-J ■ 
 
 
 THE BAILWAY. 
 
 • 
 
 REMARKS 
 
 
 :*■'. 
 
 AT 
 
 BELFAST, MAINE, 
 
 * 
 
 ' 
 
 1* ■ - 
 
 July 4, 1867. 
 
 
 BY 
 
 
 JOHN A. POOR. 
 
 ''" * ' * 
 
 \ 
 
 J. 
 
 BOSTON: ^ 
 
 LITTLE, BROWN, AND COMPANY, " | 
 
 
 110 Washington Street. 
 
 
 18G7. 
 
385.1 \ 
 

 
*» 
 
 © 
 
THE E A I LWAY. 
 
 P 7f/.^ 
 
 REMARKS 
 
 AT BELFAST, MAINE, 
 
 July 4, 1867. 
 
 BY 
 
 JOHN A. POOR, 
 
 • -• • •• 
 
 . • - • • , •. 
 
 1 1 * • • 
 
 • 7 • ♦ 
 
 
 BOSTON: 
 LITTLE, BROWN, AND COMPANY, 
 
 110 Washington Street. 
 1867. 
 
o 
 
 EnUTed acconliiiR to Act of Confjrcss, iu tlie year 1867, by 
 
 Lnri.K, lutow.v, and company, 
 in the Clerk's Office of the District Court for tUe District of Massachusetts. 
 
 O 
 
 • . . • ' 
 
 ' • . • . 
 
 * 
 
 u - • -. « 
 
 University Press : Welch, Bigelow, & Co., 
 Cambridge. 
 
THE RAILWAY. 
 
 Mr. President, Ladies, and Gentlemen : — 
 
 I AM liajipy to be here to-diiy. I am glad to 
 participate in the interesting services of this day's 
 celebration. 1 rejoice in the opportunity of revis- 
 iting this city under such flattering auspices, whose 
 beauty of situation was indelibly impressed upon 
 my mind in early life, and where for the first time 
 my eyes beheld the sea. 
 
 Reared among the hills of Oxford, where the hoary 
 summits of White-Cap and Bald-Pate rear their lofty 
 Q heads high above the surrounding mountains, my 
 imagination was stimulated by familiarity with the 
 most beautiful valleys and the grandest mountain 
 scenery of New England ; but my heart panted for 
 a sight of the ocean, whose sublimer aspects and 
 mysterious revels had been pictured to my youth- 
 ful mind by stories of travellers and descriptions 
 in the impassioned language of poetry ; and when, 
 a boy of twelve, I first beheld in the clear sun- 
 lio-ht of a winter's morning the outstretching wa- 
 ters of Belfast Bay, — embosomed by its surround- 
 ing hills and distant islands, — I experienced all 
 those sublime emotions of delight that Wordsworth 
 
4 THE RAILWAY. 
 
 hns recorded in the finest of all liis poems, '' The 
 Wanderer," as enjoyed by the young Herdsman, 
 when on the top of the high mountain 
 
 " lit' beheld tlie sun 
 Rise up, ami batlio the world in li-,dit ! He looked, — 
 Oeeiin and earth, the solid frame of earth 
 And oeean's li(|iii(l mass, beneath him lay 
 In j^lailiiess and deeji joy. The elouds were touched, 
 And iu tiii'ir silent fiiees did he read 
 Unutterable love. Sound needed none, 
 Kor any voice of joy ; his spirit drank 
 The s|>ectiicle; sensation, sold, and form 
 All melted into him; they- swallowed up 
 His animal bein^ ; in tliem did he live, 
 And by them did he live ; they were his life. 
 In such access of mind, in such hi^li hour 
 Of visitation from the livinjf (lod, 
 Thoujiht was not ; in enjoyment it expired." 
 
 The memories of more than forty busy years 
 crowd in upon my thoughts to-day. My desires 
 were then as wild and fathomless as the great deep, 
 and the recollections of a not inactive life have al- 
 ready taught the lesson, that experience alone can 
 teach, that the achievements of a man's life are of 
 trifling account as compared with the boundlessness 
 of youthful hope and aspiration. 
 
 This first visit to the seaside influenced no doubt 
 my whole life, — made me fond of adventure on the 
 ocean, eager for geographical knowledge, and studi- 
 ous of those agencies that stimulate commercial 
 progress. I love the ocean with almost fdial devo- 
 tion, and without a daily sight of it I am never 
 fully satisfied and contented. Mrs. Hemans has 
 beautifully expressed this sentiment in her charm- 
 
THE RAILWAY. 5 
 
 ino; son sr, " Whore is tlie Sea?" — tlic Greek Island- 
 er's lament on Ix'ing taken to the Vale of Teni[)e, 
 the most heautll'iil of all the valleys of that classic 
 land. He exclaimed, — 
 
 " WInTO is till' sea ? I lanf^uisli hero, — 
 Wln'iT is my own hliii; sea ? 
 With all its barks in tli'i't cart'or, 
 And Hags and brcuzt's free ? 
 
 " O, rich your myrtle's breath may rise, 
 Soft, soft your winds may be ; 
 Yet my siek heart within nie dies — 
 Wiie'"C is my own blue sea V " 
 
 A sentiment like this animates thousands of youth- 
 ful minds, — sons of Maine in other lands to-day ; 
 for we have m Maine valleys as sweet as those 
 which inspired the mind of the poetic Greek, or 
 m later times the more voluptuous taste of Moore, 
 and we have the sparkling waves of the ocean, 
 sea-views and island retreats, more beautiful than 
 any on which the eye of the Greek mariner ever 
 rested, — made more impressive still by the swelling 
 and receding tides, whose ebb and ilow was unknown 
 to the waters of the Greek Archipelago ; and the 
 beautiful forms which, in Grecian mythology, came 
 forth from the flashing foam of the ^Egean Sea, are 
 rivalled and surpassed by these forms of beauty, — 
 shaped, and moulded, and heightened into more per- 
 fect grace by the healthful climate and charming 
 scenery of Maine, — whose presence and whose 
 smiles greet and encourage us to-day. 
 
 But this is no time for poetic fancies. The prac- 
 
6 THE RAILWAY. 
 
 tical iliitios of the hour are upon us, and responsibili- 
 ties greater than those resting upon any other people 
 are devolved upon the sons and daughters of the 
 Great Ameriean Republie, — of which Maine is no 
 unimportant ]iart. 
 
 We eelehrate to-day the ninety-Hrst anniversary 
 of American Independence. It is our duty to cele- 
 brate it to-diiv as never before ; for it is the hrst 
 Fourth of July that has witnessed the practical 
 working out of the grea*". problem in government 
 which the Declaration of Independence proclaimed 
 and foreshadowed, — "Etj^udVdij of man before the 
 lawr 
 
 Since the Fourth of July, 1770, political writers 
 and orators have inculcated the principles which the 
 Declaration of Independence embodied ; but until 
 the present year these principles have failed of com- 
 plete application in piactice. 
 
 One month ago this day, on the fourth of June, 
 1807, was witnessed the first practical application 
 and adoption at the National Ca})ital of tbe princi- 
 ples proclaimed ])y the Declaration of Independence, 
 that " all men are created equal." 
 
 This great ])rinciple being now established, it may 
 be proper that the National Holiday be, in part, given 
 up to the discussion of other than political (|ues- 
 tions, — tiiose of great conuncrcial and social value, 
 like the railway and works of public improvement. 
 Next to the enjoyment of life, liberty, and the pursuit 
 of happiness, no question so directly- concerns every 
 man, woman, and child of the community, as that of 
 cheap locomotion. 
 
THE RAILWAY. 7 
 
 Travel Is the great educator of man. Men are in- 
 telligent in proportion to the nimiber of objects and 
 facts they have studied or observed. 
 
 Of all agencies known to civilized man, the railway 
 is now universally admitted to be the greatest. The 
 war which has just closed has demonstrated the value 
 of the railway for purposes of war as well as peace ; 
 for without the use of the locomotive railwav, the 
 slaveholders' rebellion would not at this day have 
 been crushed. 
 
 But before speaking of the railway, it is our duty 
 to 2:)ay a passing tribute to those who have achieved 
 success in our great struggle, and in whom has been 
 developed the loftiest sentiments of nationality, which 
 throw into shade the boasted loyalty of other lands 
 and other times. Men worship an idea. Respect for 
 Roman law- and the Roman senate enal)led that body 
 to conquer the world. The brilliant achievements 
 of Napoleon the Great raised him in the estimation 
 of the French people almost to an object of idolatry, 
 and this sentiment is the chief, if not the only sup- 
 port of the throne of his nephew, the ill-fated despot 
 of France. 
 
 But no such devotion to an idea as that which 
 characterized the young men of the original Free 
 States in the recent war has ever before been exhib- 
 ited in the annals of recorded history. The Spartans 
 who fell at Thermopylte, and the La Yendeans who 
 gidlantly gave up their lives in defence of an idea in 
 the tune of the French Revolution, never exhibited 
 
8 THE RAILWAY. 
 
 greater devotion than the pons of Maine exhibited on 
 numerous battle-fieklH of the war, — saving the re- 
 treat of McClellan on the Peninsula, holding Ceme- 
 tery Hill at Gettysburg, and by the immortal achieve- 
 ments of our Eighteenth Maine Heavy Artillery at 
 Spottsylvania. These young men gave up their lives 
 in the first shock of their first battle, and preserved 
 from serious disaster, if not from defeat, the great 
 army of Grant beyond the Rapidan, by holding the 
 Rebel army at bay and checking a daring flank move- 
 ment of the enemy. 
 
 I saw this gallnnt regiment, 1,800 strong, march 
 through Washington, in gay trappings to the sound 
 of stirring music, and embark upon the Potomac for 
 the front, on a beautiful Sunday morning in May, 
 1864. They were full of courage and gallant bearing 
 as I passed through the ranks and shook the hand of 
 many a son of an old acquaintance and friend. The 
 next Sunday after I met the steamer on which 476 
 of these gallant young men were borne back to 
 Washington, wounded or as corpses. 
 
 There is something curious in the feelings of men 
 which leads them to regard the body of a dead sol- 
 dier who has fallen in battle with diflbrent emotions 
 from those felt towards the ordinary dead. Men 
 shrink instinctively from the touch of the corpse of a 
 drowned mon, or of one who has died of disease; but 
 the body of a soldier, who in health and strength and 
 beauty's pride has gone to his final account from the 
 field of his fame, is as beautiful in death as life, and 
 
THE RAILWAY. U 
 
 we pass among tlie coffins to read the names of their 
 occupants as carelessly, if not as cheerfully, as we pass 
 among the ranks of the living. 
 
 This regiment lost 1,173 men, from May, 1864, to 
 Janr.ary, 1865, of whom 1,012 fell in battle or died 
 from their wounds, — a slaughter unparalleled in the 
 history of modern warfore. 
 
 Many tales of the heroism of this regiment are re- 
 lated, one of which I venture to recall to memory. 
 Two brothers were marching side by side ; one re- 
 ceived a mortal wound in front, and fell. The out- 
 stretched arms of his brother were instantly around 
 him. " It is all over with me," said the dying soldier ; 
 " lay me down and go back to the ranks, where you 
 are wanted ; it is no use to waste a moment's tune on. 
 me " : and so he died. 
 
 " Between the men who noble deeds have done 
 And every poet, to the end of time, 
 There is a brotherly communion : 
 
 One Father-God has made them both sublime." 
 
 What was the sentiment that animated this youth- 
 ful hero ? It was love of our nationality, pride in our 
 national union ; it was devotion to the cause of na- 
 tional unity and freedom. 
 
 No sentiment stronger than this has ever animated 
 a people in war, no loyalty to a reigning house, no 
 devotion to a great military leader, has ever exhibit- 
 ed such strength of attachment and such determined 
 valor as that which animated our young men, who 
 went forth to battle for the principles of our govern- 
 ment, symbolized and enshrined in the star-spangled. 
 banner of the Republic. 
 
10 THE RAILWAY. 
 
 " Long aliall it wave 
 O'er the land of the free, and the home of the brave ." 
 
 The history of the war is yet to be written. This 
 is not the time to call the roll of its heroes. The 
 West proudly boasts its mighty names, and Ohio 
 points with pride to those of her three sons, — Grant, 
 Sherman, and Sheridan. 
 
 NewEnn-land has her o:reat names also; and Maine 
 with equal exultation presents the names of three of 
 her sons as renowned in the annals of war, — one, 
 alas ! already summoned from the field of his fame to 
 his final account, who for tried valor, coolness in dan- 
 ger, and brilliant achievements on the field of battle, 
 had no superiors, — Berry, Howard, and Chamberlain. 
 
 If some should object that this day's work breaks 
 in upon our New P]ngland custom of devoting the day 
 to political subjects, we may point to distinguished 
 examples for our justification. 
 
 Fifty years ago this day, on the Fourth of July, 
 1817, De Witt Clinton, — a name ever honored in 
 our annals as the great leader of public improve- 
 ments in the Empire State, — with public ceremonies 
 commenced the work of constructing the Erie Canal, 
 which connects Lake Erie at Bufliilo with the Hudson 
 River at Albany, a distance of 364 miles, — the first 
 great step in making New York City the commercial 
 emporium of the New World. 
 
