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ACROSS THE CONTINENT.

ATLMTIC & PACIFIC EAILWY.

PORTLAND & RUTLANB EilLEOAD

OFFICIAL EECORD OF THE COKPORATOKS,

^FRIL 30, 1868.

PORTLAND:

i3rio"vt^3sr TinjR,sTO]sr & co:Mi»A.]NrY

1868.

ACROSS THE CONTINENT.

ATLIJITIC AND PACIFIC RAILWAY.

POETLAND & EUTLAND EAILEOAD COMPANY.

OFFICIAL REPORT OF THE DOINGS OF THE CORPORATORS,

In pursuance of notice, signed by seven at least of the Cor-
porators, named in the act of incorporation ; which notice was
published at least fourteen days before the time mentioned in
said notice, in the Eastern Argus, a newspaper published in
the City of Portland, and County of Cumberland, and in the
Maine Democrat, a newspaper published in the City of Bid-
deford, in the County of York, and in other newspapers in
said County of Cumberland, in the words and figures follow-
ing, viz :

PORTLAND AND RUTLAND RAILROAD COMPANY.

The undersigned, more than seven of the persons named in the first
section of "An act to incorporate the Portland and Rutland Railroad
Company," approved March 6th, 1868, hereby give notice, that the first
meeting of the corporators named in said act, will be held at the rooms
of the Portland Board of Trade, Thomas Block, Exchange street, in the
City of Portland, on Wednesday, the twenty-ninth day of April, A.D.
1868, at three of the clock in the afternoon, to agree on the terms of
subscription, the times and places for receiving subscriptions to the

capital stock, the admission of associates, and all measures necessary
to the organization of said corporation.

Dated at Portland, this ninth day of March, A. D. 1868.

Jacob McLellan, John A. Poor.

John Lynch, J. B. Carroll,

T. C. Hersey, William Deering,

H. J. LiBBY, N. C. Rice,

N. J. Miller, Allen Haines,

Geo. W. Woodman, Frederick Robie,

Aug. E. Stevens, John M. Adams,

A. K. Shurtleff, Samuel J. Anderson,

Frederick G. Messer. J. L. Farmer,

R. M. Richardson, Enoch Knight.

The Corporators named in an an act entitled " an act to
incorporate the Portland ai^l Rutland Railroad Company,"
approved March 6th, 1808, met at the rooms of the Portland
Board of Trade, Thomas Block, Exchange street, in the city
of Portland, on Wednesday, the 29th day 6f April, A. D.
1868, at three o'clock in the afternoon.

The meeting was called to order by John A. Poor, Esq.,
and Allen Haines, Esq., was appointed clerk of the corpora-
tors, who was duly sworn.

Voted, To adjourn to meet at the reception room, in the Nbw City
Hall building, at 3 1-4 o'clock this afternoon, notice of which adjourn-
ment was duly pM>sted on the door of the office, or public room of the
Portland Board of Trade.

Attest: Allen Haines,

Clerk of the Corporators.

At 3 1-4 o'clock P. M., the Corporators met at the recep-
tion room in the New City Hall, in the City of Portland,
according to the adjournment. The meeting was called to
order by the Clerk of the Corporators, who read the record
of the meeting and the call.

Hon. Frederick Robie was appointed Chairman.

The meeting was addressed by John A. Poor, Esq., on
whose motion it was voted that the Corporators resolve them-

selves into a convention, and that all preseij^t be invited to
participate in. their deliberations." Mr. Poor said,

It is now more than twenty-three years, or in September,
1844, that Portland entered upon her career as a commercial
city, and embarked in the construction of a railroad to Mon-
treal. •

In 1845, with a population of 15,000, a valuation for State
taxation of 84,061,303, and a valuation for City taxation of
$4,634,738, the city of Portland subscribed $715,600 to the
stock of the Atlantic and St. Lawrence Railroad, and secured
from other towns, principally upon its route, additional sub-
scriptions, making a total of over one million of dollars.
"^ Westbrook, including the subscription of James Deering,
Esq., took $43,600 ; North Yarmouth, $31,700 ; Norway,
$22,100 ; Paris, $19,400 ; and lesser sums were received
from many of the towns in the State.

The result of this railway mpvement was a rapid develop-
ment of business. In 1850, Portland had a population of
20,819, a valuation for State taxation of $7,311,561, and a
valuation for city taxation of $13,364,009. The increase of
business from 1850 to the present time, though not so rapid
as during the first five years, has placed Portland in a promi-
nent position among the commercial cities of the country.
The imports into Portland have increased from $454,226 in
1846, to $14,500,318 in 1866. And the exports from $595,-
925, in 1846, to $5,719,863, in 1866, which increase is main-
ly due to the construction of the railway to Montreal.

The Atlantic and St. Lawrence Railroad expanded into the
Grand Trunk Railway of Canada, forming at this time, in all
its connections and extensions, 1377 miles of railroad under
one management, cost something over $80,000,000. In our
own State, the mileage of railroads has increased from 70
miles in 1845, costing less than $2,000,000, to over 500 miles
of railroads in operation, cost over $18,000,000, in 1866.
And if to this aggregate, are added the cost of the 71 miles

of the Atlantic jnd St. Lawrence Railroad, lying 52 miles in
New Hainpsliire and 19 miles in Vermont, it -VAjill make the
aggregate mileage of railroads in operation, properly belong-
ing to our State, of 573 miles in length, costing over $20,-
000,000.

Our State bas recovered from the revulsion which followed
this heavy draft upon our business capital for the building of
these railroads, and all parts of the State are now moving to
construct new lines of railroads.

The new enterprises now in progress in Maine embrace an
aggregate of about 300 miles, already undertaken or to be
put in progress the present year, in which are included some
of the more important lines in our railroad system, in thef-
success of which Portland is largely, though indirectly inter-
ested, though she is not likely to be called upon to contribute
largely of her capital to insure their construction.

The Somerset Railroad is to be extended into Somer-
set County, as far up as Carritunk Falls, 31 miles; the
Dexter and Newport road will be opened in July next, 15
miles ; the Belfast and Moosehead railroad will extend from
the line of the Maine Central to Belfast, 34 miles; all form-
ing a part of our broad guage system. Bangor has pledged
her credit for $1,000,000 to the E. & N. A. Railway, and
$600,000 more to the Piscataquis branch of it from Oldtown
to Dover, reaching the valuable Slate Quarries in the Piscata-
quis valley, some of which are already open at Brownville,
which will give a new business to Bangcy, more than supply-
ing any diminution of her lumber trade.
r The extension of the line of the E. & N. A. Railway, 110
miles in Maine, to the boundary of New Brunswick, and 86
.miles in New Brunswick, to the city of St. John, is now re-
garded as secured.

There is also the Knox and Lincoln road, from Bath to
Rockland, a distance of 45 miles, secured by subscriptions
upon its route. Portland is interested socially and commer-

ically in the success of all these lines, for her growth depends
mainly on the business of our own State.

Regarding the railroad policy of the State as now settled,
and the most important line of all to Portland, the E. & N. A.
Railway secured, extending to St. John and Halifax, Portland
may now confidently rely upon an increase of the Grand
Trunk business from Montreal and the West, for the future,
which threatened at one time to pass b^* Portland, go to
the River de Loup, and thence to St. John city over the In-
tercolonial railway. This must have followed, had Portland
been without any connection by railway from Bangor to St.
John. I regard therefore the completion of the E. & N. A.
Railway as of far more consequence to Portland than to any
other city of the country, not even excepting Bangor and
St. John.

Portland is now at liberty for the first time to turn her
thoughts and her strength towards the West. She is on the
direct route of the great railway that is to span the continent
at its widest part, the completion of which will make Portland
a competitor with New York for western trade.

All the predictions put forth twenty years ago, as to the
effect of the railroad from Portland to Montreal, upon Bos-
ton, are already realized, and the city of Boston is attempting
to recover from the errors of her narrow policy.

" The decadence of Boston^^^ fiow the topic of discussion,
reiterated before legislative committees, and frankly admitted
in the North American Review, arises from two causes ; one,
the result of the geographical position, and the other, of her
railroad policy, to which I can only refer for want of time.
It i^ interesting to read in the North American Review a
repetition of the arguments put forth more than twenty years
ago, and on which the Portland and Montreal Railroad was
worked out. The ingenious attempt to make these argu-
ments apply to Bo'ston in her present condition, and the con-
currence of opinion on the part of Mr. Charles Francis

Adams, jr., in the North American Review, and of Mr. Ed-
ward Crane, the champion of the Marginal Street Railway^
in favor of a line to Ogdensburg from Boston, can only ex-
cite a smile. .

Mr. Adams divides the United States into three business zones:
the southern or G-ulf zone ; the Central zone, whose business
concentrates at New York ; the Lake zone, which he claims
will naturally concentrate its business at Boston, frankly ad-
mitting, that all attempts to gain export trade from the Gulf
zone, or Central zone, are futile. Mr. Adams' plan, like that of
Mr. Crane, is to abandon all attempts to hft business from the
valley of the Hudson into the Boston harbor agaitist the power-
ful attraction which causes all the business of heavy transpor-
tation in the Hudson valley to gravitate to New York City.
Like a sensible man, he regards the Hoosac Tunnel as a ne-
cessary failure, and all attenjpts to gain business by extending
a line of railway from its western mouth to Lake Ontario, as
an eqtAil absurdity, — because he brings the business to Troy,
from the West, — which is a necessary appurtenance or out-
lying wharf of New York City, to which freight descends at
so trifling a cost of transportation, as to preclude the possibil-
ity of lifting it over, or through, the Berkshire mountains,
with a summit of 1480 feet, and greater distance to tide water,
with a summit of 918 feet between the Connecticut river and
Boston. Hence Mr. Adams ^gards Rutland as the safe point
to which to bring western produce, as, from Rutland, it can
reach Boston cheaper than to go to New York. He makes
no allusion to the recently proposed canal from Whitehall to
Rutland, bringing the navigable waters of Lake Champlain 24
miles nearer to Boston, an enterprise which, if sure of suc6ess,
will accelerate the movement for a ship canal from the St.
Lawrence into Lake Champlain.

Rutland is the point, which, from its geographical position
and railroad facilities, the writer in the North American Re-
view, looks upon as the outlying port of Boston, as Pittsburg

is commercially related to Philadelpliia, Buffalo to New York
City, and Montreal to the City of Portland. But in order to
make Rutland occupy successfully this position, this writer
regards the building of additional lines to Ogdensburg through
the Adirondac Mountains, and increased facilities over exist-
ing lines around the foot of Lake Champlain by the way of
Rouse's Point, as indispensible.

Boston has been forced .to this position by the complete
failure of all her previous plans for securing a western export
trade, and the certainty of a similar failure on the completion
of the Hoosac Tunnel. Not that that Tunnel will be entirely
worthless, for along the route, from the Hudson through to
Fitchburg, business will spring up as it has along the line of the
Boston and Albany Railroad, and the $10,000,000 which the
Tunnel has been estimated to cost, will be more than made
up, by the necessary development of business along^ the north-
ern tier of towns from the Hoosac Mountains to Fitchburg.
This influence alone, has kept the project alive, and seems
likely to carry it through. But the idea on which the Hoo-
sac Tunnel was started has been already abandoned. Mr.
Adams and Mr. Crane still cherish the idea of making Ogdens-
burg a point, from which to direct trade from the St. Law-
rence to her harbor.

It has already been stated that the line from Ogdensburg
to Boston was started simultaneously, or nearly so, with the
Portland and Montreal railroad for the purpose of heading
off that. Efforts were made to detach Montreal from the
Portland connection, but without success, by Boston parties,
and in 1847, when the Portland delegation were in Montreal,
in reference to the question of guage, Boston men proposed
that Portland should abandon the Montreal connection, turn
west from Island Pond to Ogdensburg, instead of Montreal ;
being assured that the line from Boston to Ogdensburg
would take off the business of the St. Lawrence river ; and
thereafter, or when the railroad was finished from Boston to

Ogdensburg, western produce for export ^vould stop at Og-
densburg and not go to Montreal. Under this delusive feel-
ing this line was finished with Boston capital. In 1851, im-
mense docks and warehouses were erected at Ogdensburg, and
lines of propellers established, but of no avail. The scheme
proved a failure. The attraction of a great city, aided by
railroaxis and canals, continued to draw to Montreal the bulk
of the St. Lawrence trade, having from there, a choice of
routes to Europe.

If there was any sense in the proposition that the St. Law-
ence trade could be turned off at Ogdensburg, Portland
should have extended her line from Island Pond to Ogdens-
burg, via Missisqoui Valley, securing to herself by the most
practicable route, this trade. But the proposition was un-
sound, for merchandise afloat upon the St. Lawrence Riv-
er, would naturally flow down to Montreal, the necessary
depot of the business of the Upper Lakes, the point where
the canal boat and the seagoing vessel meet and exchange
cargoes. At Montreal, the Victoria Bridge connects the city
with the open sea at Portland, which only requires the com-
pletion of the cut-off" from Island Pond to Montreal, short-
•ening the distance 46 miles over the present route, to secure
the cheapest possible outlet by rail from the St. Lawrence to
the open sea.

These matters will soon come to pass, and if Montreal and
Canada West were a part of the United States, Montreal
would become the principal competitor of New York, in the im-
portation of European goods. She is open to ocean steamers,
twenty-eight weeks in the year, and to the open sea at Port-
land all the year round by railway ; and if she could send
her goods to the far West, relieved of the restrictions upon
trade, she could secure the bulk of the trade of Chicago and
the country west of it, on that parallel of latitude.

This consummation would add largely to the commerce of
Portland, for Portland would then be to Montreal, what
Havre is, commercially to the city of Paris.

We all know that western produce, instead of stopping at
Ogdensburg, and going thence to Boston by rail, passes by
Ogdensburg, goes to Montreal, thence by the Grrand Trunk
to Portland, and by rail or steamer to Boston. In 1863,
271,530 barrels of flour came by this route to Boston, entered
as comino; from Portland.

The only question, therefore, that concerns Portland, as
far as competition with Boston for western trade is concerned,
is, can Boston draw produce from Montreal to Boston, cheaper
than it can be transported from Montreal to Portland.
Straighten the lines from Montreal to Portland and to Boston
to their shortest measure, and reduce their grades to the lowest
practicable point on each, and Portland will always have full
twenty-five per cent advantage in the struggle. This is the
theory upon which the Montreal and Portland road was built,
using between Montreal and the West, water communication
as well as rail. Boston will yet come to perqeive this. The
community at large wilj accept as true what the importers of
breadstufFs into Boston have realized from the start — that
between Oswego and Montreal, there is no point where you
can turn off, or successfully divert trade from the St. Law-
rence basin. Commercial gravitation carries it past Cape
Vincent and all the intermediate ports till it reaches its nat-
ural resting place, MONTREAL.

The question then arises, what can Portland do to enlarge
her trade ? The cheapest mode would be to shorten and
improve the line, and increase the equipment of the Grand
Trunk R. R. to Montreal, so that by the means of a double
track, that line could do five times its present business, and
employ steamers and sailing vessels in the exportation of
Western produce through the year. But this policy can
hardly be expected under the present state of things. The
Grand Trunk must work out her own destiny under its pres-
ent management, and Portland must enter a new field for do-
mestic trade.

To secure an increase of Western trade, inde|)endent of
the Grand Trunk Railway, two routes have been proposed
for the consfderation of the people of Portland. One, known
as the Northern route, proposes to run by the way of the
White Mountain Notch, the summit of which is 1904 feet
above tide water at Portland, in a distance of some 86 miles
from the city, and from thence, the line passes through the
towns of Carroll, Bethlehem, Whitefield and Dalton, to the
Connecticut River, over 24 miles, making a total of 110 miles
from Portland to the Connecticut. From Dalton to St. Johns-
bury, the distance is about twenty miles to a point of inter-
section with the Passumpsic Railroad. From St. Johnsbury
west, the line passes through the town of Danville by a very
circuitous route, rising to an elevation of 1692 feet above tide
water, through the corner of Cabot, and through the town of
Hardwick, thence in the Lamoille valley through Walcott,
Hyde Park, Mqrristown and Johnstown, to the town of Cam-
bridge. From Cambridge two routes, are proposed, one due
west through Fletcher and Fairfax to the Vermont and Can-
ada Railroad in the town of Georgia; the other nnis from
Cambridge tiirough Watcrville, Bakersfield, Fairfield, Shel-
don, Swanton and Highgate, to a point on the line of the
Vermont and Canada road. The other, or Western line pro-
poses to run from Portland to the State line of Parsonsfield,
through the towns of Westbrook, Gorham, Standish, Bald-
win, Limington, Cornish, Hiram, Porter and Parsonsfield, a
distance of 36 miles ; thence through the towns of Freedom,
Effingham, Ossipee, Tamworth, Sandwich, Moultonboro' and
Center Harbor, N. H., a distance of 27 miles ; thence by the
way of New Hampton, Bristol and Alexandria, to the line of
the Northern Railroad of New Hampshire, at Danbury, a dis-
tance of 20 miles from Center Harbor, making a total of 83
miles of new line to be built, provided no portion of the Port-
land and Rochester road, or of the Boston, Concord and
Montreal road is made use of. By building this 83 miles of

new line, a railroad to Ogdensburg is secured. Between Dan-
bury and Bristol, a distance of eight miles, the means have
been secured for building it, leaving 75 miles of new line to
be provided for. If we use the line of the Portland and
Rochester Railroad as far as Gorham, a distance of nine miles,
t will reduce the number of miles of new railroad to be built
to about 65 miles.

From Danbury to White River Junction the distance is 31
miles ; from thence to Rouse's Point the distance is 144 miles.

At Fogg's Station, near Center Harbor, or 68 miles from
Portland, the line would cross the Boston,«Concord and Mon-
treal Railroad, which extends northwardly to Wells River, a
distance of 52 miles, connecting there with the Passumpsic
road to St. Johnsbury, a distance of 21 miles, making a dis-
tance from Portland to St. Johnsbury, by this route, 141
miles, as against 133 miles by the way of the Notch.

It is proposed to build from Wells River, a line to Mont-
pelier, a distance of 38 miles over a very favorable route,
making a distance of 158 miles from Portland to Montpelier,
the capital of the State of Vermont, from which a line ex-
tends to Rouse's Point, a distance of 82 miles, making a total
of 240 miles from Rouse's Point via Wells River and Mont-
pelier to Poi^tland. A portion of the people in the Lamoille
valley favor a line from Hard wick, on the line of the Lamoille
valley road, to Marshfield, a distance of 13 miles on the line
of the Wells River and Montpelier Railroad, which would
secute the shortest possible route from Portland to Rouse's
Point. A line from Georgia to Hardwick will not exceed
probably 40 miles ; from Hardwick to Marshfield l^miles ;
from Marshfield to Wells River is 19 miles, making the dis-
tance from Georgia to Portland 192 miles, from Georgia to
Rouse's Point 33 miles, maldng the total distance from Port-
land to Rouse's Point via Cornish, Wells River, Hardwick
and Georgia, 225 miles. The shortest possible line between
Rouse's Point and Portland, would be found by running from

Rouse's Point to Swanton Junction, thence through Fairfield
and Cambridge to Hardwick, thence to Wells River by way
of Mansfield, reducing the distance below 220 miles, over a
favorable line. Between the Lamoille and Passumpsic River,
the lowest point on the line as surveyed from St. Johnsbury
to Hardwick, the summit, as before stated, is 1692 feet above
tide water, or but little lower than at the Notch.

By the direct route from Portland to White River Junc-
tion, there is no elevation to overcome greater than 600 feet.
The line, as proposed, avoiding the heavy grades between
Franklin and Danliury, and the heavy grades over the War-
ren summit on the line of the Boston, Concord and Montreal
Railroad. Between White River Junction and Rutland, the
line is in progress, so that on the completion of the line from
Portland to Danbury, the connection will be complete. The
railroads extending from Rutland to the West connect as far
as Chicago and the Rocky Mountains.

This line will become the most important link in the great
continental chain, the Pacific Railway, or more properly
speakmg, the Atlantic and Pacific Railway/.

The continent of North America at its widest part, nearly
on the 45th parallel of latitude, — from Cape Canso, Nova
Scotia, in latitude 45 deg. 17 m., and in longitude 61 deg.
m., to Cape Lookout, in Oregon, in latitude 45 deg. 30 m.,
and in longitude 124 deg. — extends a distance of 63 deg., or
2,773 geographical miles, equal to 3,191 statute miles. Dur-
ing the year 1870, or soon after that, this distance will all be
spanned by a line, or a series of connected lines of railway,
from IJalifax, Nova Scotia, in latitude 44 deg. 37 m., longi-
tude 63 deg. 20 m., to San Francisco, situated in latitude 37
deg. 48 m., and in longitude 11:2 deg. 26 m. — Portland,
Maine, in latitude 43 deg, 39 m., and in longitude 70 deg. 15
m., on the most direct route, is the Atlantic -port first and most
easily reached by the through trains from the Pacific. The
directness of the line from Halifax to San Francisco is most

remarkable. Passing round the head of the Bay of Fundy,
the Hne runs only a degree and one half north, or as high as
46 deg. -7 m., when it turns southwest to St. Johns, in lati-
tude 45 deg. 1^ m., which is reached in a distance of 262
miles from Halifax. From St. John to Bangor, in latitude
44 deg. 45 m., and in longitude 68 deg. 46 min., it runs nearly
west a distance of 196 miles ; thence to Portland, in latitude
43 deg. 39 m., and in longitude 70 deg. 15 m., a distance of
138 miles, a total of 596 miles from Halifax to Portland, all
of which is now built, or in progress.

From Portland a line running due west, striking Center
Harbor, White River Junction, Woodstock, Rutland and
Whitehall at the head of Lake Champlain, will enable the
traveler by the way of Schenectady, the Suspension Bridge,
and Detroit, to reach Chicago m a distance of 1045 miles
from Portland, or eighty-three miles shorter than by any other
route from Europe.

From Portland to Chicago, by way of Boston and Albany,
is 1,128 miles ; and by way of Montreal and the Grand Trunk
railway, 1,141 miles. Portland is destined, therefore, to be
come the shipping port for Chicago in the winter months,
and the most important one to her of all the Atlantic ports,
throughout the year — on the completion of this shortest line.
From Chicago to Halifax via Portland, is 1,641 miles ; from
Chicago to Halifax via Boston, is 1,724 miles, and via New
York, 1,806 miles.

The cutting off of the angle between Whitehall and Rome
already proposed, will inure to the benefit of the Portland and
Rutland line, but gives no advantage to the lines to Boston
and New York. If fifty miles distance is saved between
Whitehall and Rome, the distance from Portland to Chicago,
will be as before stated, reduced to below one thousand
miles. No line from Chicago to Boston can be less than 1,021
miles, or less than 965 miles to New York.

From Chicago the distance to San Francisco by the Central,

or Union Pacific railway, is 2,338 miles, which makes the
line across the continent, from Hahfax to San Francisco, 3,979
miles, as follows :

Towns.

Mlles.

Total No

MiLEB.

Height

AB'VE TEDK
WATER.

Halifax to Truro, - . - -

Truro to N. B. Line,

134

N. B. Line to Moncton, - - -

170

Moncton to St. John, - . -

262

feet.

St. John to Maine Boundary, -

348

882

Boundary to Bangor, - - -

110

•458

Bangor to Portland, - - - -

138

596

Halifax to Portland,

596

Portland to N. H. Line, -

290

N. H. Line to Boundary Vt., -

113

a5i

White Kiver Junction to Rutland, -

159

530

Rutland to Schenectady,

244

Schenectady to Suspension Bridge, -

287

631

565

Suspension Bridge to Detroit,

230

761

589

Detroit to Chicago, - - - > -

284

1045

625

Portland to Chicago,

1045

Chicago to Mi. R. at Clinton, -

138

Miss. R. to Missouri River at Omaha

a56

494

968

Omaha to Summit of Rocky Moun-

547

tain, Evans' Pass, - - - -

1041

8842

Summit the Bridger's Pass, -

142

1183

7SM

Bridger's Pass to Salt Lake, -
Salt Lake to San Francisco, -

380

1563

4290

775

2338

Chicago to San Francisco,

2:3:J8

Portland to San Francisco, -

33^3

Halifax to San Francisco, - - -

3979

Of this distance of 3,979 miles required to complete the
Atlantic and Pacific railway, 134 n.iles lie within the Pro-
vince of Nova Scotia, sixty-one miles of which arc already
completed, and the remaining section is in progress; two
hundred and fourteen miles lie in the Province of New
Brunswick, 92 miles of which are completed and the residue
in progress ; 284 miles within the State of Maine, 158 miles
of which are finished and 100 miles of the remainder are in
progress ; 77 miles in the State of New Hampshire, 28 of
which are completed ; 6Q miles in the State of Vermont, 20
miles of which are built and the remainder in progress ; 352
miles in the State of New York, 230 in Canada West, 232
in Michigan, 52 in Indiana, 151 in Illinois, 356 in Iowa and

525 in Nebraska, all in actual operation. The only links
now required, where the means are still unprovided for their
construction, are, from Portland to White River Junction, re-
quiring some 15 miles of new line. All that is required to
insure the completion of this entire line, on the most direct
route from the Atlantic to the Pacific, is the distance from
Gorham to Center Harbor, a distance of 57 miles only.

I have been speaking of the Union Pacific, or Central
railroad, but have made no reference to the Nortliern Pacific
line. It is contended on the part of the friends of the North-
ern route that the distance from Chicago to Puo-et's Sound
will be some 800 miles less than to San Francisco, but it
would occupy too much time to make any comparisons be-
tween the two routes, both of which are of the greatest pos-
sible interest to the country, — and the recent report of Edwin
F. Johnson, Esq., the accomplished Engineer of the Northern
Pacific Railroad, will do much to relieve the doubt that here-
tofore existed in regard to the practicability and expediency
of constructing both lines at the same time. Mr. Johnson
makes the idirect distance from Lake Superior to the Pacific
1427 miles, and the distance by railroad about 20 per cent,
greater, or about 1700 miles from Lake Superior to Portland,
in Oregon.

In speaking of the Portland and Rutland road, we have
been in the habit of regarding it as a local road, the construc-
tion of which would add to the local or home trade of Port-
land ; while it is easy to perceive that its completion will give
to Portland the greatest possible advantages for a large export-
ing trade in western produce, and make it to an equal degree
a favorite port Mr the importation of foreign goods for the
West.

The claims of the Portland and Rutland Railroad Com-
pany, were brought to the attention of the citizens of Portland,
by his Excellency, Gov. Page of Vermont, and his distin-
guished associates, comprising a committee of twelve of the

principal citizens of that State, on the 19tli of February
last.

