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Mat it Fleasb Yocr Excellency, — In May last your Fxcellency did me tho honor to appoint rae, in conjunction with tho late Selicitor General, tho present Judge Des- barres, a Commissioner to carry into eHcct tho Resolution passed during the last Session of the Legislature, by which provision was made for a survey to ascertain the most practicable line for a Railway between Halifax and Wind- sor. Having, as early as the year 1835, brought the importance of establishing communication by rail between the capital of Nova Scotia and the fertile regions lying around the Basin of Mines to the notice of my countrymen, and having ever since looked confidently forward to the gradual approacli of the period when the accumulation of capital, and the increase 4 > of population, would render tho enterprize practicable and remunerative, I cheerfully en- tered upon the performance of the duties with which I was charged. Though the elevation of Mr. Desbiirres to tho Bench, and his retire- ment from the Government, deprived me, in tho autumn, of that gentleman's further assist- ance, it is due to him that I should acknow- ledge, that, in all tho more important steps taken under this commission, I have been ma- terially aided by his counsel and zealous co- operation. Having opened a communication with Mr. Eraser (the mover of the Resolution) and other gentlemen at Windsor, who take a deep inter- est in the project, and whoso friendly co-ope- ration I am bound to record, it was determin- ed to entrust the Exploration to Mr. George Wightman, whoso able Report, Plans, and Estimates. I have now the honor to present for your Excellency's information. Mr. Wightman is a native of the Province, and has been long favorably known to the publicasa skillful and scientific Civil Engineer. Many of our best Highroads run upon lines discovered and traced out by this gentleman, who was for several years employed under Major Yuill, on the survey of tho St. Andrews Railway, and tho Military Road to Quebec, — and subsequently under Captain Pipon, Major Bobinson, and Captain Hcvlcrson, in the sur- vey of a Trunk Line for a Railway from the Atlantic to the St. Lawrence. The range of tho Ardoise, presenting, ft'om its elevation, the most formidable obstacles on the proposed route, Mr. Wightman was in- structed to ascertain, in the first instance, whe- ther these could be overcome, because, if they could not, further expense would bo unneces- sary. He left Halifax on tho 19th May, with a party of five, and spent eighteen days in ex- amining this difficult region, and exploring several routes, chiefly to tho eastward of the one finally selected. The partial Report marked A. with the accompanying Plan, was sent in on the 10th of June, and shov/ the work performed up to that time, and tho general conclusions at which the Engineer had arrived. He was then instructed to return, and, ad- hering to the line he might adopt, to complete his survey from the Tide level at the St. Croix to the head of Bedford Basin. This portion of the work was the most tedious and difficult and occupied the party until the 4th Septem- ber, when Mr. Wightman again returned to town,{exhibitcd his working plans, and report- ed generally. His attention was then directed to that por- tion of the line lying between the head of tho Basin and Halifax, which, from thejsdepth of tho Coves, and the broken and elevated nature of the upland ridge, which runs around the shore, it has always been feared would be most difficult and expensive. It proved less so than was apprehended. By the 24th October, the lino was complete to the Three-mile House ; and then a series of Surveys of the Peninsula were necessary, to determine tho vory delicato and important question as to the mode of ap- proaching tho City. Tho shore route, outside of the Campbell Road, was finally adopted, and though the terminus, as marked upon tho plan, is advanced no further than Richmond, I am happy to report that no serious obstacle exists to establishing it in the centre of the city. On the 9th of November, Mr. Wightman repaired to Windsor, and the Survey from the tide level in tho Meander to tho Town of Windsor, occupied him until tho 25th of No- vember. On his return to Town, such of tho Party as "Were no longer required were paid off, and Mr. W. devoted himself to completing hia I'hiiis, HTuI preparing hiii 6umuicr'd work for tlic review of sueh ether Engineer as he waa int'ornicd would probably be employed for tluit purpose. Tiie selection of such a person rctpiired care and disciimination. It was indispensable that an Engineer, not only competent to re- port upon the line, but able, from experience in tlio construction and working of Railways, to check the estimates, and determine accu- rately the cost of the work, should be engaged. An American Engineer, whose experience was derived from tl»e alignment and formation of llailways through countries like our own, was for many reasons to bo ]ireferred. Having obtained an introduction to John B. Jcrvis, Esq. tlic Chief Engineer of the Hndson Uivir llaihvay, a gentleman of the highest standing in his profession, I explained to him whnt was required, and asked his aid in making the sc- lectioa. For the promptitude and discrimi- nation with which that gentleman responded to the requisition thus made upon him l)y an entire stranger, I am bound to feel trnh grate- ful. The gentiem.an I was advisrd to select. was E. J. Chesbrough. Esquire, of whom Mr. -fervis, in reporting on his qualifications, was j)leased to say that he was not only a pei-son of experience, but " worthy of all confidence." I have appended to this Kcport (B) a letter from Mr. Chcsbrongh, written at my request, and several extracts from I'liblic documents, by which it will appear that from 1828 to the present time, that gentleman has bfcn vari- ously and almost constantly employed, under or in connection with the most experienced Engineers of the United States, in tlie survey or execution of some of the most important public works of that country. Mr. Cliesbi'ough arrived hero on the 13tb January, and proceeded at once, with Mr, Wightman, to traverse and insijcct the line. On the 2.5th of January he reported generally, and, as his engagements in the States were pressing, and as it was very desirable, before Mr. Wightman's report was finally made up, that that gentleman should cai-efully inspect the lines of Railroad running through Massa- chusetts, Mr, Chesbrough recommended that he should proceed with bis plans and esti- mates to his yfiiee in Boston, Though some increase of expense would be incurred by adopting this suggestion, the ad- vantages to be derived from it were obvious, and Mr. Wightman was instructed to proceed to Boston in the steamer of the 9th of Febru- ary, He returned on the iJ3d of February, and on the 10th March handed mc the gene- ral report and plan marked C. wiiich I have now the honor to submit for your Excellency's inspection. Mr. Chesbrouirh's Report marked I), is al- so submitted. Though dated earlier than the general report, it is I)a8cd npon the working plans and estimates laid before him by Mr. Wightman, and carefully reviewed. These duciTmcnt.s, wHI, ft is confidently an- ticijiated, interest your Excellency, and con- vey to the Lcgislattn-e and to the Province at large, the must cnconraging and gratifying iuformation. The results, as exhibited in these Reports, may be thus summed up. A Railroad can be made between Il.^lifax and Windsor, with practicable grades and curvatures, suited to the speedy conveyance of passengers and freight for jE.').'{(),CM>0, allowing for a rise in the price of labou. — for £300,000, should prices not rise above the ordinary rates of the country. Mr. Clicsbrough states that a gross annual income of X30,()0(), or about £82 per day tliroughout the year, will cover working ex- penses, and pay live per cent on the capita/ expended. Mr. Wightman estimates the pro- bable income, almost immediately on th com]detion of the work, at £3l,8C5. Shoidd the work be undcitaken by a private Company, and these calculations be accurate, tlie enterpri7.c would not only be free from risk, but immcdi.itely remunerative. But, should the Legislature step in, and, mindful of the rights of the pid)lic over this great i.Iigh- way through our country, determine to con- struct it, by an issue of scrip redeemable in twenty years, not only may the interest upon the capital be reduced to 3| or 4 per cent, but the prtjlits which cannot fail to accrue from the v.ipid increase of travel, and growth of population, which Railroads evciywfapro in- duce, may be, steadily applied to the extension of this fine chani of communication, carrying it link by link through Falmouth, Hofton, Cornwallis. Aylesford, Wilmot and Granville, until the r hofc of that fertile valley, encircled by the North Mountain, and rapidly filling up with population and industry, becomes a su- burb of the capitaj, and until the commercial emi)urium of the Sister Province of New IBrunswick is brought into such close connexion with Halifax, that passengers can go thither and return in a single day. An account of the Expenditure incurred under this Commission, marked E, is annexed, and although the sum placed at the disposal of your Excellency has been exceeded by a moderate amount, I trust that the discretion exercised in this respect will not be disapprov- ed, and that the information collected through- out the yenr, and now condensed into a mo- derate compass, accessible to, and easily com- prehended by, all who take an interest in the subject, will be regarded, by your Excellencpr and by the Legislature, as worth tho outlay it has cost, I have the honor to be. Your Excellency's obedient Humble servant, Joseph Howk. His Excellency Sir Johh Harvbt, &c. &c &c. Sir- dently an* , and con- 'rovinec at gratifying 5 Reports, }ad can be (l8or, with snited to ngcrs and a riso in 0, should ates of the )ss annual per day n-king ex- le capita/ !8 tlie pro- y on tb r a private ! accurate, free from vc. But, mindful •eat Aligli- e to con- cniablo in ;rcst