 Twenty-one years ago to-day ground was broken 
 at Portland, July 4th, 1846, in the connnencement 
 of the Atlantic and St. Lawrence Railroad ; and the 
 
THE RAILWAY. 11 
 
 honored Chief Magistrate of Maine, then as now a 
 citizen of Belfast, signaUzed the event by striking the 
 first blow in a work that connects the open sea at 
 Portland with the St. Lawi'once at Montreal, a distance 
 of 292 miles, which line has since been absorbed into 
 the Grand Trunk Railway of Canada, with an un- 
 broken line of iron from the waters of Casco Bay to 
 the distant shores of Lake Huron, — forming, in all its 
 connections and extensions, a railroad of 1,377 miles, 
 under one management, — the greatest number of 
 miles of any railway company in the world, 
 
 I shall never forget that occasion, for it was with 
 fear and trembling that the heretofore deserted mlUuje 
 of Portland, w^ith a population of 15,000, and a valu- 
 ation of less than % 5,000,000, pledged everything to 
 the construction of a railway to the border, to connect 
 there with a line to be constructed from Montreal to 
 the same point, forming in connection the Portland 
 and Montreal Railway ; the completion of which line 
 from Portland harbor to the boundary cost a greater 
 sum than the aggregate of all the estates, real and 
 personal, in the city of Portland at that day. 
 
 Governor Anderson I recollect as a merchant of 
 Belfast when I first visited it, and mv heart went out 
 toward him when I saw him, as Governor of Maine, 
 inaugm'ate the commencement of a work to which 
 my thoughts and labors had been directed. I should 
 be glad to meet him here to-day, to tender him hearty 
 thanks for the great service he performed for the 
 State, by giving to that work the sanction of his name 
 and the hifluence of his position as Governor. 
 
12 THE RAILWAY. 
 
 In tlio presence of the assembled Senators and Rep- 
 resentatives of Maine, surrounded hy a vast concourse 
 of citizens and strangers, that great work was entered 
 upon, and has gone forward to successful completion ; 
 and " the small fishing-town " of Portland, as it was 
 derisively called by our jealous neighbors of the Bay 
 State, has become a metropolitan city, w^itli a valua- 
 tion six times greater than it then had, and improved 
 in still greater ratio in all the elements of prosperity 
 and success. 
 
 And here again allow me to acknowledge a later 
 debt. When the city of Portland was laid in ashes by 
 the great fire of July 4th, 18G6, Governor Anderson 
 was in Washington ; and when some public men of 
 Maine held })ack, from a sentiment of false delicacy, 
 he was prominent and efficient among those who 
 moved in the matter of taking up subscriptions in 
 Washington, extending not only a proper feeling, but 
 influencing by this feeling the action of Congress in 
 favor of aid. It seems proper that Portland should 
 acknowledge this debt, though I hope she will not be 
 called on to return in kind. One of iier most public- 
 spirited merchants,* who favored your enterprise as 
 the Chairman of the Railroad Committee in the last 
 Legislature, I am glad to see with us to-day, in full 
 sympathy with your movement as one of the great 
 enterprises of the State. 
 
 You propose to commence the construction of a 
 work of equal importance to your city as that begun 
 
 * Hon. George W. Woodman. 
 
THE RAILWAY. 13 
 
 at Portland twenty-one years ago. Situat-id midway 
 betvveen the two extremes of our State, on its ocean 
 front equally distant from Kittery Point and Quoddy 
 Head, with a deep and capacious harbor, open at all 
 seasons of the year, Belfast was selected by the chief 
 of the United States Topographical Bureau, Colonel 
 Long, as a proper terminus of a proposed railway from 
 Quebec to the open Atlantic sea. The necessity of 
 ^iucli a work as a direct communication from the St. 
 Lawrence to the open sea on tliii^ ocean front was 
 pointed out to his government by the heroic and sji- 
 gacious Champlain, the illustrious founder of French 
 colonization in America, more than two hundred and 
 thirty years ago, and the failure of the French gov- 
 ernment to carry out his plans cost France the no- 
 blest empire of the New World. By holding this Atr 
 Ian tic front, now known as the Gulf of Maine, and 
 retaining what she for years held, the basins of the 
 St. Lawrence and the Mississippi, France would have 
 held to-day a '' dominion " in America greater than 
 that recently organized on our northern border, and 
 vastly greater than that now held by the United 
 States. 
 
 But political and military notions bear no compari- 
 son in power to commercial ideas. It was the com- 
 merce of the Lakes and Upper St. Lawrence that 
 made Montreal superior to Quebec. Montreal is at 
 the head of sea navigation in the summer months, 
 and the St. Lawrence canals have made her a com- 
 petitor of New York in summer for Western trade. 
 The inception of these works, even before their com- 
 
14 THE RAILWAY. 
 
 pletion, demonstrated the necessity of an outlet by 
 railway from Montreal to an open winter ha!-bor. 
 This necessity gave us the line of railway from Port- 
 land to Montreal, at a cost exceeding $12,000,000. 
 This great line, after going tlu'ough the discipline 
 which all great enterprises must undergo, will emerge 
 into complete success, and become the greatest car- 
 rier of freight of any line of railway extending from 
 the seaboard to the Upper Lakes. 
 
 The inception of this great enterprise of a railway 
 to Montreal was the begiiniing of the Maine railway 
 system. Maine lies between the Upper and Lower 
 Provinces like a wedge. The people of Maine ob- 
 jected, in 1837, to the construction of a line of rail- 
 road from St. Andrews to Quebec across our State as 
 a provincial or imperial measure ; but when in 1843 
 a plan was proposed in Maine, of an international line 
 of railway across the breadth of our State, connecting 
 ILilifax with Montreal by the easiest and most direct 
 route, the people of Eastern Maine were but too ready 
 to agree to it, though appalled at the magnitude of 
 the suggestion. To construct a line of railroad for a 
 distance of 835 miles, portions through an unbroken 
 wilderness, seemed to them beyond the power of the 
 men of this generation. Hence, instetid of being 
 undertaken as a whole, it was to be taken up by 
 sections. 
 
 By the European and North American Railway 
 and the Grand Trunk Line the distance from Halifax 
 to Montreal is 835 miles, as follows : — 
 
THE RAILWAY. 15 
 
 International Line. 
 
 Halifax to Truro . 
 
 Truro to New Brunswick frontier 
 
 Nova Sfotia boundary to Moncton , 
 
 Moncton to St. John . 
 
 St. Jolin to Maine frontier 
 
 Maine frontier to Hancor . . . 
 
 o 
 
 Bangor to Danville Junction 
 
 ■» 
 
 61 milea, 
 
 . 73 
 
 
 3G 
 
 
 . 92 
 
 
 88 
 
 
 . 108 
 
 
 110 
 
 
 . 21)7 
 
 
 Danville Junction to Montreal . 
 
 Total ... 835 " 
 Of this 835 miles, 539 are built, and 296 in process of construction. 
 
 With the iiiiiin piir])Ose constantly in view, the line 
 to Montreal was publicly proposed in 1844, com- 
 menced upon July 4th, 1846, and completed so that 
 cars ran through from Montreal to Portland, July 18, 
 1853. The plan was to carry a single line I'rom Port- 
 land east, by the way of Lewiston, Gardiner, Augusta, 
 Waterville, and Bangor, using the line of the Montreal 
 roiid as a common trunk for the time being as far as 
 Danville Junction, throwing off branch lines as want- 
 ed, extending one from Yarmouth or Pownal to Bruns- 
 wick and Bath, one up the Kennebec River, and an- 
 other to Belfast, &c. No sooner had the Montreal 
 road been started on this plan, than a rival line from 
 Portland to Brunswick and up the Kennebec Valley 
 was set on foot, forming two rival lines the whole 
 distance from Portland to AVaterville. 
 
 This antagonism stimulated the people on the two 
 routes, led both companies into hasteful and waste- 
 ful expenditures, — causing the lines to cost largely 
 in excess of any need, and to become rivals and com- 
 petitors for business. 
 
16 THE RAILWAY. 
 
 This has 1)ecn a serious drawl jack. It discouraged 
 the people of other coiunninities fioiii embarking in 
 railway projects, and has begotten hostility of gauges 
 and unfriendly contests in legislation to this day. 
 
 This state of things has created distrust in railway 
 securities and delayed the carrying out of the great 
 p]astcrn line and other important enterprises. 
 
 But the great enterprise of the State is now se- 
 cured beyond all peradventure. The State aided the 
 European and North American Railway by the grant 
 of its claims against the United States which accrued 
 prior to 1860, and of her interest in the public lands. 
 Massachusetts granted her claims against the United 
 States, held jointly with Maine, to the same object ; 
 and these claims, with the $500,000 already ex- 
 pended on it, and the aid the city of Bangor has 
 given, have been sufficient to interest capitalists in 
 the larger cities of the country ; and responsible 
 parties propose to complete the links in the chain 
 from Bangor to St. John city, — the Province of 
 New Brunswick donating $lo,500 per mile for West- 
 ern extension, the section of eighty-eight miles from 
 the boundary to the city of St. John. The balance 
 of the money required beyond the New Brunswick 
 gift and the Bangor loan of $1,000,000, to complete 
 the line from Bangor to St. John, is to be raised on 
 the first mortgage bonds of each company, with the 
 public hmds of Maine as an additional security on 
 Maine's portion of the line. 
 
 The valuable aid received from Massachusetts was 
 secured mainly through the services of three distin- 
 
THE RAILWAY. 17 
 
 giiisliod public men of that State, — one a native ol 
 Maine, who, as Governor of Massachusetts tlirough 
 the whole period of the Rebellion, gained a national 
 reputation second to that of no one in the country;* 
 another, for 3ears a resident of Mcme, returned to 
 Massachusetts without losing his love for our own, 
 and who, as nieinl)er of the Legislature of that State, 
 has been enabled to render most hnportant services 
 to our own.t And we owe a debt of gratitude to the 
 gentleman who, for two years past, has so ably fdled 
 the ollice of Sj)eaker of the House of Representa- 
 tives of Massachusetts.^ 
 
 New Brunswick, Nova Scotia, and Prince Edward 
 Island, with 48,584 square miles of territory, con- 
 tained, in 18C1, GG3,394 inhabitants. 
 
 Fidl of natural advantages and resources, from 
 their fortunate position, their inicqualled maritime 
 advantages, their numerous harbors and bays, swarm- 
 ing with the choicest fish, their treasures in coal, iron, 
 sand-stones, gypsum, grindstones, gold, and many 
 other valuable minerals, their extensive tind)er for- 
 ests and rich soils, — these Provinces only need access 
 to the markets of the United States to become as rich 
 and populous as the older States of New England. 
 
 The business of a trunk line connecting these dis- 
 tricts with the markets of the United States must 
 prove remunerative of the small cost of its construc- 
 tion. 
 
 * Governor John A. Andrew. :j: lion. James M. Stone, 
 
 t lion. George O. Brastow. 
 2 
 
18 THE RAILWAY. 
 
 From St. .Tolin to Ilalifiix, a distiincc of 202 mlloi^, 
 the line is built, or in process of construction, so that 
 Avithin three years the entire line across the l)readt i 
 of our State from Piscatacjua at Kittery to the St. 
 Croix, a distance of 300 miles, will be finished, com- 
 pleting the chain of railway between Halifax and 
 New York, a distance of 940 miles, connecting Hali- 
 fax, or the most eastern Atlantic port, with Port- 
 land, Montreal, and Chicago at the North, and Bos- 
 ton, New York, and Washington at the South. 
 
 The line once completed from Halifax to New 
 York, all the ocean steamers must make its eastern 
 terminus a port of call, and it will intercept the ocean 
 travel coming from P]urope. The bulk of the busi- 
 ness travel, and much of the pleasure travel between 
 Europe and America will take this route. 
 
 The terms employed by a leading London journal, 
 speaking of the Portland convention, may be appro- 
 priately quoted in support of the views herein ex- 
 pressed : — 
 
 " EuRoi'KAN AND NoRTH Amkrican Railway. — It is with 
 extreme satisfaction we observe, that at no distant day the Atlantic 
 is to be bridged over ])y means of such an improved system of 
 communication, that the Old World and the New will, by means of 
 rail and steam, be brought nearer to each other than Leith and 
 London are, by the average voyages of their smacks. From the 
 westernmost point of Gulway to the easternmost point of North 
 America the sea voyage will be easy of accomplishment within 
 five days, and silready the plans of the railroads from these points 
 to the interior of both countries have been fully matured, and the 
 undertakings to a great extent subscribed for. 
 
 " North America will then be to Enjjland what Scotland now is. 
 The inhabitants of each country will reside almost indifferently in 
 
THE RAILWAY. ' 19 
 
 citlior. Our Senators, in place of Imsteriing at the close of the ses- 
 sion to get oH' to grouse and the moors, will bolt from St. Stephens 
 to the prairies and buflfalo-huntinfr. Our fashionable onun/t's will 
 winter at Now ( )rleans or St. Louis, in place of Home and Nai)le9, 
 and our nobility and gentry will have their demesnes and mansions 
 in the Western or Middle States, as well aa in the mother country. 
 The intercourse will be so intimate and universal as to materially 
 modify the iiabits of lil'o and thought in both hemispheres. Kng- 
 land will become more republican and America less democratic. 
 The distinctions and jealousies of the two States will become ob- 
 literated by becoming ridiculous ; because people of the same ori- 
 gin, blood, language, history, literature, and traditions, in daily and 
 hourly communion with each otlier, — those having the strongest 
 social and moral atfinities being the most like to find each other 
 out. 
 
 " Let this tide of intercourse once fairly set in, — let the United 
 States become the fashionable, and the easy retrenching and retir- 
 ing resort of our uobility, gentry, farmers perhaps, and superanuat- 
 ed merchants, and the tide will flow on like the Propoutic, ' which 
 knows no retiring ebb.' " 
 
 When the charter of the European and North Ameri- 
 can Railway Company was granted in 1850, only two 
 ocean steamers crossed the Atlantic per week ; now 
 they are increased to seventeen per week or more, 
 without counting the Great Eastern. In a lew years 
 there will be a steamer departing dally from each 
 side. 
 