Although some alarm was excited by parties representing
other interests, the plan met with general fayor. A com-
mittee of 25 was appointed to take charge of the measure.
That committee appointed an executive committee of seven,
two of whom, John Jameson, Esq., of Cornish, and N. C*
Rice, Esq., of this city, proceeded to Augusta and secured
the necessary charter.

The chairman of this meeting, fortunately, was chairman
of the joint standing co\nmittee on railways, and through liis
able efforts and of N. A. Foster, Esq., one of the city repre-
sentatives, our charter became a law by the approval of the
Governor, on the Gth of March, a copy of which is herewith
submitted as follows :

STATE OF MAINE.

IN THE YEAR OF OUR LORD ONE THOUSAND EIGHT HUNDRED
AND SIXTY-EIGHT.

An Act to incorporate the Portland and Rutland Bailroad Company.

Be it enacted by the Senate and House of Representatives in Legislature

a^embledf as follows :

Section 1. John B. Brown, John B. Carroll, A. W. H. Clapp, William
Deering, Charles Fobes, N. A. Foster, Samuel J. Anderson, John M.
Adams. T. C. Hersey, ^len Haines, John Lynch, H. J. Libby, Israel
Washburn, jr., Horatio N. Jose, Jacob McLellan, N. J. Miller, F. G.
Messer, Jonas H. Perley, John A. Poor, R. M. Richardson, Nehemiah
Rice, Augustus E. Stevens, A. K. Shurtleff, Rufus E. Wood, George W.
Woodman, N. L. Woodbury, Ammi Boynton, John Jameson, Caleb R.
Ayer, Ezra Towle, Elias H. Newbegin, Tobias LoroT Frederick Robie,
Enoch Knight, Freeman McKenney, James L. Farmer, William H. Fes-
senden, Wm. M. McArthur, Freeman Hatch, Ebenezer Blazo, John
O'Brien, their associates, successors and assigns, are hereby made and
constituted a body corporate and politic, by the name of the "Portland
and Rutland Railroad Company, and by this name may sue and be sued,
plead and be impleaded, and shall have and ei\joy all proper remedies

at law and in equity to secure andlprotect them in the exercise and use
of the rights and privileges, and in the performance of the duties here-
inafter granted and enjoined, and to prevent all iiyrasions thereof, or
interruptions in exercising and performing the same ; and the said cor-
poration is hereby authorized and empowered to locate, construct and
finally complete, alter and keep in repair, a railroad with on*e or more
sets of rails or tracks, with all suitable bridges, tunnels, viaducts, turn-
outs, culverfs, drains, and all other necessary appendages, from some
point upon the line of any existing railroad in the counties of York,
Oxford and Cumberland, or upon any line that may be hereafter con-
structed, under any existing charter, within the counties of York, Ox-
ford and Cumberland, at some point west of the Saco river or north of
the town of Standish, thence extending northerly or westerly to the
Western boundary line of the state in the Valley of the Great Ossipee
river, to such place upon the west line of the state as may be found ex-
pedient for the purpose of forming a connection with a railroad to be
constructed from such place westerly or northwesterly to the east line
of the state of Vermont ; and said corporation shall be and hereby are
invested with all the powers, privileges and immunities which are or
may be necessary to carry into effect the purposes and objects of this
act as herein set forth, with the right to extend its line through the
states of New Hampshire and Vermont, in case authority therefor is
granted by said states or either of them, with the further right to unite
with the line of any other railroad company in either of said .states,
and to issue its bonds to aid the construction of any other connected
line in either of said states, or lease or purchase any connected line in
this state or either of said states, so as best to form a connected line
of railroad from the city of Portland, Maine, to the town of Rutland,
Vemiont ; and for this purpose said corporation shall have the right to
purchase,«or to take and hold so much of the land and the real estate
of private persons and corporations as may be necessary for the loca-
tion, construction and convenient operation of said railroad and branch ;
and they shall also have the right to take, remove and use for the con-
struction and repair of said railroad and appurtenances, any earth,
gravel, stone, timber or other materials on or from the land so taken :
Provided, however, this said land so taken shall not exceed six rods in
width, except where greater width is necessary for the purposes of ex-
cavation or embankment ; and provided, also, that in all cases, said
corporation shall pay for such lands, estate or materials so taken and
used, such price as they and the owner or respective owners thereof
may mutually agree upon ; and in case said parties shall not otherwise
agree, the said corjjoration shall pay such damages as shall be ascer-
tained and determined by the county commissioners for the county
where such land or other property may be situated, in the same man-

ner and under the same conditions and limitations as are by law pro-
vided in the case of damages by the laying out of highways ; and the
jand so taken by sai^^ corporation shall be held as lands taken and ap-
propriated for highways. And no application to said commissioners
to estimate said damages shall be sustained unless made within three
years from 'the time of taking such land or other property; and in case
such railroad shall pass through any woodland or forests, the said
company shall have a right to fell or remove any trees standing, there-
in within four rods of such road, which by their liability to be blown
down, or from their natural falling, might obstruct or impair said rail-
road, by paying a just compensation therefor, to be recovered in the
same manner as provided for the recovery of other damages in this
act.

Section 2. The capital sfock of said corporation shall consist of
not less than one thousand nor more than t^venty thousand shares, and
the immediate government and direction of the affairs of said corpor-
ation shall be vested in nine directors, who shall be chosen by the
members of said corporation, in the manner hereinafter provided, and
shall hold their office until others shall have been duly elected and
qualified to take their place, a majority of whom shall form a quorum
for the transaction of business, and they shall elect one of their num-
ber to be president of the corporation, and shall have authority to
choose a clerk, who shall be sworn to the faithful discharge of his duty,
and a treasurer who shall be sworn, and also give bonds to the corpor-
ation, with sureties to the satisfaction of the directors, in a sum not
less than ten thousand dollars, for the faithful discharge of his trust ;
and for the purpose of receiving subscriptions to the said stock, books
shall be opened, under the direction of the persons named in the first
section of this act, at such times as they may determine, in the city of
Portland and elsewhere as they shall appoint, to remain opei^for five
successive days at least, of which time and place of subscription pub-
lic notice shall be given in one newspaper printed in each of the coun-
ties of Cumberland and York ten days before the opening of such sub-
scriptions ; and any seven of the persons named in the first section of
this act are hereby authorized to call the first meeting of said corpora-
tion, for the choice of directors and organization, by giving notice in
one or more newspapers published as before named, of the time and
place and the purposes of such meeting, at least fourteen days before
the time mentioned in such notice.

Section 3. "When said corporation shall take any laad or other es-
tate, as aforesaid, of any infant, person non compos mentis, or feme
covert, whose husband is under guardianship, the giyirdianship of such
infant, or person non compos mentis, and such feme covert with the
guardian of her husband, shall have full power and authority to agree

and settle with said corporation for damages or claims for damages
by reason of taking such land and estate as aforesaid, and give good
and valid releases and discharges therefor.

Section 4. The president and directors fo» the time being are here-
by authorized and empowered by themselves or their agents, to exer-
cise all the powers herein granted to the corporations for the purposes
of locating, constructing and completing said railroad and branch, and
for the transportation of persons, goods and property of all descrip-
tions, and all such powers and authority for the management of the
affairs of the corporation, as may be necessary and proper to carry in-
to effect the objects of this grant, to purchase and hold land, materi-
als, engines and cars, and other necessary things in the name of the
corporation, for the use of said road, and ^or the transportation of per-
sons, goods and property of all descriptions, to make such equal assess-
ment from time to time on all the shares in said corporation as they
may deem expedient and necessary in the execution and progress of
the work, and direct the same to be paid to the treasurer of this cor-
poration. And the treasurer shall give notice of all such assessments ;
and in case any subscriber or stockholder shall neglect to pay any as-
sessment on his share or shares for the space of thirty days after such
notice is given or shall be prescribed by the by-laws of said corpora-
tion, the directors may order the treasurer to sell such share or shares
at public auction, after giving such notice as may be prescribed, as
aforesaid, to the highest bidder, and the same shall be transferred to
the purchaser, and such delinquent subscriber or stockholder shall be
held accountable to the corporation for the balance, if his share or
shares shall sell for less than the assessments due thereon, with the in-
terest and costs of sale ; and shall be entitled to the overplus, if his
share or shares sell for more than the assessments due, with interest
and costs of sale : Provided, however, that no assessment s.hall be laid
upon any shares in said corporation of a greater amount in the whole
than one hundred dollars.

Section 5. A toll is hereby granted and established for the sole-
benefit of said corporation, upon all passengers and property of all
descriptions which may be conveyed or* transported by them upon said
road," at such rates as may be agreed upon and established from time
to time by the directors of said corporation. The transportation of
persons and property, the construction of wheels^, the form of cars and
carriages, the rights of roads, and all other matters and things in rela-
tion to said road shall be in conformity with such rule, regulations and
provisions, as the directors shall from time to time prescribe and direct.

Section 6. The legislature may authorize any other company or
companies, to connect any other railroad or railroads, with the railroad
of said corporation, at any point on the route of said railroad. And

said corporation shall receive and transport all persons, goods and
property of all descriptions, which may be carried and transported to
the railroad of said corporation, on such other i-ailroads as may be
hereafter authorized to»be' connected therewith, at the same rates of
toll and freight as may be prescribed by said corporation, so that the
rates of freight and toll of such passengers and goods and other prop-
erty as may be received from such other railroads so connected with
said road as aforesaid, shall not exceed the general rates of freight and
toll on said railroad, received for freight and passengers at any of the
deposits of said corporation.

Section 7. If said railroatl, in the course thereof, shall cross any
private way, the said corporation shall so construct said railroad as
not to obstruct the safe and. convenient use of such private way ; and
if said railroad shall, in the course thereof, cross any canal, railroad, or
the highway, tlie said railroad shall be so constructed as not to obstruct
the safe and convenient uses of such canal or highway ; and the said
corporation shall have power to raise or lower such highway or pri-
vate way, so that the said railroad, if necessary, may conveniently pass
over or under the same, and erect such gate or gates thereon as may
be necessary for the safety of travelers on said railroad, highway or
private way, and shall keep all bridges and embankments necessary
for the same in good repair.

Section 8. Said railroad corporation shall erect and maintain sub-
stantial, legal and sufficient fences on each side of the land taken by
them for their railroad, where the same passes through enclosed or im-
proved lands, or lands that may be hereafter improved.

Section 0. The said corporation shall at all times, when the post-
master general shall require it, be holden to transport the mail of the
United States from and to such place or places on said road as may be
required, fpr a fair and reasonable compensation ; and in case the cor-
poration and the postmaster general shall be unable to agree upon the
compensation aforesaid, the legislature of the state shall detennine the
same ; and the said corporation, after they shall commence the receiv-
ing of tolls, shall be bound at all times to have said railroad in good
repair, and a sufficient numbei'of suitable engines, carriages and vehi-
cles for transportation of persons and articles, and be obliged to re-
ceive at all proper times and places, and carry the same, when the ap-
propriate tolls therefor shall be paid or tendered ; and a lien is hereby
created on all articles transported for said tolls, and said corporation
fulfilling on its part all and singular the several obligations and duties
by this section imposed and enjoined upon it, shall not be held or
bound to allow any engine, locomotive, cars, carriages or other vehicle)
for the transpoi^tation of persons or merchandise, to pass over said
railroad, other than its own, furnished and provided for tha't purpose,

as herein enjoined and required : Provided, however, that said corpor
ation shall be under obligation to transport over said road the passen-
ger and other cars of any other incorporated company that may here-
after construct a railroad connecting with that hereby authorized, such
other company being subject to all the provisions of the fifth and sixth
sections of this act, as to rates of toll and all other particulars enu-
merated in said sections.

Section 10. If any person shall wilfully and maliciously, or wan-
tonly and contrary to law, obstruct the passage of any carriages on
such railroad, or in any way spoil, injure or destroy said railroad, or
any part thereof, or anything belonging thereto, or any materials or
implements to be employed in the construction of, or for the use of
said road, he, she or they, or any person or persons assisting, aiding or
abetting such trespass, shall forfeit and pay to said corporation, for
every such offence, treble such damages as shall be proved before the
justice, court or jury before whom the trial shall be had, to be sued
for before any justice, or in any court proper to try the same, by the
treasurer of the corporation, or other officer whom they may direct, to
the use of said corporation ; and such offender or offenders shall be
liable to indictment by the grand jui-y of the county within which tres-
pass shall have been committed, for any offence or offences contrary to
the above provisions ; and upon conviction thereof before any court
competent to try the same, shall pay a fine not exceeding five hundred
dollars to the use of the state, or may be imprisoned for a term not ex-
ceeding five years, at the discretion of the court before whom such
conviction may be had.

Section 11, Said corporation shall keep in a book, for that purpose,
a regular account of all their disbursements, expenditures and receipts,
and the books of said corporation shall at all times be open to the in-
spection of the governor and council, and of any committee duly au-
thorized by the legislature, and at the expiration of every year the
♦treasurer of said corporation shall make an exhibit, under oath, to the
legislature, of the profits derived from the income of said railroad.

Section 12. All real estate purchased by said corporation for the
use of the same under the fourth section of this act, shall be taxable
to said corporation by the several cities, towns and plantations in
which said land lies, in the same manner as lands owned by private
persons, and shall in the valuation list, be estimated the same as other
adjacent lands of the same quality in such city, town or plantation, and
not otherwise, and the shares owned by the respective stockholders,
shall be deemed personal estate, and be taxable as such, to the owners
thereof, in the places where they reside and have their homes. And
whenever the net income of said corporation shall have amounted to
ten per centum per annum upon the cost of the road and its appen-

daues and incidental expenses, the directors shall make a special re-
port of the fact to the legislature, from and after which time, one
moiety, or such other portion as the legislature may from time to time
determine, of the net income of said railroad, accruing thereafter over
and above ten per centuifl per annum first to be paid to the stockhold-
ers, shall annually be paid over to the treasurer of said corporation, as
a t^x in the treasury of the state, for the use of the state ; and the
state may liave and maintain an action against said corporation there-
for, to recover the same ; but no other tax than herein is provided shall
ever be levied or assessed on said corporation or any of their privileges
or franchises.

Section 13. The annual meeting of the members of said corpora-
tion shall be holden on the first Monday in Januaiy, or such other day
as shall be determined by the by-laws, at such time and place as the
directors for the time being shall appoint, at which meeting the direc-
tors shall be chosen by ballot, each proprietor by himself or proxy be-
ing entitled to as many votes as he holds shares ; and the directors are
■diereby authorized to call special meetings of the stockholders, when-
ever they shall deem it expedient and proper, giving such notice as the
corporation by their by-laws shall direct.

Section 14. The legislature shall at all times have the right to in-
quire into the doings of the corporation, and into the manner in which
the privileges and franchises herein and hereby granted may have been
used and employed by said corporation. And to correct and prevent
all abuses of the same, and to pass -any laws imposing fines and pen-
alties upon said corporation which may be necessary, more eftectually
to compel a compliance with the provisions, liabilities and duties here-
inbefore set forth and enjoined, but not to impose any other or further
duties, liabilities or obligations.

Section 15. If the said corporation shall not have been organized,
and the location, according to actual survey of tlie route, filed with the
county commissioners of the counties through which the same shall^
pass, on or before the thirty-first day of December, in tlie year of our
Lord one thousand eight hundred and seventy, or if the said corpora-
tion shall fail to complete said railroad to the west line of the state on
or before the thirty-first day of December, in the year of our Lord one
thousand eight hundred and seventy-three, in either of the above men-
tioned cases, this act shall be null and void.

Section 16. Other railroad companies now incorporated or hereaf-
ter to be incorporated in this state shall have the right to connect their
railroads with the railroad of the Portland and Rutland Railroad Com-
pany in any town Tilong the line of its road ; and no discrimination in
the rates of freight or passengers shall be made by said company nor
by any party who may operate its line of railway or any pait thereof,

between railroads having the right to contract with its railroad as
aforesaid ; but all passengers and all freight coming from or going to
any other road having such right to connect shall be transported
promptly and on terms alike favorable by said company over its own
road, or by any party operating the same, and on terms as favorable as
the like service is or shall be performed for transportation commenc-
ing and terminating on the line of railway of said company.
Sectiois' 17. This act shall take effect when approved.

[Approved March 6, 1868.]

By the terms of this charter, the most Uberal powers have
b3en granted, so as to form a consohdated Hne from Portland
to Rutland. The committee, therefore, appointed on the
19th of February last, have fully discharged their duty, and
the matter now rests in the hands of the corporators.

On motion of J. B. Carroll, Esq., Voted, that the follow-
ing gentlemen be admitted as associa:te corporators :

John Mussey of Portland, John Neal, Francis Macdonald, Wm. W'
Woodbury, Joseph Howard, Horatio J. -Swasey of Standish, L. D. M
Sweat of Portland, Jabez C. Woodman of Portland, Wm. Willis, John
A. Waterman of Gorham, Charles H. Fling of Portland, John F. An-
derson of Windham, Samuel Tyler of Brownfield, James M. Kimball of
Portland, E. S. Ridlen of Parsonsfield, L. D. Stacy of Porter, Albert
Merrill of Portland, Samuel Hanson of Buxton.

The chairman then introduced to the meeting, Henry
Clark, Esq., editor of the Rutland Herald. Mr. Clark said
that in appearing before the assembly as the representative of
the Western terminus of this projected line of railway, which
was intended only as a link in the great chain which was to
connect the seaboard and the West, the people he represented
fully appreciated the position of Portland in seeking an outlet
to the great West, and that theirs was the position of a trav-
eler seeking information, as to the shortest and easiest route
to be built, to best serve the commercial interests of their
growing city, and in presenting to them the claims of the
route by way of Rutland, had no opposition to make to any
other projected enterprise for attaining the same purpose.

There were three routes presented, the Central direct route,
via White River Junction and Rutland. This route would
give connection with the nearest water communication, reach-
ing the Champlain Canal at Whitehall, and the Erie Canal
at Buffalo, in summer, and also givQ them an all-rail commu-
nication in winter. There was another proposed route :
through the notch of the White Mountains and by way of
the Lamoille Valley through Northern Vermont, connecting
at Swanton with the Vermont Central. Railroad, and thence
on to Ogdensburg, a circuitous route — affording water com-
munication only half the year. He came not to put any ob-
stacles in the way of the building of that road, for the people
of his section would gladly see that enterprise carried forward,
opening a rich section of the State without railroad facilities,
which would add matenally to the wealth and industry of the
State, and in calling the attention of the people of Portland
to the central . route, it was not in opposition, but that they
might give consideration to both lines and determine for them-
selves which it was for their true interest to build first, to get
the desired communication with the West. There was an-
other interest represented in this meeting who desired to pre-
sent the claims of a route via Wells River to Montpelier,
connecting at that point with the Vermont Central, and thence
on to Ogdensburg. In part, their enterprise was identical
with the one he represented, making a common line to some
point in the Ossipee Valley, and thence diverging over to
* Montpelier, and the other down through the valley, connect-
ing with the Northern New Hampshire line to White River
Junction and Rutland. The people of Vermont, on the west
side of the Green Mountains, which traversed the whole
length of the State, had a local interest in the building of the
road from Rutland to White River Junction to stimulate
them, in addition to making a great thoroughfare to the West.
They desire a speedier and more direct communication with
the capital of the State, and the building of that link of road

would practically break down the mountain barrier that now
existed, and make them one people, as at present they were
divided and separated.

The proposed route is to compose a part of the great chain
of railways connecting our northeastern sea-coast with the
great mart of western trade, Chicago, and thus a route- to the
extensive grain growing States of that section of our country,
affording quicker, easier and shorter transit to passengers and
freight to and from Europe than any now built, or that are
projected. Starting from Portland, which has the best harbor
and most convenient facilities for transhipment of freight, and
especially of grain, of any port in the United States, its
wharves and railways being so arranged that the cars are
taken directly along the side of the ships, thus enabling the
freight arriving there to be reloaded at a very small cost,
saving the cartage and its expense, which is found so great a
burden and obstacle at Boston, New York and other points,
and will be the accomplishment in verity of the plan proposed
in the scheme of Mr. Adams, as presented in the last number
of the North American Review^ in reference to a marginal
railway in connection with the shipping interests of Boston.

After very clearly explaining again the proposed road, he
said that the people of his section expected Portland to con-
sult its own interest ; and if they did, he felt sure they would
favor the direct route. All that Portland people would have
to do would be to meet them at White River Junction ; they
would take care of the rest. He gave interesting information
in regard to the wealth and resources of that portion of Ver-
mont and the progress of the roads which will form parts of
this line. They would have but fifty miles in all to build,
fourteen of which are now in progress, and the surveys
making for the remainder.

John Cain, Esq., editor of the Rutland Courier, was next
introduced, and said, . ,

Mr. President axd Gentlemen of the Convention: —

Permit me to say in response to your call, that in the year 1830, now
thirty-eight years ago, — when a lad, — I had the pleasure of riding on
the first train of cars from Liverpool to Manchester, the first Railroad
constructed in England. I had also the pain, at the same time, of be-
holding Sir William Huskisson, — the great promoter of the road, — kill-
ed, while endeavoring to step on to the cars. From that period I have
felt interested in the construction of railroads, and the nature of the
countiy over which they passed. In 1842, twenty-six years ago, and
as soon as it was decided to build the Boston and Fitchburg road, liv-
ing then as I do now, in Rutland, Vermont, the only New England
State cut off from the ocean, I assisted in and caused a survey to be
made from Rutland to Ludlow, mostly at my own expense, to ascertain
the practicability of crossing the Green Mountains in Mountholly, so
that Western Vermont might have an outlet to the sea. This road
was put into successful operation a few years later to Boston, via Keene
and Fitchburg. We have, at this time, communication from Rutland
by rail in every direction but the East, and like those still west of us,
are anxious to open a direct route to Portland, whose harbor, wharves,
and geographical position, are well calculated to make your city the
great granary for the West, from whence the starving millions of
Europe may be fed.

The gentleman that preceded me, and myself, have been invited to
unite with you A devising ways and means to construct a railroad
from Portland to Rutland, a portion of which is already built, and
other portions under contract and in course of construction. That
gentleman and myself, when at home, agree to disagree in our respec-
tive papers, on the all absorbing political questions of the day. On
the subject matter of this Convontion, however, (the Portland and
Rutland Railroad,) neither he and I, or our constituents in Rutland
County, will have the slightest misunderstanding or disagreemeni;.

Not only as the great artery and highway for the exchange of the
commerce and productions of the East and West, is this road desirable,
but also for the local accommodation of our own New England people.
Maine, (the Pine Tree State,) proverbial for her immense quantity of
lumber, can find a new market in Western Vermont, by the proposed
direct railroad to Rutland, and the cars can be laden on return with
marble for your Custom House, and other edifices, which your enter-
prise and energy are erecting in that portion of the city so lately de-
stroyed by fire, and which now reach you only by going a circuitous
route (via Boston) over a hundred miles greater distance than by the

contemplated route direct to Kutland. Yes, Mr. President, our admin-
istrators too, will need your pine for our coffins, while yours, will seek
our Rutland County marine for your tomb stones.

The Green Mountain range extend from Massachusetts through the
whole length of Vermont and into Canada. With the exception of the
passes of the Mountholly gap, through which is built the Eutland and
Burlington road to Bellows Falls, (on the Connecticut river), Fitchburg
and Boston ; and the Winooski River pass, through which runs the
Vermont Central to Montpelier, White River Junction, Concord, and
Boston ; there are a hundred miles of mountain barrier, which separ-
ates AVestern from Eastern Vermont, and the rest of Xew England.
The distance from Rutland to Boston is 166 miles. The distance from
Boston to Portland is 110 miles, making 276 miles that my friend Clark
of the Rutland Herald, and myself have traveled to get here, while from
Portland to Rutland, by the route here proposed, via White River
Junction and Woodstock, is only 160 miles. Indeed the White River
Junction, Woodstock, and Rutland Route form an intermediate notch
in the mountain between two extremes, as if designed by nature
purposely for a direct route from San Francisco on the Pacific
to Portland and Halifax on the Atlantic, and over which, will be
conveyed the teas, coffee, silks, and spices of China, India, and the
islands of the Pacific, as well as the productions of the great
West, destined for Europe, as well as for the Atlantic States; and
by this route, too, will return in the same steamers, to this harbor and
thence by rail, the surplus population of the old world seeking a home
in the West.

Gentlemen of the Convention, you can all see for yourselves, by this
map placed here for our guidance, that Bellows Falls, on the Connecti-
cut river, is too far south for a connection between Portland and Buf-
falo, or Chicago. On the other hand, Wells River, and Montpelier, or
the Lamoille Valley route through the Green Mountains, are too far
north, as both have to take a circuit to the extreme north end of Lake
Champlain at its outlet near Rouse's Point, 120 miles north of Whitehall,
which is at the south end, or the head of the lake, on a straight line be-
tween Portland and Rome, Bufialo or Chicago. The Portland and Og-
densburg road, so called, has been agitated for years, while the Portland
and Rutland route has but quite recently been brought before the pub-
lic, who are yet comparatively unacquainted with its merits.* Its
friends, however, make no opposition to any other route from Portland
to the West, nor will they oppose, hinder, or obstruct the granting of
a charter through any State, for any other route, but rely, entirely upon
the shortness and directness of the Portland, White River Junction,
Woodstock, Rutland, and Whitehall route, and the moderate grades,
and the few and unobjectionable curves, to convince all thinking men

as to the best route, in every respect, from the East to the West for
either through or way passengers and freight.

Not only on a direct line West, is the Rutl^d" route preferable, but
it will be actually the shortest and best route from Portland to Ogdens-
burg, by building nine miles of road from Whiting, on the Rutland and
Burlington Road, to opposite Crown Point on Lake Champlain, and
for which the Legislature of Vermont has already granted a charter.
From this point, with a bridge of half a mile aeross the narrow lake,
connection is made with the Plattsburg and Wliite Hall Road, now in
course of construction, and which is actually the shortest route to
Ogdensburg, where the'water communication of the Lakes brings im-
mense quantities of freight, which, when once at Rutland can be for-
warded to any point of the compass, by the proposed, and already con-
necting, lines of road terminating there.

