n sho,.e of this hd.e .ith doutishing eitie.s, one of wl.ch now oecupies the tluM rank in the United States in populatun, and co,nnK.,.ce, will ben. no eon^paWson with tl'at «-|,,e„ n.ust hav.. its future outlet thtough .Lake Supe- '■'?;• :^ '-■"■'* ''■■""■" '■'■"'" Chieago t>pon a ...lius of 600 »"les „,elude.s to the .e^t, all the fertile portio.t of the .reat plan,; while west and uorth-west fron^ Lake Snp.-i.r a ^irele drawn upon a radin. of tudce sueh e.xtent would not e.eeed t-Innits of fertile soil. A line of eonsiderabl, ,e.ss length t .an that fnan Chieag,, to the Missouri Kiv..- would eonuLt d.-etlv Lake AYnanpe, with Lake Superior. The forn.er is 1.0 centre of a lo-drographie basin, .eeond on,, in e.xtent,.n fet-td.t,andintl,euUin.atevalueofitsproduets,tothatof 1.0 Mississippi. Lake Superior see.ns to have l.een pl.aeed by the hand of Providenee in the eentre of the eontinent to 40 render tliis extensive and valuable, but now distant territorv, accessible both to settlement and to eonnnerco. It must for all time command the connnerce of a territorv tlirice lar^-er than that dependent upon Lake Michigan, and though por- tions of it are now embraced witliin the British possessions, its commerce must wholly pass through onr territory and be monopolized by our own people ; and. in time, to commercial will be added political tiea In two or three years more tlie n.-itional revenues re- sulting directly fr.^m these works will far exceed the charges upon the advances made, so that long before tlie principal sum falls duo, it will have been many times repaid. But such a statement hy no means covei-s the whole ground. The construction of the gi-cat Continental Line has been the means of cariying, we.stwaixl, fully 300 miles, the interior sys- tem of railways, and of adding, ah'cady, more than 1,000 miles to its aggregate of coinpleted line. In balancing the account tlie increase of i-evenues due to this additional mile- age, and which ])robably far exceeds that derived from the great trunk line and its branches, is to be oOset against the advances rnnde. A coiTcct account would show the Government to be largely the debtor, wliile such bidance must continue to increase in much greater than simple ratio. The additional advantages whicli are to result from the opening of a line from ocean to ocean are certain to tran- scend all oi'dinaiy calculation. It is objected, that no additions should be made to the public debt by aiding works like the one proposed. It is 41 "ow in vo.ae to deuo.mcc all snol, propositions as s..indlo, -a. frauds upon the publio trcasu.y. The slightest consid- eration will shou- the ridienlousncss of all sneh talk. If the Ka.L'oadsof the United States could have been co,>st™cted "" "" ''"""• ™'''""«'-' " «""'1'1 Uave been the soundest poliev for Gorernn.ent to have assumed their construction, even J.thout the expectation of realising a dollar of direct income "•om them. The actual cost of these works have been about 81,200,000,000. The interest on this sum is $72,000,000. lliey have created a commerce worth 810,000,000,000 an- •Hudly. Such a commerce has enabled the people to pay .>400,000,000 into the public treasury with far greater ease than they could have paid $100,000,000 without them But for them it would have been impossible for the people to l^ave maintained the war against tl>c rebellion, or sustained tl.o .inancial burdens which it in.poscd, but which have been borne ^ritl, such con.parative ease. No line of ordi- nary nn,.,ortance was ever instructed that did not, from the «'«'lfh ,t ereate.1, .spcedUy repay its cost, although it n.ay "ever have returned a dollar to its share or bondholders If" tl..« he true of local and uninrportaut works, how nrueh niore ■so n.ust ,t be of great lines, which will open vast sections of ",'"■ ''"'"'" '^°"'"''"' "o^^ ••' J^^^rt, but abounding in all the elements of wealth. No one pretends that the aid asked '"'• -"•" "ot buiW rhe road. If so. Government wrll ult.- niatcly be repaid ten-fold all its advances, While, f,n.n:ae\y, there are but few cases which would J-tdy the Governnxent in extending aid to Railroads 42 there are some in whicb. its interposition becomes its highest duty. ISTo act could be so j^romotive of the general welfare as the opening, by its aid, both to the Northern and South- ern routes. Upon the latter is an immense extent of terri- tory, full of natural wealth, but which, without a Eailroad, is utterly beyond the reach of settlement or commerce. Aid extended to both lines, instead of weakening the public credit, would greatly strengthen it. The method or source of the present financial strength and prosperity of the country is getting to be well understood. Oar means will increase just in the degree in which we render available the wealth that now lies dormant in our soil. It would be felt that a reasonable amount of aid to each of these enterprises would diminish rather than increase the public burdens. Government would always be in advance instead of beino; out of pocket on account of such aid. I have not dwelt upon the \'alue of the territory within and west of the mountain ranges, although it is probable that this portion of the line will be the most valuable and productive. All this region is Icnown to possess great agri- cultural capabilities, and to be rich in all the more valuable minerals. Its great water-courses would prove valuable auxiliaries to tlie road, as well as greatly ficilitate its con- struction. I have the honor to be, Very respectfully, HENRY \^. POOR