 Had there been an union of effort and of interest, 
 in room of rivalry and competition, the line from 
 Portland to Bangor would have been as profitable as 
 that between Portsmouth and Portland, — a jjaying 
 line from the start, — and secured long before this 
 
20 THE RMLWAY. 
 
 the lino to St. John and Halifax, with as many 
 branch lines on either side as the mterest of business 
 woidd have required. 
 
 A paying line from Portland east would have at- 
 tracted capital from the large markets at moderate 
 rates of interest, and not drawn heavily upon the re- 
 sources of the people, as did the building of these 
 two lines upon the people on both routes in Maine. 
 
 These unfortunate rivalries exhausted the means 
 of both companies, and put Maine back ten years 
 at least in the race of public improvements. It dis- 
 couraged mdustry at home, and led our people to 
 emigrate to other lands, so tliat this State made but 
 moderate progress for the ten years between 1854 
 and 18G4. 
 
 But happily the tide has turned. In 1864 Maine 
 changed her policy, aided the railway east as above 
 stated, and has since exhibited a becoming State 
 pride by holding out inducements for the invest- 
 ment of capital within the State, and adopted meas- 
 ures to make known our vast undeveloped resour- 
 ces. The Ilydrographic Survey now in progress, 
 when its results shall have been made known, will 
 raise our State, not only in the estimation of its own 
 people, but of those in other lands. 
 
 No clearer evidence of progress of ideas in Maine 
 has been shown than in the legislation at the last 
 session in flivor of your own enterprise, the railroad 
 from Belfost to Moosehead Lake, — a work that shall 
 connect the waters of this beautifid Belfast Bay, 
 
THE RAILWAY. 21 
 
 in the most direct line with the largest and most 
 beautiful of all the lakes of New England. Event- 
 ually this line will stretch itself farther northward 
 till it crosses the dividing ridge that separates Maine 
 from Canada, and descends by easy gradients to the 
 St. Lawrence, opposite the ancient citadel of Quebec. 
 
 This railroad, reaching from the seaboard to the 
 interior, will impart new value to every farm and 
 to every farm product within striking distance of 
 its line. It will lift the mortgage by enhancing 
 the value of every acre of land, of every bushel 
 of potatoes, every ton of hay, and of every tree of 
 the forest on its way. It will stimulate production 
 by enlarging the market of the farmer, clear the 
 lands of its forests, which, instead of being burnt 
 on the ground and wasted, will be brought to mar- 
 ket and turned into gold, while the waterfldls run- 
 ning to waste on the route will be made great 
 labor-doing machines, producing articles of value in 
 various forms of manufacture and in numerous forms 
 of industry. 
 
 As the railway advances farther and farther into 
 the interior, its influence will widen like a fan or 
 the spreading branches of a great tree, attracting 
 the traffic and the travel of a wider and wider belt 
 of country as it marches inland, each branch of this 
 ever-expanding tree attracting more and more of 
 the business of the surrounding country; while a 
 development of business is going forward on the 
 line almost in geometric progression, by the com- 
 bined influence of increased capital and quickened 
 
22 TIIE RAILWAY. 
 
 circulation, extending over the whole breadth of 
 country brought within the reach of its influence. 
 
 As your railway reaches the line of the Great 
 Eastern trunk line at Newport, now the Maine 
 Central Railroad, whose President I see with us to- 
 day, it will draw to the open waters of your har- 
 bor whatever seeks the cheaper conveyance of 
 water; for of all methods of transportation, none is 
 60 cheap as that upon navigable rivers or the 
 open sea. 
 
 It used in olden times to cost a dollar to carry 
 a hundred pounds 100 miles by wagon transporta- 
 tion. The railway will carry the same load at a 
 ■profit the same distance for one tenth of that price, 
 or for $2 per ton, while by water conveyance, in 
 ordinary times, the same load will be carried for a 
 one tenth of the cost of railway transit, or at the 
 rate of twenty cents per ton for 100 miles, for 
 goods that do not require despatch, like bricks, lum- 
 ber, granite foundation, slate, iron, and other like 
 commodities. Hence all merchandise and the pro- 
 duce of the interior seek the nearest route to the 
 open sea. Trade concentrates and capital is planted 
 at those points where the transfer is made from land 
 'carriage to the sea-going craft. 
 
 This is what has built up commercial towns in 
 this and other countries. It is this that has built 
 up New York, New Orleans, and of late given 
 Buch an impulse to the business and trade of Poit- 
 hind. 
 
THE RAILWAY. 23 
 
 For twenty-four weeks of the year steamers loud 
 at Portland for Europe with Western produce 
 brought by the Grand Trunk Railway. The same 
 steamers land at Portland merchandise Ijrought from 
 Europe, destined for Montreal and the West. This 
 business is capable of indefinite expansion, and will 
 be carried on throughout the year, as soon as the 
 working power of the Grand Trunk Railway, and 
 other new lines proposed, shall be equal to the de- 
 mands of trade. So with the lousiness of your har- 
 bor; you are the natural market-place already for 
 a lurge section of the State. As you reach the lake 
 you will connect with thirty-six miles of the finest 
 inland navigation in summer, and tlie luitouched 
 forests around Moosehead Liike will come to mar- 
 ket. Cultivated fields and farms will take the place 
 of the primeval woodlands. The waters of this 
 lake will be vexed with steamers as numerous as 
 those that now ply upon the lakes of Switzerland ; 
 and the beautiful headlands ii >\v clad in the garb 
 of nature, hiding-places of the moose and the deer, 
 will become classic in after times, like the shores of 
 Lake Leman and the Lake of Geneva, the homes 
 of scholars, poets, and historians. 
 
 There is more money value in the forests of 
 Maine than in the firms of Maine to-day. As pop- 
 ulation increases forests disappear, and the supply 
 of lumber has been exhausted to such a degree 
 that building materials are five times their former 
 price. Wood, which^ formerly represented only the 
 price of cutting and transportation, has advanced 
 
24 THE RAILWAY. 
 
 in a fourfold degree, and there is not a cord of 
 wood on the margin of Moo.sehead Lake that will 
 not be of value, standing in its native forests, within 
 five years from the time the railway shall reach 
 the lake. It used to cost $10 an acre, when I 
 was a boy in the country, to clear wild lands. The 
 railway will not only clear the lands without cost, 
 but will pay $10 per acre for the privilege of 
 clearing it, imparting a clear value of $20 per 
 acre to all land within striking distance of its line, 
 or of lake navigation. 
 
 Gradually the railway will penetrate beyond the 
 lake and clear the land to the very summit of the 
 dividing ridge, giving to every tree and acre of 
 ground a value hitherto unknown, and a population 
 will cluster about this great lake of ours, to which 
 other lines of railway than yours are proposed, like 
 that which is now concentrated around the northern 
 lakes of England and Scotland. 
 
 The necessity of this line to the future prosperity 
 of your city impressed itself upon the minds of its 
 leading citizens, and they went to the Logislatiu'o 
 and asked the privilege of building it ; the gentle- 
 man who officiates as President of this celeljration, as 
 Mayor of this city, presented a plan asking for the 
 opportunity^ of resorting to the only method possible 
 for securing it, — the right to tax themselves. They 
 resorted to a measure in some respects novel and 
 original, but which may change the system of con- 
 structing railroads in this State. Let me go back a 
 few steps and explain. 
 
THE RAILWAY. 25 
 
 The Locomotive Railway came upon the world like 
 a miracle. All previous modes of land conveyance 
 were slow and cumbersome. As the pack-horse re- 
 lieved the solitary foot-traveller, so the common wag- 
 on, the pleasure-carriage, and the stage-coach came 
 in its time to man's relief; but the greatest of all the 
 means of transportation, the locomotive engine, pro- 
 duced in the lifetime of a single generation greater 
 results, affecting man's physical and social condition, 
 than all the agencies of previous times. It contrib- 
 uted to his social advancement, sthuidated consump- 
 tion and production, increased the demand for labor, 
 and relieved the burdens of the operative classes be- 
 yond any conception of a previous age, and by the 
 dilfusion of knowledge has increased the inventive 
 and productive powers of the human race to an ex- 
 tent that defies all powers of calculation for the 
 futin^e. 
 
 The use of a smooth road-bed with a hard surface 
 for the moving of heavy bodies must be as ancient 
 as the Pyramids. The Roman ro.ils, like the Appian 
 Way from Rome to Capua, thence to Brand usium, 
 built by Appius Claudius, Crassus Coecus, the Roman 
 censor, 313 B. C, might have answered for a road-bed 
 for a modern railway. But the use of a hard surface 
 for the bearing of the wheels, different from the 
 ordinary road-bed itself, — the first great discovery 
 in railroad science, — came into use on the Stockton 
 and Darlington road as a tram-way, where wooden 
 rails of a hard substance were used in the room of 
 iron. These wooden rails were afterwards covered 
 
26 THE RAILWAY. 
 
 with iron straps, which greatly acceleraterl the move- 
 ment of vans or coal-carts drawn over them by horse- 
 power. 
 
 In 1825 the Liverpool and Manchester Railway was 
 projected, and the directors instituted inquiry into 
 the comparative advantages of horse-power, station- 
 ary steam-engines, and locomotive steam-power, and 
 ofiered a premium of <£ 500 for a locomotive which 
 should not weigh over six tons, consume its own 
 smoke, and draw a load of twenty tons ten miles an 
 hour. The Stephensons, George and Robert, fatlier 
 and son, in October, 1829, produced their engine, the 
 "Rocket," which accomplished the object and won 
 the prize ; and afterwards, at the opening of the Liv- 
 erpool and Manchester Railway in 1830, actually ran 
 at a speed of twenty-nine miles per hour. This es- 
 tablished the superiority of the locomotive-engine, 
 and is the date of what we may call the '• The Rail- 
 way System." 
 
 I have not time to narrate the history of the in- 
 vention, but I may say, in passing, that Stephenson's 
 success was due to the introduction of the tubular 
 boiler, securing the largest possible amount of heat- 
 ing surface and the most rapid production of steam. 
 Steam-power never has and never can be supplanted, 
 because in no other form has nature supplied power, 
 or the means of power, in so compact, cheap, and ac- 
 cessible a form as in water, which is capable of a 
 rapid expansion into steam of seventeen hundred 
 times its own bulk. 
 
THE RAILWAY. 27 
 
 Since 1830 tlic railway sj'stem has gone forward 
 until the whole civilized world has become more de- 
 pendent upon it than upon any or all other agencies 
 put together. 
 
 During the forty-two years which have elapsed 
 since the laying down of the first railway on the 
 Stocktcyi and Darlington Railroad with strap iron, 
 they have been introduced into every civilized coun- 
 try of the globe. More than $2,070,988,008 in gold 
 have been invested in the British Isles alone in railway 
 capital, — a sum greater than our present national 
 debt, — with 13,286 miles of railroad in operation, 
 costing $156,028 per mile, on which 251,862,715 pas- 
 sengers travelled in the single year 1864. The peo- 
 ple of England and Wales averaging nine journeys a 
 year for every inhabitant, men, women, and children ; 
 those of Scotland 6| journeys by each inhabitant, 
 while in Ireland there are but two journeys by each 
 individual. These acts show that the density of 
 population, the industry and productive powers of a 
 country, greatly aflect the extent of railway accom- 
 modations. 
 
 The total receipts for traffic of all the British rail- 
 ways for the year 1865 were ^179,450,000. Ex- 
 penses, $86,055,000. Profits, $93,395,000. The Lon- 
 don and Northwestern Railway, connecting Liverpool 
 with London, has, with its branch lines, a total of 
 1,274 miles in length, with annual receipts exceeding 
 $31,000,000. The railways of England yield in their 
 gross returns a little over 7 per cent, while the net 
 receipts are a trifle over 4 per cent. 
 
28 THE RAILWAY. 
 
 Great Britain and Ireland and the Channel Isl- 
 ands have 122,557 square miles of territory, with a 
 population, in 1861, of 20,070,930 persons, or 253 to 
 the square mile, and one mile of railway to every 
 9;|- square miles of surfaee. 
 
 In England and Wales, with 58,320 square miles 
 of territory, the population is 20,223.740, averaging 
 347 to the square mile, with one mile of raiflvay for 
 every 5| square miles of territory. 
 
 In Ireland one third the income of railroads is de- 
 rived from the carriage of merchandise. In England, 
 over one half. In Scotland two thirds the income is 
 derived from the freiij^ht of merchandise alone. And 
 in the State of New York the freiy:lit earnino:s stand 
 in the proportion of 28 to 13 received from passen- 
 gers. 
 
 As communities advance in wealth and population, 
 the necessaries and luxuries of life — as represented 
 by freight transportation — increase far more rapidly 
 than passenger traffic. This is shown on our railways 
 in Maine. On the Maine Central Railroad the pro- 
 portions are as follows for the year named, ending 
 
 
 
 Passengers. 
 
 Freijrht. 
 