The connecting of the Portland nnd Rutland Road .at White River
Junction, with the Vermont Central, and Sullivan Roads, as well as its
passage through the center of Windsor and Rutland Counties, the two
largest and wealthiest Counties in the State, would be of immese im-
portance to this road. All north of this great direct East and West
ine will flow on to it, when, on the other liand, by the proposed Port-
land and Ogdensburg route, much south of such a line, would very
naturally reach Albany, Troy, New York, Springfield, Hartford, New
Haven, Worcester, Lowell, and- Boston. Let the citizens of Portland
only examine any correct map of the United States, and they must
come to the conclusion that the great enterprise agitated here to-day,
must meet with their approbation and their material aid. In conclu-
sion, I would say, build the few links between Portland and White
River Junction, and Vennont and New York will fill the remaining
gaps, and make your city the Queen of the East, as Chicago is of the
West.

Hon. O. F. Fowler, of Bristol, N. H., addressed the con-
vention, in favor of a route through the Ossipee Valley and
Center Harbor, giving statistics of his town and vicinity as
follows :

Mr. PllESIDENT AND GENTLEMEN OF THE CONVENTION: —

We *i'e here for the purpose of meeting by invitation, the corporar
tors of the Portland and Rutland Railroad. When we were in this city
last February, we agreed to make a preliminary survey, and having
made such a survey, we will now state substantially our success. We
have been through from a line on the Northern Railroad at [Danbury,
through the towns of Hill, Alexandria, Bristol, New Hampton, Mere-
dith and Center Harbor, a distance of 25 miles, and find it not only

31.

practicable, but exceedingly feasible. Passing through the above towns ^
it opens a thoroughfare where quite a large amount of additional busi-
ness will be brought into market that now has no market at all. The
above route is very straight, the grades light, and the construction
mu^t be comparatively easy. The people along this line feel a deep in-
terest in its construction, and will do all in their power to aid in the
same. The business along the line of this road will help towards sus-
taining the road. The business of our own town is not a small item,
when taken in connection with others, towards helping in this enter-
prise. • We have a flouring mill, whose owners now offer to obligate
themselves to pay for freight alone, $15,000 per year. We have twelve
stores whose united tonage, amounts to 50,000 tons annually, aside from
the lumber trade. We have one of the best water powers in the State,
one and one-half miles from Newfound Lake, which contains fifteen
square miles and a fall of 105 feet, making it capable of being used to
very great advantage. The water is controlled by the Winnipissiogee
Lake Cotton and Wollen Manufacturing Company, chaFtered in 1846,
on which said company have expended large sums of money in rights,
excavations and dams, for the purpose of securing the water in dry
seasons ; and by so doing, have secured to us a never failing stream of
water. There are now in operation on said stream, three woolen mills,
two large paper mills, two large tanneries, one extensive carriage shop,
where the best waggons are made in this part of the State; an exten-
sive bedstead manufactory, foundry, machine shop, and all kinds of
mechanics found any where, and one of the most enterprising and
thriving villages in New England. We are thirty miles from Concord,
and have a railroad now to this place ; and when the Portland and Rut-
land Railroad shall have been completed by the Ossipee Valley route,
we shall have a junction of the Franklin and Bi^stol Railroad, with the
Portland and Rutland Railroad at this point ; and which will make the
additional line of road from Franklin to Danbury, without increasing
the distance and with much less grade. Besides all this, our village is
one of the most attractive places of resort there is to be found in New
Hampshire. Newfound Lake, with its beautiful scenery, and the
steamer on its waters, make it a resort for many.

One other thing in this connection is worthy of remark, which is, we
now have in process of construction, a hotel, which will be worthy 0£
the attention of the public. It is four stories besides basement, which
will add largely to the business interests of the place and of the road.
One word in relation to New Hampton, on the line of this road. There
is an institution under the management of the Freewill Baptist Church
of the first order, where hundreds of students coTlect from a very large
territory. They are an enterprising set of people and men of means
and of indomitable perseverance, and mean to succeed.

We well know that we cannot do much, but being one of the con-
necting links in this great chain, we are satisfied that the East and
West will be connected by rail, and we being geographically in the cen-
ter of the State, Portland being due east and Rutland due west, and
place a line on Portland and Rutland across the State, and it falls di-
rectly through our village ; and in consideration of that fact, we have
the most direct, shortest and straitest route from Portland to Rutland
and Chicago; and we think, Mr. P., that the plan and survey we have
shown you by one of the most competent engineers in the State, Mr.
Latham, that we have a route that will commend itself to the business
men of the countiy ; and we are bound to use all and every honorable
means in our power to accomplish an object that when once consuma-
ted, will be a lasting blessing to all who shall come after us, as well as
a profitable investment to its stockholders. We have the utmost con-
fidence that the New Hampshire Legislature will grant our prayer and
give us the desired charter.
•

Geo. F. Crawford, Esq., of New Hampton, next addressed

the Convention, giving some account of the survey between
Danbury and Center Harbor.

S. K. Mason, Esq., member of the N. H. Legislature, next
addressed tlie convention in favor of the route via Bristol.

Mr. H. J. Banks, of Ossipee, a member of the N. H. Leg-
islature, next addressed the convention in fiivor of the route
via the Ossipee Valley, giving very interesting statistics of
business along the line. He said,

Mr. Chairman nnd G^ntlemeit:

It affords me great pleasure to meet in Convention so many of the
citizens of Maine, New Hampshire, and Vermont, assembled for the
purpose of considering the project af uniting the East with the West
by railroad facilities.

Every improvement of the means of locomotion benefits mankind,
morally, and intellectually, as well as materially, and not only facili-
tates the interchange of the various productions of nature and art, but
tends to remove sectional antipathies and bind together all parts of
our country.

For fifteen long years I have looked to the connection of the Com-
mercial Metropolis of Maine with the Great West by a direct line of
railroad communication through New Hampshire and Vermont, as an
event that certainly must take place.

To compete for and to secure that portion of the business of the
northern portion of New Hampshire and Vermont, and the carrying

trade of the growing West, which the unrivaled natural advantages of
Portland should command and control, is an object for which the State
of Maine and the City of Portland may well contend.

My home is in the delightful and romantic Ossipee Valley, about
midway between Portland and Danbury, on the proposed Portland and
Kutland Kailroad, in the County of Carroll, New Hampshire. The
County is wholly undeveloped by railroad facilities, it has more wealth
in timber lumber, wood, and bark, than any other County in the State.
These important and valuable articles canndt now find their way to
market on account of the high cost of transportation. By adopting
the Ossipee Valley route, you will open a thoroughfare on a route re-
mote from competing lines leading to Boston, and afford facilities for
business, and a ready and cheap access to market to an extensive and
important part of not only the State of New Hampshire, but the Coun-
ties of York and Oxford, Maine. Portland will not only acquire addi-
tional facilities for business, but the inhabitants of Maine, New Hamp-
shire, and Vermont will be much more benefited than by any other '■
route. Another argument in favor of this route, is the comparatively
light expense of constructing the road. In all New England there can-
not be found a route so easy to build. More than three-quarters of the
distance the road would traverse is Pine Plains. By this route, the
shrill scream of the steam whistle will almost enliven the recesses of
Mount Washington range of mountains, where at least one hundred
thousand persons annually go to elijoy the solitary granduer of those
great barriers of nature, and the interest in which increases from year
to year, and will continue to so long as a sense for the beautiful remains
in the human h^rt. And, with your permission, I will give you a few
facts and statistics respecting the business and resources of a few
towns in New Hampshire, adjacent to and through which the proposed
road will pass :

Ossipee, on line of Road.

Tonnage for the year 1867, 1,500 ; estimate of Timber, 376,460,000 feet ; '
estimate of wood, 400,000 cords ; estimate of bark, 25,000 cords ; Pas-
sengers, 3,500.

Sandwich, on line of Road.

Tonnage, 1867, 1,008 tons; estimate of Timber, 200,000,000 feet ; esti-
mate of wood, 1,000,000 cords ; estimate of Bark, 50,000 cords ; Passen-
gers, 3,000.

Freedom, on line of Road.

Tonnage, 1867, 200 tons ; estimate of Timber, 100,000,000 feet ; esti-
mate of Wood, 51,000 cords ; Passengers, 3,000.

Effingham, on line of Road.

Tonnage, 1867, 200 tons ; estimate of Timber, 100,000,000 feet ; esti-
mate of Wood ; 50,000 cords ; Passengers, 2,500.

Madison, four miles from Road.

Tonnage, 1867, 175 tons; estimate of Timber, 50,000,000 feet ; estimate
of Wood, 50,000 cords; estimate of Bark, 20,000 cards; Passengers,
2,000.

Boston, five miles from road.

Tonnage, 150 tons; estiiAate of Timber, 125,000,000 feet; estimate
of Wood, 50,000 cords.

Moultonborough, on line of road.

Estimate of Timber, 50,000,000 feet ; estimate of Wood, 50,000 cords ;
tonnage, 500 tons ; Passengers, 2000.

Conway, thirteen miles from road..

Tonnage, 1867,1600 tons; Passengers, 22,000; estimate of timber,
600,000,000 feet As for the article of Wood there is no such thing as
estimating on it. Best judges say no one engine can take it away as
fast as it will grow. Thousands and thousands of heavy gix)wth.
Bark, 1,500,000 cords.

Jackson and Bartlett.

Estimate of Timber, 300,000,000 feet; Passengers, 5000; Tonnage,
1867, 200 tons.

Fryeburg and Rrownfield, Me.

Tonnage, 1867, 3000 tons ; estimate of Timber, [300,000,000 feet ; Pas-
sengers, 6,000,

These facts were gathered by myself carefully, and can be relied upon.
In many cases I put down one-half of the amount of timber and wood
estimated by the citizens of the several towns.

I introduce .these statistics simply to show, that although Carroll
County has no railroad, she has resources sufficient to warrant the as-
sumption that one will pay the cost of building and running one.

One word more and I am done. The great point at present to be at-
tained, to render success to the enterprise certain, is to reconcile ri-
val interests and projects to accomplish this great work. We must
have united councils as well as efforts. It is for this Convention to
take wise incipent measures to promote a union of sentiment to de-
velope the means and then press to completion the work in which you
have my warmest sympathies and most ardent hopes.

In reply to a call from the chairman, for the Vermont delega-
tion present, JOSEPH A. WING, Esq., of Montpelier, Vt., came
forward and spoke as follows : —

Mr. Presidei^t :

Perhaps I am not the proper person for you to request to give facts
and figures in relation to the different railroad routes from Portland to
the West. I am from Montpelier, Vt., and one of lier delegates to your
convention. I saw in one of your city papers this morning, a state-
ment that Montpelier is opposed to the Portland and Ogdensburg road
through the Lamoille valley, and that Montpelier is not the place to
ascertain the facts in relation to said road. This is a mistake. Mont-
pelier wants a road to Wells River, and thence to Portland. The town
of Montpelier has sent to your city, her delegation, to convince you, if
possible, that she has, by way of Wells River, the shortest route with
the least curves and best grades, and the least amount of road to be
built, of any route from Portland West.

I will state a fact that will show the feelings of Montpelier to both
the other routes.

At the October session of the legislature in Vermont, in 1867, the
Lamoille valley road, the Woodstock road, and the Montpelier and
Wells River road, all asked for enabling acts to allow towns to aid these
several roads. The friends of the Montpelier route voted and worked
with all their energy for the other two roads, and the acts were pass-
ed, but the Montpelier act lacked four votes of its pg^sage.

We then, in good faith, extended to both routes our helping hand,
and we are not now opposing either of these routes, unless offering to
you a far better route is opposition.

The object of Portland in seeking a western connection, I suppose,
is to bring business to your city. This is the object; but the question
is, how can you do it? The answer is easy. You must make it for the
interest of the West to seek your city as a place to dispose of their
grain and other produce, and to buy your goods for consumption at
home.

The Yankee is a curious creature; he has no love for one place over
another. His whole soul is bent on dollars and cents in the way of
trade. He will go to that place to trade where he can sell his goods
the highest and buy the cheapest. In calculating the cost, he will in-
clude his freight bills, time and hotel bills. These all go in to make up
the cost of goods. If he can buy his sugar a half cent cheaper in Port-
land than Boston, he will buy in Portland. If he can sell his grain
one cent per bushel higher in Boston than Portland, he will sell his
grain in Boston and buy where he can buy cheapest.

This trait in the Yankee chai'acter is properly illustrated by the fol-
lowing anecdote :

At one time, in one of the West India Islands, there was a sickness
that was contagious, that caused great distress in the Island, and they
needed relief. They called a meeting for consultation ; a large num-
ber were opposed to letting the world know their distress for fear no
one would dare to come there to ti-ade.

One old man remarked that he was for letting the world know their
distress, and also let them know that they would sell them coffee one
cent per pound less in consequence of it. lie said hang up a bag of

coffee in H and make it one cent per pound under its market

value, and all the Yankees would instantly make a rush foait.

Your beautiful and enterprising city, that has just risen like the fa-
bled Phoenix from its own ashes, with more life, energy, and beauty
than before, has the advantage over all other cities in New England or
New York, for the ti-ade of the great and rapidly growing West.

You have one of the best harbors in the world. Tlie great ocean
highway from New York and Boston to Europe, passes directly by your
port. You have no Hell gate to pass through like New York. You
save ten hours' steam navigation from Boston and the dangers of the
coast. And you are fifty miles by rail nearer Ogdensburg when certain
connecting links shall be built, than is Boston.

The great point for freight on the lakes, must be Ogden.sburg. The
Northern Transpoi-tation Co. have now fifteen boats running between
Ogdensburg and the western cities, and are to add ten more this season,
and double that ^ount next year. During the season of navigation,
this must be the gi-eat point for freight, and her elevators will be con-
structed to hold enough to keep the cars i*unning while navigation is
closed.

Ogdensburg is equidistant from Boston and New York, in an air line,
but it is twenty-five miles less to Portland. St. Albans, Vt, to Port-
land in an air line. Is not so ftir by fifty miles as it is to Boston.

You have now two ways of reaching the West. The first is the Grand
Trunk road, reaching Prescott, opposite Ogdensburg, by a distance of
406 miles. This does not carry the freight l^jought down by the Nor-
thern Transportation Company. They are rival lines. I learn that
you are now receiving cargoes of freight from Chicago, by way of the
lakes, Manchester and New Market Junction, a distance of 434 miles—
twenty-eight miles further than by the Grand Trunk r6ad.

You are not satisfied with these roads. You want to reach two ports
west — Ogdensburg and Buffalo; Ogdensburg for freight, Buffalo for
passengers. And you want the shortest and best rbutes to those
places.

Your object should be the best route, regardless of the wishes of

private individuals. It is hard to force vrater up hill or freight over
high summits, when it is nearer to run through the valleys.

If there are parallel lines, on a straight route with light grades and
easy curves — the other high grades and short curves, the low grade
road has the advantage over the other.

The Vermont Central shows the folly of building roads for the per-
sonal interest of private individuals.

The late Gov. Paine, of Vermont, resided in Northfield, and he w^ant-
ed the road built through Northfield, while there were many who
wanted it through Barre. To the east the grade was much higher
through Northfield, than through Barre, and the road five or six miles
longer, like the Notch road, compared with the Ossipee valley, but not
one third as much difference as m between the Notch and Ossipee
routes. But Gov. Paine had personal influence sufficient to carry it as
others now are trying to carry the Notch route. Gov. Paine carried it
by the engineers making gi-eat mistakes in the distance and grades,
which are now fully admitted by the managers of the road. This build-
ing through Northfleld cost the road about $1,000,000 more than through
Barre, and it costs its thousands every year more to run it on account
of the grades and exti-a distance.

We also got the road laid into Burlington in the wrong place, against
the will of the chief engineer, at the cost of half a million, and after
running it a few years, at great expense, they tore up the track and
built it where it should have been built in the first place.

They now have to divide their trains and send extra engines to get
to the summit above Northfield. .They would now save money to tear
up the track and build forty miles of road through Barre, than to run
on the present route. Every additional mile of road adds more to the
exp'ense of the road than many suppose.

Suppose you run twenty trains each way, daily, (and I think the
Vermont Central runs more than that number,) and the saving on the
Central of six miles would be 240 miles or one train saved daily or
more than one train from Montpelier to Boston — calling 313 days to
the year, it would save 75,120 miles, or more than one train three times
round the world.

The citizens of Portland should take warning from the Vermont
Central road.

We have not come here to oppose any road. We have come to pre-
sent the merits of our route, and to convince you, if possible, that we
have the shortest route, the least curves, and the lowest grades. To
do this we must compare it with the other routes, that you may judge
its merits. If this is opposing other roads, then we are opposing them.

I will give you the distances by the different routes as I understand
them. Where I have been able to get the true data, I have done so ;
where not, it is from my best information.

I will give you the distances from Portland to Swanton, Vt., where
the different roads will connect as I understand them. I give the data
so you can correct any portion that may be erroneous.

MILES.

Portland to Rochester, (20 miles to be built,) - - - - 48
Rochester to Alton Bay, (built,) -------18

Alton Bay to the Weirs, (to be built,) * 16

Weirs to Wells River, (built,) - - 60

Wells River to Montpelier, (to be built,) ----- 38
Montpelier to Swanton, (built,) --------66

Total,- - -^ - . - - - - 246
Seventy-four miles to be built.

OSSIPEE ROUTE.

MILES.

Swanton to Wells River, 104

Wells River to Fogg's Station, - - 52

Fogg's to Portland, 65

Total, 221

About 100 miles to be built on this route.

The friends of the Portland and Ogdensburg route claim tlie distan-
ces as follows : —

MILES.

Swanton to West Danville, -------- Tl

West Danville to St Johnsbury, -------17

St. Johnsbury to Dalton, --.20

Dalton to the Notch, ---------- 24

'Notch to Portland, 84

Total, 222

Being one mile farther than the Ossipee route if it is sixty-five miles
only through the valley.

But I claim when the line is surveyed the" distance will exceed the
following: —

MILES.

Swanton to West Danville, -------- 85

West Danville to St. Johnsbury, -------18

St. Johnsbury to Dalton, 24

Dalton to the Notch, 30

Notch to Portland, 90

Total, 247

I think the Notch route has no advantage over the Lake Shore road
in distance, but the Ossipee route has a great advantage in distance
over all others.

The distance from Swanton to Wells Kiver, and from Swanton to St .
Johnsbury, are about equal, as will be shown hereafter, and a glance at
the map will show you that in an air line, Wells River is at least ten
miles nearer Portland than is St. Johnsbury. Try it by taking any map
of the United SttJtes, and setting one point of your dividers at Port-
land, and the other at Wells River, then turn it towards St. Johnsbury,
and it will not reach it by more than ten miles. Therefore, unless the
Ossipee is more circuitous than the Mountain road, the Ossipee route
is the shortest by at least ten miles, and I think more than twenty.

But suppose you go through the Notch, then it is better to go by way
of Montpelier than St. Johnsbury.

MILES.

It is by measure from Swanton to Wells River, . . . . 104

Wells River to Littleton, 20

Littleton to the Notch I do not beheve to be over 20 miles, but call *
it all they claim, . 24

Total, *. ... 148

By their estimate, it is from Swanton to the Notch, 138 miles, a gain
of ten miles. By my estimate, which I believe will b'e found most cor-
rect, 157 miles, a loss of nine miles.

The St. Johnsbury route is to be built. The other route is all built
but 62 miles. A saving in building of at least 76 miles, and a saving of
rise and fall of at least 1000 feet. But if you wish to go by the La-
moille valley and the Notch, it is by their estimate from Hardwick, in
the Lamoille valley, to the Notch 81 miles, as follows : 61 miles from
the Notch to West Danville, and 20 from West Danville to Hardwick —
making the 81 miles aforesaid.

By my estimate it is 74 miles from the Notch to West Danville, and
20 miles by measure to Hardwick ; total 94 miles.

By their estimate it is 44 miles to Wells River from the Notch, and 23
by measure to Marshfield, and less than 14 to Hardwick. Total route
extending 81 miles.

This, I think, is too long by at least five miles. Twenty miles of this
road is now built and in operation. This road, I think, will save at
least 1000 feet in rise and fall over the other.

Grades.

The road from Swanton to Montpelier has very easy grades. The
capitol at Montpelier, by Hall's history of Vermont, taken from the ge-
ological survey, is 540 feet above the ocean. The capitol is about 50

feet above the railroad, leaving the railroad track about 490 above the
ocean. The rise from Montpelier to the summit by the survey, is 868
making the summit by this estimate 1348 feet in 19 63-100 miles, with
no grade higher than one foot in one hundred.

By the same history, the Connecticut River at Newbury, four miles
below Wells River, is 420 feet. At Mclndoe's Falls, eight miles above
Wells River, it is 440 feet. Divide this and Wells River is 430 feet above
the ocean.

The rise from Wells River to the summit, by the survey, is 910 feet,
which added to the 430 feet, would make the summit 1,.340 feet, a va-
riance of only eight feet. This end of the route is 18 62-100 miles, with
no grade of over 60 feet per mile.

In 1850, this route was carefully surveyed by A. Knowles, the late
chief engineer, on the Central Road, who had just been dismissed from
the road, because he would not lay the track into Burlington, which has
since been torn up. He worked from the first of May to September,
with a proper corps of engineers, and made a thorough surveywith
*plans and estimates for the route. We now have all the books, plans,
maps and reports, except the report on th&west end of the route, which
has been lost in the eighteen years since the survey.

The following is^iis report on the east half of the route distance,

18 62-100

Curvature.

MILKS.

Straight line, 7.0007

1 degree radius 5,730 feet, 1.7424

2 " " 2,865 feet, ........ 2.7840

3 " " 1,910 feet, .....'... 5.5965

4 " « 1,432 feet, 1.0890

Total, 18.62-100

The straight line, as to cui-ve, is 41 to 68.
The 4th curve will run on light grades.

Grades.

Level grade, 0.9450

9 feet per mile, 1.0000

20 « " " 1.0000

25 " " " 0.5203

27J " " " 0.7565

50 " " " .......... 2.8941

60 " " " 11.2830

Total, 18.3989

Excavation.

Earth excavation, 896,333 cubic yards.

Solid rock, 16,590^. "

Loose rock, 3,100 "

SUPEKSTRUCTTJEE.

Bridge masonry, ..... 10,025 cubic perch.
Culvert masonry, . . . . ' . 2,669 "

Bridging, 600 feet.

No bridge required over thirty feet long on this section.

The west half is about one mile longer, but a trifle more excavation
and some more bridging. There will be one bridge about 100 feet and
one of 60. No other bridge required over thirty feet, unless you change
the survey. The expense may be $75,000 on the west end over the
other end.

The road is all the way so high that there is no danger to be appre-
hended from floods.

The road from West Danville to Hardwick, I think, cannot pass-
lower than Lyford's pond in Walden, which the geological survey says
is 1692 feet above the ocean. ♦

That pond is 344 feet above the summit, on the Wells river route,
calculating from Montpelier ; and 352, calculating from W^ells river.

TliTere is a high summit in Concord, between St. Johnsbury and Dal-
ton. I cannot ascertain the height. I learn they follow up Moose
river nine miles, then cross it and pass over the summit. I think this
cannot be less than 600 feet, and may be 1000 or more high. Call it 600
feet, arid you have about 950 feet more rise to draw up your loads go-
ing east, than if you go by Wells river.

But it is claimed that the fall in the Connecticut, from D^lton to
Wells river, is at least, 600 feet. Therefore, if you have to draw your
freight up 600 feet from St. Johnsbury to get on to Concord summit,
you do not fall but little to the Connecticut, and it helps to reach the
Notch. This may be true in part, but not in the whole.

The Connecticut at Newbury, four miles below Wells river, is 420 feet
above the ocean, and the same river at Guildhall, about fifteen miles
above Dalton, is only 835 feet. How much of this 415 feet fall is above
Dalton and below Wells river, I don't pretend to know.

The Notch in New Hampshire, it is said, is 1920 feet above the ocean,
and the highest point in the Ossipee Valley is only 500 feet, making a
difference of 1420 feet in rise and fall.

Making, when you have deducted this fall in the Connecticut from
Dalton to Wells river, and made all other reasonable deductions, about
2000 feet more rise and fall on the P. and O. road,, than the Ossipee or
Lake Shore road.

The curves will be much worse on the Portland and Ogdensburg road
than on the other. The summit is sojiigh between St. Johnsbury and
Hardwick, that they run, at least, 37 miles to get about 21 by the trav-
eled road. In one place in Walden, going over seven miles to get one.
In order to get down to Lamoille river, they turn back up the river and
go up about three miles, before they get low enough to cross the stream.
In the town of Danville, they go so crooked that they run far enough
to more than twice cross the town.

High grades and short curves are very injurious to the rolling stock,
and are injurious to the roads, and it requires a great amount of motive
power to pass them.

I found here, that the line on the side of the mountain, run by Mr.
Lindsley, is not deemed practical by other engineers. They go far)higher
grades in places, and not try to get an even grade, and refer to the
Pennsylvania Central road as an example, that it is better to keep
nearer the river, and have high grades in places, than to have the rail-
road high up on the side of the mountain. I am informed they reconi-
menced a grade of not over sixty feet to the mile, till within ten miles
of the top of the mountain. There will then be a summit of 1000 feet
to overcome in ten miles. They then recommend that the road shall
be built with no grade over 125 feet, and accommodate the grade to the
ground as well as you can.

There are various other objections besides grade to the road tlyough
the mountains.

1st. If the road is made by excavating into the side of the Moun-
tain, there will be great danger of removing the support from the rocks
above, thus causing slides in the spring, when the frost is coming out
of the ground, or in heavy rains.

2d. The greater amount of snow in the gorges of the mountain than
in the valleys.

3d. The road bed must be bjiilt high, so that the water will run
under the track ; or when the snow melts during the day, it will run
down the mountain under the snow, and every night spew over the
track, so as to render it nearly impossible to keep the track in running
order.

4th. Running the track over so high a summit, it will be so much
colder that the rails will be covered with ice every rain. Spring and
Fall, so that it will make it difficult to run the road, when it would not
eflfect lower grades like the Portland and Rochester, or thjB Ossipee
valley.

I am told that the great object in going through the mountains is to
keep out of the net work of Boston railroads. This is as idle as it?
would be to build a wall on the south side of the line to keep the Bos-
ton roads from crossing their track at any point. They cannot keep

away from the Boston roads. By the time you reach Conway, if it is
any object, the Great Falls and Conway road will be there to meet you.
Before you reach Whitefield the White Mountain road will be across
your track to compete with you for the lumber of that region. The
Passumpsic is already across your track at St. Johnsbury, and before
you reach the Lamoille valley, by St. Johnsbury, the Boston, Concord
and Montreal road will meet you in the valley at Hardwick, and be
ready to take the freight over a lower summit either to Boston or to
Portland ; and when you reach Swanton or Georgia, you are on the
Vermont and Canada, a Boston road, and must pass the whole length
of the Ogdensburg road to Ogdensburg, which is apother Boston road.
You canot get out of the Boston net work. You may for a time, while
you are in the mountains, but when you reach any business place you
must come -into the net. Your only way to get business is to make it
for their interest to come here, and not by trying to compel them to
come.