upon F cent, but crue from growth of -vfapvo in- cxtension , carrying , Horton, Granville, encircled filling up mes a su- mmercial of New onncxion thither incurred annexed, ! disposal sded by a iiscretion isapprov- tbrough- ito a mo- sily com- 3st in the ccellsncv outlay It Iow«. Mr. Wightman's General Report. Bjb— Having bcoji appointed to explore the country in order to ascertain the most prac- ticable route for a Kailroad from Halifax to Windsor, and to malce a preliminary survey thereof, I beg leave to lay bjforo you, for the information of His Excellency the Lieutenant Governor, the following Report : The general formation of the country be- ■tween Halifax and Windsor is too well known to require a very minute description. It is com- posed of a range of ground from seven to eiglit hundred feet in height opposite Windsor, and falling off gradually castwardly to the Shu- benacadic Lakes. The first object was to examine the coun- try with reference to finding the lowest pass through the highlands, and the most favora- ble position for the road. The result of this examination was to determine on the vallies of the Sackville and Meander Rivers for the line of the Road. This pass is lower by eighty feet than any pass westwardly of it, while it admits of a mucli greater distance in tlic descent to the tide water of the Bay of Fundy, and consequent- ly of a much less perpendicular descent per mile. Besides this, on the southern side of the highlands, the valley of the Sackville River, which commences in the same depression ns the head of the Meander, affords a direct opening to Bedford Basin ; whereas the open- ings of the country, from the western pass, lead cither through Lake Pigot to the Mean- der, or io Margaret's Bay: — the ground in the direction of Halifax being occupied with bar- ren and rocky ridges running across the course required for the line. Another reason for the preference given to this Hue is, that by crossing the main road leading from Newport, Rawdon and Douglas towards Halifax, it will attract more of the business of these Townships, both in freight ond passengers, than if it went direct from Windsor ; besides the land on the direct route is too barren to afford any compensation for the loss of this business. And lastly, the valley of the Meander abounds in Plaistcr and Lime Stone, the freight of which will, in all pro- bability, afford considerable revenue to the Road. Eastwardly of the Meander, the next prac- ticable opening is the valley of tlie River Hebert. This valley forms a passage tlirougli the highlands, about one hundred and twenty feet lower than the pass by the Meander, but is very circuitous, and nms into difficult and broken ground between the head of the River Hebert and Sackville. Indeed the natural opening of the country by this route joins tin proposed Quebec line at the head of the ShuLenaeadie Grand Lak(;. Taking the vallies of the Meander and the Sackville Rivers as the proper route, and com- mencing at Windsor, the line will run nearly on the track of the present road to the bend at foot of " Prospect Hill," where it continues directly through the ridge at Mr. Jenkins' to the shore of the River St. Croix, which it fol- lows to Tongo's Ferry, about Sj miles from Windsor. Thence it continues directly onwards, over the "Winkworth" Marsh, crosses the St. Croix, passes a few rods to the Southward of the mansion of James Allison, Esq. at Man- tua, crosses tlie Hebert at the edge of the highland, and passing across the marshes of Messrs. Ciiambers at Newport, enters the vp.l- ley of the Meander about half a mile easterly of the house of Mr. John Chambers. 7.n aU this distance (6 miles) it may bo carried on a dead level. From this place to Parker's Mills, six miles further, the valley of the Meander is twenty to forty rods broad, and bounded by abrupt hills. The line can be carried on ascents of 15 to 37 feet per mile, except about half a mile imme- diately below the mills, where it will be neces- sary to increase tlie grade to 58 feet per mile, for the purpose of getting above the mill dam. From Parker's Mills to Canovan's Point, 4j miles, the valley assumes the character of a deep mountain ravine, and will require care- ful management and some rather heavy work. Tlie grades vary from 45 to 60 feet per mile — the latter being a mile and three quarters in length, at the head of the deep valley. This is the steepest ascent on the northern side of the Ardois, and will govern the weight of the loads passing towards Halifax. It is desira- ble that this grade be reduced, and it is possi- ble that a line might be carried along the sides of the hills on the western side of the valley, so as to make a uniform grade over the whole section, and the practicability of such a grade should be tested before locating the line. It would probably, however, add more to the expense than the benefit would repay. The equalized grade would be about 50 feet per mile, and the addition of useful power about ten per cent. From Canovan's Point to Dyn^ock's Mill, one mile and a quarter, the valley is open, and tho grades averaging about 28 feet per mile. Dy- mock's Mill is virtually on the top of tho Mountain, the rise thence to the hiahest ground being too trifling to require particular notice ; above this place also the appearance of a valley is no longer seen, and the stream, now an insignificant brook, flows between banks but a few feet higher than its bed. From Dymock's Mill it is one mile and three quarters to Cockscomb Lake, a sheet of water one mile and thne qriitrters in length. The line follows its western side, and will recjuire some heavy embankments in coves of the lak& The eastern side, besides being out of the alignment, is impracticable. From Cockscomb Lake to the summit of n ground, it is for liulf u milo u rovky riilge, Ji- vidiiiy tlie wiitiTM oC tlio Meiiiulor from those «)f tlio Snckvillo Uivor. A cut of 1" feet in this ridgu will reiluce tho rise fron> tlio Lake to 18 feet per mile. This point is twenty-oiio miles and three quarters from Windsor, and 464 feet above higli tide water in Bedford Basin. Iinmedintely on tho south side of this ridge, the Sackville River takes its rise in an exten- sive range of flat, boggy ground ; at about 2 miles it begins to assume the appearance of a valley, but broad, and admitting of curvatures of three to six thousand feet radius, and grades varying between the level and thirty feet per mile to Lewis' Mill, about a milo westwardly of the " half way house," on the Windsor Road. This section, seven miles, is the easiest on the route. At Lewis' Mill commences a great fall of tho valley, near tlircc miles to McCabc's Lake, the fitst milo and a quarter at 59 feet per milo, and the remainder varying from ten to forty- five feet per r ile : the curvatures easy ; then we have two miles and a quarter along Mc- Cabc's and Webber's Lakes level, with the exception of about a quarter of a mile between the Lakes, which descends at 40 feet per mile. At Webber's Lake commences a rapid de- scent towards Sackville, averaging 76 feet per mile, for two miles and a quarter. This sec- tion will require some heavy works, and will be the most expensive in the line. It is very desirable that this grade be re- duced to the sam descent as the maximum on tho northern side of the mountain — 60 feet per mile. There is a probability that this may be done by carrying a line along the eastern side of the valley, crossing tho «tream at the thirty-seven mile mark upon a high viaduct, and coming out to the present line about half a mile above Sackville bridge. No surveys have been made with reference to this object, but this ground ought to be care- fully examined. From the foot of this grade to Sackville, the bottom of the valley is open, and oficrs no ■obstacle to be particularly noticed. From Sackville to Halifax the line follows the edge of Bedford Basin, cutting occasion- ally across the small coves. This section has not been found so expensive as it was antici- pated. The formation of the coast is such as to admit of a line nearly along tho margin of the water, at curvatures which are not greater than are considered admissabic on most of the American Roads. Grades. — With respect to the grades of this road, a glance at tho section will show that it cannot be compared with roads in more level countries. It has been found, how- ever, that steepness of grade has not affected the cost of transportation to so great a de- gree as was formerly supposed. It is the mere running expense of the locomotive only that is increased by the increase of grade, and this bears but a small proportion to the whole. By adajiting the weight of cnghio to the gra- dients, nearly the whole increase of expense will he in increased quantity of fuel. This, in tlic Alassachusetts roads, ranges between ono fourth and one lillh of tho whole working ex> pcnso. It appears from a careful perusal of th« various reports, that the cost of transportation is governed more by other circumstances than by the mere state of tho gradients. That this is the case will appear n-om the follow- ing statement of tho cost per ton per mile for transportation of freight extracted fVom the first Annual Report of the Baltimore and Ohio Rail Road : Name of Road Steepest Grades. Cost pr. Ton per mi' a. Fass'grs. pr. mile. Boston and ) Lowell. J Boston and ) Providence. $ Boston and ) Worcester. J Eastern ) Railroad, y Western \ Railroad. S Georgia Railroad, Baltimore ) and Ohio, j 10 feet per 37i mile (1 30 II 40 Io to get an uc- count of a considerable time has l>een con- sumed. For tho Boston and Lowell Rail Road thd Act of incorporation was passed in June, IH'M), Tho construction commenced in 1831, and the Road was opened in tho Spring of J83G, making altogether between five and six years. The lougth of tho road twenty- five miles. Tiie Boston and IVovidcnco Rail Road re- ceived its charter in June, 18.11, and the sur- veys were commenced in July of tho samo year. In December, 1832 tho work was commenced. In June, 1834, twelve milea were opened, and in Juno, 1835, tho road wafl opened throup,hout — making