 May 1 
 
 , 1851, 
 
 S 60,023.00 
 
 S 37,732.00 
 
 (1 
 
 1860, 
 
 1-15,784.88 
 
 140,987.86 
 
 (( 
 
 1861, 
 
 151,101.06 
 
 151,908.22 
 
 (I 
 
 1862, 
 
 130,316.32 
 
 106,040.30 
 
 (( 
 
 1863, 
 
 178,847.36 
 
 125,614.81 
 
 (( 
 
 1864, 
 
 232,498.89 
 
 150,610.66 
 
 i( 
 
 1865, 
 
 298,902.35 
 
 170,375.88 
 
 7 months, 
 
 1865, 
 
 195,717.09 
 
 126,693.28 
 
 Dec. 31, 
 
 1866, 
 
 291,012.61 
 
 235,479.57 
 
TIIE RAILWAY. 29 
 
 On the Portland and Kennebec Railroad the figures 
 for the lust lew years show the following results : — 
 
 
 Passensrcrs. 
 
 FrelBht. 
 
 Year ending August 31, 1860, 
 
 $ 86,y94.49 
 
 S")7,626.5l 
 
 " " 1861, 
 
 84,782.54 
 
 63,721.38 
 
 » December 31, 1864, 
 
 304,917.64 
 
 191.009.31 
 
 " " 18G5, 
 
 285,-291.15 
 
 219,816.13 
 
 " " 1866, 
 
 251,485.73 
 
 21*5,796.10 
 
 Maine has only one mile of railway to every sixty- 
 two miles of territory. Massachusetts has one to every 
 six square miles, Connecticut one to every seven 
 square mile.s, Ohio one to every twelve square miles, 
 Pennsylvania one to every eleven square miles, and 
 Illinois one to every seventeen square miles. 
 
 At the close of the year 18GG there were 36,896 
 miles of railway in operation in the United States, 
 costing S 1,502,469,085. 
 
 We have in the United States no uniform returns 
 like those of other countries, showing the condition 
 and working results of railways. New York has the 
 most complete returns of any State, showing, in 1805, 
 3,089 miles of railway operated by steam, costing 
 $ 156,303,203, or $50,000 per mile, whose gross earn- 
 ings reached $ 43,712,'i28 per year, or more than 28 
 per cent on their cost. 
 
 In New York the average travel of each passenger 
 is 45 miles, with 91 persons in each train. Each ton 
 of freight is moved 117 miles to 75 tons per train; 
 passengers are carried for 2^^^^ cents per mile, 
 freight 3j-/^ cents per mile. 
 
 In Massachusetts, in 1866, her 1,254 miles of road cost 
 
30 THE RAILWAY. 
 
 $ 79,460,774 ; ^14,000,000 of tliis ciipitiil was invested 
 in roads that })ai(l no dividends, while $ 54,531,483 
 of stock in dividend-paying roads received ^^W 
 per cent. The total earnings of Massachusetts roads 
 in 1860, operated by steam-power, were $21,205,527, 
 or an .average of 26 per cent on their cost, of which 
 amount $ 14,5'>4.230 was consumed in working ex- 
 penses. In 1854 the earnings of the Massachusetts 
 roads of the same length were but $ 9,073,377, and 
 working expenses $r),930,110. In ten years, or in 
 1864, the earnings had increased to $ 10,478,596, and 
 the expenses to $ 10,490,978. 
 
 These facts give an idea of the growth of railway 
 interests ; and it is among the singular oversights of 
 Congress, that it litis not established a Bureau of Pub- 
 lic Works, requiring full returns from railway compa- 
 nies transporting the nuiils, with accurate accounts as 
 to the extent of lines built, the amount invested in 
 railway capital, and the economical results of working 
 them. 
 
 And yet I well remember the scepticism and incre- 
 dulity with which Stephenson's first experiments in 
 locomotion were received. In 1829 1 visited the 
 Legislature of Massachusetts. They had under dis- 
 cussion a resolution, introduced by some daring inno- 
 vator, expressive of the opinion that a railway from 
 Boston to the Connecticut River would be of public 
 advantage. Its introduction excited the most intense 
 alarm, endangering the credit of the State, and de- 
 
THE RAILWAY. 31 
 
 stroyiiifT tlic value of the public securities. '• Puss the 
 resolutiou," said a conservative meuiher, '^ and who 
 can predict the consequences? If we should say hy 
 our acts tliat such a work would be of advantaj^e, who 
 can say that some daring agitator may not arise and 
 propose to put the idea into practice ? and if such a 
 work should he undertaken, public credit would be 
 overthrown, and every dollar of property in the Com- 
 monwealth would be in jeopardy." 80 fierce was the 
 opposition, that it passed by a majority of a single 
 vote. This was only thirty-eight years ago. These 
 facts show that the wisdom of croakers was as potent 
 then as now in resisting the progress of civiUzed 
 ideas. 
 
 I own a large folio work, entitled " Proceed iugi-t of 
 the Committee of the IIoKxe of Common.s, on the Llc- 
 erjjool and Manchester Railroad Bill, — 1825 " ; and 
 it is interesting to trace the history of locomotion, and 
 how clearly Stephenson foresaw the power and value 
 of the locomotive railway at that day ; and it makes 
 equally clear the folly and weakness of the leading 
 men of the time, who resisted his efforts. 
 
 The government of Great Britain failed to compre- 
 hend the railway question, and gave charters to indi- 
 viduals who would undertake their construction. 
 
 It was not until the advent of Mr. Gladstone into 
 public life, some tw^cnty-five years ago, that the gov- 
 ernment provided for taking the railways as public 
 works upon an agreed appraisal. 
 
 In the United States it was not tlien regarded as 
 within the j)owers or duties of the general govern- 
 
82 TIIK RAILWAY. 
 
 iiient to constriK^t railroiids, and tlu* mat tor was lofli 
 to tlio sevoiiil States. Cliarters wore tenanted, as in 
 England, to parties oflbring to construct linos, and 
 they have b(!on built as private nndortakings ; those 
 being soi/od hold oi' lirst that held out the largest sis- 
 surance of return of profit on capital. Hence the 
 railroads of the United States have been built for profit 
 mainly, with a view to private advantage rather than 
 for the (levolopnient of industry or for the accotnino- 
 dation of the public, in the hirgest sense of that ex- 
 pression. 
 
 It is now obvious that railroads might have been 
 built and managed with greater economy as public 
 enterprises than through private corporations, secur- 
 ing exem])tion from overbearing monopoly on the one 
 hand, and uniformity of rates of transport, and equal 
 acconnnodations for the pubhc, on the other. 
 
 Had Maine constructed a well-devised svstem of 
 railroads at an early day, the number of miles in op- 
 eration in this State might have been doubled ; pas- 
 sengers and freight transported at lessor rates than 
 now, with a surplus of income adequate to the expen- 
 ses of the State government, and the regular and 
 imiform 'vh^ i of new lines, without a dollar of 
 burde ujjon < pital, or the slightest tax upon the 
 peo^dc. 
 
 The railways of the United States cost on an aver- 
 age $ 40,723 per nnle. 
 
 Those of England, $ 150,028 ; of France, $ ] 50,749; 
 of Belgimn, $ 108,025 ; of Russia, $ 103,422 ; of Prus- 
 
THE RAILWAT. 
 
 33 
 
 sia, $ 120,784 ; of Austria, $ 71,471 ; of llio siriiiUor 
 Gerinaii states, $ 88,727. The avera<j;e cost in Europe 
 is ^ 127,091 per mile. The 4,653 miles built or pro- 
 jected in British India, now in process of construction, 
 are estimated to cost $ 287,000,000, or $ 00,803 per 
 mile. 
 
 The Great Western Railway of England, l)uilt ])y 
 Mr. Brunei, extending from London to Bi'istol, a dis- 
 tance of 118 miles, cost the following per mile, viz.: — 
 
 Procuring Charter, 
 
 Enjfineering, 
 
 Lund Damages, 
 
 (Inuling, 
 
 SiHHirstruc'ture, 
 
 Motive Power, 
 
 Inciilental, 
 
 $ 8,000 
 
 6,000 
 
 35,000 
 
 159,600 
 
 47,000 
 
 25,000 
 
 3,300 
 
 The progress of railway ''jonstriiction in this coun- 
 try from 1828 to the eni of 18GC, used by steam 
 power, without reckoning anything for double tracks 
 or sidings, has been as follows : — 
 
 Year 1828, 
 
 3 
 
 miles. 
 
 Year 
 
 1843, 
 
 4,174 miles 
 
 u 
 
 1829, 
 
 28 
 
 «( 
 
 u 
 
 1844, 
 
 4,311 
 
 u 
 
 <( 
 
 1830, 
 
 41 
 
 u 
 
 (( 
 
 1845, 
 
 4,522 
 
 u 
 
 (( 
 
 1831, 
 
 54 
 
 u 
 
 (( 
 
 1846, 
 
 4,870 
 
 K 
 
 (1 
 
 1832, 
 
 131 
 
 u 
 
 u 
 
 1847, 
 
 5,326 
 
 U 
 
 u 
 
 1833, 
 
 576 
 
 (t 
 
 « 
 
 1848, 
 
 5.682 
 
 U 
 
 u 
 
 1834, 
 
 762 
 
 l( 
 
 (( 
 
 1849, 
 
 6,350 
 
 (( 
 
 (1 
 
 1835, 
 
 918 
 
 l( 
 
 « 
 
 1850, 
 
 7,475 
 
 U 
 
 <( 
 
 1836, 
 
 1,102 
 
 u 
 
 (( 
 
 1851, 
 
 8,589 
 
 <( 
 
 (( 
 
 1837, 
 
 1,421 
 
 (( 
 
 (( 
 
 1852, 
 
 11,027 
 
 i( 
 
 (1 
 
 1838, 
 
 1,843 
 
 (( 
 
 (( 
 
 1853, 
 
 13,497 
 
 (( 
 
 u 
 
 1839, 
 
 1,920 
 
 l( 
 
 « 
 
 1854, 
 
 15,672 
 
 u 
 
 (1 
 
 1840, 
 
 3,197 
 
 It 
 
 <( 
 
 1855, 
 
 17,398 
 
 l( 
 
 t( 
 
 1841, 
 
 3,319 
 
 u 
 
 « 
 
 1856, 
 
 19,251 
 
 u 
 
 <( 
 
 1842, 
 
 3,877 
 
 3 
 
 u 
 
 (i 
 
 1857, 
 
 > 
 
 22,615 
 
 (( 
 
34 
 
 i 
 
 THE 
 
 RAILWAY. 
 
 
 
 Year ISoS, 
 
 2:),0n0 miles. 
 
 Year 18G3, 
 
 32,471 
 
 miles, 
 
 " 1859, 
 
 2(),7r)5 " 
 
 " 1S(M, 
 
 33,860 
 
 (t 
 
 " 18G0, 
 
 28,771 " 
 
 " 18Gr>, 
 
 34,442 
 
 u 
 
 " 1801, 
 
 30,593 '« 
 
 " 1866, 
 
 35,361 
 
 t( 
 
 " 1862, 31,769 " " 1867, 36,896 " 
 
 At the close of the year 1866, 95,727 miles of rail- 
 road had been constructed in the world, principally in 
 Europe and the United States of America, — a vast 
 achievement for a single generation* The work 
 of the present generation is to be, not so much rail- 
 road construction as railroad reform. The vast smns 
 wasted in the construction of railroads, through igno- 
 rance and inexperience, are of tritling amount as com- 
 pared with the waste now going on in railway man- 
 agement. Practical skill and persistent industry are 
 absorbed by the Express Companies, who take mto 
 their own hi'.^vls the cream of railway traffic through 
 superior skill and economy in conducting their busi- 
 ness, if they do not control the leading lines by com- 
 binations with portions of Boards of Directors at the 
 expense of tlie stockholders and the general public. 
 
 The Erie Railroad, in 1866, earned $14,596,413.09; 
 of which $12,358,307 was consumed in working 
 expenses and government charges, leaving only 
 $2,238,106.09 of net income on a cost of $47,341,130. 
 On many other roads the figures would show results 
 equally striking, calling for a complete reform in rail- 
 way management. Possibly the Express Companies 
 themselves, with their corps of skilled conductors and 
 employees, will take the railroad upon a fair rental, as 
 the shortest mode of relief to unfortunate stockhold- 
 
 * See Appendix. 
 
THE RAILWAY. 35 
 
 ers. If the Grand Trunk line of railway to-day was 
 placed in the charge of the Eastern Express Com- 
 pany, it would yield twice the amount of its present 
 net income. 
 
 Railways require men of the highest skill, of the 
 keenest intellect, and of executive ability in their 
 management ; and a superintendent who manages a 
 long line by telegraph, without proper local responsi- 
 bility, is in the condition in which General Scott found 
 himself as commander-in-chief of the army of the 
 United States at the first battle of Bull Run, — the 
 movements of which he directed from the secure 
 asylum of his office in Washington City. 
 
 In the United States, railroads have cost less than 
 in any other country, and can therefore carry at less 
 rates; and it is here that railroad reform should begin. 
 As a general rule, railways are not worked to one 
 fifth of their capacity, and there is no proper discrim- 
 ination in charges ^between slow and ftist trains. To 
 transport goods or passengers at the rate of twenty 
 miles per hour costs live times as much as to move 
 the same at ten miles an hour. Increase the speed 
 of transit to forty miles an hour, and it costs five times 
 as much as at twenty miles an hour. The cost of 
 transit, therefore, if roads are in good condition, is in 
 exact ratio to the speed of trains ; the increased cost 
 of moving being as the square of the velocity. On 
 express trains in England the charge for passengers 
 is 24 shillings for 100 miles, or 5| and G cents per 
 mile, while on the slow trains it is only one third of 
 this. Freight is transported much cheaper in England 
 
36 THE RAILWAY. 
 
 than ill the United States, while in Belgium, where 
 railroads are numerous, and the population more 
 dense than in any other European country, the tran- 
 sit of passengers and goods is cheaper than in any 
 other portion of the globe. 
 