Which road will furnish the most local freight and business to Port-
land ? Will the barren Mountains of New Hampshire furnish more
business than the valley of the Ossipee, filled with its water power, or
the Portland and Rochester road ? This is a matter for you to investi-
gate.

It will require a vast amount of power to run a freight train over the
summits in Walden, Concord and the White Mountains.

It is my belief that the same power at least will be required to move
200 tons over the St. Johnsbury road to Portland, from Swanton, that
would move 300 tons between the same places by Montpelier; and the
injury to the rolling stock and wear of the rails would be double on
the first to what it would be on the last named route.

But it is said that Vermont will build the P. & O. road through the.
State — that she will raise forty per cent of the stock and bond for the
rest.

If the P. & O. road runs to Swanton, the road in Vermont is a piece
of patch work, consisting of four independent charters. The first is a
charter of the Essex Railroad Company, extending from St. Johnsbury
to the Connecticut River. My impression is, the votes of the town for
this road are half stock and half bonds. Then comes the Montpelier
and St. Johnsbury. On this, St. Johnsbury and Danville have voted
aid. I think one half stock and the other bonds. These two roads are
organized. Then comes the Lamoille valley road that covers the same
track as the Montpelier and St. Johnsbury road to West Danville, 17 or
18 miles. I do not learn that this last road has been organized, and I
have not learned that Danville or St. Johnsbury have voted any aid for
the Lamoille road. They must therefore go as far as West Danville on
the Montpelier and St. Johnsbury charter, or abandon the subscription
they now have.

Tlie Lamoille valley road is chartered to go down the Lamoille val-
ley. It cannot turn off to Swanton. The charter gives them no pow-
er to leave the Lamoille valley. If they go to Swanton, they must go
on the Missisquoi Railroad charter. That they have the right to do,
but that road must first be organized ; they must raise at least $100,000
to organize. The towns on this]routs have no power to vote aid to this
road. If Shelden, Highgate or Swanton vote aid to the Lamoille val-
ley road, it must be expended in the Lamoille valley. They cannot
use it for the purpose of organizing or building in the Missisquoi val-
ley.

The charter of the Missisquoi road allows them to inin from Berk-
shire to the Lamoille valley, but the towns cannot vote aid to this road.
You have therefpre four separate and distinct charters on the route,
with different rights and privileges. The towns of Swantqn and High-
gate may vote to aid the Lamoille road, and then raise money and build
their own.

It may be said that the charter of the Lamoille valley road author-
izes them to consolidate with any other road. This may be true, but I
think there is no law authorizing the Missisquoi, or the Essex or the
Montpelier ami St. Johnsbury route to consolidate with any other
road. Therefore they must act as four independent corporations until
after the next session of the legislature, unless the M6ntpeher and St.
Johnsbury corporation abandons its charter and goes into the La-
moille valley corporation, in which case they will have to trust to a
new subscription. That would leave three corporations with no right
of consolidation.

It is said that the Lamoille valley is one of the richest valleys' in the
State. There is some good land in this valley, and many good water
privileges. In point of wealth it is not.on an average ^vith the other
valleys in the State.

You test the riches of a town by its grand list But other things
than nxoney make up the grand list of Vermont The real estate is
appraised at its just value in money, and is placed in the list at one
per cent. The personal estate consists of money, bank stock, debts,
cattle, horses, &c., from which the debts owing are deducted and the
balance goes into the list at one per cent.

Each poll goes in at $2.00, equal to $200 of money, and each dog $1.00,
equal to $100. The whole grand list of Lamoille County is made up as
follows : —

Polls 2,952, $5,904 00

Dogs 478, 478 00

Personal Estate, $575,011—1 per cent, .... 5,750 11

Real Estate, $2,319,771—1 per cent, .... 23,197 71

Total, $35,329 82

From .this you must deduct Stowe, wliich is as near the Central as
Lamoille, and nothing is expected from it.

Polls 510, $1,020 00

Dogs 75, .

Personal Estate, $92,874, .

Real Estate, $505,475, .....
Deduct Cambridge, wliich voted more than two to one not
to aid.

Polls 397, • .

Dogs 86, . . . ...

Personal Property, $161,090, .....

Real Estate, $402,129,

Balance, ....... .f21,7S9 14

That is such spunky Lamoille has after deducting 8to\ve and Cam-
bridge to build this road.

2,045 Polls,
317 Dogs,
$3,210.47 Personal Estate,
14,120.67

75 00

928 74

5,054 75

$794 00

86 00

1,610 90

4,021 29

$13,590 68

$1,733,454
Now compare the county with the town of Rutland.

1686 polls at $2, . . . . . . . 8,866 00

278 days, ' . . 278 00

$2,111,246 real estate, 21,112 46

795,759 personal estate, ..... 7,957 58

Total, $33,714 04

Even Montpelier, with only 4419 acres of land, has personal property
to the amount of $465,209, being $144,159 more than the personal prop-
erty in Lamoille county, deducting the two towns aforesaid.

I think it cannot be less than 110 miles from Dalton to Georgia, which
at $40,000 per mile, will be $4,400,000. This is less than Vermont roads
have cost, when labor and material was about one-half what they now
are. The appraised value of all the personal and real estate in all the
towns, touched by the road from Dalton to Georgia, is as follows :
Real estate . ... . . . . $4,860 318

Personal estate, ....... 1,494,620

Total, ....... $6,354,938

Deduct cost of road, . . . . . ♦ . 4,400,000

Balance, $1,054,938

Taking more than two-thirds the property to build the road. But
suppose you go to Swanton, then you add about twenty miles to the
length of the road to be built. This would cost $800,000, making

$5,200,000
And the 110 miles in New Hampshire at the sum, . . 4,400,000

Total, $9,600,000

The towns east of Walden are more wealthy than spunky Lamoille.
But even St. Johnsbury, with the vast riches of the Fairbanks, has not
so much wealth as the old town of Montpelier, now comprising Mont-
pelier and East Montpelier.

Montpelier and East Montpelier, real estate, . $1,116,604

Personal estate, ..... 569,498

Total, $1,680,102

St. Johnsbury, real estate, .... $924,982

Personal, ...... 539,451

Total, . . . . . . $1,464,433

In favor of Montpelier, .... $221,669

The distance from West Danville to Georgia, is about 65 miles. The
population of the towns touched by the road, was in 1860, 14,549.

Real est-vte in 1867, $2,864,048

Personal, ....... 706,785

$3,570;833
Cost of road at $40,000 per mile, .... 2,600,000

$970,883
Being personal property per mile, .... 10,873

Real " " " . . . . 44,092

Total, $54,965

If the towns should vote twelve per cent on the value of the per-
sonal and real estate and $24 on each poll, and $12 on each dog, it will
require a tax of nearly a dollar on each dog, and two dollars on each
poll yearly to pay the interest.

If you leave the Lamoille and go to Swanton, you lose Cambridge,
Fletcher, Fairfax and Georgia.
With real estate, ....... $1,276,104

Personal, ....... :335,296

Total, $1,611,400

You gain Fairfax, Sheldon, Highgate and Swanton.

Real estate, $1,645,110

Personal, ....... 273,861

Total, $1,918,971

A gain of i;eal estate, . : . . . . 369,006

A loss of personal, ...... 61,433

Net gain, . . . . . . $307,571

With twenty miles more road to build.

They can get but little help of the towns off the line of the road. If
it goes to Georgia, they will not get anything from Swanton, etc., and
vice versa.

WELLS RIVER ROUTE.

The distance from Montpelier to Wells river, is 38 miles.

Property in the towns of Montpelier, Berlin, East Montpelier, Plain-
field, Northfield, Grotan, Ryegate and Newbury.

Real estate, . . , , . • « . . $2,920,729

Personal, 1,225,799

Total, $4,046,572

Personal per mile, . . . . . . $29,621

Real estate per mile, ...... 76,861

Total, ....... $106,482

Add towns in the valley of the Winooski, west of Montpelier, through
which the Central road runs to Burlington, 40 miles.

Real estate, • . $3,452,900

Personal, . 1,844,.392

$5,295,292
Total for the Winooski Valley, 78 miles, 38 to be built, . 9,341,862
Lamoille and St. Johusbury, 110 miles, . . . 6,354,938

Nearly 3,000,000, the most in the Winooski Valley, with only 38 miles
to build.

I have thus far advocated the advantages of the Ossipee and Lake
Shore roads over the P. & O. road, for the purpose of reaching Ogdens-
burg, but there are other interests of importance to state.

The road from Halifax to Portland will soon be completed. Also the
Pacific railroad ; and when that is done, the mail and express business
between Europe and China, will pass across the continent, and will go
where it will go the quickest.

Draw a line from Portland to Buffalo. It will very nearly strike Rut-
land. If you pass through the Ossipee Valley, you will be nearly on
the line, while if you go on the P. & O. route, at Rouse's Point, you
will be more than 100 miles north of it. One glance at the map will
satisfy you the Rutland loute is much the shortest.

I think the following are very correct estimates of the distances on
the two routes :

MILES.

From Rutland to Dalton, . . . . . .110

Dalton to Swanton, ...... 125

Swantbn to Rouse's Point. ...... 14

Rouse's Point to Potsdam Junction, .... 93

Potsdam Junction to Watertown, . . . . .76

Watertown to Centerville, ...... 32

Ceuterville to Oswego, ....... 30

Oswego to Rochester, ...... 75

Rochester to Buifalo, ....... 69

Total, 624

Portland to Buffalo by Rutland.
Portland to Danbury, ....... 87

Danbury to Rutland, ...... 81

Rutland to Saratoga, ....... 63

Saratoga to Schenectady, ...... 22

Schenectady to Buffalo, . . . . . .281

Total, 534

Difference, 90 miles.

This difference in length, with the difference in grades, will save a
vast amount of motive power in operating the road.

When the road is completed from Halifax to Portland, and from
Portland to the Pacific, as the cars run twice the speed of the boats
the mails and express between Europe and China, etc., and fast passen-
gers will leave the boats at Halifax, and before the boat reaches Port-
land, the mail, etc., will be far past Vermont Now, if both the P. & O.
and the Portland & Rutland roads were built, which would they take ?
Would they take the straiglit road with low grades, or would they go
100 miles further, over high mountains, to keep away from Boston rail-
roads ? The emigrants and freight would be landed at Portland, and
follow the route taken by the mail.

But it is said by some, that Ogdensburg cannot rival Montreal for
freights from the West to Portland.

The distance from Prescott^ opposite Ogdensburg, to Monti-eal, is
113 miles. Portland to Montreal, by the Grand Trunk, 293 miles. Port-
land to Ogdensburg, by Montpelier, is as follows : —

MILES.

Portland to Fogg's Station, . 66

Fogg's to Montpelier, 90

Montpelier to Ogdensburg, 200

355

Sixty-two miles further than to Montreal by the Grand Trunk, and a
saving of 51 miles over the Grand Trunk to Ogdensburg.

If Monti^eal is your freight depot for Portland, then by the Grand

Trunk it is from Portland to Montreal, 293

Portland to Montpelier, 155

Montpelier to St. Albans, .57

St. Albans to Montreal, 65 277

A saving of 16 miles.

What advantage will that give the Grand Trunk over the Ossipee
route ?

By building the Ossipee route you build a trunk line that will be the
shortest and best for every port West. The building of this line gives
you all the advantages of the several lines. At the junction with the
B. C. & M. road, you turn slightly to, the South to Rutland and the New
York Central, you reach Buffalo by the shortest and easiest route.
Following the B. C. & M. road to Wells River, thence to Montpelier
and Ogdensburg and Montreal. If you wish to pass through the La-
^moille valley, you can at Marshfield turn a little North, and pass
through that valley on a shorter route than by the P. & O road. Then
you have not half the road to build on this route that you have on the
P. & O. road. You will gain nearly all these advantages by complet-
ing the Portland and Rochester road. The distance is about 15 miles
greater by this route, and the cost to Portland much less. Either of
these roads will satisfy Montpelier, and they will be satisfied with any
action of Portland in the matter.

Should you build the P. & O. and P. & R., could the first named road
compete with a road through the Ossipee, by Montpelier, either for the
Ogdensburg or Montreal market ?

If you build only the Notch routp, the man who is traveling for
pleasure to view your mountain scenery, would admire the courage
and skill of your engineers in building a road through the wild gorges
of the mountains and over the lofty summits of Walden, Concord and
the White Mountains. But the man of Business, with his cars loaded
with the products of the West, thinking only of dollars and cents, will,
while listening to the panting and groaning of the engine, as it crawls
up the mountain side, wonder what made your people leave the beau-
tiful valley, with its easy grades and gentle curves, and go twenty miles
out of the way, over high mountains, to reach the prairies of the West.

If you should inquire the cause, would your answer be, — That like
the hunted deer you were running over the highest mountains and
through the wildest glens to keep out of the net work of the Boston
railroads.

Hon. Roderick Richardson, of Montpelier, Vt:, next ad-
dressed the convention, advocating the most direct connection
between Montpelier and Portland, via Wells river and Center
Harbor, as follows :

Mb. CHiLlRMAN AND GENTLEMEN :

Before we left Montpelier we had a railroad gathering in which the
propriety of sending delegates to this convention was discussed.
Some of our people thought that inasmuch as this meeting was intend-
ed for and called hy the corporators of the Portland and Rutland road,
we should be regarded as interlopers. On the whole we concluded to
come to your beautiful and enterprising city, and if invited to seats in
your convention, to occupy them as hearers rather than speakers.

But inasmuch as you have called upon me personally, I will state to
you the position that Montpelier occupies in relation to a connection
with your city by rail, and when I have said that, I have done. ^

Last year an effort was made to bond the towns througli the con-
templated route from Montpeher to St. Johnsbury, there connecting
with a road through the White Mountains to Portland. Several of the
towns, and perhaps all through which the road was to pass between
Montpelier and St. Johnsbury, agreed to bond for difl'erent sums, ac-
cording to their ability and interest in the proposed route. The mat-
ter was submitted by the inhabitants of MontpeUer to a committee of
twelve, and I had the honor to be one of that number. The subject
was fully and I believe faithfully investigated, as the turning point
seemed to hang upon the action of Montpelier. The result was that
the committee reported unfavorably to the raising of the necessary
sum by bonding the town. The conclusion was not arrived at because
we were ftnfriendly to St. Johnsbury, or to Portland ; on the other
hand, we regarded the citizens of both places as our friends ; we had
long been on intimate terms of friendship with the citizens of St.
Johnsbury, and would be glad to perpetuate that friendship by kind
acts, and a more direct communication by rail. But when we looked
upon our maps we found St. Johnsbury north of us, and Portland south
of us. We also found the distance longer to St. Johnsbury by several
miles, and the grades harder, over this route, than from Montpeher to
Wells River. In addition to these advantages, by going to Wells River
we could avail ourselves of another route to Massachusetts. We have
for a lon^ time been taxed with an extravagant tariff from Boston to
Montpelier on freights. The rates have been so high that we could
send freight over the Fitchburg and Rutland roads to Burlington, and
from thence, near forty miles, back to Montpelier, at a less expense

than from Boston to Montpelier direct. We have lumber, cattle, sheep,
hogs, horses and other articles of freight that for the present must find
a market in Massachusetts : articles that you have in abundance, but
which they need to use and consume. These articles of freight are
not confined to the vicinity of Montpelier, but are abundant in all of
the north-eastern portion of Vermont, and the north-western part of
New Hampshire; and whether the road shall be built through St.
Johnsbury or Wells River, all of this class of freight from the Lamoille
valley and the north-eastern part of Vermont and north-west New
Hampshire must seek Massachusetts for a market. You would regard
it impracticable and a piece of folly for us to think of sending hem-
lock bark and hemlock lumber via Portland to Manchester, Nashua,
Worcester or Boston. By going to St. Johnsbury, we would have tq
send this freight down the Connecticut river, by the Passumpsic road,
or over the Concord and Montreal road from Wells River. By going
to Wells River, we connect direct with both of these roads, which gives
us the advantages before named, and a better route to your city. We
are benefitted by this connection, and you by no means injured. Tak-
ing this view of the question, the committee appointed by the citizens
of Montpelier, could not in good faith recommend the heavy burden
upon our town necessary to build to St. Johnsbury, when a more feas-
ible and advantageous route might be secured for less money. Mr.
Wing has laid before you the statistics embracing distances and grades
by which I think you will find that this is the least expensive, and the
best route to reach the great water communication to the West. If you
shall come to this conclusion, we will do what we can towards the
completion of a road to Wells River, and at no distant day we shall ex-
pect to see you again in Portland and to recognize your pleasant faces
at the capital of the Green Mountain State.
Adjourned to meet at this place to-morrow at 10 A. M.
A true record.

Attest: Allen Haines,

Clerk of the Corporators.

Portland & Rutland Railkoad Co.,

Portland, April 30, 1868. )

Hon. Frederick Robie took the chair at 10 o'clock and
called the meeting to order. The clerk being absent, John
Neal, Esq., was appointed clerk and duly sworn.

The Convention was then addressed by Cyrus H. Latham,
Esq,, Civil Engineer, who reported a reconnoisance between
Danbury and Center Harbor.

Mr. Latham had been engaged originally in the construc-
tion of the Boston, Concord and Montreal Railroad, and des-
cribed the characteristics of the proposed route. A line from
Center Harbor to Danbury would not attain an elevation of
over 100 feet above lake Winnipissioge, which is 501 feet above
tide water. By this line you avoid the heavy summit on the
northern road between Franklin and Danbury, and the heavy
grades on the Boston, Concord and Montreal railroad at War-
ren, between Plymouth and Wells River. He thought the
chance to build was an easy one, and the expense would be
as small as the average of New England roads, and it would
also be an easy and cheap road to operate.

Mr. Latham would continue the work of his survey and
finish it about the 15th of June.

Mr. Elias Towle, of Freedom, N. H., said :

I am c€ the opinion that the route for the Portland and Rutland
railroad, through the Ossipee Valley, is decidedly the best. There is
a large amount of lumber in the county of Carroll, N. H., that would
be manufactured and freighted over the road when built, and a plenty
of valuable water powers on this route. There is also a very extensive
amount of wood that would be making its way to market.

I was a few days since traveling over a ridge of land, some fifteen
feet above the level of the river, near the State of Maine line, and I
could see through the valley nearly twenty miles west, and ten miles
east. It would be a very easy road to grade and but a few bridges to
build. It would pass through the towns of Freedom, Effingham, Madi-
son, Ossipee, Tamworth, Sandwich, Moultonborough and Center Har-
bor in Carroll County ; and in addition, there is Eaton, Conway, Bart-
let [and Jackson, that would contribute much by way of freight and
passengers over this route. Now, if you will build a road through the

White Mountain Notch, you would go north of the greater part of
business in Carroll County, and the road would receive but a small
part of the business of that county. If you go by the Portland and
Rutland road, you will send a large amount of business to Boston,
that otherwise might be saved for Portland by the O'ssipee Yalley
route. This is, in my judgment, decidedly the route that will be for
the interest of the business men of Portland, and Portland is the
market that we want.

Mr. Elias Towle, of Freedom, made some encouraging re-
marks concerning the excellent facilities for a road from the
lower Ossipee Valley back through the country which he
represents. He concurred with the gentlemen who spoke
yesterday in regard to the importance of the trade of the
towns along this proposed line.

Mr. E. S. Ridlon, of Parsonsfield, next addressed the Con-
vention, as follows :

We of the Ossipee River Valley base our arguments in favor of the
Portland & Rutland Railroad enterprise mainly upon two points, namely:
the feasibility of the route and the resources of the " Great Ossipee Val-
ley." I do not propose to make any extended remarks in relation to the
resources of the Ossipee Valley, but would rather refer you to the memo-
rial which my friend Stacy will present to this Convention, signed by sev-
enty of the inhabitants of the village which we represent, for a more
accurate and complete statement in this respect than I am able to present.
From the city of Portland to New Hampshire State line, via Great Ossipee
Valley, is comparatively a smooth level route throughout the entire dis-
tance, with no grades of any consequence, and even as far as Meredith, N.
H., we find no natural obstructions that will militate in the least against
■(jhe proposed road. In fact, we believe from careful observation and study
of the geography of our State that no line of railroad within its broad
limits can be built with less expense for the same distance than that por-
tion of the Portland & Rutland Railroad from Portland to New Hamp-
shire line. Indeed, we think it will fall far below the general estimate of
the cost per mile of railroads in Maine. Without desiring to detract any-
thing from the merits of the Portland & Ogdensburg Railroad enterprise,
we are quite sure that the cost of laying a track through the Ossipee Val-
ley as compared with the Saco River route through the notch of the White
Mountains, will not exceed fifty per cent of the cost of the latter route.
Again, in relation to the amount of business that either of the proposed
routes can command within our own State limits, we are of the opinion
that the Ossipee Valley route has decidedly the advantage. Our numer-
ous water powers and extensive timber tracts as yet unimproved and un-

touched, will be the means of contributing a large amount of business to
a road traversing this line. In conclusion, let me say that the good people
of the Ossipee Valley are sanguine in their expectations that the Portland
& Rutland Railroad will be built at an early day, and fully aware of the
great benefits to be derived from such an enterprise, are anxiously waiting
with outstretched arms to receive their portion of Ihis great thoroughfare,
and are ready to do all in their power to aid it to an early completion.

Mr. L. D. Stacy, of Porter, next addressed the Conven-
tion. Mr. Stacy read a paper in the form of a memorial
signed by Edward Gibbs and others, of Keazer Falls.

Voted, That said memorial be entered at full length with the published
Tjroceedings of the Convention, and that copies be furnished the city Press
for publication, as follows:

PORTLAND AND RUTLAND RAILROAD MEMORIAL.

To the Corporators of the Portland and Rutland Railroad Company in Con-
vention at Portland, on Wednesday, the 29th day of April, A. D. 1868 :

The undersigned interested in the construction of the Portland and Rut-
land Railroa<i, herewith communicate our views on the subject matter of
the entei-prise.

The Portland & Rutland proposed railroad would be on a direct line
from Portland to Rutland and Whitehall at the head of Lake Champlain,
where it would intersect with the great railroads and canals opening to the
"Western States and the great lakes, and when the Pacific Railroad is com-
pleted to the Pjvcific ocean.

The advantages that Portland would derive from Aid road when put in
operation would be almost incalculable.

Portlajjd being the nearest seaport on the whole route to the Western
States, we see no good reason why Portland should not compete with all
rivals for a large share of the immense western trade.

Whitehall in a direct line to Portland is about 145 miles. Whitehall to
New York city by the canal to Albany (72 miles) thence by the Hudson
river (160 miles) would be 232 miles, making Portland nearer Whitehall
than New York city is by 87 miles.

To connect Portland and Rutland by railroad it would be necessary to
build a road from Portland to Center Harbor, a distance of 64 miles, where
it would intersect with the New Hampshire railroads, and by supplying a
few connecting links, the road would be complete to Whitehall.

The distance of the road in Maine from Portland to New Hampshire
State line would be 40 miles, from State line to Center Harbor 24 miles.
We are decidedly of the opinion that the cost of grading a road from Port-
land to Center Harbor, via the Ossipee valley, would be much less and a
much easier grade than on any other proposed route for the same distance.

The towns in the Ossipee valley which the road would pass through or

come in close proximity with, would be Cornish, Hiram, Parsonsfield,
Porter, Freedom, Effingham, Ossipee, Tamworth, Sandwich, Moultonhor-
ough, and Center Harbor, These towns comprise a population of about
25,000 inhabitants, and all of them contain valuable water powers, and
immense forests of wood and timber. There are on the Ossipee and its
tributaries 22 water powers now improved, and about an equal number
unimproved.

The water power at Keazer Falls is sufficient to carry all machinery placed
upon it for a distance of 600 rods, even in the driest seasons.

It is our decided opinion that there cannot be a railroad built from the
city of Portland in any direction whatever, that will be of so much advan-
tage to Portland, considering the cost of building, as the Portland and
Rutland road.

The inhabitants of the Ossipee valley are deeply interested in the con--
struction of the road, and would in our opinion contribute liberally to tha
construction of the same.

Edward Gibbs,
Samuel Stanley,
John Moulton,
Wm. S. Weeks,
Samuel Parker,
John Call,
Geo. Milliken,
John C. Mason,
Paul Hussey,

F. Foss,
Oren Taylor,
J. M. Davis,
Chas. Davis,
Geo. Stacy,
James Garland,
T. H. Brooks,
Samuel Stanley, 2d,
Geo. F. Dow,
David Smith,
Jacob Dearborn,
Tobias Libby,

G. W. Wadleigh,
E. S. Eidlon,

J. F. Ridlon,
J. S. Edgecomb,
E. T. Edgecomb,
W. T. Sargent,

C. H. Randall,
Andrew Maryfield,
M. Ridlon,
Daniel Pilsbury,
E. H. Newbegin,
Thos. Chick,
Clark Stanley,

L. D. Stacy,
G. A. S. Fowler,
S. S. Weeks,
J. W. Chapman,
Randall Libby,
J. R. Milliken,
W. H. Stanley,
M. G. C. Durgin,
J. M. Maryfield,
Samuel Ridlon, Jr.,

D. D. Ridlon,
John Weeks,*
Thos. E. Fox,

Wm. W. Went worth,
John S. Wentworth,
IMoses Stanley,
S. Clemons,
Sutton Edgecomb,
Wm. S. Stanley,
H. B. Pike,
J. L. Fox,
Geo. L. Norton,
Wm. Towle.
A. H. Mason,
John F. Towle,
Major Edgecomb,
Horace Stanley,
Stephen Martin,
John Taylor,
S. C. Randall,
Geo. Mason,
L. W. Pendexter,
Jordan Stacy,
Jonn S. IsTewbegin,
Otis Banks,
John Stanley, 3d.

Keazer Falls, Me., April 28, A. D. 1868.

Mr. Jere B. Davis of Parsonsfield, and Samuel Tyler of
Brownfield, also addressed the convention. Jabez C. Wood-
man, Esq., of Portland, in response to a call, addressed the
meeting at length as to the corporative advantages of the
proposed route to Rutland in contrast with the route to St.
Johnsburj via the Notch of the White Mountains.

Mr. Tyler excused himself from a speech from the fact that
the road will not go by his house ! a statement that caused
some merriment.