four years in tht» whole. T'.ie length of the road is forty- seven miles. For tho Bonton and Worccbtcr Rail Road, tho first surveys were made in tho summer of 1831. In April, 1833, tho grading was going on in several places and nine miles opened ; and tho whole was opened about tho end of 1835, being about four years and a half. Tho length of tho road forty-four and a half miles. Tho Western Rail Road is a continuation of the Boston and Worcester Rail Road to Albany, about one hundred and (ifty-six miles. It was intended to draw a part of tho trade of tho West through Boston : had a loan of four millions of dollars from the State and one million from the corporation of Albany, and was besides pushed forward by tho wealthy cajjitalists of Boston. There was therefore no want of funds. The Company for constructing this road was formed in 1835, in 1839 it had been carried to Conneetieut river — about fifty-four miles — and it was f n- ished in tho Autumn of 1842, about seven years from the commoncement of the sur- veys. The Boston and Maine Railroad, seventy three miles, was eight years. The Eastern, fbrty-one miles, five years. And tho Nashua and Lowell, fourteen miles, four years in building. The time required for constructing these roads shows that three years is the very least that ought to be applied in the construc- tion of tho Halifax and Windsor road. In> deed, it is probable that four or even five years will prove more in accordance with the supply of labour that can be spared from other avocations. By taking a considerable timo in the construction of the road* it can be ea- sily done by the means already existing in the country, and without abstracting the la- bour from other interests. There is a large body of labouring men out of employment from the middle of October to the middle of April each year. At the very leasts one third of the men and horses in the agricultural dis- tricts, might, during three months, be ci- ployed ou roads, without diminiBbing th( oo- crcntfl, uud Icrii them- 'icnn ItnU ct an ttc- Iwen con- Road thd in June, id in 18»1, Spring of fivo and d twcnty- I ^load rc- id the 8ur- tho samo work was Ive miles 9 road waft jeara in id is forty- lail Road, summer of was going^ s opened ; lie end of half. The hnlfmilca. ntinuation Iload to I fifty-six >art of the n : had a from the toration of orward by rhere was Company id in 1835, innectieut was fn- }iit seven the sur- sevcnty Eastern, [0 Nashua years in istructing i the very construc- ead. In- even fire with the rom other Etblo timo n be ea- dsting in g the la- a largo ployment middle of one third tural dla- , be em- ig the uv> •casary labour upon (lia furms ; nml {hero in no doubt tliat a lar^e portion of i is class of persons would readily accept of ernplojiiiont on the Hailroad ; and iirobuhlyaconsidcrablo quantity of the stock mi(;ht be disposed of in this way. There is another reason in favor of winter work that does not usually apply to Kailronds. On this road there is about one hundred and sixty thousand cubic yards of rock exca- vation at an estimated cost of upwards of sixty thousand pounds. Common l;ii)ourers arc not eOcientat this kind of work, but the plaister quarry men are good miners, and in winter are mostly oat of employment. In the Coun- ty of Hants is a largo body of men who eiti.er follow the business of quarrying )>laister at present, or have been nccustomcl *) it at some former time. If tl.is rock cutiinjf is confined to the summer, it muf?t be done at such a price aa will induce these men to Icr.vc tlicir quar- ries and farms, or at an expense equally great by labourers unaccustomed to the wovk. "Whereas, in winter the jirico would come nearly to the level of that of other work. That this work can be done in the dead seasons of the year, is certain — experiments have been made in this Province on a small scale, which prove it. In such reports as I have been able to procure, respecting the Massachusetts roads, there is no intimation of the work be- ing stopped by the winter. Just now, largo quantities of earth are being rcmiDved into Boston, for filling up low ground ; and in Vermont, a colder country than Nova Scotia, there were a great number of men cmploved upon Railroads last winter, and I believe triey are at work this winter — though of this I have no positive information. This may servo partly to explain the fact of the rapid increase of railroads in Massachu- setts. That State, containing about eight hundred thousand inhabitants, had from 1830 to 1848, expended in the construction of rail- roads, about thirty fivo millions of dollars, and this immense amount of laboui has been paid for without foreign assistance, and without neglecting any other interests. But great as it IS in the aggregate, when spread over 18 years, and divided among the population it appears a very light burden. Massachusetts is as poor, if not a poorer territory than Nova Scotia, but by judicious combination the inha- bitants have done more than those of any other State in the Unoin. That they have derived great benefits from their railroads, may be in- ferred from the fact that these works are stea- dily upon the increase. In 184o the State Legislature chartered eighteen ; in 1847, six- teen ; and in 1848, nineteen railroads and branches, with an aggregate capital of fourteen millions and a half of dollars, and this in ad- dition to eight hundred and eighty miles of railroad already made. When thit, is com- pared with the tardy rate at wliicl railroads Bdvanocd ^om 1830 to 1840, it shows not on- fy an increased confidence in the value of them oat in the ayailable resources of the country. BUMMAKT 0» CCBVM AlfD fiTRAIOnT LlVM* Num- ber of Curves Length of Curve of sanio De- flection in miles. Radii in Feet. Deflec- tion in Degrees, Total Deflec- tion in Degrees. 1 1 1 7 3 5 9 8 5 4 3 5 14 3 .3:^73 800 127.63 .U()87 1,000 81.38 .2;i75 1,2.'50 57.45 2.2187 1,500 441.7 .8250 1,600 156. 2.4875 2,()i)0 368.7 a.r>562 2,.'00 4.TI. 6.68 14 3,000 573,5 2.3187 3,500 200. 2.6937 4,000 203.74 1.3375 4,500 90. 2.9875 5,000 180,75 6.0250 5,500 331.33 .7750 6.000 29. 3281.65 68 31.7999 14.9875 Curved Line. Straight Line. 46.7874 Total. Table op Graiies. Dis- tance. Inclina- tion per mile. Ascent. Descent. Total As- cent and Descent. Miles. Feet. 1 Feet. 1 Feet, 1 Feet. 17.825 Level. 3.195 to 10 3.00 18.30 21.30 4..337 10 to 15 39.17 15.95 55.12 3-575 15 to 20 23.95 43.55 67.50 3.600 20 to 30 82.50 62.60 145.10 2.975 30 to 40 53.45 .52.28 105,73 1.980 40 to 50 66.26 19.40 85.66 5.200 50 to 61 210,92 90.93 301.85 2.100 46.787 61 to 85 164.25 467.26 164.25 946.51 1479.25 ESTIMATE BOAO BED. Embankment, 1.047.500 yards, at an average of Is. 3id. £67.581 2 Rock Ex'vation, 140,000 yards, average 7s, 61,195 Dry Masonry, for Bridges and Culverts, 28,800 yards, 10,566 16 Protection Walls, Dry Masonry, 15.000 yds. 3,390 Superstructure of B'dgs. over roads and small rivers, 4,942 Catch Drains, - 254 5 17 St. Croix and River Ile- bcrt Bridges, jejB.OOO DraAV Bridges at Wink- worth Creek and Nine Mile House, 900 £M7,980 ^n 10 Cob -work in Coxcomb Lake, 4,0U0 Alteration of inaio rood iu various places, 600 Fencing, 3,380 BDPERBTKUCTUBE. Iron Rails, 88 tons, (551b per yard) doKvcred in Halifax @ £13 15, £1,210 600 est. iron cbairs(15ll)) 60 10,000 spikes, ^Yb ea. 3d. 62 10 Freight of iron to the Road, 120 2,100 kyanized Sleepers of Spraco or Hemlock @ Is. 3d. 131 5 Ballnsting the Track ® 20s. per rod, 320 Laying, say, L6 5 Foronomilo 2,000 For 50 miles, including tiimouts, Estimate for lioad Furniture fur- nished by Mr. Chesbrough. ENGINES AND CARS. 8 LoCiOmotives @ £1,875, £15,000 8 First Class Passenger Cars, @ £500 4,000 2 Second do. do. @ £312 10s. 625 48 Freight Cars @ £168 15s. 8,100 20 Gravel do. @ £66 15, 1,325 4 Snowploughs,@£125, 500 5 Hand Cars, with tools for road repairs @ £90, 450 DEPOTS AND OTHEI; FIXTOnES. I Passenger House at Ha- lifax, £ 750 1 Freight do. do. 1,250 1 Car do. do. 375 1 Engine do., including Repair shop and tools, 1,125 2 Wood Sheds, do. 125 1 Tarn Tab!- , do. 375 2 T \s, do. 250 Same as above at Windsor, except Repair Shop, 3 Passenger and Freight houses at way stations, 3 Wood Sheds at do. 1 Tank and Boiler at Middle Station, 4 Small intermediate sta- tion, 325 £1,500 250 300 16,880 SUMltART. Grading, £117,930 Bridges, &c. • 16,880 Superstructure, 100,000 Road Furniture, 40,250 Land Damages, suppose 5,000 Engineering, Management, and Contingencies 20,000 Total, £330,060 The above estimate is made upon the sup- » position of a rise of labourers' wages to tho amount of nearly twenty per cent. Whether any such rise will take placo, 'v"ll depend much upon the manner in which the work shall be conducted. If the price of labour should remain as ii is at present the cstimato may be reducad on this account by about £30,000. Tlic Bridges are calculated to be of the best timber, kyanized and secured from the wea- tlier. They may be built equally strong in the common way for two thirds of the esti- mate, but would be more exposed to accidents 100,000 from fire, and not half so durable. There is also an objection to frequent renewals on a railroad, on account of the interruption to the business. The St. Croix and river ITcbert Bridges aro calculated for stone piers and abutments, with superstructures protected from the weather. They may be built witli wooden abutments, and strong rough superstructures, for about two thirds of tliis estimate. The Bridge and Road masonry may be omitted to tho amount of one half the esti- mate, and wood substituted. Tho masonry may be built up before the decay of the wood — say within ten years. This would not in- terfere with the working of the road. Several of the high embankments may have bridges or trestle work of timber substituted, and be filled with earth at leisure. The ob- jection to this is the exposure to fire, and the inconvenience in case of an accident, which would render it necessary to take a car out of the train. The amount of these savings would be : On the small bridges, &c £1700 St. Croix and River Hebert ? -^nn Bridges, i ^^^ Masonry 5000 Embankments 7300 30,000 