 • Reforms must commence with us, therefore, by a 
 proper discrunination in favor of slow trains ; those 
 who seek the highest speed paying in proportion. 
 The need of this has led to the adoption on the Lon- 
 don and Northwestern Railway, between London 
 and Liverpool, of a method of taking in water fished 
 up in side tanks by spouts, through ilexible tuljes, 
 while the train is moving at the rate of forty miles to 
 the hour. And so great has been the increase of 
 business between Liverpool and Manchester, that 
 more trains arrive and depart daily from a single sta- 
 tion on that line, than all the trains that arrive at 
 and depart from the city of Boston daily, over the 
 seven trunk lines of road terminating in that city. 
 
 It is easy to perceive, therefore, why railroad re- 
 form must commence wdth us. As soon as there is 
 sulhcient business upon a road to pay the running of 
 trains and interest on cost, the price for carrying pas- 
 sengers and freight should diminish in exact propor- 
 tion to the increase o£ business. This reduction oper- 
 ates like a charm in the development of new business, 
 the value of heavy products of the interior, such as 
 cord-wood, ship-timber, building material, slate, and 
 farm products, multiply almost in geometric progres- 
 sion ; so that coarser articles, produced one hundred 
 miles from the open sea, or from a local market, not 
 
THE RAILWAY. 37 
 
 worth the cost of transportation by the ordinary 
 modes, become as vahiable as those fomid or grown 
 at tide-water, or in the neighborhood of great cities. 
 But it is no time to fohow out these details ; the facts 
 given may serve as hints as to the direction to which 
 practical ability is to be turned. The coarser work 
 of constructing the road-bed of railways is now un- 
 derstood, and we cannot expect any diminution in 
 the cost of building it ; but in the construction of 
 machinery, in the quality of the superstructure, in 
 the economy of management, and in the supply of 
 comforts to the traveller, great changes are to take 
 place. Wooden sleepers, kianized or preserved in 
 creosote, will outlast the iron rail, if not maintain a life 
 equal to that of the steel rail, which is gradually taking 
 the place of the iron rail, being more than five times as 
 durable. Steel boilers for locomotive engines will 
 supersede iron ones, and cars will be adjusted with 
 conveniences, comforts, and even luxuries, unknown 
 at this day, enabling travellers to cross the Continent 
 without fatigue, and allbrding to business men facili- 
 ties for carrying on conununication by letter or tele- 
 graph while cars are in motion, and to men of letters 
 opportunity to prepare their manuscripts or correct 
 their proofs while enjoying the luxury of travel. 
 
 You all know the condition of things in Maine at 
 the assembling of the last Legislature. The long pe- 
 riod from the days of prosperity under the governor- 
 ship of Enoch Lincoln to those of (Jleneral Chamber- 
 lain had been a gloomy one for Maine. The strug- 
 
38 THE RAILWAY. 
 
 gles for personal success in politics had been para- 
 mount ideas, with few intermittent exceptions. 
 
 Our public domain had been squ; idered without 
 producing a single public work for our State, while 
 Massachusetts' share of the land aided in building the 
 Western Railroad, and created for her a large school 
 fund; 3,207,680 acres of our public lands were wrested 
 from us by Great Britain, without a shadow of claim to 
 them ; a policy was introduced unfriendly to railroads 
 and manufactures ; and, to crown the whole, the State, 
 by constitutional inhibition, tied itself up from aiding 
 public improvements, apparently for the benefit of 
 other States, so that our young men might emigrate, 
 and property decline in value. For thirty years 
 Maine seemed steadily fldling back in the race of 
 empire. 
 
 The promoters of your enterprise, feeling its im- 
 portance, but finding no better means of carrying it 
 forward, asked permission for the cities and towns 
 interested to be allowed the privilege of taking 
 upon themselves the risk incident to its construc- 
 tion ; and a plan was proposed, somewhat novel in 
 its character, it is true, but one that must meet the 
 cordial approval of parties who sincerely desire the 
 construction of the road, — the assumption of the 
 risk by the several cities and towns upon its route, 
 to an amount equal to twenty jier cent of their 
 valuation. This is represented by non-preferred 
 stock, insuring the control of the road concur- 
 rently with the risk assumed ; or, in other words, 
 those that wanted the road could build it, own and 
 
THE RAILWAY. 39 
 
 control it : the property of that unfortunate class 
 in every town who own lands and stores, but who 
 do not choose voluntarily to share their part of the 
 burden of building it, being held for their share, 
 and no more. 
 
 Municipalities, — to^vns, cities, and boroughs, — 
 antedate State constitutions. Local organizations 
 for self-preservation, — mutual protection and im- 
 provement, aud for police and sanitary j^urposes, 
 whether of Greek or* Saxon origin, — are the ear- 
 liest forms of civil government, — as distinguished 
 from military rule, — based upon the principle of 
 equality among men. A majority, by vote, took 
 private property for public piu'poses, — opening 
 roads, building bridges, clearing streams, erecting 
 mills, — making all the property and persons of the 
 municipality share the burden equally. No one can 
 see any substantial distinction in the principle 
 adopted, to meet new wants, ^ allowing subscrip- 
 tions to railroads. 
 
 You had, in the county of Waldo, in 18G0, a 
 valuation of ^7,740,429, showhig an increased 
 valuation of only 36 per cent from 1850 to 1860, 
 while the county of Cumberland showed an in- 
 creased valuation of 116 per cent from 1850 to 
 1860 upon her previous large valuation, — which 
 increase was due to the construction of railroads, 
 more especially to the growth of Porthuid, conse- 
 quent on the construction of the railway from Port- 
 land to Montreal. 
 
40 THE RAILWAY. 
 
 Two descriptions of property are mainly bene- 
 fited by the construction of niih'oads, — farms and 
 woodland on the route, and fixed property near 
 way-stations and the main terminus. Farms de- 
 crease in value in exact ratio of their distance 
 from market. 
 
 In 1852 the editor of the Railroad Journal pre- 
 pared a statement showing the extent and work- 
 ing capacity of railways, with tables illustrating the 
 value of a fon of wheat and a ton of corn as affected 
 by cost of transportation, which was reprinted in 
 different languages of Europe, and became author- 
 ity with railway men, like tables of mortality in 
 life insurance, as follows : — 
 
 "Upon the ordinary highways, the economical 
 limit to transportation is confined within a compara- 
 tively few miles, depending of course upon the 
 kind of freight and character of the roads. Upon 
 the average of such w'ays, the cost of transporta- 
 tion is not far from fifteen cents per ton per mile, 
 which niav be considered as a sutHciently correct 
 estimate for the whole country. Estimating: at the 
 same time the value of wheat at $ 1.50 per bushel, 
 and corn at 75 cents, and that thirtv-three bushels 
 of each are equal to a ton, the value of the former 
 would be equal to its cost of transportation for 330 
 miles, and the latter 165 miles. At these respec- 
 tive distances from market, neither of the above 
 articles would have any commercial value, with only 
 a common earth road as an avenue to market. 
 
THE RAILWAY. 41 
 
 "But we find tliat we can move property upon 
 railroads at the rate of 1^- cent per ton per mile, 
 or for one tenth the cost upon the ordinary road. 
 These works, therefore, extend the economical limits 
 of the cost of transportation of the ahove articles 
 to 3,300 and 1,G50 miles respectively. At the limit 
 o*' the economical movement of these articles upon 
 the common highways, by the use of railroads 
 wheat would be worth $44.50 and corn $22.27 
 per ton, which sums respectively would represent 
 the actual increase of value created by the inter- 
 position of such a work. 
 
 " The following table will show the amount saved 
 per ton, by transportation by railroads, over the 
 ordinary highways of the country." 
 
 Statement fhowiiif/ the Value of a Ton of Wheat and one of Corn at given 
 Points from Market, as affected hy Cost of Transportation hj Railroad 
 and over the ordinary Road. 
 
 Transportation by Transportation by 
 
 Railroad. onliuary Highway. 
 
 Miles from 
 Marlitit. 
 
 r 
 Wheat. 
 
 A'ALCE ATM 
 
 Corn. 
 
 ARKKT 
 
 Wheat. 
 
 Corn. 
 
 
 
 $49.50 
 
 $24.75 
 
 S 49.50 
 
 S 24.75 
 
 10 
 
 49.35 
 
 24.60 
 
 48.00 
 
 23.25 
 
 20 
 
 49,20 
 
 24.45 
 
 46.50 
 
 21.75 
 
 80 
 
 49.05 
 
 24.30 
 
 45.00 
 
 20.25 
 
 40 
 
 45.90 
 
 24.15 
 
 43.50 
 
 18.75 
 
 50 
 
 48.71 
 
 24.00 
 
 42.00 
 
 17.25 
 
 60 
 
 48.60 
 
 23.85 
 
 40.o0 
 
 15.75 
 
 70 
 
 48.45 
 
 23.70 
 
 39.00 
 
 14.25 
 
 80 
 
 48.30 
 
 23.55 
 
 37.50 
 
 12.75 
 
 90 
 
 48.15 
 
 23.40 
 
 36.00 
 
 11.25 
 
 100 
 
 48.00 
 
 23.25 
 
 34.50 
 
 9.75 
 
 110 
 
 47.85 
 
 23.10 
 
 33.00 
 
 8.25 
 
 120 
 
 47.70, 
 
 22.95 
 
 31.;)0 
 
 6.75 
 
 130 
 
 47.55 
 
 22.80 
 
 30.00 
 
 5.25 
 
42 THE RAILWAY. 
 
 Transportation by Transpnrtntion by 
 
 Bailruad. orJiuiiry Highway. 
 
 Mil(!A from 
 
 Wheat. 
 
 .. .Valck at 
 Ciirn. 
 
 MlBCKT. 
 
 
 Market. 
 
 Wheat. 
 
 Corn. 
 
 140 
 
 $47.40 
 
 $ 22.65 
 
 $ 28.50 
 
 S3.75 
 
 150 
 
 47.25 
 
 22.50 
 
 27.00 
 
 2.25 
 
 160 
 
 47.10 
 
 22.35 
 
 25.50 
 
 75 
 
 170 
 
 46.95 
 
 22.20 
 
 24.00 
 
 00 
 
 180 
 
 46.80 
 
 22.05 
 
 22.50 
 
 
 190 
 
 46.65 
 
 21.90 
 
 21.00 
 
 
 200 
 
 46.50 
 
 21.75 
 
 19.50 
 
 
 210 
 
 46.35 
 
 21.60 
 
 18.00 
 
 
 220 
 
 46.20 
 
 21.45 
 
 16.50 
 
 
 230 
 
 46.05 
 
 21.30 
 
 15.00 
 
 
 240 
 
 4.^). 90 
 
 21.15 
 
 13.50 
 
 
 2r)0 
 
 45.75 
 
 21.00 
 
 12.00 
 
 
 2G0 
 
 45.60 
 
 20.85 
 
 10.50 
 
 
 270 
 
 45.45 
 
 20.70 
 
 9.00 
 
 
 280 
 
 45.30 
 
 20.55 
 
 7.50 
 
 
 290 
 
 45.15 
 
 20.40 
 
 6.00 
 
 
 300 
 
 45.00 
 
 20.25 
 
 4.50 
 
 
 310 
 
 44.85 
 
 20.10 
 
 3.00 
 
 
 320 
 
 44.70 
 
 19.95 
 
 1.50 
 
 
 330 
 
 44.55 
 
 19.80 
 
 00 
 
 
 Apply these rules to hay, potatoes, lumber, slate, 
 and other products of Maine on your line, and you 
 see at a glance how much wealth will be created 
 by the building of your road. 
 
 Ohio statistics illustrate the principle as well as 
 any. In 1829 wheat was worth twenty-five cents a 
 bushel at Cincinnati, and corn ten cents, but they 
 had no access to a distant market. The State built 
 canals, but these were slow coaches. Then came 
 railroads. Ohio seized hold of them and rose rap- 
 idly in wealth, greatness, and power, and is to-day 
 the third State of the Union. 
 
THE RAILWAY. 43 
 
 In 1841 her valuation was but $128,353,057, and 
 in 1845 it reached $145,100,409, — less than that of 
 Maine in 1800; in 1847 she had 202 miles of rail- 
 way only, in 1850, 575 miles, in 1800, 2,099 miles, 
 and in 1800, 3,402 miles. Iler valuation for taxa- 
 tion rose to $433,872,032, in 1850; to $800,877,354, 
 in 1855, and to $959,807,100, in 1800, with an act- 
 ual valuation in 1800 of $1,193,898,422, against 
 an actual valuation of $504,720,120 in 1850, an 
 absolute increase of $089,172,300, while her 3,402 
 miles of railway cost only $135,231,975. Ohio al- 
 lowed towns, cities, and counties to aid railroads, 
 and you see the result. 
 
 The following table shows the polls and valua- 
 tion of Maine at the several periods named : — 
 
 Years. 
 
 Polls. 
 
 Estates. 
 
 1810 
 
 61,938 
 
 S 1,443,138 
 
 1820 
 
 59,368 
 
 20,962,748 
 
 1830 
 
 6G,986 
 
 28,807,687 
 
 1840 
 
 86,544 
 
 68,240,288 
 
 1845 
 
 89,054 
 
 67,219,356 
 
 18.")0 
 
 105,490 
 
 100,037,969 
 
 18G0 
 
 128,899 
 
 164,714,168 
 
 The value of farms in Maine increased from 
 $54,801,748 in 1850 to $78,090,725 in 1800, or 
 $23,828,977, or at the rate of forty-one per cv^nt, 
 while in Ohio the value of farms increased from 
 $358,758,003 in 1850 to $000,504,171 in 1800, or 
 $307,805,508, or at the rate of eighty-nine per cent. 
 The farms of Maine average 97 acres, those of Ohio 
 125 acres. The value of farms in Maine is about 
 
44 TIIE RAILWAY. 
 
 $14 per acre, Ohio about $33 per acre. The Ohio 
 farniH produced in 1800 but 12 bushels of wheat 
 per acre, but tlie price has advanced tenfold since 
 1829, and is now wortli $ 2.50 per bushel in Ohio. 
 