At the close of the speaking the corporation proceeded

with their business, and

Voted, That terms of subscription to the capital stock of said Company
shall be as follows, viz:

Subscription to the Portland and Rutland Railroad Company.
Capital, 20,000 shares of 8100 each.

TERMS OP SXTBSCRLPTION.

The subscribers hereby agree to take and fill the number of shares in
the stock of the Portland and Rutland Railroad Company, set against
their names, respectively, on the terms and conditions following, viz:

1. The advance payment on each share shall be five dollars.

2. The shares shall not be assessed more than five dollars each, payable
at one time, nor t^ a greater amount in all, than one hundred dollars, in-
cluding the advance of five dollars.

3. Whenever the whole amount of one hundred dollars shall be assess-
ed, and the road put iu operation for the whole or any part of its distance,
the holder of the stock upon which assessments shall have been paid in
full, shall receive interest at the rate of six per cent on the sums paid on
his or her share or shares, computed from the days of payment up to the
time the last assessment shall become due and payable. If any stock-
holder be delinquent, after said time, interest shall be charged on his as-
sessment from said time till payment.

4. Whenever the directors shall call for any assessment, every stock-
holder shall be at liberty to pay such sum over and above the amount
actually assessed, as he or she may see fit to pay, not exceeding one hun-
dred dollars on each share, and interest shall be allowed and p:&d thereon
as provided in the third regulation.

5. If the whole number of shares subscribed for shall exceed twenty
thousand, such excess shall be disposed of by reducing pro-rata the sub-
scriptions which are over twenty-five shares, without making fractions in
the apportionment of the excess.

Voted, That a Committee consisting of 18 be now appointed to have
charge of the books of subscription, with all the powers incident to the
corporators, whose duty it shall be to secure subscriptions to the capital
stock, and to call a meeting of the stockholders for the choice of Directors
as soon as the amount of stock subscribed shall be sufficient for the cor-
poration, with authority to take all measures necessary for this purpose,
to fill any vacancies that may exist or add to their number at their discre-
tion.

Voted, That said Committee shall consist of the following persons, viz:

John Mussey of Portland,
John A. Poor, "

John B. Carroll,
Wm. Deering, "

K C. Eice, "

Francis Macdonald, "
Wm. W. Woodbury, •*
A. K. Shurtleff, " .

Geo. W. Woodman, "

Jas. L, Farmer, of Portland,
Fred. Robie, of Gorham,
John Jameson, of Cornish,
Horatio J. Swasey, of Standish,
Newell A. Foster, of Portland,
John M. Adams, "

Tobias Lord, of Standish,
James M. Kimball, of Portland,
Samuel Hanson, of Buxton.

Voted, That said Committee have authority to cause a survey of the
route, and to procure the necessary charter in New Hampshire, and take
such other measures as may be necessary to raise the money to build the
said road, and any and all sums of money advanced for these purposes,
shall be allowed and credited on account of subscriptions to the stock.

Voted, That for the purpose of receiving subscriptions to the capital
stock of said Company, books of subscription shall be opened under the
direction of said committee on Monday, the sixth (6) day of July, 1868, in
the following cities and towns, and at the places and with the persons fol-
lowing, in accordance with the provisions of the 2d section of the Charter
of the Portland and Rutland Railroad Company, to wit :

In Portland at the office

" Westbrook " "

" Gorham " "
'• Standish

" Baldwin "* "

** Limington " "

" Cornish " "

" Parsonsfield " "

" Limerick " . "

" Newfield " "

" Hiram "

" Porter " "

" Brownfield " "
" Freedom,N.H."

" Ossipee " " "

of Treasurer of the city.
" Sjynuel Jordan, Esq.
" Hon. John A. Waterman.
" H. J. Swasey, Esq.
" Daniel T. Richardson.
" Col. Wm. McArthur.
" John Jameson, Esq.
" E. S. Ridlen, Esq.
" Wm. Swasey, Esq.
" Gen. D. Chellis, Esq.
" Randall Libby, Esq.
" Moses S. Moulton, Esq.
" Thomas P. Cleaves, Esq.
" Elias Towle, Esq.
" H. J. Banks, Esq.

In W. Ossipee at the office of J. Q. Roles and S. B. Carter.
" Tamworth" "
" Moultonboro "
" Sandwich " "
" Center Harbor"
'* Meredith "

" N.Hampton "
" Bristol "

•^ Alexandria "
" Hill

•* Danbury "

" Chicago, 111. •'

N. Hubbard and O. G. Hatch.

Dr. W. Mason.

I. Adams and J. Wentworth.

J. L. Huntress, Esq.

J. P. Plummer.

J. S. Piper.

Cyrus Taylor.

Schuyler Walker.

John H. Emmons.

Timothy E. Clous'h.

Hon. John Wentworth.

Which hooks shall remain open for five successive days at the times
and places, and with the persons named above, and said Committee shall
cause books of subscription to be opened with such other persons and at
such other places as they may deem expedient.

Voted, That in case the whole number of sliares subscribed for within
the period above named, shall not be equal lo the number of shares re-
quired for the organization of the company, the books of subscription shall
remain open at the office of City Treasurer in the city of Portland under
the direction of said Committee, until the number of shares subscribed for
shall he sufficient to secure the organization of said company, and the
Committee aforesaid shall be authorized to continne their labors until the
subscription to the capital stock shall be equal to the sum required by law
for such organization. And thereafter said Committee shall be authorized
to call a meeting of the stockholders for the choice of Directors and the
organization of said company as required by law.

Voted, That the committee in charge of books of subscription be author-
ized and requested to publish a report in pamphlet form, of the doings of
the Convention, including the report of C. E. Latham, Esq., Civil Engi-
neer, of his survey of the line from Danbury to Center Harbor, with all
such facts and reports as they may be able to gather as to the character of
the route, the business upon the line, and its connections with other rail-
roads.

Hon. O. F. Fowler of Bristol, N. H., informed the Con-
vention that a meeting of the fi-icnds of Portland & Rutland
Railroad would hold a meeting at Center Harbor on Wed-
nesday, the 27th day of May next, at 10 o'clock in the fore-
noon, whereupon it was voted that notice of said meeting be
given to the Portland papers.

Judge Fowler here announced that he was authorized to
pledge the town of Bristol for the eight miles of road from
Danbury to Bristol.

On motion of John A. Poor, it was

Voted, That when the Convention adjourned, it be to meet at this place
on Monday, the 13th day of July, at 3 o'clock in the afternoon.

On motion of J. B. Carroll, Esq.,

Voted, That the thanks of the Convention be tendered to Hon. Freder-
ick Eobie for the agreeable and satisfactory manner in which he jiresidedi
over the deliberations of this Convention.

On motion of N. C. Rice, Esq.,

Voted, That the Convention now adjourn,

A true copy.

Attest: John Neal, Clerk,

PEOCEEDOGS

I]SrTERN_A.TIO]NrA.L

HELD IN THE CITY OF PORTLAND, ME.,

August 4th and 5th, 1868.

EEPORTED BY J. M. W. YERRINTON.

PORTLAND:

B. THURSTON AND COMPANY, PRINTERS.

1868.

International Commercial Convention.

At a meeting of the Committee of the Corporators
of the Portland and Rutland Railroad Company, held
at the office of the Ocean Insurance Company, in
Portland, on the 4th of June, 1868, Messrs. John A.
Poor, J. B. Carroll, Frederick Robie, N. A. Foster, and
William Deering were appointed a committee to take
into consideration the expediency of inviting a Con-
vention, to be held in the city of Portland during the
present summer, for the purpose of concentrating
public attention upon Portland Harbor, as the cheap-
est port for the exportation of Western produce — and
the advantages of a direct line of railway a'cross the
continent at its widest part, connecting Halifax, Port-
land, Rutland, Buffalo, Detroit, Chicago, and San Fran-
cisco by one connected chain of railways from the
Atlantic to the Pacific Ocean.

At a meeting of the said corporators held at the
Mayor's Office in Portland, on Saturday, June 20,
1868, with other parties in consultation as to the

measures now required to enlarge the business of
Portland, it was

Voted, *' That, as the sense of this meeting, a call for a Convention should
be issued, inviting all those friendly to public improvements and favorable
to the increase of the means of intercourse and trade across the continent,
and the adjustment upon liberal terms of the regulations of trade upon the
continent of North America, to be held at the City Hall in Portland, in
July or August next, at such time as shall be fixed by said Committee;
signed by the Corporators."

. At a meeting of said Corporators, June 29, 1868,
Mr. Poor submitted, in behalf of the Committee, the
form of a call for the Convention, which, after vari-
ous amendments, was agreed to, signed by the Cor-
porators, and printed in the form of a note of invi-
tation, as follows :

CALL FOR THE CONVENTION.

To-

Yon are respectfully invited to take part in an International Commercial
Convention, to be held at Portland, Maine, on Tuesday, August 4, 1868,
to take into consideration the various measures and plans now before the
countty, to increase facilities of intercourse and trade betweeiU;lie Atlantic
sea-board and the interior of the continent,— to adopt measures to secure a
line of railway across the continent at its widest part, from the Atlantic to
the Pacific seas, connecting Halifax, Portland, Rutland, Buffalo, Detroit,
Chicago, and San Francisco in an unbroken line ; and the completion of a
direct line from the St. Lawrence waters to Puget Sound; the adjustment,
on liberal terms, of the regulations of trade on the continent of North
America; — and such arrangement of lines of Ocean Steamers, sailing at
fixed hours daily from each side of the Atlantic Ocean, and between China
and San Francisco, as shall secure lines of communication by this route
between Europe and Asia, as regular and as convenient as those now
existing between city and city upon the same continent; — on the completion
of the lines of railway now built, in progress, or proposed, between the
eastern shore of the Atlantic and the harbor of San Francisco.

From Cape Canso, Nova Scotia, latitude 45 deg., 17 min., longitude 61 deg.,
to Cape Lookout in Oregon, in latitude 45 deg., 30 min., and longitiide 134
deg., the distance across the continent is 63 deg.— 2,773 geographical miles,

or 3,191 statute miles— along which line, or slightly south of it, railroads
are being constructed and already in progress between Halifax and San
Francisco. The only link remaining to be provided for, is the distance from
Portland to Rutland, upon the same parallel of latitude.

For a portion of the distance,— from Portland to the Ossipee Valley,
thirty miles or more, — two charters exist; to the Portland and Ogdensburg
Railroad Co., and to the Portland and Rutland Railroad Co.

The charter of the Portland and Ogdensburg Road was granted in 1867,
and the city of Portland has authorized a subscription of $750,000 to its
stock. This sum will secure the building of a line in the direction of the
White Mountain Notch, and on the direct route to Rutland.

The friends of both enterprises will, it is believed, unite upon this common
line, leaving but sixty-one miles of new line to be provided to complete the
chain from Portland to Rutland, and all the* West.

The friends of the Portland and Ogdensburg Railroad believe, that the
completion of a line of railway to the navigable waters of the St. Lawrence
at Ogdensburg, in connection with the proposed Niagara Ship Canal, will
insure an outlet for western produce of great commercial value. Large
subscriptions are already secured to the Portland and Ogdensburg Railroad
Company from municipal corporations, and individuals in Northern New
HamjDshire and Vermont.

From Halifax to Chicago, a distance of 1,G50 miles, 134 miles lie in Nova
Scotia, 214 miles across New Brunswick, 286 miles across Maine, 84 miles
across New Hampshire, 66 miles across Vermont, 352 miles in New York'
230 miles in Canada, 219 miles in Michigan, 52 miles in Indiana, and 13 miles
in Illinois.

From Chicago to San Francisco, by the Union or Central Pacific Railway,
the distance is 2,338 miles, making a total of 3,988 miles, or, in round
number, 4,000 miles of connected railway across the continent at its widest
part, by the most direct possible line, from the Atlantic to the Pacific
Ocean.

The expected completion of the line of the European and North American
Railway from Bangor to Halifax, simultaneously with the completion of
the Union or Central Pacific Railway, from Chicago to San Francisco, has
concentrated public opinion upon the necessity of filling in the links in the
great continental chain of railways, destined to span, the continent at its
widest part, forming iii the whole the grandest line of railway intercom-
munication the world can ever reach,— more than realizing the dream of
Columbus, who sailed West to reach the East, shortening the transit
between the Orient and Occident to its lowest possible limit of time and
expense by means of the Atlantic and Pacific Raihoay.

By extending a line due west from Portland to Whitehall, and from
thence to Rome, on the line of the New York Central Railroad, the distance
from Chicago to Halifax can be reduced to about 1,600 miles, over favorable
grades, easily condensing the time between Chicago and Liverpool to

twelve days, and reducing the transit between San Francisco and London
to seventeen days, by way of Halifax and Liverpool ;— and many entertain
the belief that the railway, now reaching as far east as Pictou, will be
finally extended to Canso, if not to Louisbourg or Miray Bay in Cape
Breton, 200 miles nearer to Europe than Halifax.

The probable completion of the Pacific Railway already attracts attention
in China and in Australia, and it is contended by the promoters of the
Panama and Australia line, that a distance of seven hundred miles will be
saved by running from Wellington, the great shipping port of Australia, to
San Francisco, over the line to Panama. The distance from Wellington to
San Francisco, atlopting Tahiti as a coaling station, is 5,864 geographical
miles, equal to 6,748 statute miles only.

Mails could be carried from Wellington to San Francisco in twenty-five
days, from San Francisco to Portland in six days, to Halifax in seven days
and in ten days more from Halifax to London, or in forty-two days' time
from London to Australia, instead of the sixty or seventy days now
required to accomplish the distance from Wellington to Loudon.

No one can doubt that the mails, gold and silver treasure, and tl^ more
valuable articles of merchandise will take this route from the East, the
shortest in distance, and vastly more economical, by the use of the rail for
4,000 miles between Halifax and San Francisco; on the completion of the
Portland and Rutland, the European and North American Railway, and of
the Central Pacific line.

The completion of the Northern Pacific Railway, from Chicago to Puget
Sound, will save, as is supposed, eight hundred miles between Hong-Kong
and London. It was stated by the late Governor Stevens of Oregon, that
every seat of commerce upon the Atlantic coast, would be nearer to Puget
Sound by the route of the Northern Pacific Railway, than to San Francisco
by the Central Pacific line; and it is believed that the distance between
Portland and the Pacific coast, counting in the more favorable grades over
the Northern route, will be equal to the saving of five hundred miles of
land carriage, and shortening by several hundred miles the ocean transit
from Shanghai to Puget Sound.

The cordial manner in which all plans for extending railways from the
St. Lawrence waters to the Pacific Ocean have been met by the Govern-
ment and people of Canada, lead us to expect that a route to the Pacific
from Montreal harbor, by the valley of the Ottawa, and on the south shore
of Lake Superior, may yet unite suflicient capital and influence from the
Imperial Government and the British Colonies of North America, in
co-operation Avith those of the United States, to secure the shortest line
between the na\'igable waters of the Atlantic and Pacific Oceans.

The harbor of Montreal, in latitude 45 deg., 30 min., and in longitude
73 deg., 36 min., would, in the summer months, be the natural terminus of
the trans-continental line by the most direct route. This will secure to
Portland, in the winter months, the same advantages.

The line from Puget Sound east, will naturally embranch at, or near,
the head of Lake Superior — or between Superior and Huron, at the Straits
of St. Mary. All lines coming east, from the Mississippi waters, will
naturally unite at Portland harbor with those from the north-west, and
form a common trunk-line east, to some good harbor on the farthest
Atlantic shore.

It will be recollected that the Postmaster-General of Great Britain
recently intimated that the time had come when the Imperial Government
should consider the question of a line of steamers across the Atlantic
sailing at fixed hours DAILY, connecting Liverpool and Halifax, and
eventually the nearest ports on each side the Atlantic Ferry, as the lines
of railways are finished to the nearest ports on each side of the ocean.

Travel across the Atlantic Ocean has increased more rapidly than the
business of Railroads,— great as that has been on the leading lines. In
1850, when the European and North American Railway was proposed, as the
means of shortening the transit between New York and London, two lines
of steamers, or only two steamers per week, at that time crossed the Atlan-
tic. In 1867, the number of weekly steamers to and from Europe had in-
increased to seventeen each way, carrying over 200,000 passengers a year.
In 1864, 135,317 crossed by steamers,— 30,303 eastward, 105,014 coming west-
ward,— showing that 60,000 at least were first class passengers that year,
business or pleasure travel, that always seeks the shortest and most agreea-
ble routes. The number of passengers that crossed the ocean by steamers
in 1867 has not been reported, but a very large proportion has been of
that class that would leave the steamers at Halifax, bound westward, or
take the rail to Halifax in order to shorten the sea-voyage to » Europe.
Estimating the number of these passengers at 100,000 per year, and divid-
ing that number by one-half, it would give 50,000 through passengers yearly,
or 80 passengers daily each way upon this line, from Portland to Halifax,
for the 313 business days of the year, a greater through business than on
any other line of equal extent in the world.

It was a belief in this, that has procured the means for constructing this
long line from Bangor to Halifax.

A large portion of this European travel comes from Canada and the
West, which would seek the shortest route without being compelled to pro-
ceed to New York, the great port at this time of ocean travel. New Hamp-
shire, Vermont, Canada, Michigan, Ohio, Illinois, and all the Western
States are interested alike in this matter. Montreal, Toronto, Detroit, Chi-
cago, Cincinnati, St. Louis, and Milwaukee passengers would seek the
nearest European port by rail, which would become the port of call for all
steamers sailing to Europe. By this line from Rutland to Portland, the
most direct one to the West is completed. Beyond the Hudson, stretches
the great West, the granary of the earth, where human food, produced
more cheaply and in greater abundance than on any other soil, presses
to the sea-board for a market, like the waters of a vast lake that cannot
contain its accumulated masses, it will force new channels to the sea.

The following table shows the intermediate distances on the line across
the continent, from Halifax to San Francisco, as follows:

Total No. Feet above
rnou Miles. Miles. Tide Water.

Halifax to Truro 61

Truro to New Brunswick Line 73 184

New Brunswick to Moncton 36 170

Moncton to .St. Jolin 92 262

St. John to Maine Boundary 86 348" 882

Boundary to liangor 110 458

Bangor to Portland 138 696

Halifaxto Portland 696

Portland to New Hampshire Line 88

New Hampshire I^ine to Vermont Boundary 84 122 331

White Kiver. Junction to Rutland 46 163 630

Kutland to .Schenectady 85 2.53

Schenectady to Suspension Bridge 287 64<) 566

Suspension Bri<lj.'e to Detroit 280 770 589

Detroit to Chiciijro 284 1,054 626

Portland to Jiiicago 1,054

Chicago to .Mississippi River at Clinton 138

Mississippi Ki ver to Missouri River at Omaha 356 494 968

Omaha to Summit of Rocky Mountains, fivans Pass. . .547 1,041 8,842

Summit to Hridgers Pa.s8 142 1,183 7.534

Bridgera Pass tu Salt Lake 880 1,563 4,290

Salt Lake to San Francisco 775 2,388

Chicago to San Francisco 2.338

Portland to .San Francisco 3,388

HalifkxtoSan Francisco 3,988

That the Transatlantic travel will prefer railway transit to ocean navi-
gation is no longer a question, since the Canard line have made Cork a
port of call. Much of the pleasure and busines.s travel leaves the steamer
at Queenstown in the outward passage, and joins the steamer at that port
on their western trips by means of the rails between Cork and Dublin,
and between London and Holyhead, using the short ferry across the Irish
Channel.

Lines of railway communication heretofore have been subordinate to
local wants, jmshed out into the interior from commercial centers, with a
view to the enlargement of local or domestic trade. Larger purposes and
broader views now engross the public mind. The building of railways to
the Pacific is destined to change the course of trade between the old world
and the new, which must work an entire revolution in the habits and busi-
ness of our people. And in carrying out the railroads in question, this
leading idea should be kept constantly in view, conforming to the enlarged
notions demanded by the progress of the age.

The undersigned, Corporators in the Portland and Kutland Bailroad
Company, take the liberty of inviting your attention to this enteriirise,
and respectfully invite the friends of public improvement to meet in
Convention at Portland, on Tuesday, the 4th day of August
KEXT, at 10 o'clock in the forenoon, at the City Hall, to take into consider-
ation the various measures and plans herein named — and now before the
country — to increase facilities of intercourse and trade by canal and rail-
way, between the interior and the Atlantic sea-board ; and the adoption of
such other measures as shall relieve commerce of unnecessary burdens,
quidcen commercial intercourse, and give to each and every section of this

broad Continent that unrestricted freedom of trade, that shall make us
one people, in everything that tends to the elevation and advancement of
the race.

John A. Poor,

H. J. LiBBY,

"Wm. Deering,
John Lynch,
A. E. Stevens,
G. W. Woodman,
A. K. Shultleff,
R. M. Richardson,
John Neal,
John Jameson,
Samuel Jordan,
John Mussey,
Wm. W. Woodbury,
Joseph Howard,
J. C. Woodman,
J. M. Kimball,

Wm. Willis,
Wm. H. Fessenden,
J. B. Carroll,
J. L. Farmer,
Fred'k Robie,
Tobias Lord,
Charles Fobes,
Jonas H. Perley,
l. d. m. swett,
John M. Adams,
Allen Haines,
Enoch Knight,
N. C. Rice,
N. A. Foster,
N. L. Woodbury,
Samuel Hanson.

P. S. In case of inability to attend, parties are respectfully invited to
present their views in writing, at or before the assembling of the Conven-
tion.

Municipal bodies and Commercial organizations are respectfully request-
ed to report, in advance, the names of Delegates to represent them.

^^A reply to this communication is respectfully requested, on or be-
fore the 28th of July.

PROCEEDINGS.

Agreeably to the call previously issued and circu-
lated, a large number of merchants, bankers, railroad
officials, and others interested in the various projects
to increase the facilities of intercourse and trade
between the Atlantic sea-board and the interior of
the continent, as well as with ^e Pacific coast,
Australia, China, Japan, and other countries of Asia,
assembled in the city of Portland, Maine, on Tuesday,
the 4th day of August, 1868, to consult upon the
most feasible methods of securing the objects sought
to be attained. The two extremes of the continent
were represented, and very many of the prominent
intermediate places, by gentlemen of eminence in
their several communities, thus giving to the Con-
vention the broad and general character contemplated
by its projectors.

The Convention met in the City Hall, and was
called to order at eleven o'clock by Hon. Geo. W.
Woodman, of Portland, who said :

I have been requested, in the absence of the Mayor of the city, to call
this Convention to order. I need not tell you that it gives me pleasure to
see so many distinguished gentlemen present from all parts of the country
It would be out of place for me to occupy any time in addressing you, and
I will therefore take the liberty to nominate, as temporary chairman of
this Convention, one of our own well-known citizens, John Neal.

Mr. Neal was unanimously elected temporary
chairman, and, on taking his seat, said :

Let me say to you, my friends, that this is a somewhat unexpected
honor; but as I am charged with the duty of welcoming you here, delegates
from the Atlantic to the Pacific coast, I think I can at least do that. I do
not make speeches, and as you are men of business, and mean business,
you will not expect me to make any speech. I will invite the Rev. Dr.
Harris, of Brunswick, Maine, President of Bowdoin College, to invoke the
Divine blessing upon our deliberations.

PRAYER BY REV. SAMUEL HARRIS, D. D.

Our Father who art in Heaven, we humbly acknowledge our dependence
on Thee in all our enterprises; we humbly offer Thee our praise that Thou
art our Father — that all the affairs that interest us are of interest to Thee.
Thou carest for us, and we may come to Thee with our undertakings, great
to us, so easy to Thee; and we look to Thee for a Father's blessing, We
come acknowledging out obligations, in all our business, to Thee. Help us
to consecrate ourselves, our pawers, and all that we undertake to
accomplish for the development of the resources of our country and the
advancement of the interests of society, to Thee, our God. The abundance
of the earth and the fullness of the seas are Thine; the powers of nature
are Thine. Help us in all we attempt to do to acknowledge our dependence
and our obligations, that we may do all things for the honor of God and
the welfare of man. May thy blessing be upon this Convention. May thy
wisdom guide in all our deliberations, and may thy blessing attend all our
undertakings. And we humbly ask that thy blessing may be upon this
State, upon all the States of this Union, and upon all the nations with
which we are connected in the relations of commerce and of busine.ss.
May thy blessing be upon us in our deliberations to-day, to enable us so to
act as shall result in advancing the spirit of fraternity and harmony among
nations, in restraining war, in developing the powers and resources of the
earth, in extending the comforts of life among men, and in bringing the
nations nearer to each other,— always in obedience to the principles of
justice, of truth, of right, and of human brotherhood. May thy blessing
be upon this nation, and upon all the nations of the earth, opening before
them a career of prosperity in the exercise of justice and the arts of peace
We humbly commit ourselves, and our meeting, and all our interests
into thy hands, and invoke thy blessing, through Christ our Lord,— Amen.

ADDRESS OF THE TEMPORARY CHAIRMAN.

Mr. Neal then addressed the Convention as follows :

Having obtained, as I trust, the blessing we ask iij^on our deliberations,
it may be well for us to know who we have here. I am informed that
we have representatives present from the shores of the Pacific as well as
from the farthest Atlantic, many from the different States of the West, from
the neighboring Provinces, — portions of the outlying Dominions of the great
British Empire, — leading men in their respective localities, who rejoice
with us to look upon each other's faces, and to deliberate together upon
the great questions likely to arise here. We look upon this city of Port-
land as a sort of half-way house, and we claim that we are together, not
as a congress of communities, not even as a congress of Boards of Trade,
but almost as a congress of nations ; and that if our deliberations be blessed,
as we hope they will be, the result cannot be otherwise than favorable.
We are proud of our little city. We have been working with great zeal
ever since the fire, and if we go on in our enterprises, as contemplated in
the call of the Convention, there is no knowing what we may not do, or
what we may not hope for, for ourselves. One thing is certain, the great
Eastern world, Japan, China, and the Indies, and all Northern Europe (that
Europe with which we are best acquainted) must be brought together by
a system of railroads and ocean navigation, which must pass by the most
direct line, or over different lines, from the Atlantic Coast to the Pacific.
In this Portland will take her share, for there will be business enough for
all.

I will not take up your time with any lengthy speech, knowing you to
be, as I said at the outset, men of business and meaning business, and
therefore I wait the action of the Convention.

John A. Poor, of Portland, moved the appoint-
ment of two temporary secretaries. This motion
was carried, and Hon. Frederick Robie, of Gorham,
Me., and Hon. 0. F. Fowler, of Bristol, JST. H., were
elected.