4,250 3,625 £40,250 £17,000 These reductions are to be considered mere- ly as a tcmi orary expedient to get the road in working condition under a temporary want of funds. On the earlier American roads the practice of ma'iing temporary work waa car* ried to a great k-n£>i,a, but it was found incon- venient, as Wi'>' m expensive, in the end, and the more co!T;.aon feeling at present is, if pos- sible, to make a permanent structure at the first. The mcasuvcnicnta upon which the catimate is founded arc of course to be taken only «f ri an approximation to the tnitli, but tlio calcu- lations arc so niude that on the final location of the line I do not think the quantities esti- mated upon need be exceeded, except in the case of the alteration of lino proposed iu the Sackvillo valley, which, if adopted, would re- quire a now survey. SOURCES'OF INCOME. PRE8ENT TRAVEL AND TRAFFIC. By Mr. Scntell's returns of traflRc and tra- velling, taken at the Nine mile house, the number of passengers going into Halifax were, for nine an^ a half months, In Carriages 11,072 Horsemen 469 In Coaches 2,245 Foot passengers 1,337 With waggons 4,328 The first item of the above probably includes the small market waggons, one-fifth of which may b j considered as from the Eastern roads. The dccond, third, and fourth items may be considered as nearly all belonging to the Western load. The last may be considered as superseded by the freighting department of the railroad. Wo hove then for passages : First item, four-fifths of 11,072 8,872 Second 469 Third 2,245 Fourth 1,377 12,963 Add the proportion for 2A months, 3,41 1 Same out of Do. Do. 16,374 16,371 32,7 48 By the same returns the freight was, from Halifax : TOKS. Merchandise 12r)6 Flour 550 Fish 30 Luggage 16 ,■ ' Miscellaneous 100 1,954 Towards Halifax ; Hay 1438 Meat 1031 Apples, Potatoes, Vc-^ gctablcs, Oats, Barrels, >• 1000 3469 Timber, &c. 3 5423 Add the proportion ^r 2^ months, 1427 Gives for the year, Ca.iO The heavy Eastern freights pass neai ly all by Dortu. >uth — a reduction of five hundred tons will probably be quite sufficient to make for that pirt cf the traflic, leaving for Western freight 0350 tons. The returns of Cattle give SI 28 o^oa and cows, and 7468 sheep in tiie nine and a half months, from the first o* Juno to the middlo of Februarjr. The number of cattle daring the remaining two and a half months cannot bo taken proportional to the time, probably five hundred will be a i air allowance, making; 3628, Suppose the cattle from the eastward bo nearly or about one-half of the whole num- ber, we may, without much danger of error, allow for the Western road 2000 head. The number of sheep will be augmented very little in the Spring months, and making due allow- aneo tor those driven from the Eastward, we may suppose the n umber coming from the Westward about 4000. Summing up these items, we get : 32,748 passengers, @ 5s. £8,187 6 6,850 tons freight, @ 15s. 5,137 10 2,000 cattle, @ 58. 500 4,000 sheep, @ 9d. 150 £13,974 10 This is the amount derivable from the present traffic. It remains now to examine into the probable income that will be created by the road itself. Wai/ Travelling, This is a head of income vciy diflicult to judge of. It must always de- fiend on the amount of population along the Inc. In nearly every instance on railroads in the Northern States, it has greatly exceed- ed the anticipations of the projectors. In the oificial reports of the Massiichusett*s Railroad Directors to the LegislatUre,tthe numbers of the way passengers are not separately given, but by dividing the number of passengers car- ried one mile by the length of the road, we get the equivalent number of through passa- ge? which compared with the number of pas- sengers actually carried, gives a tolerable idea of the way tr.ivcllin;;. In 1847, the actual number carried compared with the number of passages that tho aggregate miles travelled were equal lo, were on the following roads : Actual Equivalent Passengers. through, Passages. Boston and Maine, 728,307 172,600 Boston &Trovidenco, 487,478 175,525 Boston &' Worcester, 598,305 821,793 Western, 388,111 114,530 Connecticut River, 237,215 65,«54 Eastern, 892,896 33,570 Fall River, 173,134 77,000 Fitchburg, 494,035 160,000 N. Bedford & Taunton, 97,936 81,380 As the average distance of the way passa- ges is not given, they cannot be separated from the through passages on the above roads but it may fairly be inferred that they amount to a very large proportion of the whole num- ber. Wo cannot compare some of these roads with tho Halifax and Windsor, because of dis- similarity of circumstances ; but there are others that can be sc compared. The New ]2 Bedford and Taunton, for instanco, is only twenty miles in leugdi, running through a •parely settled c Duntry, and there the way travelling is about two-sevenths of the whole. The Boston and Worcester is forty miles in length, and runs through a country indiffer- ently settled. It is the thoroughfare for bnsi: ness travellers from the west, and making due allowance for this class, who arc always through passengers, and comparing the re- mainder, at least three fourths of the local pas- sages must be way travel. But perhaps as good a way as any to exa- mine this question is to compare the number of passages and the money paid for them with the whole population. In 1847, the popula- tion of tht State was about 830,000, and the nuniber of passages on all the railroads five million two hundred and fifty five thousand six hundred and ninety, giving an average of six and one-third passages for each individual. In the same year the money paid for passages amounted to two million seven hundred and twenty thousand one hundred and thirty six dollars, being an average of three dollars and twenty eight cents for each individual. No doubt a small part of this travel, is by business people from other States, but on the other hand there arc large portions of the Stete without the benefit of railroads. It is evident from the fifty new railroads Rnd branches which have been chartered in the last three years, that the people in the State do not think themselves as yet fully ac- commodated. Mr. Jervis, Chief Engineer of the Hudson River Railroad in his report of June last, after giving the statistics of the Massachusctt's roads says — " It may be enquired what is the cause of this extraordinary amount of travel- ling. Probably the active habits of intercourse among these people. But what has caused this habit? It does not appear to have existed to any considerable degree prior to the con- ctruction of these railroads. When the Wor- cester, Lowell, and Providence Railroads, (three of those in the tabic) were projected or in f/ ourse of construction, the friends and pro- mo *ers of those roads, after carefully invcsti- g'it'ng the subject of travelling at that time, and after making allowance for ihe probable /ncrease that would be reahzed by opening these new facilities for the public accommo' (/ation, estimated the annual number of pas- sengers that would be carried on the three roads, at one hundred and forty-one thousand fonr hundred and forty, which is less than one-eleventh of the number actually carried the past year. The actual number carried before the Railroads were constructed, could not have been more than one-twentieth of t\m number in the table. The travelling habit has there- fore been substantially created by the facilities Railroads have afforded." "In 1839, a committee of ihe Massachusetts Legislature having tiie subject of Railroads Qnder consideration, remark — ' On every rail- way yet opened the artual transportation haa far exceeded the recorded ettimetea formedoa that existing in any period previous to their con" 8truction,and has been constantly increasing." That Mr. Jervis is right in hia opinion that the travelling habit has been created by tho Railroads, will appear by appendix A, which shows tluit the increase of travelling has b ;en imr-.fasurably beyond the increase of popula- tion ; but even on tho roads which have been a considerable time in use, and on which it mi^ht be supposed the travelling had become uniform, there is still an increase. By com- paring the number of passages in 1846 and 1847, the increase of the following roads wa» as under : — Time in In- Name of Road. use up crease to 1846. per ct. Boston and Lowell, ID years. 21 Boston and Providence, 12 2+ Boston and Worcester, 12 27 Western, 6 46 Eastern, 13* New Bedford and Taunton, 4 Nashua and Lowell, 17* Boston and Maine, 58 Old Colony, 83 Here it may be remarked that the "Bostoa and Providence" and "New Bedford and Taunton" arc nearly stationary. The first depends, in a measure, upon the New York travelling, a part of which has been drawn off by a rival line, and the second appears to have attained its full amount of business ; but when we come to the " Worcester," we observe, in the twelfth year of its exist- ence, an increase of twenty-seven per cent Tlie Western road is the avenue of communi- cation between Boston and the West, and crosses a good deal of barren moantainoat country. It might be supposed that the ba- siness travel upon that road would increase but little after the third or fourth year, and yet, in the seventh year of its existence, tho niimljcr of passages increase no less than forty six per cent. Similar observation* will apply to the Eastern, and Boston and Maine roads. These are rival lines, ninning from Boston to- wards Maine, and takmg, in their way, a number of small towns and villages. The former of these, in its eighth year, has increas- ed thirteen and a halt per cent, and tho latter, in its its fifth year, fifty-eight i er cent.