 I might cite examples of States nearer liome. 
 Rhode Island, Massachusetts, and even New Jersey, 
 States far inferior in natural advantages, which ad- 
 vanced more rapidly than Maine from 1850 to 1800, 
 on account of greater railroad facilities, and the de- 
 velopment of industry from better access to market. 
 
 But there is nothing so striking in American his- 
 tory as the progress of the Northwest, consequent 
 ujDon the introduction of railways. 
 
 Maine produces hay and potatoes, more profitable 
 crops than wheat. Waldo County annually raises 
 50,000 tons of hay, 000,000 bushels of potatoes, and 
 other crops in proportion, more than one half of 
 them in the towns on your line to Newport. These 
 products will command about the same price on the 
 line of the railway as in Belfast; and the question is, 
 ftot whether you can have the railroad, but can you 
 aflbrd to live without it ? 
 
 Ship-building has been a prolific source of w-ealth 
 to Maine, and the city of Belfast has been prominent 
 from the number of her vessels built and the amount 
 of tonnage here owned. In 1854 there were built 
 in the district of Belfast forty-nine vessels, equal to 
 20,246 tons ; and the tonnage owned in this district 
 in 1854 was 55,899 tons, and in 18C2 it had reached 
 95,000 tons, according to the returns from the Treas- 
 
THE RAILWAY. 46 
 
 iirv DopiirtnuMit. It is the opinion of the liost in- 
 foniRMl coinniercial uwn ol' this country that sailing 
 .ships are losing their importance, and cannot renain 
 their former rehitive standing, from the competition 
 of steamers. Sailing vessels are to the steamship 
 what the stage-coach is to the railway, auxiliaries and 
 side supports, but not competitors on great lines. The 
 railway is every day drawing more and more, both 
 of freight and passengers, from the estal)lished lines 
 of steamers, and the steamers are gradually taking 
 the business known as the coasting trade from the 
 sailing vessels. Wharf property has declined in the 
 city of Boston, in consequence of this, to nearly one 
 half its former value. The dt livery of freight from 
 railway cars is more convenient than from vessels, 
 and a lari2:e freiij-ht business is now carried on be- 
 tween Portland and Boston hy railway jdongside 
 navigable waters, notwithstanding steamers of the 
 best class and well managed, and sailing vessels, car- 
 ry at the lowest rates. It may be well for the intel- 
 ligent shipbuilders of Maine to consider these facts, 
 coupled with the discrimination against ships, under 
 our existing tariff Railways, on the contrary, are 
 enabled every year to carry at lower rates, and as 
 business increases, so that railroads can be worked up 
 to their capacity, passengers and merchandise will be 
 carried at less than one half the present prices for 
 traViSportation. 
 
 I never advocated the building of a railwav on the 
 ground of the profitable investment of capital, but 
 upon the same ground as I would advocate the build- 
 
46 THE UAILWAY. 
 
 iiiijf of connnon lii^hwjiyH JUid Hcliool-liouses". Tlioy 
 may prove piofiliihlc, but this dcpomls on a variety 
 of circiitustanoes; such as jucHeious location, economy 
 in l)uil(linfi;, favorable connections with other roads, 
 and proper manaj^ement. Tliey used to cost ftcice 
 their estimate, but return in a Jinfohl measure all 
 they cost, in increased wealth, substantial comforts, 
 and innumerable pleasures. 
 
 Risks necessarily occur in all business nndertalv- 
 ings, ])ut prudent men learn something from the pub- 
 lic experience, and the chances are in favor of com- 
 mon fidelity in the carrying out your plnns. 
 
 If the railroad is once built, it will draw to it all 
 the business that is possible. It carries cheaply to 
 induce production and transportaticm, and imparts to 
 evervthin<»: in its route a value imknown before. In 
 Scotland, where industry is active and men intelli- 
 gent, the very offal of cities, — the prolific cause of- 
 sickness and death in many cities, — pays a hand- 
 some profit to the railway com})any for its transpor- 
 tation into the country for farm maiuu'e. 
 
 An intelligent English writer estimates that the 
 manure of Great Britain produces more wealth an- 
 nually than the cotton manufactures ! If Maine had 
 railroads like Scotland or the North of England, whose 
 soil, climate, and natural features are like those of 
 Maine, our State might have a population equally 
 dense as theirs, with all the comforts, luxuries, and 
 refinements which came in the train of industrious 
 hal)its, aggregated wealth, and concentrated popula- 
 tion. 
 
THE RAILWAY. 47 
 
 The sonret of the prof^ress of the West. ;iii(l the 
 viiHt power of her publico men, is the Union of senti- 
 ment in fiivor of publie improvements amon^ all 
 classes of its ])e()ple. Men come forward and }»e- 
 come leaders in proportion to their earne.-tness and 
 comprehension in favor of pnhli(; improvements. 
 This was the secret of the marvellons power of 
 Donglas and the strength of the popnlarity of 
 Lincoln. However bitter might be their personal 
 hostilities, no matter how strong the anta<j;onism of 
 parties on other issnes, all nnited as one man to 
 carry forward railroads, and bring capital into their 
 snpport. The prosperity of the State was the com- 
 mon ambition of ])()litical men, regardless of party 
 organization or party names. 
 
 The principle of granting alternate sections of 
 pnblic lands in aid of railroads has helped the North- 
 west, and covered Iowa with a netwoik of railways 
 of almost as nniform a texture as if woven bv ma- 
 chinery, — and her public men justly taunt New 
 England with cowardice who shirk responsibility, 
 and shrink from maintaining and defending their 
 own rights. 
 
 The claims of Maine and Massachusetts upon the 
 United States may be cited as an example. 
 
 The General Government owes Maine and Massa- 
 chusetts interest on the war debt of 1812 - 15. Dur- 
 ing the administrationof General Taylor the principle 
 was established, upon the advice of the Attorney-Gen- 
 eral, Hon. Eeverdy Johnson, the ablest lawyer of the 
 country to-day, that interest should be paid by the 
 
48 THE RAILWAY. 
 
 General Government in the yame manner as ])y indi- 
 vidual debtors. 
 
 And the payment of interest on llie Galpliin claim 
 was liowled thi-ougli the land by all the miserable 
 party hacks of the country as a gross fraud upon the 
 Treasury. But no honest mind can see any good 
 reason why a man dealing with the Government 
 should not fare as well as dealing with an individual. 
 If 1 owe my neighl)or a del)t, and cannot meet it 
 when it is due, there is no reason why I shoidd not 
 pay him interest during the time I keep him out of 
 the use of the money. Such was the deliberate de- 
 cision of Conu'ress and the Executive during the ad- 
 ministration of Mr. Buchanan in 1857, and such since 
 then has been the established policy of the Govern- 
 ment. 
 
 Maine and Massachusetts ask that this principle, 
 known as that of the Maryland case, be ajjplied to 
 their own debt, and that the interest due on the war 
 debt should l)e paid. These del)ts have l)een assigned 
 by the two States to aid the construction of the In- 
 ternational Railway, and if we shall succeed in making 
 these claims imderstood by our Senatoi-s and Repre- 
 sentatives in Congress, they will be paid, — confi- 
 dence in this iulJiiences the judgment of capitalists 
 and railroad men in other States, tliougli it has failed 
 heretofore to couHiiand suflicient assent at home. 
 
 Maine ought to fall behind in the I'ace of ])rogress 
 if she will be led ))y the paltering jxilicy of sellish 
 men, who have not the manhood to stand up for the 
 rights of their own State in CoiiLcress. 
 
THE RAILWAY. 49 
 
 Skill in finance does not consist in striking from 
 an appropriation bill an item for the payment of an 
 honest debt, but rather in the adoption of measures 
 that shall develop enterprise, stimulate industry, en- 
 large the circle of trade, and create new means of 
 supply to the National Treasury. 
 
 Modern philosophy has established the fact, that 
 the climate and physical features of a country de- 
 velop the race not only in physical strength and 
 power of endurance, but to the highest attainments 
 in science, {irt, and civilized ideas. If any one fact 
 as to our State is more clearly established than 
 any other, it is this, that in climate and physical 
 resources Maine is the most favored section of the 
 country. 
 
 The noblest men of the late war went forth from 
 our midst, and those who did not give up their lives 
 in the service have returned to the ranks as citizens 
 with enlarged views and clearer knowledge of the ad- 
 vantages of our State. Experience in manufactures 
 has demonstrated the fact, that laborers can work 
 throughout the year in our shops and fac tories with 
 less diminution of physical strength than in any 
 other portion of the country, giving an advantage 
 to Maine e(iuivalent to ten per cent over the in- 
 land States and those lying farther south. Our 
 future iuiportance as a State will depend upon our 
 devotion to practical ideas in the developuient of 
 manufactures. The water-power of Maine is her 
 strength. 
 
60 THE RAILWAY. 
 
 When the King visited Watt's steam-engine, and 
 saw its workings, he was puzzled to know how it 
 coukl be turned to account. " You are a mechanic," 
 said he to Watt, " and Uve upon what you can pro- 
 duce and sell. What do you sell ? " " Power," re- 
 plied the modest artisan. Power is the great object 
 of civilization. Vast empires, huge armies, — the 
 aggregation of physical force, — these are the great 
 ideas of modern times. A nation which has power 
 is felt throughout the civilized world. The power of 
 England lies hi her climate and her coal-fields. Here 
 has been her strength in modern warfare. Coal made 
 her superior to France. The steam-engine of Watt 
 and the spinning-jenny of Arkwright conquered at 
 Leipsic and overthrew Napoleon at Waterloo. Wa- 
 ter-power is the cheapest of all agencies in the pro- 
 duction of wealth ; and a nation with water-power 
 is great in exact proportion to its extent, availability, 
 and development. Look at the power now running 
 to waste in Maine, and form an estimate of her future 
 greatness. 
 
 It was my good fortune to witness the first experi- 
 ment ill locomotion in New England. The Boston 
 and Worcester Railroad Company in 1834 imported 
 from Newcastle-upon-Tyne one of George Stephen- 
 son's locomotives, — not unlike those placed on the 
 Bangor and Oldtown road in 183G, — small in -stat- 
 ure, but symmetrical in every particular, and finished 
 with the exactness of a chronometer. Placed upon 
 the track, its driver, who came with it from England, 
 
Till RAILWAY. 61 
 
 stepped upon the platform with ahnost the airs of a 
 juggler or a professor of chemistry, placed his hand 
 upon the lever, and with a slight move of it the en- 
 gine started at a speed worthy of the companion of 
 the "Rocket," amid the shouts and cheers of the 
 multitude. It gave me such a shock that my hair 
 seemed to start from the roots rather than to st.ind 
 on end ; and as I reflected in after years, the loco- 
 motive-engine grew into a greatness in my mind that 
 left all other created things far behind it as marvels 
 and wonders. 
 
 Great as have been the improvements in imple- 
 ments of agriculture, in manufactures by the spin- 
 ning-jenny, the power-loom, and the mule-spinner, 
 in means of transit by the steamship, in the art 
 of exact transfer of objects in picture by the pho- 
 tograph, they are as nothing compared with the 
 omnipotent power of the locomotive railway, — the 
 great achievement of man, the most extraordinary 
 instrument for good the world has yet reached, — 
 throwing far into shade the fabled deities of ancient 
 mythology and the boasted virtues of the Lamp of 
 Aladdin. The Railway has done more to relieve the 
 burdens of labor, to minister to man's wants and ne- 
 cessities, and to elevate him in the scale of bein«- 
 than all the agencies heretofore known to him. Its 
 trains traverse the earth with a speed outstrippino* 
 the bird upon the wing or the sweep of the resistless 
 hurricane, and enable man without danger and with- 
 out fatigue to transfer himself to distant lands and 
 
52 TIIE RAILWAY. 
 
 more genial climes at will, and to participate in all 
 the physical enjoyments and refined pleasures of city 
 or coinitry life, as the varying seasons make these al- 
 ternations or the other of them, most agreeable to his 
 taste or inclination. 
 
 Migration is the secret of health, and variety of 
 production the great means of physical gratification. 
 The railway gives to one community the ideas, the 
 tastes, and the productions of every other, disclosing 
 or creating new sources of enjoyment, and multiply- 
 ing to .'in infinite degree every susceptibility to pleas- 
 ural)le emotion. 
 
 The railway is in its infancy, and yet it has con- 
 quered the world. The military, political, and com- 
 mercial movements of the age, all acknowledged its 
 power, and each obeys its laws ; social progress, intel- 
 lectual refinement, and moral culture are the fruits 
 of its labors. It is ever advancing. It will in time 
 overcome the inconveniences of climate and geo- 
 graphical position, so that the luxuries of a southern 
 soil may be enjoyed in freshness and abundance amid 
 the snows of the north, and the more inviy-oratin"; 
 products of a northern climate soften and relieve the 
 scorching heats of southern skies. Our State is one 
 that will enjoy the richest fruits of the railway. It 
 will fill our harbors with shi})s bearing the connnerce 
 of every sea ; it will plant factories on every running 
 stream, and make our valleys echo to the music of the 
 water-wheel and the s])inninu:-iennv, and our broad 
 plains and hillsides bloom and ilourish like a garden. 
 The cities of the sea-side shall exchange conunodities 
 
THE RAILWAY. 53 
 
 .and civilities witli tlie cities of the interior, and tlie 
 hardy dwellers in the mountains sliall come down to 
 the ocean to enjoy its s])orts, its toils, and daiiLicrs ; 
 and residents at the si-a-siiK', and tliose that uo iij)on 
 the ocean, shall seek their summer sports jiniong the 
 highlands and lakes ot'the interior. 
 