James L. Farmer, of Portland, moved that a com-
mittee of five on permanent ofiicers and on credentials
be appointed, and the following gentlemen were elect-
ed as such committee :

J. L. Farmer, of Portland ; P. S. Hamilton, of Hal-

ifax ; W. J. Patterson, of Montreal ; W. H. Craig, of
Detroit ; H. T. Blow, of St. Louis.
Mr. Poor then said :

AVhile the Committee are engaged in their labors, I have no doubt the
delegates present would be happy to listen to some gentleman from
some part of the continent in relation to the objects, purposes, and plans
which have called us together. I will, therefore, take the liberty to call
upon the Hon. J. W. Taylor, of St. Paul, Minnesota, — not from the extrem-
ity, but from the heart of the continent, — to address us, I know he is in
attendance, for he has come all the way from St. Paul to take part in the
deliberations of this Convention.

Mr. Taylor not being in the Hall at the moment,
the Chairman requested Mr. Poor to suggest the
name of some other gentleman, and Mr. Poor called
upon Senator Corbett, of Portland, Oregon.

Senator Corbett came forward to the platform, and
was received with hearty applause. He addressed
the Convention as follows :

SPEECH OF HON. H. W. CORBETT.

Oentlemen of the Convention, — Being a business-man, and not a man elect-
ed for my speaking qualities, my remarks will be very brief. I am but little
acquainted with the objects of this meeting, except so far as I have seen
them set forth in the circular which has been forwarded me, and which I
have examined, and approve. The object of this Convention, as I under-
stand it, is, to bring the people of the Atlantic and Pacific coasts nearer
together by railroad communications, and to turn the ijreat tide of trade
from the Pacific Ocean, from China and Japan, to the nearest point of
shipment on the Atlantic coast; and as I understand that Portland, Maine,
lies at that point where that trade should diverge ui)on the Atlantic or to
the most direct line to the Pacific, I have come here as a representative
from Portland, Oregon, in order to shake hands with the peoi)le of
Portland, Maine. (Applause.) Our place was named after Portland,
Maine. It is a point in which I feel a very great interest. I have been a
resident of that place nearly eighteen years. I went there as a young
man from New York. Born in Massachusetts, a child of New England, I
went there in order to develop the resources of that great State, and of
that portion of the continent where lies the hidden wealth of mountains

of iron, of coal, of gold and silver, and all the precious metals that
contribute to the wealth of a great nation, — to say nothing of our agricul-
tural products, "We claim it as one of the greatest States of the Union.
Our cereal products have drawn the attention of the world. We are now
shipping from the Pacific coast large quantities of breadstuffs, perhaps
larger, in proportion to our population, than any other part of our country.
Our exports of grain from the Pacific nearly equals in value the products
of the gold-fields of California, Oregon, and Idah?). Some of the finest
cereals in the world are now shipped from Oregon to Europe and China.
"We are opening a large trade with the six hundred millions of people in
China, who have been practically excluded from our Pacific coast until
within the past few years. We have now, on the Pacific coast, a population
from China of fifty or seventy-five thousand. We have lately concluded a
treaty with that nation which will secure the confidence and regard of the
people, open the country to commerce, and bring that vast empire into
the family of nations. I have no doubt that it will also lead to an extensive
emigration, not only to the Pacific, but to the Atlantic coast.

We, on the Pacific side, have a vast country, quite as large, or exceeding
in area, that upon the Atlantic. We are thinly settled as yet; our means
are limited, but we are doing all we can to advance the interests of that
coast, — putting our little means together, and building our railroads as fast
as we are able. But we cannot hope to accomplish great results without
the help of the older States; and, therefore, I felt that I might contribute
some little to the interest of this Convention by coming here and explain-
ing, as far as I could, the wants and necessities of that country. We have,
as you are all aware, one of the finest harbors in the world. Puget Sound
is not excelled by any harbor. The largest class of vessels can enter there.
It lies directly in the line of trade between China and Japan and the main
seaports of the Atlantic. A railroad, built directly to that point, will
shorten the time between China and Japan and the Atlantic coast some
three days, and that is a very important point in directing the trade of that
great empire which is now being opened to the Atlantic coast, and
through this country to Europe. It will bring us to the notice of those
countries, and attract the emigration and travel that are constantly pass-
ing from China to Europe, and from Europe to China, through this coun-
try, and will have the effect, I have no doubt, to bring the entire trade of
those countries through that portion of our territory. We have a railroad
already constructed through a pass in the Cascade range of mountains,
where the Columbia Eiver breaks through, the grade of which does not
exceed thirty feet to the mile, and about five hundred feet above the level
of the sea, corresponding to the grade of the Sierra Nevada, of eight thous-
and feet, which is covered with snow up to May, and sometimes into June.
This pass through the Cascade range is never obstructed. There has never
been a time, to my knowledge, when the railroad was obstructed since it
was built. The country, through which this road passes, is well wooded

and watered, and the land of the finest quality for agricultural purposes
It is for you to determine whether this country shall be developed ; whether
we shall be able to build a line across to Puget Sound, and thus bring our-
selves into communication with Portland here, some three or four days
earlier than we can be brought by any line now being constructed, — there-
by creating a competition which will make our freights cheaper between
the two oceans, a competition which will be healthy, and which will build
up cities in that portiorf of the country corresponding to those here in New
England.

I trust that we shall bear from other gentlemen who are members of this
Convention, and who know more of this subject than I do. I can only
say to you, that we in Oregon have a country as large in extent as all New
England. Oregon, Washington Territory, and Idaho, are as large as New
England, New York, Pennsylvania, and Ohio, and perhai)ssome other
State in addition. You can realize by this fact the vast extent of that
country. It is the choicest agricultural land; the finest grain-growing
region; there are iron and timber in abundance; there are gold and silver
mines. All these are to be developed, and it is for you, gentlemen of the
Convention, to determine what steps shall be taken to develop these great
resources. I will, therefore, give way for other gentlemen of the Conven-
tion to explain to you more fully its objects. (Applause.)

The Chairman. Of course you must all have been
very much struck with the testimony given by
Senator Corbett. We begin with Portland here,
and end with Portland there, so that Portland
becomes, not the terminus merely, but the terminii,
and by hearing gentlemen from the intermediate
points, we shall become acquainted with the resources
of the country all along the line. There are gentle-
men here representing Boards of Trade, men engaged
in railroad enterprises, commercial men, bankers and
others, who must, of course, furnish us with the facts
we are looking for, which will tend to confirm us in
our conviction that there is a passage-way now
opening from the Atlantic to the Pacific, and that
we are upon that route. Many of you, too, represent
portions of the country through which this line of

railroad must pass, and of course you must feel a
corresponding interest in regard to the movement
here, which is but the beginning.

Gen. P. T. Washburne, of Woodstock, Yt., said, —
There is a gentleman here who has given the various
subjects embraced in this call long and careful study,
and I have no doubt that every delegate present will
be instructed and interested in listening to the results
of his labors. I refer to the Hon. E. H. Derby, of
Boston.

The Chairman. We shall be very glad to hear from
Mr. Derby. (Applause.)

SPEECH OF HON. E. H. DERBY.

Mr. Chairman, and Gentlemen,— I am indebted for the honor of this call
to the courtesy of the gentleman from Vermont, with whom I had an early-
acquaintance ; and I presume he has called upon me because I represent,
on this occasion, to some extent, the State of Vermont, as well as the States
of New Hampshire and Massachusetts, for I come here as a delegate from
the great line of communication which, on Monday next. Mill be opened
between Portland and the city of Troy, N.Y., by which the journey from
this city west will be shortened forty miles ; diverging from one of your
present routes at Lawrence, touching at Lowell, intersecting at Groton, and
passing, by the way of Greenfield, on to Troy by the new line ; without
surmounting the summits of the Green Mountains or Adirondac's, but
passing under a mountain, makes the most easy and direct communication
with the West. It is a line which is not to terminate at Troy, but which is
eventually to run to Oswego and along the level shores of Lake Ontario,
onward to the Susi>ension Bridge, and by it the distance from Portland to
Lake Ontario will be but four hundred miles. The distance from Portland
to Suspeusion Bridge will be but 525 miles, and we shall thus make as
direct and easy a route as can be made for communication with the great
Lakes. That i.s the interest I have the honor to represent. (Applause.)
It is true, a little difficulty still intervenes,— about three miles of the
mountain remain to be removed. But "faith removes mountains;" they
bow their heads and give way before the persevering spirit. Massachusetts
is the mother not only of her fair daughter, Maine, but of the railroad
2

system of the country. We built the first line of railroad in Quincy long
before the Baltimore and Ohio Railroad or the Albany and Schenectady
Bailroad was built. We built the first railway, as we built the first canal;
and to-day Massachusetts, having loaned her money to the Western
Railway and to other great enterprises, exults in what she has done. She
plumes herself upon all her daughters, — upon her daughter Maine, and
not less upon her railways, by which she secures communication with
that daughter. To-day, her average railway return is 818,000 a mile of
gross income upon her investment. She lent her bonds at five per cent,
and to-day she receives an average net revenue of nine or ten per cent
upon her investment, besides the benefit of the millions of dollars that
have been added to the wealth of the State. To-day, she has one hundred
millions invested in railways in the State, and still more invested outside
the State. Her investment outside of Massachusetts is larger than that
in it, and by means of her investment in railways, she has become one of
the strongest States of the Union, for the savings banks of Massachusetts
to-day alone have an amount of deposits which exceeds the whole
valuation of the State of South Carolina. (Applause.) Dropping the
hammer and the hand-drill, the miner grasps the four elements of air,
earth, fire, and water to perforate the mountain, and will finish her task
before your great line is completed.

But, gentlemen, I did not come here to-day to eulogize my own State; I
came here to represent the great line of railway to which I have referred,
and to wish God-speed to the enterprises of the State of Maine,— all of
them. Wliether they point to Vermont, or whether they point eastward
to the British Provinces, I bid them all God-speed ; yes, every one of them.
And, first, let me say a word for the European and North American
Railway. We consider that almost a Massachusetts enterprise. Our
State has made its contribution to that road, — has given it a lift. I trust it
is to succeed. We regard it not merely as a local enterprise, to connect
the Penobscot with St, John, but as a line to connect the United States
with Canada, with New Brunswick, with Nova Scotia, with Cape Breton
and Newfoundland, and as the great highway of nations. They talk of an
"intercolonial" or "international" line. The great international, the
continental line, is the European and North American Railway, com-
bining many lines of traffic and many lines of travel, and, when completed,
forming a link in that great chain which eventually, commencing at Heart's
Content or Placentia Bay, or some other point on the remote island of
Newfoundland (and those names are appropriate for the triumphs of peace,
if not of war), is to come onward by Shediac and St. John to Bangor and
Portland. The passenger, who shall have passed in five daj-s from the
Cove of Cork to Placentia Bay, in one day more will reach Portland.
Diverging here, he will go to Montreal by the Grand Trunk Railroad
(which I hope to see resuscitated and improved), or to Rutland by the
inland line -which I trust you will build, or onward, by Lawrence and

Lowell, to Groton and Greenfield, and thence to Lake Ontario, or in that
direction. In one day from Placentia Bay he reaches Portland; in another
day, some point near Suspension Bridge; and so passing onward, by the
Central or North Pacific line, he will reach California or Oregon, or, beyond
Oregon, the Straits of Fuca, at the harbor which the gentleman from
Oregon has depicted here [Puget Sound]. Thus, in five or six days, the
passenger passes from Portland to the shores of the Pacific. In fourteen
days more, he will land in Japan, and in two days more, in that great
nation which our Mr. Burlingame, another son of Massachusetts, is to-day
uniting with the great family of nations. (Applause.) This is the object
we desire to accomplish.

Now, gentlemen, I want the European and North American Railway
built, and I hope that the resolutions which will be passed by this Conven-
tion will subserve that end; audi feel to-day that I am addressing, not
merely the State of Maine, or Massachusetts, or Vermont, so well repre-
sented here by my distinguished friend. General Washburne, but I feel
that I am addressing the continent of North America. (Applause.) I go
for a continental line. We had an old continental line years ago which
rendered signal service to the country; I go for a continental line to-day.
That is the enterprise which I am here to advocate ; and, sir, the European
and North American Railway is a part of that continental line. We hear
it intimated that it is the policy of Great Britain to have a military road
down by Miramichi, or somewhere near the borders of the Gulf of St.
Lawrence ; that she avows it to be her policy, in her arrangements with
her colonies, to raise twenty millions, by the joint credit of both, for the
construction of a military road. I am not an advocate for political roads.
I go for the roads which commerce and peace demand; and that does not
seem to me to be a route which either commerce or peace requires. And
when I think what might be accomplished by twenty millions of dollars,
at three or four and a half per cent interest, in perfecting the improve-
ments we have planned, or already have in operation, I feel a strong solici-
tude that the voice of this continent shall be heard in England, and that
we should speak here, in loud and strong terms,as representing North Amer-
ica in this continental convention, to secure the appropriation to continental
lines of that twenty millions of dollars. I had occasion, not very long
since, to make the passage to Halifax with one of the ministers of Canada,
with whom I discussed this question. Said I, " My friend, I beg you, when
you land in England and go to the Court of St. James, to remember that
you speak not merely for Canada, but that you speak for the continent;
for whatever we may think to-day, or whatever may happen to-morrow,
there is no man, I presume, on this continent, who has not come to the
conclusion that at some day the two countries will be merged in one ; that
either the Canadas will take us, or we shall welcome the Canadas.
(Laughter and applause. ) Recollect," said I, " when you discuss this great
question of the railway loan on the other side, that you are not merely a

Canadian, but an American; that you speak for the whole continent; and
that, if this money is to be raised, on the joint credit of England and her
provinces on this continent, it should be so applied as to benefit this conti-
nent. And why will you not say to the lady who presides on the other
side of the water, who is our friend, and the friend of the human race, that
if she wishes a military road, she should assume its construction, and the
Provinces will guarantee her note? Because, if you sign the note, and she
builds the road, if she makes a mistake, you may have to pay the amount,
and I prefer that America should be the indorsee rather than the princi-
pal." It was in this jesting way that I spoke to the Canadian minister, but
you know a true word may sometimes be spoken in jest A military road is
not wanted. What American wishes for it? If Canatla ever unites with
this country, it must be a union of hearts; it mu.st be a connection of affin-
ities, a confederation of commerce and trade. A Canadian gentleman said
to a meeting in Boston, some years ago (I refer to Hon. Joseph Howe),
" You have attempted to invade Canada, and have not been successful.
You have made a mistake. Let me advise you, when you try it again, to
put the ladies in front; you will then be sure to conquer." I prefer, as a
citizen of the United States, that we should follow the advice of Mr. Howe.
When the Provinces extend their hands, we will grasp them, and then,
" whom God has joined, let no man put asunder." (Applause.)

I will detain ydu, gentlemen, but a moment or two longer. I have one
or two general suggestions to make, which I make with pleasure. I would
have the voice of this convention heard over the whole United States. I
would have it heard in England. We want the aid, in our various enter-
prises, not merely of Maine, not merely of Massachusetts, we want the aid
of the United States, we want the aid of the Provinces, we want the aid of
Great Britain, whose coffers are overflowing. The European and North
American Railway is to connect Great Britain and the Provinces with the
United States. While the military road, to which I have alluded, may
answer in time of war, for a special and momentary purpose, the road I
have the honor to support will answer the daily purposes of peace. It
combines not only the traffic of Nova Scotia and New Brunswick and
Prince Edward Island ( that fair i.slandof the ocean which ^e all admire),
it combines not only the traffic of these places with Maine and Massachu-
setts, but it connects the continent of Europe with the great West. We are,
gentlemen, to see the passengers who are now landed at New York, land
at Newfoundland or Nova Scotia, — perhaps at Louisbourg, with which Mas-
sachusetts was, in her early history, an honorable connection, — we are to
see these passengers landed there, and passing onward by this great line
to the West. And Europe is interested in this, for she sends out her hun-
dreds of thousands of emigrants every year, for whom we provide farms
in the wilderness. This great tide of travel is to be turned upon this rail-
way, and for this we invoke not only the aid of States and provinces, but
of England, for it will benefit her commerce and her subjects if we facili-

tate intercourse between the two countries. I desire, therefore, a portion
of the twenty millions for the completion of that line which is placed
where it is wanted. Then, if a canal is wanted across the head of the Bay
of Fundy, across the isthmus, I ask a portion for that. And then, more
than that, I ask for a ship canal which shall turn the waters of the St.
Lawrence and the Ottawa, through Canadian territory, into Lake Cham-
plain, there to connect the railway system of Massachusetts, which has
already struck the shores of the lake, with Boston and Portland. You all
know, that by the great steamers on the lake, freight and passengers can
be carried at lower rates even than by railway, and I would have those
great steamers meet the railways on the shores of Lake Champlain, as
well as Ontario, and send their freight to New York, Boston, or Portland;
and for that purpose we must have a canal from Lake Champlain to the
St. Lawrence. We want it to bring the timber from Canada down to Bos-
ton and Portland. Then we want to deepen the canals of the St. Lawrence
and enlarge its locks, to facilitate that communication. And then we must
have a ship canal around the falls of Niagara, for which Vermont, Massa-
chusetts, and New Hampshire will all lift their voices, and give to it their
cordial support. We want, then, the North Pacific Railway, which has
been alluded to this morning, in order to connect with Oregon, and also
with the Red River and Saskatchawan, our new acquisition of Alaska.
It is already in progress. And, in this connection, I have the pleasure of
saying to you, that the morning papers announce the discovery, near
Sitka, of a vein of anthracite coal, twenty feet in thickness. It is
fortunate that the title to this territory has passed to the United States,
and that the money has been paid, for I venture to say, that such a coal-
bank will pay the whole purchase-money, and fully warrant the
acquisition.

These, gentlemen, are the great improvements which we require. But
before I leave the platform, permit me to say there is something more than
all this which we require. We require the restoration of amity between
the British Empire and the United States, (^.pplause.) We require that
the different questions which have sprung up, growing out of the late war,
shall be wisely settled. We require redress trom England, and I trust
that redress will be given cheerfully; and then, gentlemen, we want free
trade with the Provinces. I hope that you will not understand me as
speaking ofl&cially here, because I have had an ofiicial connection with
the Government in regard to the question of reciprocity; but I speak as a
citizen, as a delegate from a line of railway, ahd in that capacity only.
But I trust to live to see the day when every frontier post and every
custom-house along our northern frontier shall be obliterated (applause);
when no question of the protection of coal or iron in Pennsylvania, or of
lumber in your forests, will serve to restrict our intercourse with the
British Provinces. Coal and lumber, the natural products of our country,
require no protection, they protect themselves. Agriculture requires no

protection. In a country like ours, where we donate farms, charging
neither for the rent nor the fee, agriculture requires no protection. I hope
to live to see the day when there shall be free trade and free commerce
between the British Provinces of North America and the United States.
(Applause.) That, sir, is the doctrine I advocate; and I tell my friends on
the other side the water, that the sooner they settle their questions with
the United States, the sooner that happy time will arrive. We are all
for it.

I hope, before I leave this meeting, to submit a few resolutions in which
we shall advocate the results I have ventured to picture in this off-hand
speech. 1 wish to present the idea that we are not to be content until our
great works are finished. So far as the railway I represent is concerned,
we ask no aid. Massachusetts has put her hands into her pockets and
taken out five millions, and appropriated them to the completion of our
enterprises; and she will have her rewarti ten-fold for that act of magna-
nimity, performed in spite of local opposition. All these great enteri^rises
meet with local opposition. This line, which I represent, has encountered
bitter opposition, because its tendency will be to build up the town of
Greenfield, to move Springfield up to Greenfield. The people of Spring-
field are averse to the change. They are reluctant to see a great
commercial center spring up at Greenfield, some forty miles beyond
them. So you hear from them, through the Boston papers, that the
tunnel will never be comjileted, that the State has been corrupted. If so,
it has corrupted itself, for it alone has had money to spare when it guaran-
teed the five millions. This pitiful local opposition will die away. A
similar opposition may assail your enterprises; but have courage; be of
good cheer. I entertain the belief that every railway, wherever it has
been built, will eventually be successful. It is only a question of time.
That has been the experience of the last thirty years, during which period
I have been identified, to a greater or less extent, with railway enterprises.
I have entire faith in their eventual success, and I believe it ^\nll be the
polity of Maine aud New Hampshire— I believe it should have been the
policy of Vermont, and ought now to be her jKJlicy — to advance her five
per cent bonds in support of these enterprises, and trust for her recom-
pense to the development of the resources of the State.

Thanking you for the courtesy with which you have listened to these
very desultory remarks, I hasten to conclude.

Mr. Farmer, from the Committee on Credentials and
Permanent Organization, reported that there were
delegates and invited guests present from the British
North America Provinces of Nova Scotia, New Bruns-
wick, Prince Edward Island, Quebec, and Ontario ;

and from the States of Maine, New Hampshire, Ver-
mont, Massachusetts, New York, Michigan, Wisconsin,
Iowa, lUinois, Missouri, Oregon, and Minnesota, and
from the District of Columbia, and that 205 had
already been entered upon the books as entitled to
seats in the Convention. Thereupon, it was voted
that the Committee have leave to report further as
additional delegates shall arrive.

The number of delegates entered upon the books
of the Convention as being in attendance, and entitled
to take part in its proceedings, was rising three
hundred, the list of which is as follows :

Adams, John M.
Ayer, Caleb R.
Anderson, John F.
Almy, James F.
Alley, John B.
Arnold, Isaac N.
Anderson, R. H.
Adams, N. W.
Allen, Thomas,
Brown, John B.
Boynton, Amrai,
Blazo, Eben'r,
Bell, Samuel N.
Boynton, Henry,
Brooks, Erastus,
Blow, Henry T.
Blackadar, H. W.
Beede, John W.
Baker, S. C.
Bingham, A. W.
Berry, W. A.
Babbillion, John,
Brown, James S.
Bemis, Loren,
Brewster, Eli V.

Portland, Me.
Cornish, "
Windham, "
Salem, Mass.

Lynn, "
Chicago, 111.
Detroit, Mich.
Porter, Me.
St. Louis, Mo.
Portland, Me.
Cornish, "
Parsonsfield, "
Manchester, N. H.
Woodstock, Vt.
New York.
St. Louis, Mo.
Halifax, N. S.
Meredith Vil., N. H.
Ashland, "
Bristol, "

Detroit, Mich.
Plymouth, Vt.
<< ((

Dover. N. H.

Brecken, Fred. Charlottestown, P. E. I.
Bradbury, H. K. Hollis, Me.

Bailey, Hon. B. C. Bath, "

Blake, Hon, Samuel H, Bangor, "

Betts, William, Esq,
Baker, D. W.
Baird, H.
Bingham, C. W.
Benson, Hon. S. P.
Banks, Henry J.
Baker, James M.
Blanchard, C. B.
Bennett, John,
Carroll, John B.
Clapp, A. W, H.
Clark, Lewis W.
Cilley, Col. B. P.
Clarke, John B.
Chapman, Geo. R.
Corbett, Hon. H. W.
Carey, Theophilus,
Crawford, Geo. T.
Carleton, S. L.
Converse, Jos. H.
Carpenter, George O
Craig, W. H.
Carr, S. T.
Chase, Thomas,
Carter, Buel C.
Corser, S. T.
Cutting, Amos,
Cook, John,
Cain, John,

Montreal, P. Q.
Boston, Mass.
Chittenden, Vt.
Pittsfield, "
Brunswick, Me.
W. Ossipee, N. H.
Meredith, "
Sandwich Center, "
Parsonsfield, Me.
Portland, "

Manchester, N. H.

Woodstock, Vt.
Portland, Oregon.
Houlton, Me.
Bristol, N. H.
Portland, Me.
Boston, Mass.

Detroit, Mich.
Jackson, "
Nashua, N. H.
Ossipee, "
Portland, Me.
St. Louis, Mo.
Rutland, Vt.

Clark. Cyrus S. PorUand, Me.
Chellis, Gen. David T. Newfield, "

Carter, S. B. Ossipee, N. H.

Clough, Timothy E. Danbury, "
Coe, Curtis S. Center Harbor, "

Deering, William, Portland, Me,

Dana, Charles, Woodstock, Vt,

Dwinal, Rufus Bangor, Me.

DoUoff, A. Bristol, N. H.
Dyer, William, New Hampton, "

Davis, J. M. Kezar Falls, Me.

Dewey, Albert G. Hartford, Vt.

Dup>ee, James A. Boston, Mass.
Derby, E. H.

Deane, Henry P. Portland, Me.

Davis, Hon. Woodbury " "

Dunn, Reuben B. Waterville, "

Drake, Geo. S. St. Louis, Mo.

Dana, Woodbury S. Portland, Me.
Dow, F. N.

Davis, Geo. T. .. «<

Ellis, J. V. St. John, N. B.

Eaton, 8. W. Gorham, Me.

Edgar, J. C. St. Louis, Mo.

Edmunds, L. Chittenden, Vt.

Emmons, John H. Hill, N. H.
Emerson, Samuel, New Hampton, "

Farmer, James L. Portland, Me.

Fessenden, Hon. Wm. P. " "

Fobes, Charles, " "

Foster, N. A. " "

Fling, Henry, " "

French, Warren C. Woodstock, Vt.

Foote, Caleb, Salem, Mass.

Fowler, O. F. Bristol, N. H.

Fisk, C. B. St. Louis, Mo.

Folsom, Hon. Geo. New York.

Fisher, Hon. Chas. Fredcrickton, N. B.

Fling, Lewis W. Bristol, N. H.

Fellows, E. Q., Sand^vich, "

French, James Moultonboro, "

Gayle, E. F, W. Salem, Mass,

Gibbes, Hon. T. M. Oshawa, Ontario.

Gray, Joel, Embden, Me.

Godfrey, John E. Bangor, "

Gilman, C. J. Brunswick, "

Glasgow, E. J. St. Louis, Mo.

Gould, Moses, Portland, Me.

Hatch, Freeman, " "

Haines, Allen, " "

Hersey, T. C. Portland, Me.

Howard, Joseph " "

Hanson, Samuel, Buxton, "
Harrington, Hon. E.W. M'nch'ter, N. H.

Haven, Edwin, Woodstock, Vt.

Hersey, S. F. Bangor, Me.

Harris, Samuel, Brunswick, "

Hamilton, Pierce S. Halifax. N. S.

Heard, Mr. P. E. Island.

Hoyt, G. G. Meredith, N. H.

Hughes, Thomas N. Ashland, "

Hatch, I'hilo, Woodstock, Vt.