* * Since the above was written the Annual Report for 1849 has come to hand, by which it appears that the ratio of increase in 1848 was, for the Boston and Lowel Road Per Cent. .'4 S5 Boston and Providence Bostoi and Worcester Western ,t* Eastern Nashua and Lowell 13 Boston and Maine ,.,» 45 Old Colony 41 w In- creaie p«r ct. 27 46 4 17i 58 83 Kotliing <^aii bhow u)oro plainly than these examples the ^raJual formation of new social habits nmuni; ttie |people">by the influence of 1 Railroads. It is not difficult to account fur by the this ; when the roads are rough, and with the cctmmon conveyances, people do not ordina- rily move to any considerable distance without Bomo imperious n«^cessity, and the social in- tercourse of family with family is conflned within narrow limits. But give them a Rail- road by which, at a trivial expense, they can travel at a rapid rate, in a moving palace, protected from the weather, and warmed in winter, and it may be easily conceived that the circle of friendly intercourse will increase in proportion to the means of gratification. One evidence of this is the great number of femtles that travel on the American roads. Of the influence of Railroads in creating tra- velling, we have an example at Pictou. The distance from the Albion mines to New Glas- gow is less than three miles, and yet almost every coal train carries a greater or less num- ber of passengers. Nobody seerr - to think of walking, who can get along with the train. It is not improbable that the passages in these trains bear quite as great a ratio to the popu- lation as in any part of New England. I |In applying the foregoing facts and reason- ings to the Halifax and Windsor line, there is one circumstance that it would be unfair to omit noticing. The population is principally concentrated at or near the extremities of the line, the intermediate country not admitting of a dense population ; still a very considerable amount of way travelling may be expected. — Sackville will undoubtedly grow into a respec- table village ; the valley of the Sackville Ri- ver, contains a strip of very good land, through- out nearly the whole length that will speedily be filled up with inhabitants; and the Ardoise Hill contains a great deal of good land, that would soon be occupied. All these people would depend immediately upon the road, not only for their intercoursa with the capital and with Windsor, but with each other. When we go to the northward of Ardoise Hill, we find a considerable population, which, in all probability would under the influence of a Rail- road, be trebled in density in a few years. — The valley of the Meander would become thickly settled, and villages would also grow up at Newport Road, and probably at Man- tua. Taking the population at Windsor and Palnnouth, at two thousand, and the popula- tion East of the St. Croix, at two thousand mor<>, and allowing them to contribute at the same rate per head as in Massachusetts, the income from the way passengers, in this quar- ter, would be three thousand pounds per year. But it is not to be supposed that the road if carried to Windsor, will stop there. It is only twenty-five miles further to Cornwallis, and its course would be through the midst of a wealthy population of eminently social habits, and the intercourse that would grow up be- tween tLe settlements in Hants and Kings, may be expected to be rery great. There would be at least ten thousand people withia tho immediate influence of the Railroad. We may form some opinion as to the amount of this intercourse, from the following Account of passages over the Avon Bridge, at Wind- sor, in the year ending December Ist, 1845, which Is taken from the toll keeper's return : 22,865 persons, 6,008 single horse conveyances, 679 two " " 477 three " " 346 four " " . ' 1,198 head of cattle, 401 sheep and calves. It is proper to remark that there is another Bridge obout five miles further up the River, which is not subject to toll, and over which there is a large amount of travel. The first two items of the above return manifestly con- sists mainly of the intercourse between the townships on either side of the Avon River, and by supposing it to increase in the ratio which has been usual in Massachusetts, four to ten fold, it would of itself make a very fair item of income. Were a Railroad made from Windsor to Kentville, it is probable that the local business and travel would support it. This, though not bearing immediately and fully upon the question of traffic and travel- ling on the Halifax and Windsor road, seemi jet a fair subject of collateral enquiry, on ac- count of its prospective efl'ects upon the in- come of this road. There would be then a direct intercourse by Rail between the capital and the most fertile and wealthy townships of the interior, and the increase ol iravel to and from the capital, and which would contribute to the income of the latter road, would un- doubtedly be very great. The further increase of travel that may be calculated upon with considerable confidence, is as follows : — The first effect of a Railroad would be to create ship-building establishments at Sackville, as well as a village of wealthy persons, who would retire from the City. Suppose one hundred and fifty families drawn to Sackville and the valley of Sackville River — from vari- ous causes their passages and freightage will be probably one thousand pounds. For the inhabitants along the Basin, and at Hammond Plains, we may put down one hundred pounds. Passengers from the city for pleasure, will con- stitute a large item. Great numbers of per- sons now make excursions to Sackville atsevn shillings and six pence to ten shillings a piec^. If the cost was reduced to one third of the sum, and the comfort at the same time increas- ed by the accommodation of a Railroad train, there is reason to believe, that travelling of this description would increase ten fold. Be- sides, near two hundred persons go weekly to Sackville in the Steamer, during the Summer, the whole of which would go by the road. If we put this item at five thousand pounds, it will not be likely to prove an over estimate — it will only average about five shillings apiece on all tho inhabitants of the city, whereas the statistics of the MMsachusettt roads, show that 14 tlic p;i}'in..:ri(s of jitoplc for iMiIroml tiavelliii^', is above tlircc tlolltus a piece fot" the iivcrajjjo of the whole St ite. At this riifo, the ])ropor- tion of Halifax would he filteen tiiousaml pounds. Tlicre is arothcr source for travel- ling that wo have yet to consider. The North side of MInas Basin, comprising Londonderry and I'arrshoro', with the settlement on the Macan River and Amherst, have but little in- tercourse with Halifax, on account of distance and other difGcultics. If by a proper establish^ ment of water craft, by steam or otherwise, these people could be accommodated with pas- sages to Halifax from the shore of the Basin, at a low rate, a large intercourse might soon be established. From Amherst to Pofrsboro', the distance is thirty -nine miles over a good level road, and this road running along the valley of the Macan, passes through a flourish- ing settlement nearly its whole length. The distance from Panrsboro' to Windsor is thirty miles, about three hours for an ordinary stea- mer — thence to Halifax by rail two hours and a half. If this distance can be run over for two or two and a half dollars, a CL>nsiderable accession of travelling and business may bo anticipated. Income from this source is un- certain, but suppose to begin with, £200. Summing up these, we get : For passages between Ardoise Hill and Newport on the one side, and Wind- sor and Falmouth on the other, £3,000 Sackville and the vale of Sackville Ri- ver, and along the Basin, 1,100 Pleasure Travelling from the City, 5,000 From the North side of Basin of Minas, 200 £9,300 There remains yet to be considered the probable income from sources of traffic net open by the present mode of conveyance. A glance at a map will show that a railroad between Halifax and Windsor is, as it were, a canal to unite the Bay of Fundy with the Atlantic — admitting of as cheap a transit, and open in all seasons of the year. Whatever ad- ditional traffic may be thereby created, will go to swell the income of the road. These addi- tional sources may be nearly as follows : — Potatoes. — The freight of potatoes from the Basin of Minas to Halifax, is six-pcncc per bu- shel, and the insurance and deterioration on board the vessel, not less than one shilling more; making the expense to Halifax one shil- ling and six-ponce per bushel. Were the Bail- road completed, a class of small traders would spring up, who would bring them to Windsor in large boats, and put them upon the road for about two-pence per bushel, and three- pence more would payfreighttoHa!ifax,mak- ing with other charges about eiglit-pence. — This would bring all the roots, apples, &c., from Hants and Kings, and part of Colchester by the Railroad, and would give those coun- ties nearly a monopoly of the supply. If we estimate the supply of root crops, apples, &c., at one hundred and twenty thousand bushels, ♦Jic weight at forty huahols p-^r ton, will be four thousand tons, which at tcnshillint'S,==£2,000, C7(/('/-.