 North America is destined to hecome the seat of 
 the great jxjlitical power of the world; and it is upon 
 this continent that the railway is to achieve its great- 
 est trium})lis. Here the coidiguration of the earth 
 throughout the northern temperate zone favors indus- 
 trial hal)its. sinnlarity of pui'suits. and unity of jioliti- 
 cal [)urpose, leading l)y inevitable deduction to wide- 
 spread empire. The ci'utre of this continent is the 
 most productive region of the glohe ; that of the east- 
 ern hemisphere, u vast desert, elevated ahove the 
 general level of the coiitinent. so as to foiiu a common 
 rain-shed for rivers ruiming in o[)po>ite directions, 
 leading to a complete separation of iutei'ests; the 
 Russian dominions at the noi'th, the Chinese Km])ire 
 at the east, and the Indian States of the south, com- 
 pletely severed from each other, while Kuro|)e is 
 broken hv mountain ranu'es, divided into local states 
 isolated fiom each other, with the exception, perhaps, 
 of the northern German states, from the .\l])s to the 
 Baltic, which may })ossihly form u great central power 
 under a future Bismarck. 
 
 In striking contrast to the Old "World, the centre 
 of this continent, by force of physical laws, makes all 
 who dwell within it practically one people. Access 
 
54 TIIE RAILWAY. 
 
 to the valley of the Mississippi, by artificial means, 
 has oontrolled the civilization of the continent, and 
 produced the great results of our late war. 
 
 The colonization of the continent commenced npon 
 the Atlantic slope ; and this east foreland of the con- 
 tinent, stretching one thousand miles towards the 
 continent of Europe, would have been the great high- 
 way of the world, but for the rivalships and struggles 
 fm- its possession l)y the European powers, who start- 
 ed out at the commencement of the seventeenth cen- 
 tury with plans for its colonization. Its possession is 
 of far more value than that of the mouth of the Mis- 
 sissippi. 
 
 That portion of North America lying east of Lake 
 Champlain and the Hudson and south of the St. Law- 
 rence, of which Maine is so important a part, is des- 
 tined to a rapid development hereafter, as soon as its 
 commercial relations are properly established, and to 
 become the most densely populated portion of the 
 gl()})e. For it has water-power in addition to the oth- 
 er elements of physical strength which characterizes 
 other sections of the continent, and is the most health- 
 ful of all, from proximity to the sea, the agreeable 
 alternations of its clinuite, and its unilbrm supply 
 of moisture, enabling operative labor to continue 
 throughout the year, with less diminution of physical 
 strength than elsewhere, while the length and severi- 
 ty of its winters enforces habits of steady industry, 
 compels the construction of public edifices and per- 
 manent dwellings, and leads of necessity to the accu- 
 
THE IIAILWAV. 55 
 
 mulatlon of realized wealtli. wliidi is only found in 
 large measure in eool latitudes, and upon a severe but 
 retentive soil. 
 
 It is only two hundred and sixty years since the 
 English raee established title upon this contiticnt. ap- 
 parently with less means of surcess tlian many others 
 of the seven European powers who eud)arke(l simul- 
 taneously in rival projects for its ))ossession. The 
 Ensxlish soon demonstrated their suiierioritv. At the 
 end of one hundred yeai's thev liad lii'own intoelexen 
 distinct colonies, embracing three hundred tliousand 
 people. In sixty years more they bad ])ossessed 
 themselves of the northern lakes and tlie eastt'rn wa- 
 ters, holding the Atlantic slope from the St. Lawrence 
 to Florida. In 1783 the great American Kepublic 
 became established as an independent nation, embra- 
 cing an area of 815,015 square miles of territory, and 
 over 3,000,000 of people ; — tlie iK^me government re- 
 taininfr the eastern ocean-front, the lower St. Fiaw- 
 rence basin, and a territory west and north reacliing 
 to the Pacific and Northern Oceans, containing as now 
 known, a territory of3,250,9-U square miles, a portion 
 of which recently put on the form of a new national- 
 ity under the name of the '' Domiuio)! of ('(iNfif/d." 
 In 1803 Louisiana was acquired, adding 032,028 
 square miles to our dominions; in 1821 Spain re- 
 leased to us Florida, with 59,268 square miles of terri- 
 tory ; and in 1845 we accepted Texas as a State, add- 
 ino- 237,514 square miles to the area of the nati(mal 
 domain. In 184G Oregon added 280,425 square miles 
 
56 THE RAILWAY. 
 
 more ; and by the treaty of 1848, 640,702 square 
 miles came to us in California and New Mexico. In 
 1854 the Giulsden treaty brought in 27,500 square 
 miles of new territory now included in Arizona, and 
 the Russian treaty of 1807 added Alaska, or Russian 
 America, with 481,270 square miles of new dominion, 
 giving to the United States of America an area of 
 3,482,278 square miles of the most flivored territory 
 of the globe, now inhabited by more than 35,000,000 
 of people, enjoying equality of right, and speakmg a 
 common language. 
 
 The physical divisions of the United States may be 
 better understood by the following statement : — 
 
 Atlantic Slope, 
 
 514,416 
 
 square miles. 
 
 Northern I.ake region, 
 
 112,G49 
 
 U (( 
 
 Gulf region, 
 
 343,935 
 
 u u 
 
 Mississippi Valley and tributaries, 
 
 1,244,000 
 
 il u 
 
 Pacific Slope, south 49th parallel, 
 
 78G,002 
 
 t( it 
 
 Alaska, or Russian America, 
 
 481,276 
 
 u n 
 
 Total, 3,482,278 
 
 The bulk of the population of the United States still 
 occupies the Atlantic slope, holding vast influence by 
 its wealth, commercial development, and manufactur- 
 ing resources. 
 
 The Mississippi Valley, now rapidly filling up, re- 
 mained comparatively inaccessible till we gained pos- 
 session of the mouth of the Mississi])pi liiver by pur- 
 chase of Louisiana from France. This opened a new 
 route to the heart of the continent, the great grain- 
 growing and food-producing region of the world. 
 
 The civilization and habits of a people at the mouth 
 
THE RAILWAY. ' 57 
 
 of a river naturally move upward by that natural 
 highway, and the Mississippi Valley would apparent- 
 ly have been all slave territory but for the opening 
 of the Erie Canal hi 1825, which gave to the more 
 populous free Northern States of the Atlantic slope 
 better access to the Ohio and Upper Mississippi waters 
 than by the tedious journey by river ; and the open- 
 ing of railways directly across the mountain ranges, 
 from the Atlantic States, at right angles with the 
 general course of the Mississippi, and along the shores 
 of the northern lakes, fdled the Northwest with men 
 educated in the school of free labor. This settled the 
 struggle in 18G5, by the overthrow of the slave power, 
 which contest was a war for dominion between two 
 rival systems of civilization, planted simultaneously 
 two hundred and forty-one years ])efore the outbreak, 
 both of which continued to grow and expand uncon- 
 scious of their future antagonism, till they awoke from 
 dreams of perpetual peace by the clash of resounding 
 arms. Had there been no railways from the Atlantic 
 States to the Mississippi Valley, the war would now 
 be upon us, or foi'cign states bordering the Gulf, in a 
 condition of acknowledged independence^ through the 
 armed intervention of France and England. We may 
 fairly claim, therefore, that the railway has been the 
 great defender of the government in its hour of trial, 
 while in peace it has been its chief benefactor. 
 
 But time forbids us to look far into the future, 
 nuicii less to linger on enchanted ground. The 
 severe duties of the hour summon us to action. 
 While busy hands are pushing out the iron arm of 
 
58 THE RAILWAY. 
 
 the railway to the farthest east, on the Atlantic 
 shore, other hands are scaling the Rocky Mountain 
 ridges, on their way to the far-off Pacific seas. 
 Feats in the late war like that which transferred a 
 vast corps from the Army of the Potomac, by the 
 valley of the Ohio, to the destroying army of Sher- 
 man in the Southwest, surpass the fabled wonders 
 of the marches of Hannibal and Alexander, — the 
 marvels of ancient campaigns, — while the silent 
 and humane mission of the railway brings us the 
 blessings of peace in the most attractive forms, — 
 m fireside homes, cultivated fields, thriving villages, 
 busy workslipps, and the refinements of commer- 
 cial cities. 
 
 As in war, so in peace, the locomotive railway 
 performs its office. Railways will cross the conti- 
 nent at its widest part, connect the upper lakes 
 with the Gulf of Mexico, and bind the Pacific to 
 the Atlantic States in bands of iron, stronger than 
 political bonds; for they will be bonds of mutual 
 interest, social attachment, and commercial advan- 
 tage, that no power for evil shall ever break. 
 
 In the Old World railways shall stretch from the 
 banks of the Neva to tlie Straits of Gibraltar along 
 the western slopes of the Alps; and from the foot 
 of Italy to the farthest bounds of Siberia on their 
 eastern declivities, in unbroken lines; intersected 
 by lines on parallels of latitude from the German 
 Ocean or the eastern Atlantic shore, to the Bos- 
 phorus and the Chinese Sea ; breaking down national 
 antipathies, harmonizing different civilizations, and 
 
THE RAILWAY. 
 
 69 
 
 elevating all in the scale of humanity, until men 
 of all cUnies and races shall become ''one great 
 brotherhood of nations " ; realizing; all that one of 
 the most charming of our modern English poets 
 has said in his Somj of the Railrwuh: — 
 
 " And if, when like a net we lie 
 
 O'er many a distant soil, 
 And filad tlie traveller's mind and eye 
 
 Without a traveller's toil, — 
 From mutual virtues understood 
 
 All scorn and hate shall Hee, 
 What instruments of Goil and •,'ood 
 
 Be mi'ditier then than we I " 
 
APPENDIX. 
 
 RAILROADS OF THE WORLD. 
 
 Sfiitnn^nf af ttw Lmiilli n/'llip Itiiilnnvh in tin' ni'rirnl Coioilrlis nj' thf World, con- 
 siniiitil mill in iirlii'il O/h nilinii ill tin- (.'liisf ii/'llir )'iiii- 1,^06 ; icil/i t/itir Cnsl, the 
 Aim mill I'lijiiiliil'iiii it/'iiir/i < 'iiiiiitri/ iitiil Slnlr irlurr limlinnils iirf in Opirdliort, 
 and till'. Iiiitio of Milta uf l\iiiiu\iy tu l/ir Si/itart Milf, and tit the I'uiiulation, u/tuch- 
 
 Wkstkus IIkmi!4i>iikuk. 
 
 Uoitcd States. 
 
 .Miles. 
 
 Cost. 
 
 Cost 
 P<'r 
 Mile. 
 
 Arpn of 
 Country. 
 
 Pq.'M: 
 
 I'nptilntlon 
 1»0U. 
 
 ii 
 it 
 
 S<i. M. 
 
 I'OI). 
 
 
 
 !* 
 
 
 Mninc 
 
 60'i.37 
 
 18,2r.'.235 
 
 30.315 
 
 31.760 
 
 628,279 
 
 62 
 
 1,2.34 
 
 New iramp.sliire 
 
 e.-iO-a:! 
 
 22,052.003 
 
 .33,410 
 
 9.2S0 
 
 320,073 
 
 14 
 
 496 
 
 VuriiKuit 
 
 b9l.sn 
 
 34,892.231 
 
 41.884 
 
 10.212 
 
 315,098 
 
 17 
 
 629 
 
 .MllSSUcllllSCttS 
 
 l..im.n(i 
 
 79.100.771 
 
 59.704 
 
 7.800 
 
 1,231.066 
 
 6 
 
 926 
 
 lilioilu Isliiiid 
 
 ll!l..'l 
 
 4.s.")8,79!t 
 
 40.737 
 
 1.300 
 
 174.020 
 
 11 
 
 1.467 
 
 ( 'oiini'cticut 
 
 0:17. 'i I 
 
 21.370,018 
 
 3M.225 
 
 4.074 
 
 400,117 
 
 7 
 
 721 
 
 Nfw York 
 
 3.0J.'J.3O 
 
 152.570,709 
 
 .50,131 
 
 47.000 
 
 3.8W),735 
 
 15 
 
 1,283 
 
 Ni'w Jersey 
 
 !t01.4l 
 
 55.99J.403 
 
 01,913 
 
 8.320 
 
 072.035 
 
 9 
 
 743 
 
 reiltisylviillia 
 
 4.0.17. 1.'i 
 
 310.080,309 
 
 52.037 
 
 46.000 
 
 3.900,115 
 
 11 
 
 720 
 
 I )e law a re 
 
 167.10 
 
 6,tiOO,804 
 
 37,279 
 
 2.120 
 
 112,210 
 
 13 
 
 714 
 
 Marylaii.l .>t 1). C. 
 
 620.tl{l 
 
 30.573,275 
 
 59„501 
 
 11.1X1 
 
 762,1. '9 
 
 21 
 
 1.457 
 
 West Vir;,Miiiii 
 
 301.7.) 
 