Hatch, Alvin, " "

Hall, Joshua G. Dover, N. H.

Hill, Hamilton A. Boston, Mass.

Hubbard, T. H. Biddeford, Me.

Hutchins, W. F. Boston, Mass.

Huntington, W. M. Rochester, Vt.

Hoskinson, R. Mount Holly, "

Hoskinson, J. R. " "

Haskell. C. H. Portland, Me,

Hubbard, N. Tamworth, N. H.

Hatch, O. G. " "
Huntress, J. L. Center Harbor. "

Hubbard. J. P. Hiram, Me.

Jameson, John, Cornish, "

Jose, Horatio N. Portland, "

Jones, John S. Salem, Mass.

Jones, Thomas R. St. John, N. B.

Johnson, Edwin F. Mlddletown, Conn.

Johnson, Jamos Sherburne, Vt,

Jordan, Samuel, Westbrook, Me.

Knight, Enoch, Portland, "

Kimball, James M. " "

Kidder, Joseph, Manchester, N. H.

King, Hon. Horatio, Washington, D.C.

Keyes, J. F. Ashland, N. H.

Kinnicutt, F. H. Worcester, Mass.

Kellogg, F. B. St. Louis, Mo.
Knight, Aug.

Kilburn, J. B. Rutland, Vt.

Kingsley, C. ....
Kingsley, L. G.

Kimball, Chas. P. Portland, Me.

Lord, Tobias, Standish, "

Lynch, John, Portland, "
Libby, H. J.

Libby, Randall, Porter, Me.

Ladd, Geo. W. Bangor, "

Lockwood, A. D. Lewiston, "

Lyman, J. D. Farmington, N. H.

Latham, C. H. Lowell, Mass.

Laflin, S. H. St. Louis, Mo.

LeProhon, E. P. Portland, Me.

Loomis, Peter B. Jackson, Mich.

McLellan, JacoD, Portland, Me.

Messer, F. G. " "

Miller, N. J. " "

McArthur, Wm. Limington, "

McKenney, Freeman, " "

Mussey, John Portland, "

Macdonald, Francis, " "

Merrill, Albert, " "

Morrill, H. K. Gardiner, "

Manning, 11. C. ' Salem, Mass.
McDonald, Hon. A. A. P. E. Island.

Mudgett, Ambrose H. Holderness, N. H.

McCraig, Wm. Detroit, Mich.

McKenzie, Justin T. Hartford, Vt.

Moore, Thomas, Plymouth, "

McDuffee, John, Rochester, N. H.
Morgan, Jas. Appleton, Racine, Wis.

McNaughton, A. M. Jackson, Mich.
Merrill, Hon. Samuel, Desmoines, Iowa.

Morse, E. A. Rutland, Vt.

Marshall, B. W. " "

Moore, M, J. " "

MiUiken, Chas. R. Portland, Me.

Morris, Chas. J. " "

Manson, B. T. " "

Moulton, Moses S. Porter, "
Mason, W. H. H. Moultonboro, N. H.

Marshall, Wm. C. Meredith, "
Merrow, M. H. New Hampton, "

McGoon, Benj. H. " "

Mason, Larkin D. Tamworth, "

Mason, S. K. Bristol, "

Mason, J. M, Limerick, Me.

Moore, C. K. Parsonsfleld, "

Newbegin, E. H. " "

Neal, John, Portland, "

Nash, John D. Halifax, N. S.
Nealley, John, Meredith Vil., N. H.

Nason, Charles, Ossipee, "

O'Brion, John, Cornish, Me.

Perley, Jonas H. Portland, "

Poor, John A. no

Paul, Norman, Woodstock, Vt.

Pratt, Lewis, "

Prentiss, H. E. Bangor, Me.

Pierce, Benj., LL.D., Cambridge, Mass.

Phillips, VVillard P. Salem, "

Putnam, George F, " "
Plummer, J. P. Meredith Vil., N. H.

Parker, J. C. Hartford, Vt.

Penney, E.G. Montreal, P. Q.

Patterson, W. J. " "

Pierce, Col. George H. Dover, N. H.

Pringle, Eugene Jackson, Mich,

Palmer, W. J. St. Louis, Mo.

Paine, H. H. Rutland, Vt.

Perry, John D, St. Louis, Mo.

Pratt, Eben G. « ..

Pierpoint, E. Rutland, Vt.

Putnam, Wm. L. Portland, Me
Perkins, J. W.

Pierce, Lewis, " '•
Piper, J. 8. New Hampton, N. H.
Plummer, Lane, Meredith Center, "

Richardson, R. M. Portland, Me.

Rice, Nehemiah C. " "

Robie, Frederick, Gorham, "

Ridlon, E. S. Parsonsfleld,' "

Richmond, Lorenzo, Woodstock, Vt.

Rich, William D. New York.

Ridlon, Samuel, jr. Porter, Me.

Raymond, Charles S. Bridgewater, Vt.

Rice, Hon. Richard D. Augusta, Me.

Rice, " John H. Bangor, "

Randall, J. J. R. Rutland, Vt.

Rich, M. N. Portland, Me,

Richardson, Daniel T. Baldwin, "

Roles, J. Q. Ossipee, N. H.

Stevens, Aug. E. Portland, Me.

Shurtleff, A. K. " "
Sweat, L. D. M.

Swasey, H. J. Standish, "

Stacey, L. D. Porter, "
Straw, Hon. E. Manchester, N. H.

Smyth, Hon. F. " ''

Sayward, Charles W. Woodstock, Vt.

Stetson, George Bangor, Me.

Safford, James O. Salem, Mass.

Simpson, J. E. New York.
Sanborn, John S. Meredith Vil., N. H.

Scribner, Frank S. Ashland, "

Scribner, Ambrose, " "

Standish, J. D. Detroit, Mich.

Stanley, Moses N. Porter, Me.

Slack, E. H. Woodstock, Vt.

Sawyer, George Y. Nashua, N. H,

Stevens, Lyman D. Concord, "

Sabine, Hon. Lorenzo, Boston, Mass.
Smith, John, jr. Meredith Vil., N. H.

Sturgeon, Isaac H.
Sturdivant, Cyrus,
Swasey, William,
Stone, William B.
Spring, J. H.
Towle, Ezra,
Tyler, Samuel,
Tobin, Stephen,
Taylor, Cyrus,
Tufts, Charles A.
Thompson, T. M.
Talbot, Hon. George F,
Taylor, George R.
Taylor, Hon. James W
Taylor, Charles H.
Taylor, D. W.
Twitchell, Thomas E.
Thurston, Josiah,
Thurston, Benj. E
Wood, Rufus E.

St. Louis, Mo.

Portland, Me.

Llmeriok, "

Danbury, N. H.

Hiram, Me.

Cornish, "

Brownfleld, "

Halifax, N. S.

Bristol, N. H.

Dover, N. H.

Montreal, P. Q.

Portland, Me.

St. Louis, Mo.

St. Paul, Minn.

Boston, Mass.

Sherburne, Vt

Portland, Me.

Freedom, N. H.

Moultonboro, "

Portland. Me.

Woodman, George W.
Woodbury, N. L.

Woodbury, William.W.
Willis, William,
Woodman, J. C.
Waterman, John A.
Weston, James A.
Washburn, Peter T.
Wheatland, Henry,
Willis, Edward,
Wheeler, A. D., D.D.
Workman, William,
Wadlelgh, G. W.
Wards worth, Samuel D

Portland, Me.

Gorham, "

Manchester, N. H.

Woodstock,Vt.

Salem, Mass.

St. John, N. B.

Topsham, Me.

Montreal, P. Q.

Kezar Falls, Me.

Porter, ••

Wallace, E. G. Rochester, N. H.

Woodwell, C. H. Boston, Mass.

Ward, George L. ■< .«

Wallbridge, H. D. New York.
Workman, Hon. Thos. Montreal. P. Q.

Whitmore, H. R. St. Louis, Mo.

Weston. T. H. Portland, Me.

Winslow, James N. " "

Weed, William M. Sandwich, N. H.

Walker, Schuyler, Alexandria, "
Woodman, Dana, New Hampton, "

Whipple, Thomas J. l^couia, ".

Young, £. Meredith, "

Mr. Farmer, on behalf of the Committee, further
reported the following for permanent officers of the
Convention :

President:
His Excellency SAMUEL MERRILL, Gov. of Iowa, of Desmoines, Iowa.

Vice-Presidents :

Hon. Stephen Tobin, Mayor,
" Thos. R. Jones, M. L. C,
" A. A. McDonald,. . .
" Wm. Workman, Mayor,
" T. M. GiBBS, M. P. P., .

J. D. Standish, Esq., . . .

Hon. Thomas All,en, . . .
" JAME.S W. Taylor, . .
" Wm. Pitt Fessenden, Senator
** Eli V. Brewster, Mayor, . .

Gen. Peter T. Washburn, . . .

Halifax, N. S.
St. John, N. B.
Charlottestown, P. E.L
Montreal, Canada.
Osbawa, Ontario.
Detroit, Michigan.
St. Louis, Mo.
St. Paul, Minn.
Portland, Maine.
Dover, N. H.
Woodstock, Vt.

Hon. Amasa Walker, North Brookfield, Mass.

" George Folsom, New York.

" Horatio King, Washington, D. C.

" Isaac N. Arnold, Chicago, 111.

" H. W. CoRBETT, Senator Portland, Oregon.

Secretaries.

Hon. Frederick Robie, Gorham, Maine.

" O. F. Fowler, Bristol, N. H.

James A. Dupee, Esq., Boston, Mass.

H. W. Blackadar, Halifax, N. S.

E. G. Penney, Esq., Montreal, Canada.

John Cain, Esq., Rutland, Yt.

These officers were elected, and, on motion, a com-
mittee of three was appointed by the chair, consisting
of Messrs. Poor, Derby, and Washburn, to wait on
GoY. Merrill, and conduct him to the chair.

The committee haYing discharged this duty, Goy.
Merrill said :

Gentlemen of the Convention,— I thank you for the distinguished honor
which you have done me this morning, unexpected as it really is. I accept
it, not only as an honor to myself personally, as a sdn of Maine, but as an
honor to my State, the great State of Iowa. (Applause.)

As it has not "been ray habit to make public speeches, I know you will
excuse me at this time from further addressing you, and I wait, therefore,
your pleasure.

Gen. P. T. Washburn moYcd the appointment of a
committee to consider and report to the ConYention
the order of business.

This motion was carried, and it was Yoted that the
committee consist of thirteen. The chair announced
the following gentlemen as the Committee on
Business :

Hon. Peter T. Washburn Woodstock, Yt.

" Henry T. Blow, St. Louis, Mo.

" James W. Taylor, St. Paul, Minn.

"W. H. Craig, Esq., Detroit, Michigan.

W. J. Patterson, Esq., Montreal, Canada.

Hon. John A. Poor, Portland, Me.

Hamilton A. Hill, Boston, Mass.

Hon. H. W. Corbett, Portland, Oregon.

John D. Nash, Esq., Halifax, N. S.

Hon. Charles Fisher, St. John, N. B.

" F. Brecken, Charlottestown, P. E. I.

" F. Smyth, Manchester, N. H.

On motion, it was voted, that when the Convention
adjourn, it be to meet at three o'clock, p.m.

On motion of Hon. John Neal, the Convention then

adjourned.

AFTERNOON SESSION.

The Convention met at three o'clock, the President
in the chair.

Hon. Frederick Robie, one of the Secretaries, read
letters sent in response to the invitation to be present
and participate in the proceedings of the Convention.

Letter from the Governor of Maine,

ExBcunvE Depabtment,

Augusta, Aug. 3, 1868.
Hon. John A. Poor:

My Dear Sir,— I much regret that the necessity of my going to Bangor
to-day to meet a public appointment with the Executive Council will
deprive me of the privilege of participating in your important and most
interesting conference of the friends of commercial enterprise and interna-
tional comity.

The objects of the Convention, and the topics with which you will be
chiefly concerned, are matters which have greatly interested me, and which
I have already, on every occasion, sought to commend to the attention of
our people.

I would be glad to be present, and extend a welcome in behalf of the
State to the distinguished gentlemen assembled to consult upon measures
which so closely affect her interests; but finding this impossible,! offer you

this assurance of my most cordial sympathy and co-operation, so far as my
ability or opportunities will permit.

I am, with high respect.

Your obedient servant,

J. L. CHAMBERLAIN.

Letter from the Governor of Vermont.

Rutland, Vt., Aug. 1, 1868.
Hon. JoHisr A. Pooe:

My Dear Sir, — I regret that I am not able to be with you on the 4th inst.
Some engagements that I had hoped to put off, required my attention, and
it is impossible for me to leave Vermont during the coming week. You
must not infer from my absence that I have lost any interest in the Port-
land and Rutland Railroad ; on the contrary, we feel much encouraged in
regard to its prospects, and believe that it needs only energetic and united
efforts to secure the building of the links wanting in this important line of
road.

We send a large delegation to your meeting, and have surveyed the
Rutland and Woodstock Railroad, a link in the Portland and Rutland,
and find the route as favorable as w€ expected.

We have procured the subscriptions of stock necessary for organization,
and the directors are to be elected as soon as the legal notices can be given.

Hoping your meeting will prove a success, and tend to promote the ob-
jects for which it is held,

I remain, truly, your obedient servant,

JOHN B. PAGE.

Letter from the Secretary of State.

Department of State,

Washington, July 18, 1868.
To Messrs. John A. Poor, and others:

Gentlemen,—! have received the circular which you have issued calling
an International Commercial Convention to take into consideration the
various measures and plans now before the country to increase facilities
of intercourse and trade between the Atlantic sea-board, the interior of
the continent, and the new States and Territories upon the Pacific coast.

The paper is so attractive, that it seduced me for a moment into the be-
lief that it would be possible for me to accept the invitation which you
have so kindly extended to me. Upon further reflection, however, I find
that it would be impossible for me to avail myself of so great an indul-
gence.

Thanking you very sincerely for your attention, and hoping that the

patriotic labors of the Convention will be crowned with a large measure

of public favor,

I remain, very respectfully, your humble servant,

WILLIAM H. SEWARD.

Letter from the Secretary of the Interior.

Depaetment of the Interior,

Washington, July 17, 1868.
John A. Poor, Esq:

Sir,— I have to acknowledge the receipt of your letter of the 11th inst.,
inclosing an invitation to attend a meeting of an International Conven-
tion, to be held at Portland, on the 4th of August next, for the adoption of
measures to increase the facilities, by means of Railways and Canals, for
carrying on trade and commerce between the Atlantic States and those
lying on the Pacific coast.

Although my official duties will not permit me to avail myself of the
invitation of the Committee, I shall confidently indulge the hope that the
action of the International Convention will be calculated to subdue un-
reasonable sectional prejudices, and to promote the great commercial,
agricultural, and manufacturing interests of our country.
Very respectfully, your obedient servant,

O. H. BROWNING.

Letter from the Secretary of the Treasury.

Treasury Department,

Washington, July 31, 1868.
John A. Poor, Esq. :

Dear /Sir,— Your favor of the 11th inst. was duly received. Sympathiz-
ing as I do with all proper efforts which are being made to "increase the
facilities of intercourse and trade" between the diflerent sections of the
United States, and between the United States and the Canadas, I regret to
be under the necessity of saying that my official duties are of such a char-
acter as to prevent me from accepting your kind invitation to be present
at the International Commercial Convention, to be held at Portland on

the 4th proximo.

Very truly yours,

HUGH Mcculloch.

Letter from the Secretary of War.

War Department,

Washington, July 23, 1868.
John A. Poor:

My Dear Sir,—1 regret exceedingly that attention to matters connected
with my Department renders it impossible to accept your polite invitation
to attend a meeting of the "International Commercial Convention" at
Portland.

I am, sir, very respectfully, your obedt. servant,

J. M. SCHOFIELD, Sec. of War-

Letter from Senator Edmands.

United States Senate Chamber,

Washington, July 17, 1868.
Hon. John A. Poor:

Dear Sir, — I have yours of the 11th, inviting nie to attend the Interna-
tional Commercial Convention to be held at Portland, on August 4th. I
very much regret it will be impossible for me to be present on that
occasion. 1 sympathize heartily in the great objects which your meeting
is intended to promote. Every well-managed line of railway stretching
over wide areas of the country, not only adds to the material prosperity of
the country, but it is an imperishable bond of union. I wish them all

success.

In haste, yours truly,

GEO. F. EDMANDS.

Letter from Senator Sherman.

Committee of Finance, U, S. Senate,

Washington, July 18, 1868.
Hon. John A. Poor:

My Dear Sir,— Yonv note of the 11th inst., inviting me to attend and
take part in the proposed International Commercial Convention at Port-
land, Maine, was duly received. I heartily approve of the general objects
of your Convention, and would be delighted not only to visit the city of
Portland, but also to join you in your effort to increase her commercial
intercourse with the interior of the continent ; but this long and exhausting
session leaves me in no condition to assist you. I must go home and rest.

I am, very truly yours,

JOHN SHERMAN.

Letter from Senator Drake.

United States Senate Chamber,

Washington, July 20, 1868,
John A. Poor, Esq. :

Dear Sir, — I have received your letter of 11th inst. , inviting me to be
present at an International Commercial Convention to be held in your
city on the 4th of August.

Cordially sympathizing in any effort to promote railway communication
between the Atlantic and Pacific coasts, I should be pleased to attend the
Convention if circumstances were favorable ; but when Congress adjourns,
other things will claim my time and attention, so as to make it inconvenient
for me 'to be present there. I shall, therefore, have to deny myself the
pleasure of meeting with you on that occasion.

Very respectfully yours

C. D. DRAKE.

Letter from Speaker Colfax.

House of Repeesentatives,

Washington, July 17, 1868.
Hon. John A. Poor:

My Dear Sir,— I have only time to reply, amid multiplied duties incident
to the approaching close of the session, that, at the time you indicate, I
shall be on the road to the Rocky Mountains with my family, and -will
therefore have to deny myself the pleasure of attendance at your Conven-
tion.

In great haste, yours truly,

SCHUYLER COLFAX.

Letter from Senator Harlan.

United States Senate Chamber,

Washington, July 28, 1868.
John A. Poor, Esq. :

Dear Sir,— I am in receipt of your communication of the 11th inst., invit-
ing me to attend the International Commercial Convention to be held at
your place on the 4th proximo. Press of business incident to the closing
up of Congress, preparatory to taking a recess, has prevented my apply-
ing earlier.

I regret to say, my engagements are such that I cannot possibly be with
you on an occasion of so much interest. Movements of tliis character,
having in view the adoption of measures to increase the facility of inter-
course by railway and canal, and the adjustment, on the most liberal
terms, of the regulations of trade upon our continent, never fail to meet
with a hearty response from Western men.

With the hope that your deliberations may be crowned with the success

you desire, I remain.

Yours, very truly,

JAS. HARLAN.

Letter from Eon. Charles Upson, of Michigan.

House of Representatives,

Washington, July 18, 1868.
John A. Poor, Esq.:

Dear Sir, — I an» in receipt of copy of Call for an International Commer-
cial Convention, to be held at Portland, Maine, on the 4th of August next,
and, in reply to your request accompanying the same, will say that while
recognizing the great importance of the objects and measures to be consid-
ered and acted unon by said Convention, as set forth in said Call, yet the
nature of my engagements is such that it will be impossible for me to be

present and participate in its proceedings.

Truly yours, \

CHAS. UPSON.

Letter from Gen. Eaton, U. 8. A.

Office Commissary-General of Subsistence,
Washington, July 23, 1868.
Messrs. John A. Poor, and others :

Gentlemen, — I have the honor to acknowledge the receipt of a printed
copy of your invitation to take part in an International Commercial Con-
vention, to be held at Portland, Maine, on Tuesday, August 4, 1868. Had
I the exi^erience and ability requisite to afford you any substantial aid in
perfecting your great design, I would endeavor to attend the proposed
Convention.

It does not require inspiration — statistics, arithmetic, and a study of the
year past are sufficient— to forecast for the people of the United States of
America a near future of such transcendent prosperity, accompanied by
such an unequalled increase of population, as will require for their use, by
the time you are ready, not only your contemplated trans-continental rail-
road, but many others. I do not think you are in the field any too early.
Very respectfully, your obedient servant,

A. B. EATON, Com. Genl.

Letter from Paymaster Harris.

U. S. Navy Yard, Boston,

Paymaster's Office, July 28, 1868.
John A. Poor, Esq., and others:

Gentlemen, — I thank you for an invitation to the International Commer-
cial Convention at Portland, on the 4th proximo.

The last quarter of a century has so clearly demonstrated the economy
of travel and transportation by steam, both afloat and ashore, that the
propositions which you suggest are undoubtedly practicable.

It is always safe to build our philosophy on the foundations of experience
and history.

We have seen that railways produce their own sustenance, making
travel and transportation where none existed before, developing the
resources of the districts which they traverse; and as they have become
more and more profitable every year, it is safe to assume that no invest-
ments are less hazardous for capitalists.

My profession, for many years in the naval service afloat — carrying me
entirely round the world and up and down the globe's surface, almost as
far as the oceans are navigable — has not particularly qualified me to
appreciate all the details of your contemplated great shore- works ; but I
do not fail to discover the vast scope of its national and individual benefits,
and its most evident feasibility.

Nor will its benefits be confined to our own country or continent, but
will enure to all the principal nations of the earth; contribating to give a
3

more lively impetus to the best elements of enlightened civilization
throughout the world.

Regretting»that engagements prevent me from sharing the honor and the
privilege of taking part in your inauguration of this great work,
I am, gentlemen, very truly yours,

I. GEO. HARRIS.

Letter from Hon. J. F. Forbes.

Liverpool, N. S., July 22, 1868.
To John A. Poor, Esq., and others:

Gentleme7i,—ia answer to your courteous invitation to attend the meeting
to take place in your city on the 4th proximo, to consider the subject of
" extended intercourse over this continent," I am very sorry to feel obliged
to decline taking a part in the deliberations necessary to so gigantic and
patriotic a scheme as the one to be brought before the Convention. To say
that I do not take a deep interest in the question, would not be consonant
with my feelings, for it is one in which every dweller on this continent
should feel a personal concern, as it will draw those bands of commercial
interest around our people, and tend to cement them into the one great
family, which God and nature intended should be the case, as regards the
Anglo-American people on this continent; that we may see the same flag
floating over a united people at no distant day, is a sentiment largely per-
vading this ancient and once loyal province no one can deny; and that the
** wish is father to the thought " is patent to the w^hole of a dissatisfied and
an insulted people, and a people who will never rest easy until such time
as they have escaped from the serfdom of an appendage to Canada, and
found safety and contentment under the protecting wings of your noble
eagle.

Feeling sorry I shall not be with you to express in person my feelings
upon the important question to be considered by the many able and
influential gentlemen assembled on the occasion, I can only further say,
it is my sincere hope and wish, that whatever may be the result of the
consultation, it will be of a nature to increase the attraction which is so
strongly drawing us together.

My absence is unavoidable, owing to previous public engagements, or I
should certainly be with you. And now, gentlemen, wishing you a success
commensurate with the magnitude and utility of the undertaking,
I have the honor to be, your obedient servant,

J. F. FORBES, M. P.

Letter from Hon. Mr. Killam, M. P. P.

Yarmouth, K. S., July 16, 1868.
To THE International Commercial Convention:

Gentlemen,— Y OUT circular-invitation to the International Commercial
Convention is at hand, and contents noted. Previous engagements pre-

vents my having the pleasure of meeting you, which I much regret. The
subject to come under your consideration is world-wide, and its magnitude
beyond the stretch of my imagination ; yet to men that have been en-
gaged in great enterprises, nothing appears to be too large to be under-
taken. I hope and trust your deliberations will enable you to agree on
measures that will tend to advance the prosperity of your country and its
adjoinings. At present. Nova Scotians are so unfortunately situated politi-
cally, that little material aid can be given, but we wish you every success,
and trust the day is not distant when our connection with the United
States will be a closer one than a railroad can give.

Respectfully yours,

THOMAS KILLAM.

Letter from Hon, W. H. Townsend, M. P. P.

Yarmouth, K. S., July 24, 1868.
To John A. Poor, Esq., and others:

Gentlemen,— Y OUT circular dated June 29th, inviting me to take part in an
International Commercial Convention to be held at Portland, Maine, on
Tuesday, the 4th of August next, was duly received. I regret exceedingly
that the meeting of our Nova Scotian Legislature, on the 6th of August
will deprive me of the privilege of being present at this Convention. The
grand programme that you have marked out is certainly worthy the cor-
dial co-operation and support of every friend of commerce, and I trust
your deliberations will result in the full consummation of this magnificent
enterprise.

I have the honor to be, gentlemen, your obedt. servant.

W. H. TOWNSEND.

Letter from Hon. B. B. Dickey, M. L. C.

Amherst, N. S., July 24, 1868.
To John A. Poor, and others :

Gentlemen,—! have read with interest, as as well as pleasure, your circu-
lar invitation, kindly urging my attendance at the International Commer-
cial Convention, to be held in your pleasant city on Tuesday, August 4th.

Owing to engagements sometime since made, and which cannot be post-
poned, I very much regret to say it will not be in my power to join you.
Cordially sympathizing as I do with the objects of the proposed meeting,
and believing that such a gathering may greatly tend to promote these ob-
jects', I would have gladly taken a part in furthering the good work, were
I not unavoidably prevented from leaving home next month.

I have a lively recollection of the many pleasing incidents of the past
European and North American Railway Convention in the latter days of
July, 1850, the precursor of a meeting which I trust may be equally agree-

able and successful. True it is, political exigencies in Nova Scotia have
retarded the great work we then met to inaugurate, but the impetus which
this international undertaking received has not been thrown away, and at
the close of 1870 will witness the realization of the hopes of its founders,
among whom I deem it a proud privilege to be classed.

Believing, as I do, that these international iron bands form the strongest
links of kindly feeling and increased peaceful intercourse and good fel-
lowship between the great nations of the earth, and that these good ends
may be subserved by one or two, or even more iron roads across the terri-
tory of both, that shall bear tho rich treasures of the East to the markets
of the West, and carry back civilization, with its attendant blessings, to In-
dia, China, Japan, and the isles of the Pacific. I greet your meeting with
the best wishes of my whole heart for its success. Such a gathering is
wortliy of the great American people, among whom it has been initiated,
and I trust it may be well attended by their younger cousins from our new
Dominion.

With my renewefl. expressions of regret, and best wishes for your suc-
cess, I beg to subscribe myself

Your faithful servant,

B. B. DICKEY.

Letter from Hon. 8. L. Tilley, Minister of CustomSf Canada.