— The freight and insurance by sea from Corn wal lis and Horton, is about three shil- lings per barrel. Allowing eight barrels to the ton, and nine-pence per ban el for freight in boats to Windsor, the freight thence to Ha- lifax would be one shilling and seven-pence, making in the whole two shillings and four- pence per barrel. This would bring all the articles of this nature upon the road, suppose one thousand barrels, equal to one hundred and twenty-five ton8,=£78. FusL — All around the Basin of Minas may be caught large quantities of the Digby Her- rings. They were currently sold in the sum- mer of 1846 in Londonderry for Is per bush- el. A few are now smoked and exported, but were a cheap communication opened with Halifax this business would doubtless become considerable. It is impossible to estimate the amount of income from it to the Road ; but suppose, for fish and other returns — tra- velling in connexion therewith, &c., about £100. Besides this, the Shad from the Basin of Minas being a fish much prized, would pro- bably, a large portion of them, be brought to Halifax. Also, a great quantity of fresh fish of other kinds would be carried from Halifax to the country. Freight from these sources, say £100. Ship Building at Sackville. — There is a great quantity of good Ship Timber on the Ardoise Mountain, and on the range of conn- try between the Windsor and Beaver Bank roads, which could be brought to the road end worked up at Sackville, where there is an ex- cellent site for a ship yard immediately along side of the Railroad. The freight upon the timber will amount to about five shillings per ton of shipping. Suppose two thousand tons to be built annually, it will give for freight £500. Lumbering in Hants and Colchester. — A con- siderable part of the lumber that is taken to St. John's from both sides of the Basin of Minas, will be brought to Halifax. The freight of deals to St. John is about two pounds per thousand; by the boat to Windsor, and thence by rail to Halifax about two pounds ten shillings ; but Halifax is the best market and nearer to England, whioh would give it a preponderance. A considerable quantity would be required for loading new ships. Suppose five hundred thousand of deals at thirty-five shillings, £875. Besides this it is not unlikely that Halifax may be es- tablished as the general shipping port for the deals made around the Basin of Min^s. The freight to Halifax will cost ten shillings per thousand more than to St. John's, but the freifrlit and insurance from Halifax to England would probably be fifteen shillings less, leav- ing a small preponderance in favour of the Halifax trade. This trade is too uncertain to calculate much npon at present*— but sap- pose £500. and the r 1 Cord Wood.— ThQ smallor hard wood trocs ' and the tops of those used for ship timber, would be converted into cord wood for the Halifax market ; suppose one thousand cords at eight shillings per cord, £400. Wharf Logs and Timber from various points on the line between Ardoise Hill and Sack- ville, not easily estimated, suppose £200. Boards, Scantling, Staves, Hoops, &c. &c., from the borders of Minas Basin, say £300. Also a considerable share, if not the whole, of the traffic between Truro, Onslow, Parrs- boro, and oven Amherst, with Halifax, will be carried on by water across the Basin to Windsor, and thence to Halifax by the Road. By means of Boats upon the Basin, this can be done more cheaply than by the Eastern road. The freight by land from Truro to Halifax is about two shillings and sixpence per cwt, and from Halifax to Truro about the same, or two pounds ten shillings per ton each way. From the townships northerly of Truro it is greater. The freight by the Kailroad and boat may be set down at twenty shillings. — This saving would determine the greater part of this freight by Windsor. The amount of this cannot be ascertained ; suppose, with re- turn freights three thousand tons, at iifteen shillings per ton, £2,250. There is a large quantity of goods sent by sea to Cornwallis, Horton, &c. in return ves- sels. 1 he trade in potatoes, &c. being done by the road, the goods would be returned by the same ; suppose four hundred tons, £300. Trade of New Brunswick, — It is probable that a considerable quantity of dry goods and fine cutlery, for the New Brunswick market, would come to Halifax by the Mail Steamer, and be passed on to New Brunswick by Wind- sor. The qnantitv is uncertain, suppose for freight, £100. Lime. — The valley of the Meander, abounds in limestone of excellent quality, also, mate- rials for casks, water-power for making them with, and wood for burning the lime. It is probable that the greater part of the Supply of Halifax, will be derived from this source — suppose fifteen hundred hogsheads at fiveshil- Ungs per hogshead, £375. Brick.- 'long the valley of the Meander, and in the vicinity, there is abundance of ma- terials. They can be made at a price that will bear freight to Halifax — suppose one hundred thousand at twelve and six-pence per thou- sand, £62 10a. Plaster of Paris. — The plaster on the Me- ander is of the best quality, and brings the highest prices in the American market. At present vessels returning to the United States, often have to purchase ballast at one shilling and nine-pence to two shillings per ton, and it probably costs them six-pence additional to get rid of it at the next, port. Plaster at pre- sent pricQS can be put into Cars on tlie Kail- 15 road, at two shillings per ton, and allowing six shillings and six-pciice per ton for freight, it can be shipped in Halifax for eight shillings and six-pence per ton. At this price, vessels bound to New York, or to the southward of that port, may bo expected to make up full cargoes with plaster — suppose one thousand tons shipped in this way, £250. Calcined Plaster. — For making calcined plaster, the line of railroad offers greater faci- lities than any other situation in the Province. Water-power for grinding the plaster, and making casks, and fuel for calcination is abun- dant. It is j)robal)lo there might be a consi- derable export of it to tlic West Indies, and elsewhere — freight say, £100. Flag Stones. — On the Parrsboro Shore there arc to be obtained flag stones among the best in the Province. T^iey are a fine grained sand stone, work freely, and stand the wea- ther. They can be quarrieruary 20th, 1849. BlH,— After hATing examined the lino fcurvcycd for the proposed Halifax and Windsor Rail- road, and the plans and estimates of the same, as furnished by Mr. Wightman, who made the sarrey. I feel prepared to mako. the following Report : In my opinion, the survey made is sufficient to give a satisfactory knowledge of the gene- ral character of the route, and to afford a ba- sis for an approximate estimate of the probable cost of the work. It is not, of course, so sa- tisfactory as a definite location would have been ; but this could not have been made for the amount appropriated /or the survey. The ground selected for the line, and the plan proposed as it regards grades and curves, appear to mo to have been judiciously chosen, with very few exceptions. The most import- Ant of these is the steep grades between the 34th and 37 th miles from Windsor. Here, I think, by incurring a reasonable ad- ditional expense, and selecting rather differ- ent ground for the line, a maximum grade of not more than 60 feet per mile, instead of 80 feet, might be obtained. A slight improve- ment might perhaps be made in a similar manner, between the 10th and 17th miles Trom Windsor, and result in diminishing thj maxi- mum ascent, going Eastward, to 53 feet per mile, instead of 60. Tiiis might prove to be a matter of considerable importance, as the heavy transportation will probably be in that direction. These changes are partially, if not altogether, recommended by Mr. Wightman. The estimates of cost of the different items which make up the whole work, are, so far as I can see, quite liberal. At a few places, upon further investigation, the estimates may be found too low ; but, should this prove to bo the case, which is quite likely at the crossing of Cockscomb Lake, and over the bogs on Sackville River, the opportunities of altering the line are so good, that the estimates need •not be exceeded. The probable net income to be derived from your road after its completion, — the all-im- portant subject so far as a remunerating in- vestment of capital in it is concerned, depends npon three elements : 1st. The cost of con- Btrncting the road, and furnishing its equip- ments. 2nd. The amount of travel and freight that will pass over it ; or in other words, the gross amount to be derived from passengers and merchandize. 3rd. The cost of working the road to accommodate this amount of bu- siness. The cost of construction, as will bo seen by reference to Mr. Wightman's estimates, will not, I think, exceed £337,500, and should the present low prices of iron rails and labor con- tinue, will in all probability not be more than 1300,000 ; but to guard against disappoint- ment in the final result of the enterprise, tl would not be safe to assume it at loss than thsr hi{;her sum. The gross rovenne to be derived from tha business of the road, must depend npon tho travelling and business statistics of the popu-* lation likely to mnke use of it. My own knowledge of these is so ex"eedingly limited, that it could be of no value to yon whatever. I have, however, for your satisfaction and guidance in making up, or adopting an esti- mate of the probable gross amount of income, annexed to this paper several tabular state- ments. No. 1, and No. 1 continued, show as far as it has been in my power, with a good deal of effort to collect them, tho cost of con- struction, progressive increase of business, ori- ginal estimates of these items, length, &c. &c. of the principal roads that have been for any length of time in operation in New England and of a few in other parts of tho United States. These statemci^ts show that the universal ten- dency of Rail Roads in this country, is to in- crease the travel and transportation of the mer- chandize of the districts throngh which they pass. This increase, however, does not always follow the same rate on different roads ; nor docs it usually continue long at the same rate on any given road. In Massachusetts it has generally been found that the travel along any line of Rail- road, was in a short time after its completion, treble that of the original estimate, when that estimate was based upon actual and carefully ascertained statistics. This is owing to tho much greater comfort, and economy of time and expense of railway travelling. Sometimes, however, capitalists have been disappointed, by embracing in their estimates too wide a region on each side of „iie road, and then pre- suming upon a liberal increase. Railroads not only tend to increase the amount of travel and business of the districts through which they pass, but they increase al- so the value of the property along them, and at their termini. As an illustration, see Ta- bular Statement, page 98, Boston Census of 1846, showing the increase in the valuation of property in the City of Boston. Could I ob- tain similar statistics of Worcester, Springfield, Fitchburg, and other '^^owns in Massachusetts, they would shew similar results. Yon will perceive from a glance at theso statements, that tho original estimate of the cost of con- struction of several of the Railroads v this country has fallen far below the actual cost. This has not been owing so much to under estimates of i articular items, as to unforeseen contingencies ; such as changes of plan ten- dered necessary to accommodate an unexpec- ted amount of business ; and improvementf found necessary, as the views of projectors and engineers, became more enlightened. There is not now tho same necessity, nor the same exniie for such wide discrepancies. 