 21,978.843 
 
 08,498 
 
 20.511 
 
 319.098 
 
 56 
 
 958 
 
 Kelitiiiky 
 
 6:.J.!I0 
 
 22..392.122 
 
 35,770 
 
 .37.0SO 
 
 1.155.084 
 
 60 
 
 1,840 
 
 Ohio 
 
 3.40i.9H 
 
 135,231,975 
 
 39,739 
 
 39.904 
 
 2.339.511 
 
 11 
 
 687 
 
 .Mielii:;ail 
 
 900. Ij 
 
 41,075,724 
 
 43.1.33 
 
 60.243 
 
 719.113 
 
 58 
 
 776 
 
 Iiiiliaiia 
 
 O.i 11.80 
 
 79, ISO, 707 
 
 35.802 
 
 33.S(i9 
 
 1.. 3.50.428 
 
 15 
 
 610 
 
 Illiiiiiis 
 
 3. '250.05 
 
 139.081,414 
 
 42.791 
 
 55,105 
 
 1.711.951 
 
 17 
 
 527 
 
 \Vi>e()ii-iii 
 
 1.015.41 
 
 40.0M.300 
 
 38,313 
 
 63.9.' 1 
 
 775. HSl 
 
 51 
 
 742 
 
 Miiiile>(ilii 
 
 39-.'.00 
 
 12.450.000 
 
 31.760 
 
 83. .531 
 
 172,123 
 
 213 
 
 4.39 
 
 lowu 
 
 1,154.10 
 
 45. 180.000 
 
 .39.407 
 
 55.015 
 
 671.913 
 
 47 
 
 498 
 
 Missouri 
 
 937.75 
 
 61,.l.-i7.077 
 
 51.995 
 
 07.3nO 
 
 1.182.012 
 
 72 
 
 1.200 
 
 Kansas 
 
 240..M) 
 
 9.750.00O 
 
 40.510 
 
 78.118 
 
 107.206 
 
 327 
 
 445 
 
 Nelira.-ka 
 
 275.00 
 
 12.500.000 
 
 45.154 
 
 70.9 ■'^ 
 
 2S.S11 
 
 279 
 
 105 
 
 ("alifoniiii 
 
 , 3'^ 1.50 
 
 ■ 24.2((0;0(K1 1 75 272 
 
 lftS.68-; 
 
 379.994 
 
 688 
 
 1.180 
 
 (>re;ri)ii ; ■ 
 
 . -Ut.flO 
 
 . . fiOO,00()| /5.041 
 
 ■. 9.1.J7.1 
 
 • 52. 105 
 
 6.01 1 
 
 2.090 
 
 N'ivL'inia 
 
 I.llR!7h 
 
 49,974,457 35,27.) 
 
 61*. 3*52 
 
 ' I.2I0.3.SI 
 
 43 
 
 879 
 
 Niirtli Carolimt • . 
 
 • jri'..:w 
 
 • :2o;o20-.;io 
 
 *. . 2,5/.Hl-f.il77 
 
 2lVfh.^ 
 
 oO.idl 
 
 09 .',007 
 
 52 
 
 1.010 
 
 Souili ("aruliiij 
 
 iW^.flS 
 
 2,i;i9i 
 
 29.3s-> 
 
 7113..-12 
 
 28 
 
 711 
 
 (ieor^iia ' * ' ' 
 
 ■l.4.3i'!i 
 
 • ■2fl.:77,'003 
 
 20;3o( 
 
 ' 52.(109 
 
 r.0.-)7.329 
 
 36 
 
 737 
 
 rioriila 
 
 407.50 
 
 W.sOS.OOO 
 
 21.702 
 
 59.209 
 
 110.139 
 
 145 
 
 346 
 
 Aialiaiiia 
 
 891.16 
 
 21,010,982 
 
 25.154 
 
 50.722 
 
 901.290 
 
 67 
 
 182 
 
 Mississiiipi 
 
 H07.1i 
 
 25.410,394 
 
 29.315 
 
 47.1.50 
 
 791.390 
 
 54 
 
 913 
 
 ■[''■imessee 
 
 1,317.78 
 
 34,185,215 
 
 25.937 
 
 45.011(1 
 
 1.109.801 
 
 34 
 
 842 
 
 Arkansas 
 
 191.00 
 
 4.400,000 
 
 43,562 
 
 62.198 
 
 435,427 
 
 273 
 
 2,279 
 
 1 Louisiana 
 
 335.75 
 
 13,027,651 
 
 40.,577 
 
 40.131 
 
 709.290 
 
 i:W 
 
 2.111 
 
 Texas 
 
 479..50 
 
 17.280.000 
 
 36,044 
 
 037..J01 
 
 002.132 
 
 495 
 
 1.267 
 
 Tenitories 
 
 Total 
 
 :Ui,s!t6.26 
 
 1.517.510.705 
 
 41.129 
 
 1.213.110 
 3,001.002 
 
 521.387 
 31.747.511 
 
 
 
 Bl 
 
 1 860 
 

 
 Countrlei. 
 
 Milei. 
 
 Canmlft 
 
 9,im.ft0 
 
 New Brunswick 
 
 iflH.jn 
 
 Nova Scotia 
 
 SJ.MO 
 
 Mexico 
 
 7H.;io 
 
 (' 11 1)11 
 
 390.50 
 
 Jainiiica 
 
 1.1.H0 
 
 VeiR'/.iiela 
 
 3.'.00 
 
 Now (iniiiada 
 
 ■IT.ftO 
 
 Hriti>li Guinea 
 
 ftn.no 
 
 Urazil 
 
 w.^.m 
 
 i'aia;;uiiy 
 
 4U.'J0 
 
 IVru 
 
 6ft.;io 
 
 {,'liili 
 
 336,70 
 
 xVrgeiitine Republic 
 
 231.00 
 
 Total 
 
 4.170.00 
 
 .VrPENDLX. 
 Western IIkmihi'iirrk [Continueil). 
 
 61 
 
 Co«t. 
 
 » 
 
 lll.ft|3,l90 
 
 7.1!»7.7I3 
 
 4,3l!»,.'i07 
 
 4,010.000 
 
 19.H«.{I00 
 
 3J7,00O 
 
 9,7'J3,ti06 
 
 7,f>.):).010 
 
 ft.ono.ooo 
 
 10I,.!a7,444 
 4, 1)0'^. 000 
 a,0J4.70fl , 
 lo.fitij.gia 
 
 1 1 .ftftO.OOO 
 
 ^™'' ' Arp» of ' Popiilntlon 
 per I'ouuiry. Iwjl. 
 Mile. 
 
 » i 
 .W..'i73 
 
 37,.16i 
 
 46.44H 
 
 fll.'JHJ 
 
 AO.OOO 
 
 ■J3.3A7 
 
 83.113 
 
 11)1. lit) 
 
 IdO.nno 
 
 ■i:i;i.b-9 •; 
 
 100.0(0 
 6-J.H"8 
 f>l*.\Oi 
 .W.OOO 1. 
 
 8q. M. 
 
 3.^^.M2•.' 
 i7.7nj 
 
 lN,74tij 
 77J.ii7-i : 
 
 47. •••7^ 
 «.-.V,0 ! 
 4'i«.7O0 
 uJI.900 
 
 9t).;iii0 
 .973.400 
 
 »6.'00 
 49S.700 
 549.900 
 lJti.3(lO 
 
 3H,87H.1'W 7H.'JN0 7.'.'09.H7J 
 
 3..W7.6S7 
 
 •-•.•>.',n47 
 
 33n.ti!><» 
 
 8.-.'.'i9.0-0 
 
 1.449.'.'6J 
 
 411.-JI>1 
 
 I..w».ono 
 
 1,797.47:1 
 l.VVO-.'fi 
 lO.OJ.-i.UOO 
 1,337.431 
 i.SOO.OOO 
 1,711.319 
 l.-.'.^9..t.'i.i 
 
 3J.fil3.til.'» 
 
 III 
 
 »« M. 
 
 I 139 
 
 ■101 
 
 9,900 
 
 119 
 
 446 
 
 13,3.14 
 
 10,><31 
 
 1 .riO'i 
 
 6.867 
 
 1,87» 
 
 9,067 
 
 7JJ 
 
 4.f76 
 
 Si. 
 
 I'nl). 
 1.11)7 
 l.-.'73 
 3..).')ii 
 
 in.'i. 1^0 
 
 3,6.^1 
 31..)18 
 
 4H,90« 
 
 im.-i^o 
 
 •»,I9H 
 29,07 » 
 4.'-,|.V5 
 
 .^.nt<7 
 
 ,'i.4.VJ 
 16.078 
 
 Kasteh.v Hemispiikkf.. 
 
 Hritish Isles 
 
 13,-.'H6.00 
 
 France 
 
 8,981.&0 
 
 Spai). 
 
 3,116.40 
 
 I'or' (ipal 
 
 433.30 J 
 
 Switzerland 
 
 814.30 1 
 
 I till V 
 
 3,113.10 
 
 Austria 
 
 3,830.90 
 
 Prussia 
 
 5.794.80 j 
 
 N. (lermnn States 
 
 1 .OOL.'JO 
 
 S. Gerniau States 
 
 l„ilO.IO 
 
 nel;;ium 
 
 l.SS.i.lOj 
 
 Holland 
 
 700.70 
 
 Denmark 
 
 195.10 
 
 Sweden 
 
 1.01.3.401 
 
 Norway 
 
 43.50 j 
 
 Russia 
 
 1.775.10 1 
 
 Turkey in Europe 
 
 170.60: 
 
 Turkey in Asia 
 
 141.90 
 
 Hritish India 
 
 3.379.10 
 
 Java 
 
 101.40 1 
 
 Cevlon 
 
 36.90 
 
 Ktrypt 
 
 281.10 « 
 
 Al;;eria 
 
 27.70, 
 
 Cajie Colony 
 
 84..'J0| 
 
 Victoria 
 
 331.,W 
 
 New South Wales 
 
 14.I..10 
 
 South Australia 
 
 73..^0 1 
 
 New Zealand 
 
 16..')0 ! 
 
 Natal 
 
 2.00 
 
 Queensland 
 
 41.10 
 
 Total 
 
 53.381. .50 6 
 
 1.071,9h8,008 l.i6,0J8 
 
 L.LM. 1 11,891 l.in.749 
 
 301,857.610, 96.861 
 
 41,166,105; 97,314 
 
 68,691.391 I 83,333 
 
 297,510,188 I 91,590 
 
 273,798.163) 71,471 
 
 741.560,310 119,784 
 
 89.734,347 ! 88.717 
 
 215,375,4.')3 I 88,717 
 
 171,410,677 IQS.O.'S 
 
 67,171,101 9.').Kli3 
 
 16,885,9.50; 57,155 
 
 96,510,947' 91,314 
 
 2,416.641 as. 5.53 
 
 4.53.313.734 163,411 
 
 6,741. .590 .13.667 
 
 4,811,014 .13.6ii7 
 
 109,838.517 61.803 
 
 10,140,000 100,000 
 
 2.l8i).530 1)1, "03 
 
 28,110.000 100.000 
 
 1,816.676 66.667 
 
 7,514.667 89.186 
 
 84, .166.750 154, .500 
 
 10.453.6.10 71.«60 
 
 3, 619. .590 43.910 
 
 1.6.50.000 loo.noo 
 
 200,000 100.000 
 4,110,000 100,000 
 
 .660.470,6.55 94,447 
 
 Hl,.5.50 
 113,100 
 189,.5.50 
 35,1.50 
 13.170 
 109,780 
 
 19.070.936 
 
 37.171.731 
 
 16.031,167 j 
 
 3.9«7.861 1 
 
 1.510. 19» 
 
 14.169.61* I 
 
 140,1^)0 31,.573.001| 
 
 135.110 13.577.9.191 
 
 5.600.391 1 
 
 8..513,40OJ 
 
 4.940.570 
 
 3.735.6M1 1 
 
 1,608.095 
 
 4,114.141 
 
 1,701.178' 
 
 9i 
 
 S3 
 
 60, 
 
 81. 
 
 is' 
 
 34 
 63 
 33' 
 
 1.188 
 4,171 
 6,1S0 
 i»,207 
 3,046 
 7,563 
 8.500 
 4,067 
 
 24,677 
 
 44,510 
 
 11,400 
 
 13.600 
 
 14.710 
 
 170.099 
 
 113,118 
 I 
 1,563,100 63.>'61.l'*l 
 
 103, .1*1 ' 13.700.000 
 
 6.18. 9'M) 16.000.1)00 
 
 1,465,300 1^0,.500,IM)fl, 
 
 51,.100 13,917.0001 
 
 2.341.098 ' 
 
 7.16.5.0(10 
 
 3,000.000 
 
 11.660 
 659.0(i0 
 
 83.300 
 101.9.10 
 
 86.940 
 311.417 
 383. 3J8 
 106.159 
 
 14.100 
 675.000 
 
 167.100 
 574.331 
 378.9.15 
 140.416 
 173.337 6. 
 156.100 
 59.711 
 
 7.8S3.0.5?i .506.1.56,917 1.471 
 
 ii a. 127 
 
 17 I 3,3S4 
 
 3,197 
 5.319 
 5,431 
 4.011 
 3.956 
 23.731 
 91,807 
 11.189 
 8. .117 
 1.177 
 63,199 
 26. .565 
 033 107. HI 
 1.16 3.166 
 1.731 
 2.601 
 1.916 
 10.318 
 T:<.O0fl 
 l.»o6 
 
 9.J81 
 
 7 
 19 
 49 
 166 
 ,834 
 ,564 
 ,l-<9 
 ,169 
 433 
 .507 
 666 
 134 
 
 161 
 116 
 108 
 440 
 710 
 439