17 unless cqnally wide departures from the pre- sent rules which govern tlie operations of rail- roads should hereafter bo found necessary. Besides, when railroads were first introduced into this country, the views of even the best engineers on this subject, were exceedingly crude, and now aftbrd considerable auuise- ment to look back to. You will also perceive that the cost of construction increases on the same road from year to year, aff- its first completion and opening for use. This has been owing to causes already mentioned, and to the building of Branches, the lengths of which are mentioned in the statements. With regard to the cost of working the road, it will depend very much on the amount of business to bo done, and the amount of accom- modation given to that business ; that is, whe- ther you run one or more passenger trains a day each way over the road. Thinking it might be satisfactory as a matter of reference, I have appended to this, the Tabular statement No. 2., showing various items in relation to the cost of working, and rates of charges on several of the most important llailroads in the United States. It will be seen from this Ftatcmcnt, that the cost of different items, varies very much on different roads. Tiiis is owing not so much to a difFerence injudicious management, as to a difference of circumstances. For instance, the Boston and Lowell Railroad Compan^', ex- pended for each mile run of its cnginos in 1846=103,4 cents, while the Western Railroad Company expended but 72 cents. But while the Lowell Railroad is only 25| miles long, the company is obliged to maintam expensive deix)t establishments at each terminus, and in- cur almost as heavy general expenses, as the Western Railroad Company, whose road is 156 miles long. The cost of operating the Connecticut River Railroad, affords perhaps a more satisfactory comparison, for the proposed Halifax and Windsor Railroad, than any other that I know of ; although, the analogy even here is not complete. By referring to Tabular Statements No. 3., it will be seen that the cost per train per mile, run in 1848 on this road, was 53,3 cents. The average cost per train per mile, on all the Mas- sachusetts Railroads in 1847, was about 71 cts. per mile. No doubt one passenger train a day, each way, could carry all the persons who might wisn to travel between Halifax and Windsor, but they would be far better accommodated by two trains a day, and this would tend greatly to increase the amount of travel ; at least, such has been the effect to a remarkable and unexpected degree, wherever judiciously tried in this country. Supposing then, that you will run two passenger and one freight trains daily, each way over your roads, and that you will not run Sunday trains, the fol- lowinj^ may be considered a safe estimate of the total cost of working the road, viz. : three trains each way a day, would be 6 trains a day over the whole road. Calling the road 47 miles in length, this would bo 282 miles a day, or for 312 days, the total number of 87,984 miles to ho run i)y the engines in a year : 60 cents ])cr train per milo, would give as the to- tal cost pur annum of working tlie road $52,- 79U,04, or in rouiul numbers £13,200 curren- cy — ()() cents per train per mile run, may bo considered large when composed with the Connecticut River Railroad ; but that is a new road and has not yet been subject to the (lutcrioratiou common to older roads ; besides, they run a greater number of trains over it without increasing their general expenses, or salaries and nuscellaueous expenses of princi- ])al officers. On the otiicr hand, it may seem too small when composed witli the average of all the roads in Massachusetts ; but fuel costs twice as much here as it docs in N. Scotia, and labor is 23 per cent dearer here than there. From the foregoing premises, then, if there should be business enough to yield a gross annual revenue of £30,000, which, after de- ducting the cost of makingthe road, (£13,200) would leave a nctt income of £16,800, — it would afl'ord a return of about 5 per cent on the estimated cost of the road. For further and more detailed accounts of the doings and expenditures of the most im- portant llailroads in Massachusetts, I would refer you to the reports of the Directors of tho different Companies, made to the Legislature of this State, — copies of which reports have been furnished to Mr. Wightman for the ycai's 1840 to 1847, inclusive. Which is respectfully submitted. E. S. CiiEsimouou, Civil Engineer. Hon. JosEi'ii Howe, Provincial Secretary, Nova Scotia. Extract from the Appendix of a Report made by Mr. Samuel B. Ruggles, Chairman of the Committee of Ways and Means of the Assembly of the State of New York, submit- ted to tlie House on tho 12th March, 1838. " The following Tables, compiled from pub- lic documents, are published for tho purpose of exhibiting tho progressiva increase during a series of twenty years, in tho official valua- tion of the taxable property in the City and State of New York respecti^'cly. They em- brace the periods of ten years each, one im- mediately preceding, and tho other immedi- ately following the completion of the Erie Canal in the year 1825 : I. Official Valuation of die Heal and Personal Property of the City of New York, from 1815 to 1825 inclusive. Year. | Real Property. Personal Property. Total. 1815 57,000,000 24,636,042 81,636,042 1816 57,308,200 24,706,000 82,074,200 1817 57,799,4;i5 20,996,200 78,895,735 1818 59,827,285 20,420,806 80,254,091 1819 60,500,295 18,612,766 79,113,061 1820 52,084,328 17,446,425 69,530,753 1821 50,619,720 16,665,350 08,285,070 1822 53,330,574 17,958,570 71,289,144 1823 50,184,229 20,756,591 70,940,820 1824 52,019,730 31,055,946 83,075,676 1825 58,425,895 42,734,151 101,160,040 r 18-J7 18^8 1829 1830 18.31 1832 1833 1834 1835 Property from 1825 to Ib.'J.") inclusirc, I'crsotinl Troperty. 58,425,895 64,912,850 72,017,770 77,139,880 7fi,834,880 87,603,580 97,221,870 104,042,405 154,124,566 123.249,280 143,732,425 42.734,151 42,534,931 39,594,156 36,879,653 35,691,136 37,684,938 42,058,344 42,260,213 52,366,976 63,299,231 74,991,278 101,160,040 107,447,781 112,211,926 114,019,533 112,526,016 125,288,518 139,280,214 146,302,618 166,491,542 186,548,511 218,723,703 nliout 144 per <^cnt., nml tlmt of the Stntc 12<) jior cent (luring the twenty-three years froni 1825 to 1848. TAKEN rnOM THE 23d annual REPOnT OP THE mUECTOKS OK THE IIAI.TIMOKK AND ' OHIO KAIL KOAD. Comparison of tite cost of constrnriim mid ope- ration upon seven of the leading Rail Hmds of the United States, prepared from their {most recenthj] puhliahea Annual Iteporta. Increase in the valuation of the Kcul and Per* sonal Property of the City in the ten rears preceding 1825 $ 19,5?3,988 Increase from 1825 to 1835 in- chisivcly, 1 1 7,563,663 HI. Official Valuation of the Real and Per- sonal Estate of tlie State of New York from 1815 to 1825 inclusive. Year. iieal Property. Personal Property. Total. 1815 \S\G L817 1818 1819 1829 1821 1822 1*23 1.824 li825 239,667^218 250,182,474 265,710,214 271,721,102 243,942,231 222,148,986 207,446,531 198,4,39,210 215,238,913 211,577,310 199,533,471 41,587.905 40,680,034 38,457,247 37,611,638 37,054.513 33,403,379 33,199,982 32,864,290 46,903,728 •)7,908,315 63,893,875 281,255,123 290,862,508 304,167,461 309,332,740 280,996^744 255,552,365 240,646,513 231,303,500 252,142,636 269,485,625 263,427,346 IV. The like from 1825 to 1835 inclusin. Year. Real Property. Personal Property. Total. 1825 1826 1827 1828 1829 1830 1831 1832 1833 1834 1835 199,533,471 214,802,204 238,430,138 275,861,471 238,747,841 250,075,885 271,053,169 294,596,149 RetumA 347,608,841 403,517,585 63,893,875 64,590,093 65.823,585 6S.785,292 70,794,638 68,142,411 70,801,274 75,9«6,259 incom- 1.18,849,137 125,058,794 263,427,346 279,392,297 304,253,723 344,646,763 309,542,479 319,118,296 341,854,443 370,552,408 plcte. 466,457,978 528,576,379 Decrease in the valaation of the Real and Personal Property of the State in the ten years next preceding 1825 amounts to the sum of $17,827,777 Increase in the ten years next subseqaent, 265,149,033 In 1839, the Real Estate of the City of New York was #136,940,134 1840 do. do. 187,121,714 1848 do. do. 187,315,386 do. Personal Estate do. 59,837,917 do. Aggregate val. of City, 247,153^08 In 1837 the assessed value of the Real Estate in the State of N. York was $509,496,855 do. do. Personal Estate 121,162,201 do. Aggregate vaL of State, 632,699,993 The valuation for the City having increased •■I •'I ia ilk hS fC •« lO ht CO --I V ks en i« -I 09 OS O 4" I* U, lcr4k M 4k 09 b «o i« ^> w V OD Kt U W i^ *- i ^ i^^ri'?^ It tn ST « I' O Pi o o" cu I o n o 8« Sgg^t 2 «i « ^ *^ ;-3 c SS 3 8D CO SB a a &• p. ^ 1-1 kw W !? a b o o to 3 CO. s o B 5. ei a n re Charge per Pass'gr. per mile. Charge per Ton per Mile. K n o o > ?> i-T" 00 ** "^ .. . ,^1 9> i-i 0< 09 <«k itk lO 09 OS 00 i*k H- tn ■tk s. -' o l« 00 hO 00 O 1^ 09 Ut p U< ^ p In -I 00 ks *k ••k H- 00 OS 09 if J- 09 OB (0 l« Cn 00 t ■ o. to Ul «o 10 (O 00 CO i o «* 1 '" i-i O? W "^ f -J OS l« 00 00 H- tn 09 O 1^ o ^ •'I OS ►- «k CJ ^ ^ tmJ <0 <0 Oi 00 ( to < (O bo 00 p I 03 to OO 1^ Length of Road in Miles. Cost of Road and Equipment. Cost per Mile. »o_ OS «« 1^ «o OS 09 ►- 09 09 10 l« ►- lO 00 •— ' -'V 09 00 1^ CO O CO O Cn • • • • *^ i -. OS OO © ^> ijk to 09 OS 9> <0 00 09 o HI i-i 03 a> m to o lO ilk. K> f' <-• w w 1^ OS i-i • —I en OS 00 OO 00 I— ilk O ilk ...■*. OS ilk 09 ^I 00 H- O H- CO ^ '^ cn -^ 00 to cn Receipts from Passengers. >■ r >• w CD >■ S: B8-- at Receipts from Tonnage and Mail. lO to CO o lO ^ 1^ I-' to ^ to 0> i-i CO 00 OS c •s) to to 09 CO ^ bo OS Ul 00 OS CO 09 00 Cn M — • 00 OS © OS OS CO *-» ■(k CO 4k i(k 09 cn ilk Ui O -^ cn «-" "^ "^ H- © -J M ^ N- Total Receipts, including Mails, Rent, &c. Total Expenses. Rati J of Expense toRcccipt^cent OS M cn CO 0» o O) -^ cn «0 OD © ■Ik to to OS Ul 09 00 ilk lo 09 >k Cost ^ mile run. •Ik to "J OS lO H^ H.4 l-rf N^ ...... O i(k go to Cx 4k cn •-• 09 00 to cn Q CO CO 1^ CO © i-.« 1.^ lO Ni* to •»* b> 09 osmI- cn •4 U *. lO 00 u o ;m^ OB ^ s Cost ^ Fass'ger. ^ mile — Cents. Cost w ton V Bfile. Til Uoa<| Hcr the il dcscl Tl for tl Tf arc 1841 t| are I Tl ^vith| AvithI with! cost I Roal per v.) lie State ia». e years from REronx OP' lOKE AM) • itm audopc- Hail IUhuIs from their lieporta. go per per mil e.] go per er Mile. of Road [iles. tof and ment. H >- a C: r > rMilc OD H- >■' •*• K K go-- pts in gers. Si J from e and 1. ccipts, Mails, Sec. d scs. xpense f cent. e run. »'ger. Zeata. Iho expenses of the first ^ix of tlic above Uoads Hro apportioniite between the I'usscii- ;;cr and the Frcigljt business, according to the nnniljcr of miles run with trains of each description. The Statements for the first four Roads are for the year ending January 3l8t, 1847. The Statements for the VVestem Rail Road are for the 11 months ending December 1st. 184';. The Statements for the Georgia Rail Road are for the year ending April Ist, 1847. The Baltimore and Ohio Rail Road is taxed with an expensive horse power establishment, with which the other Roads here, compared with It, are not burdened. Excluding the great Southern itroicrt, only (',7 miles of wliicli were ever built. ( >f this I had the active and entire cliarge for t)ie last two years, my cliief httviiig become the consulting engineer. In 1844, 1 took charge of the Stoughton Branch, in this State, and completed it. I located af- terwards a large portion of the Vermont and Providence Railroad, and the Fantucket Branch of the Boston and Providence Rail- rsad ; and have been employed for nearly three years on the Boston Water Works, as Chief Engineer of the Western Division, or Aqueduct Department Mr. Wightman has two or three pamphlets, which will give you additional information, if it bo desired, on this subject. I also send you cost of this establishment, the expense on this five letters, one from the present Governor of Koad, per mile run is but .480 per Passenger " " ~ per mile, and 1.525 per ton per mile. TABULAR STATEM:3NT, No. 3. . CONNKCTICUT BIVEIl RAU. ROAD. Current Expenses for 1848. Repairs of Road, gsoo 61 *' Bridges, 333 21 " Buildings, 848 62 " Engines, 9910 87 " Snow Plows & Scrapers, " Tools and Machinery, " Passenger Cars, " Freight do. " Gravel do. Hand da. Clearing Snow, Stationery, Printing & Advertisiag, Damages rServices, Expenses of I Wood, Transportation ] Oil, tContingent, Expenses of Stations, CJeneral Expenses, Miscellaneous da 156 59 3241 18 3S41 08 187 01 87 79 341 38 888 54 951 25 10742 42 13480 50 1895 41 491 26 14697 48 £856 22 3833 24 #78,444 68 Total, ■• - Number of miles ran, 147,092. Total expense per train per mile run $0,533. / 1 Add 14,Mn' __Coiit of construction, 600,000 1,313,339 1,503,645 1,508,.194 1,575,663 1,698,476 l,7»9,i-ta Boston k Portlamd, (1839— '40 «c "41.) • BotTOH k Mahib, ie43,«cc. 'OroM receipts, Ilocoipts from passengers. 09,001 53.885 63,4 'IS 7I,TM Net income, ^Cost of construction. 2.'.,«78 80,H6 n3,('n 'Gross receipts, 143,500 812,325 2."i!,G07 •67,: 47 Boston & Wobcsstss. Receipts from passengers. 130,798 123,331 Il2,a33 122,496 170,^15 A'^/v > vn •• f? \/n\i>fl>9 • *«f Net income, 108,358 126,753 103,423 ll7,10(i _Co8t of construction, 1,000,000 1,848,085 1,»84,9«1 'Oross receipts, | 191,300 37,433 185,623 l>»,liH Eastikh, Receipts from possen^^cra. (FmAug.38 . I to Doc. 31.^^'"" 113,068 164,!.70 Net income, 131,300 19,604 73,447 ns;4i _Co8t of construction, 1,375,000 1,306,196 lJM,iai 'Gross receipts, | Fall Ritbb, Receipts from passengers. Net income. Cost of construction. Gross receipts. • ■ i FlTCHBUBO, Receipts from passengers. Net income, 1 Cost of construction. ! 1 Gross receipts. 68,983 6,114 55,053 82,639 Nashua & Lowbll, Receipts from passengers, Net income. 38,982 From Oct. 8 - ... to Dec. 31. ''••'* 30,533 36,395 33,793 80,106 Cost of construction. 320,000 279,939 333,662 368,704 Gross receipts. 26,437 Nkw Bedfobd &Tacmtok, Receipts from passengers. Net income. Cost of construction, '■ 5 Fm. July 2 ,,„,„ X to Dec. 3 1.*^-'*''' 13,411 412,188 Gross receipts, 106,929 (/) 343,095 (g) 350,883 264,114 313,907 (0 202,601 Pbotidenck, Receipts from passengers, 193,469 196,974' 234,237 134,651 : Net income. [ndef. (/) 135,573 (g) Indefinite. 144,070 Indefinite. Indef. i9,474 ^Cost of construction. (j) 1,735,710 1,757,658 (A) 1,852,038 ■ Gross receipts. 116,517 NOBWICH & WOSCESTEII, Receipts from passengers. Net income, ^Cost of construction, "Gross receipts. 78,872 64,014 1,777,472 Old Colont, Receipts from passengers. Net income. ^Co6t of construction, "Gross receipts, 752,94." ' i ■ ! 19.0441 46,839 48,737 58,019 t5,477 Taukton Branch, Receipts from passengers. Net income, _^Cost of construction. Gross receipts, 16,177 6,233 35,160 256,752 32,860 13,77. 40,910 23,839 44,900 J0,805 17,609 112,,347 Receipts from passengers, 70,820 Webtebn, Net income. Cost of construction, Gross receipts, 3,288 50,376 263^68 381,312 301,301 365,224 407,347 432,889 Baltixobb & Ohio, Receipts from passengers, VM>^*4 Net incouic, Cost of construction, 08,3T3 12,170 93,G43 94,647 'Gross receipts. 349,754 371,614] 380,215 333,381 432,843 383,194 South Cabolima Canal Receipts from passengers, AND Bailboao, Net income. Cost of coBstmction, "Gross receipts, ■ ■ ■-. V _^:: 84,946 103Jf37 2,378 !49 91,^ Int. Cbntbai., (Georgia.) Receipts from passengers, Net income, ^Cost of consti-nction, 'Gross receipts. Net receipts. -'r: ' . \ 685,339 437,286 S48 382, 174 116 Cajcden & Amot, Number of (hrough pas- sengers. .' 1 152^]I3f I Cost pf constrnctian, 1 3,320,857 (a) $72,758 deducted from net profits of 1843, should have been charged to Tcpairs of previous years, instead of constmction. The construction account was creffixd wit depreciation of oiachinery. (c) Including Wobura Branch. (<0 For II months to Nor. 30th. (e) Including $17,431 Interest. (/) Tapnt^on and Dediam I (A) Including all its Branches (0 Much of this was absorbed by interest. ^ ilnr Statement N*. I. -ioua American RailTogda, including tiuch Jiranchea an are owned by the Corporations otonkg the Main lAnea. - — — Lengtk | LeiiEtli of 9 1840 1841 1842 1843 1844 1845 1H4(; 1S47 1848 of Vfun IJne. Branrhen ,249 ),l))0 9131..' ■•^* 9267,641 ({1278,310 9277,313 $316,909 9356,067 P84,1(J 9448,555 «I46 1,339 1 ' Add 14.1 1'i^ ^,0.17 ia7,iii: 145,95.1 14H,042 141,427 165,284 176,951 185.y.1< 209,611 201.318 35J milu. Ij milcA. >,()68 >,160 140,1 "M 148,072 113,135 («) 74.303 (&) 147,615 177,025 17l,Hf( 195.147 193,633 Add u,ii:iii 1 t,476 l,7«9,l-tS 1,834.893 1,978,286 (0)1,86.3,746 1,903,585 (c) 1,933,597 1.940,411 1,9.56.719 3,013,687 ),(H)1 »V'>« 116.016 15." ."HO 178,745 333,101 287.063 349,l.t( 611.804 I.H85 71,:m 85.928 I09.I18I 119.434 154,944 172.603 22:1, 1 'n .121.182 72 J»" '* J 100c " 1 1000 .678 ao.H6 33,995 (1/) 76.602 («) 69.568 96.065 1.12.964 169,i(i| 291.245 MV '•! 553,289 1,260,285 1,. 384,049 1,485,460 1,935.091 2,626, l« 3,021.172 ,f!07 »«7,m: J r 294,051 349,206 383,367 428,437 487.455 654,71] 722.170 1,496 170,'. -.A 1 I 178,876 186,610 207,267 934,634 241,219 979,791 3(U,680 448 14 ,433 lS7.iO.'. ° 141,445 180,697 176,726 195,163 237,726 37o,^H .140,185 1,085 \,9M,'jX\ - t2,374,,547 2,7r)4,.195 2,914,078 3,488,111 4,113.609 ),623 19»,I^ 299,574 209,169 279.569 337,238 350,150 371,;' 11 424,841 1A 5lO* ^s {1000 ■20 1,068 164,170 257,735 237,023 240,558 993,763 297,440 310,liU 343,372 *yr ,447 118,. 41 144,615 150,129 174.922 327,930 233,310 908,,'m 264,757 ,190 l,»e3.iaJ 2,267,034 3,388,631 3,406,384 3,318,524 3,S90,8<< 64.115 2,937,207 111,355 *»{?o I lo,.i: 33,368 828.0.,1 1,070,988 43,759 203,996 286.6.5 390,737 ■ J. 169,059 . S 115,894 Fm. May 1 to Doc 31, ^^•**^ 100,817 128.7;3 165,092 H 26,836 125,663 1,416,861 169.18 1,87.'>,31) 22.1,01 1 2,406,724 [-811,699 3,415,850 ,053 j 82,639 132,497 131,189 84,079 94,588 112,681 127,417 157,355 ,533 35,793 75,733 66,305 43,755 47,166 53,807 69,0Q> 69,143 ujIJSo .395 30,106 36,530 39.611 44,077 34,944 64,671 67,27 60,398 ,662 368,704 380,000 380,000 500,00 500,000 20,437 52,513 55,776 50,671 64,998 78,211 133,9H 138,881 rtoVec".'?^^.^''" 39,409 43,482 37,393 46,744 r2.659 90,2f. 95,011 aoJlSo 13,411 30,227 .32,421 28,.390 40,818 48,827 43.97. 44,121 412,188 422,758 426,122 428,543 430,963 453,623 456,441 483,833 907 (0 202,601 230,821 236,467 23.? ,388 383,701 350,628 860,87i 363,328 237 134,651 152,015 163,788 157.646 189,667 232,677 230,4f5,477 833,535 1.3U7,().")J 1,636,632 DI9 76,926 77.171 74,251 96,687 '16,587 123,0ti7 113,910 5" MO 44,900 52.278 85.711 61,041 65,349 76,581 81.:)2« 68.625 11 J39 10,805 21,883 29,320 22,855 35,162 35,032 32,164 293,448 28,214 303,743 509 112,347 182,309 512,688 573.882 753,753 813,480 878,413 1.325,336 1,332,063 117 J*"* *" J 1000 70,820 113.842 266,447 276,139 358,694 366,753 389,861 502,323 551,038 !88 50,276 49,807 246,069 269,909 439,679 442,859 244,71)3 221.007 648,646 679,711 7,601,204 7,686,202 8,186,78» 8,769,474 147 432,835 391,070 426,492 675,235 658,619 738,603 881,687 1,101,937 ,, 47 IM^M 161,448 209,776 979,409 346,986 374,7»a «1I,108 8,948.509 178 42 383,194 322,740 533,870 568,698 589,062 656,276 46 10.3Jt37 2,378 !49 91,^ lot. 8,479,165 1 37,281 IdU 227,532 93,191 303,440 133,20.1 352,095 5,818,611 192 29 S48il74 282^16 070,188 635,336 695,111 7(;0,7C9 882,751 1,022,25.1 1,150,383 86 383,553 349,264 396,159 "', 474 322,343 415,303 408,465 61 \ ' >7 152,113J 154,473j 141,724 138,026 167,588i 188,982^ 200,474:1 222,504j tion account was credi:ed with the proceeds of sales of old rails, &c., &c., which will account for the diminution of that item from 1842. (ft) $30,000 charged to (/) Tapji<:on and Dedham Branch. (g) Dedham BrancL (A) Inclndiog 931,955 for purchajo of the Seekosk Branch. (i) Caused hj redaction is prices.