St. John, N. B., July 24, 1868.
John A. Poor, Esq.:

Dear 5'tr,— Please convey to the Committee of the International Com-
mercial Convention my thanks for their invitation, and my sincere regret
that I cannot be with them on the 4th of August next, to take part in their
proceedings. I will be rejoiced if the deliberations of the Conference
result in the adoption of resolutions forming increased commercial inter-
course between the United States and the British North American

Provinces.

I am, dear sir, yours faithfully,

S. L. TILLEY.

Letter from Hon. J. K. Ryerson, M. P. P.

Yarmouth, N. "s., July 20, 1868.
Hon. John A. Poor, and others :

Oentlemen,— Your circular concerning the International Commercial
Convention about to be convened in the city of Portland came duly to
hand, and contents noted.

Our Local Legislature meets at Halifax about the same time (Aug. 6) as
your Convention, and, in consequence, I shall not be able to attend the
Convention. However, I fully concur with all that you have laid down in
this grand programme, and trust that there will be a large delegation to

discuss this important question, and that they will do all in their power to
bring about this grand scheme for facilitating travel, etc.
I remain, gentlemen, yours respectfully,

JOHN K. BYEESON.

Letter Jrom the Secretary of State of New Hampshire.

Farmington, July 28, 1868.
Hon. John A. Poor:

Dear Sir,— Flense accept my many thanks for your invitation to attend
the 4th of August Convention, and for your paper on railroad matters.
Permit me to say that your Convention is to consider subjects worthy of
the marvellous decade which has already witnessed the laying of the
Atlantic cable, the suppression of the great rebellion, the death of
American slavery, and shall yet see the completion of two railroads
to the Pacific Ocean, a ship canal across the isthmus of Suez, a more
complete and voluntary opening of China to Western commerce and
civilization, and, we trust, the realization of the glorious vision of
Columbus in a Western route for oriental commerce and telegraj)hic
communication around the world. Marvellous decade! Columbus and
Washington — the discoverer of a new world and the father of earth's
noblest republic — scarcely knew its equal, and they alone, since the
Christian era. No decade can claim the invention of printing and of the
steam engine.

Portland is decidedly the most enterprising city east of Chicago, and I
pray you -God-speed. Would that I could do something in your great
enterprise. Believing in the Suez canal, the supply of fuel for the Pacific
steamers becomes of vast importance. It ought to be obtained in southern
Asia and west of the Rocky Mountains in North Ameriea. England and
Belgium should not hold the fuel for the Pacific-oriental commerce. Your
Convention is glorious in its conceptions, and God grant that it may be
great in its practical results. I believe in worthies who, like the " three
children" of old and the Portlanders, cannot be destroyed by fire. I shall
drop into your Convention if possible, of which I am not yet sure.
With great respect, yours very truly,

J. D. LYMAN.

Letter from John W. Draper, LL. B.

University New York, Aug. 3, 1868.
John A. Poor, Esq. :

Dear (Sir,— Owing to my absence, your letter did not fall into my hands
until now. I suppose your meeting is to take place to-morrow. I earnestly
approve of your objects, and regret that I am not able to take part in your

proceedings.

Yours truly,

JOHN W. DRAPER.

Letter from Hon. Levi Underwood.

Burlington, Vt., July 27, 1868.
Hon. John A. Pooe:

Dear Sir,— Your favor inviting me to the International Commercial Con-
vention, to be held in your city on the 4th proximo, is received. I regret
that it is quite impossible for me to be present. The importance of the
commercial improvements necessary to a cheap transportation between
the Western States and Canadas, and the Atlantic sea-board, cannot be
overestimated. The feasibility of spring water communication between
the Western Lakes, the St. Lawrence Kiver, and Lake Champlain, should
be kept constantly before the public, until that all-important work shall
be accomplished, and its value, commercially and politically, to the West-
ern and New England States and the Canadas, fully realized.

The construction of railways connecting Portland with Lake Cham-
l)lain will be necessary to distribute the produce which will be brought in
steam-vessels from the Western Lakes to Lake Champlain at one-half the
cost of rail transportation. Lake Champlain can be reached from Port-
land most advantageously via Concord, Claremont, and Gasset's, on the
line of the Rutland Railroad. This route is shortest, freest from deep
snows in winter, and with less railway to construct; and with this, also,
you will have the best all-rail route to the West. With the establishment
of that commercial convenience,— the Champlain Ship Canal,— reciprocity
in trade and commerce, between the United States and the Dominion of
Canada, will be a necessity. The political harmony between the Eastern
and Western States can only be preserved by increasing commercial facil-
ities. People will not harmonize who are compelled to submit to unneces-
sary inconvenience in commerce. Nor will they long quarrel vrith their
own bread and butter. I trust the work you contemplate will be speedily
pushed forward to comi)letion.

I remain yours, with kind regards,

LEVI UNDERWOOD.

Letter from Hon. M. M. Jackson.

CONSUIiATE OP THE UNITED STATES OF AMERICA,

Halifax, N. S., July 23, 1868.
Hon. John A. Poor:

Dear Sir,—1 thank you for the invitation with which you have honored
me, on behalf of the Committee of Arrangements, to attend thfe Interna-
tional-Commercial Convention, to be held at Portland on the 4th of August
next.

I deeply regret that official engagements will deprive me of the pleasure
of participating in the proceedings of the proposed Convention.

The objects contemplated by the enlightened and public-spirited citizens
who have originated this great movement "for the adoption of measures

to increase the facilities of intercourse by railway and canal, and the ad-
justment, on the most liberal terms, of the regulation of trade upon the
continent of North America," will, I am sure, commend themselves to
the favorable consideration of the people both of the United States and the
British North American Provinces.

Trusting that the beneficial results of the Convention may realize the
anticipation of its projectors,

I am, with great respect, your friend and ob't servant,

M. M. JACKSON.

Letter from Hon. George Walker.

Springfield, July 25, 1868.
Hon. John A. Poor, and others :

Gentlemen,—! beg to acknowledge the receipt of your circular-letter,
inviting me to participate in an International Commercial Convention, to
be held at Portland on the 4th proximo. I regret that my engagements
will not allow me to leave home at that time.

I am glad tp see the people of Maine moving in the important subject of
improving the means of commercial intercourse between the agricultural
west and the sea-board, and between our own continent and the rest of the
world. There is no truer index of the advance of civilization than the
progress which is made in facilitating intercourse between distant
sections or countries. The railways and lines of water transportation
the expresses, the post-office, and the telegraph are all instrumentalities
looking to the same end, the equalizing of the conditions of peoples by
annihilating the space and the time which separate them. Theref is,
happily, no difference of opinion as to the necessity of these preliminary
measures towards the securing of that freedom of trade which all men
hope and believe will ultimately prevail, however much they may differ as
to the time and manner of applying the principle.

As a Massachusetts man, I naturally desire to see as large a portion of
the Western trade directed to Boston as we can properly control ; but I am
fully convinced, that, for many years to come, the principal increase of that
trade is to reach us by the avenue of Lake Ontario and the upper St.
Lawrence. That avenue is, by nature, as open to you as to us, and though we
have the advantage of railway lines already built, the excellence of your
harbor and the shortness of the link now wanting to connect your city by
a direct route with the lakes, and the great railway system of the interior
and the West, present inducements to your capitalists to complete the
connection, which, for the welfare of the whole country, and more
especially for the good of New England, I hope they will not neglect.
I have the honor to be, with high respect,

Your obedient servant,

GEORGE WALKER.

Letter from Hon. H. O. Kent,

Langasteb, N. H., July 20, 1868.
Hon. John A. Poor:

My Dear Sir, — I am in receipt of your favor of recent date, notifying me
of the proposed Convention on the 4th proximo, and requesting my attend-
ance. I should take more than ordinary pleasure in being present, but a
prior engagement for the same day will prevent.

I became much interested in your proposed line across our State, during
the recent session, and am entirely satisfied as to its feasibility. It seems
impossible that so short a link, in such a magnificent chain, can long be
wanting. I shall watch the progress of your corporation with much inter-
est, and with confidence in its entire success at no distant day.
Meantime I remain, very respectfully, your ob't servant,

HENRY O. KENT.

Letter from the Editor of the Chicago Tribune.

Chicago, July 22, 1808.
Hon. John A. Poor:

My Dear Sir,—! regret that my engagements will not permit me to be
with you July 28th, as I have no spare time in which to prepare anything
that would interest j'our Convention. I beg to a.ssure you of the deep in-
terest I take in its success. We published a notice of it this morning.

Very truly yours,

WM. BROS8.

Letter from the Editor of the Maine Farmer.

Bethel, July 30, 1868.
Hon. John A. Poor:

My Dear Sir,—1 exceedingly regret my inability to be present, on your
invitation, at the International Commercial Convention to be held in Port-
land, August 4th. A previous arrangement to attend the annual meeting
of the American Association for the advancement of science, at Chicago,
on the 5th, is my only excuse.

I know of no subject so grand in its conception, so feasible in execution,
and so important in its results to the American people, as the plan of di-
rect communication by railroad across the continent. Such a road, when^
in running order, will be the great highway, not only of the American peo-
ple, but of the nations. "When railroads shall have been built across the
Eastern hemisphere, which I hope you will live to see accomplished, the
oceans, which hitherto have been the great roads of travel, will be but
carrying-places between the nearest points of their opposite shores.

Hitherto our railroads have been built much in the same way as Boston
was originally built, each man acting purely for self, without regard to the

future growth of the town or country. But the time has arrived when
more than this should be done.

The extension of our raih'oad system across the continent will serve to
bind together not only the several States of the Union, but to promote in-
tercourse between us and foreign powers. The railroad is rapidly be-
coming one of the great civilizers of the age. No scheme can hardly be
on too extended a scale to bring about these results. Maine herself
is especially interested. I have sometimes feared that I might live to
see ourselves involved in a war with Great Britain. In such a case,
Maine, surrounded on three sides by a foreign power, would be made more
the battle-ground for the mastery than ever before. With a direct line of
railroad, troops in countless numbers could be poured into the State, and
we be comparatively safe. A national railroad, under such circumstances,
would be of vastly greater value to us than all our fortifications.

I hardly need speak here of the value of such a road to the great West.
You will discuss its importance at your meeting. But there is a point
nearer home, or rather there are three points of interest to us. The one is,
the prospect that both the eastern and western portions of Maine will be
open to the world by railroads. This will be equivalent to a large acces-
sion to our territory, our resources, and our population. The next important
point is the prospect of making Portland the great embarking point for the
great West. We can hardly conceive what effect this may have on the
future of that city. Let the contemplated road be built, and you at once
bring a large portion of Kew Hami)shire and Vermont under your interest ,
to say nothing of the far West.

I have watched with interest the history of railroads in Maine from the
time when it was decided in the newspapers that we could not have a rail-
road in this State on account of the roughness of the country. They are
all necessary for the growth of the State.

I trust that the most enlarged views will prevail in your Convention, of
which the array of distinguished names in your circular is a guaranty, anql
that sectional feeling will give way to the national and international scheme
under consideration.

1 have the pleasure and the honor, to be

Your most obedient servant,

N. T. TRUE.

Mr. John A. Poor said, — This forenoon, I took the
liberty of mentioning that a distinguished representa-
tive from the North-west, officially connected with the
Treasury Department during the last seven years,

and well known as a gentleman familiar with all
questions connected with international intercourse,
was present in the Convention, having come all the
way from St. Paul, Minnesota, to attend it. He was
then in consultation with a gentleman from New
Brunswick, and was not at the moment here. He is
now in the building, engaged with a committee. I
believe there is no public man in this broad land, from
the Atlantic to the Pacific coast, more conversant
with all questions touching the relations of British
America and the United States, and I move that a
committee be appointed to wait upon the Hon. James
W. Taylor, of St. Paul, and invite him to address the
Convention.

This motion was carried, and Messrs. Neal and Poor
appointed the committee, who soon after appeared
upon the platform, accompanied by Mr. Taylor, who
was greeted with loud applause.

SPEECH OF HON. J. W. TAYLOR.

Mr. President, and Gentlemen of the Convention,— Out fellow-citizens in
the central portion of the Union, surrounded on all sides by the aegis of
their own government, hold a situation upon this continent materially
different from the border States on the north. The lake States, the frontier
States on the east and the west, hold a relation to a large portion of this
continent beyond them, which is not the relation of a common allegiance.
It is for this Convention, as its designation implies, to take this fact into
consideration, and to determine, in the light of our .civilization, of human
progress, and of human happiness, that this frontier shall exist only in
name (applause); that for all purposes of intercourse, of social influence,
of enterprise, of progress, whatever may be the divergence of political
allegiance or ties, that frontier shall be obliterated. (Loud applause.)
Gentlemen, nature comes forward to aid such an aspiration. Here is the
great Mediterranean of the continent— an arm of the ocean reaching far

inland over the mighty channel of the St. Lawrence, ascending rapids and
falls, through a vast expanse of inland seas, until, in the far Superior, like
an index of nature and of Providence, it points to the Pacific. What that
great estuary of Southern Europe, the Mediterranean — with its promon-
tories, its bays, its facilities of navigation — has been to the civilization of
Asia and Europe and the world, this great expansion of the Atlantic
through the heart of the continent ought to be, and will be, in the destiny
and development of the States that cluster along its shining margin.
(Applause.) You here in Maine stand as an interval between the maritime
provinces of England facing the Atlantic, and Canada toward the west, —
and the State of Michigan is separated from New York likewise by an
interval of English territory. There has been, happily, no discord of
material inte rests, and this magnificent harbor of Portland is now recog-
nized as a great pivotal centre of the commerce of the interior, because, by
international exertions, by an international enterprise, by a combination of
English and American capital, zeal, and energy, you are bound by links of
iron to this mighty channel of the St. Lawrence (applause); and we of the
West are gratified, that, in the true spirit of international amity, the distant
port of Halifax, the sentinel and garrison town of England on this
continent, is soon to be linked with this harbor of Portland, by an enter-
prise properly called European and American, for it is international in its
conception and execution, and it will be international in all its results.

Gentlemen, I»speak for the St. Lawrence. There is an empire of the St.
Lawrence irrespective of political distinctions or of political boundaries.
Every converging State and Province that looks out upon that mighty
stream and its great expanse of seas, is a constituent of the commercial em-
pire of the St. Lawrence. From the remote gulf of the name to the far-
thest verge of Superior, that whole channel is common to the commerce
and intercourse of these people. We who sit upon its sources, feel that
by international right, by the law of nations, we are proprietors, almost
equally with those States through which the channel of the lower stream
passes,— proprietors in its current and its commerce; and it will be the
duty of this Convention, probably through a committee raised for that
purpose, to bring forward distinctly the idea of the utilization, by the aid
of ship canals, of that mighty stream from its mouth to its source. And,
sir, we in Minnesota and Wisconsin, who sit upon the tributaries and pri-
mal sources of the St. Lawrence, look equally to Ottawa and to Washing-
ton, and, in some degree, to England, for all measures of public improve-
ment which will pass the flags of all nations, the ships of all the world,
from the ocean to the remote heads of Lake Superior. We care not
whether it is the Niagara Ship Canal, upon the soil of New York, or the
Welland Canal, upon the soil of Ontario. The enterprise that first enables
a vessel of a thousand tons burden to pass the Falls of Niagara, whether
it be accomplished by the energy of oui- Canadian neighbors, or by that of
the American people, shall receive the plaudits of the West. (Loud ap-

plause.) That is the commercial prize which we ask, and we ask it from
every government, from every jurisdiction; and, sir, we feel that when the
marine of the world can pass, without breaking bulk, through the enlarged
locks of the St. Lawrence, through the Welland Canal or the Niagara
Canal, through the deepened channel of the St. Clair flats, through the
deepened channel of the Superior Canal, to the remotest bounds of that
inland navigation, we shall have the leverage by which we shall compel
the proud city of New York to join us, by the improvement of her own
canals, upon a scale of equal magnificence. (Applause.) I do not look to
the nation alone. It is the happy providence of this question, that the co-
operation of States with the nation has hitherto been witnessed, and will
hereafter be witnessed. It was the empire State of New York that linked
the waters of the Hudson with Lake Erie, by which the genius of De Witt
Clinton gave an overmastering impulse to the industry of the West. It
may be that the enterprising spirit of the same State of New York, when
the navigation of the St. Lawrence through all its reaches is brought to
the scale I have described, will be eager to meet the people of Canada and
the West more than half way, I remember very well the Niagara Ship
Canal Convention, held in the city of Chicago in 1863. The man who,
since De Witt Clinton, has been more closely identified with the public
works of New York than any other,— I mean Mr. Samuel B. Ruggles,—
was there, regarding with distrust the demand of the cities of the West
for such national measures as should secure to us this great channel of the
St. Lawrence, utilizing it, and making it available for our exportations.
With patriotic fervor, with sentiments which all respected, he appealed to
the men of the West not to encourage the movement of our commerce
through foreign territory; and when we remarked, that our object was to
get out, to find a great channel for the commerce of the world, and that if
Canada, or even England, first came forward and secured such a route, it
should receive our first acknowledgment, he said, in a spirit of opposition,
" The city of New York, before she will let the commerce of the West go
through the channels of the St. Lawrence, will enlarge her canals to ship
dimensions, and make them free!" A threat which was by no means alarm-
ing to those whom he addressed! So here, my own belief is, tliat this ship
canal question, this question of aflfording the facilities to pass a vessel with
a tonnage of a thousand tons through to Lake Superior, is not only the
key to the canal policy of New York, but is the key also to the railroad
policy of the northern frontier. When you see the products of the West
steaming by you, along the channel of the St. Lawrence, you, actuated by
the same spirit which Mr. Ruggles illustrate<l, will throw out your iron
bands, and link the harbors of Boston, of Portland, and Halifax with that
channel of the St. Lawrence, with the navigation of the lakes and the far
West. And we who look to you from our standpoint, two thousand miles
away, must not be expected to know even the designation of the railroads '
by which you exi)ect to do it. We expect to see more than one. I expect

to see the Adirondacks flanked on the south; I expect to see, on the north,
a line making a direct communication between the port where we stand
to-day and the river St. Lawrence. (Applause.) I expect, also, in com-
bination with the European and North American Railway,— the success-
ful accomplishment of which is now assured, — I expect to see the Atlantic
and St. Lawrence Raih'oad, the old connecting link with Montreal, not only
utilized as heretofore, but placed in a position of still greater usefulness,
as one of the links in the great chain of communication between this sea-
board and tlie teeming "West.

And now, Mr. President, allow me to pass beyond the limits of those
lakes, — this great Mediterranean of the continent. Having thus, by this
combination of interests, by these joint efforts of all governments and
peoples interested, reached the far interior of this continental navigation,
there extends west and north-west, partly over American territory and
partly over English territory, a district as large as European Russia, and
capable of being developed into an immense wheat-growing domain.
There is an area of country equal to all Russia north of the great sea-port
of Odessa, which, beyond Chicago and Milwaukee, has but just been
touched by the husbandman, hardly reached by the reaper. Yet over that
immense district the emigration of two continents is to pass. In that
district, extending to the latitude of 55 deg., five or six degrees beyond our
present national boundary, east of the Rocky Mountains, and to latitude
60 deg. on the Pacific slope, the granary of the world will lie. Its develop-
ment has just commenced — it is in the immediate future. The men of the
West will assure you, that, looking to what we see all around us there, —
to the character of the climate, to all the conditions of industrial progress,
— there will, within ten years, be a larger exportation of breadstuffs from
Lake Superior than there is now from Lake Michigan. A great interior
port is destined to rise upon the western terminal line of Lake Superior,
reaching far over this new north-west, this interior, as large as eight States
of the size of Ohio. It is through that mighty lake, that inland sea of the
north-west, that a large proportion of the breadstuffs to meet your demand'
and the demands of Europe, is to pass. And, sir, when we have seen
hitherto, a combination of interests and efforts, of an international
character, which have produced the development of the East, we ask
that by some means there shall be secured a similar co-ordination of
agencies to reach and develop the great and teeming North-west.

So far, I am not conscious of having offended the sensibilities of any
gentleman in this hall; but, sir, frankness requires from me, upon this
platform, to add some words which may be criticised by our provincial
friends. I have thought much whether I should not leave those words
unsaid; but I know these gentlemen personally, and my long intercourse
with the public and business men of Canada warrants me in throwing
myself upon their indulgence in what I am about to say.

Our sympathies are with any attempt to unite under a common govern-

ment different communities, with different interests. The confederation of
Canada, like the organization of our fathers in 1787, is an application of the
maxim " in union is strength." But if England, as the imperial mother of
States upon this continent, or if Canada, as a confederation of States, with
existing relations to the mother country, assume a continental attitude,
assume to extend political jurisdiction to the Pacific, it is incumbent both
upon England and Canada to rise to the level of the whole argument; it is
incumbent upon them to meet and discharge the responsibilities of so com-
manding a position. The American Government, in the midst of a great
civil war, adopted measures to bind its western territories together by a
Pacific Railroad, and carry American institutions and enterprise to the
borders of the Pacific, and open a communication with China and Japan ;
and we shall look to England and the representatives of England upon
this continent to take their great North-west, their moiety of the grain
district of the continent, and apply a little of the energy to its development
which, under the stimulus of the cotton fam^ine, Great Britain applied to
the development of India. England can put five hundred millions of
cai)ital into five thousand miles of railway over the peninsula of Hindos-
stan, but she seems unconscious of the great empire which she has upon
this continent west of the lakes, and puts forth no effort corresponding in
magnitude to the interests involved for the development of her resources,
her wealth, and her population upon her own territory in North America.
Sir, that state of things must not last. We will welcome England side by
side with ourselves to co-operate with us, as you have co-operated here at
the East, side by side and shoulder to shoulder, in the development of your
mutual interests; but she must not lag behind. If England extends the
Dominion of Canada to the Pacific coast, she must, in justice to the people
over whom that jurisdiction will be extended, lay down a railroad line,
must send forth the surveyor, must initiate and develop a policy of inter-
communication which, within ten years, shall link the Eastern Provinces
with the Pacific coast. It is her manifest duty to do this; and, let me add,
if England and Canada will not do it, it will yet be done. (Applause.)
Reverdy Johnson sails from the Chesapeake with the good wishes of
every American. He avows that his mission to England is peace, and we
all sympathize in that mission. But, at the same time, to make that peace
permanent upon this continent, England must remove all possible grounds
of collision in the north-west. Upon the frontier of my own State, of
Minnesota, in the heart of this continent, there is an Engli.sh colony that
dates from 1812, which is still under the jurisdiction of a fur-tratling
monopoly. To this settlement — the Selkirk settlement — Americans have
gone, attracted by its great advantages. Its communications are with the
United States, and that community of Selkirk should no longer be
neglected. Beyond, is the Province of British Columbia, adjacent to our
territories of Washington and Oregon, and our new territory of Alaska,—
sandwiched between them,— with a population of thirty thousand (whose

staff of ofl&cials have piled up a debt of two millions of dollars), who are
struggling under the difficulties of their isolated and dependent condition.
Then there is the flourishing territory of Montana, adjacent to the English
territory of the Saskatchewan, and American miners are already moving
over the frontier. What is the inevitable duty, policy, and paramotmt
interest of Great Britain? To secure the loyalty of her Western com-
munities, to secure the attachment and loyalty of Selkirk, of the
Saskatchewan, and of British Columbia, by making them parties to the
great movement for the development of this continent. If England says,
"We cannot do it;" if England says, " We have done as much as we can
when we have grudgingly given a guaranty of twenty millions of dollars
for an intercolonial road, and that is to be the limit of our efforts for the
development of our possessions in America," then let England surrender
the territory to the American people, accepting the proposition of the
Senator from Minnesota, Alexander Eamsay, now resting in the custody
of the Senate Committee on Foreign Relations. If she deliberately
declines to place her North-west possessions in the circle of the world's
activities, let her come.forward frankly and repeat the history of Napoleon's
cession of Louisiana to the United States.

But, Mr. President, when I see, as I have seen to-day, the character of
the gentlemen representing these provinces, however informally, in this
Convention; when I appreciate, as we all appreciate, the imperial pride
and spirit of the English people and government; when I look upon her
triumphs in India and the world over, wherever her banner has followed
the drum-beat of her regiments, I am willing to believe that she will " rise
to the height of this great argument," and that she will undertake as much
for the development of North-west British America, as she has done upon
all the other fields of her activity. (Applause.)

And now, a few words upon the commercial relations of these Provinces
with the States. Here, again, I tread upon delicate ground,— not so much
with reference to our friends in the Provinces as with reference to parties,
as they are divided in the United States. I take up the Chicago platform,
and I see there a pledge to simplify and reduce taxation as soon as the
public exigencies will allow. I take up the New York platform, and I find
there the same pledge by the rival party, almost in the same terms. The
language of both these platforms will bear but one construction, and that
is, that in the judgment of both the great parties of the country, the pres-
ent taxation is excessive and unnecessary, and that it can be simplified
and reduced, not only in regard to the excise, but in regard to the duties
on imports. And, sir, let me say, that all through the West, the belief has
taken such strong hold of our people, that an average duty of fifty per
cent upon importations is unnecessary, is a disadvantage rather than an
advantage to the revenue, that we are not prepared for a renewal of the
reciprocity treaty of 1854. We feel in the West that New England, if she
demand high duties for the encouragement of her manufactures, must at

the same time submit to that uniform and impartial reduction of taxation
which the West and South, and the Pacific States will soon demand. I
believe that absolute free trade has been indefinitely postponed on this
continent by the exigencies of war. The West is not for free trade, but
the West is for such a tariff as Henry Clay, in the midst of a great civil
commotion, could propose for the country, with entire consistency and har-
mony with his own political record. One-half of the present tariff is the
standard to which the minds of the American peoi)le are coming as sufl&-
cient for the needs of the government, suflScient for every private industry,
and demanded for the advancement of the general prosperity. (Applause.)
And now, what does your Secretary of the Treasury say? He is a native
of Maine, educated in Maine, in full sympathy with New England, although
a Western man. He has said frankly, from the beginning of the recipro-
city discussion, that the treaty of 1854 is out of the question. We have
the duty of preparing an adequate revenue system before us. We have a
commission now in existence for the revision of the revenue system, both
internal and external. It is the belief of Secretary McCulloch,— he has so
said in his report for 18(56, — that when that revision is completed, when the
excise is simplified and reduced, when the tariflf is placed where all sec-
tions and all interests will be and ought to be satisfied with its terms, then
it will have reached a point where Canada, with her interests, can assim-
ilate her revenue system to it, and thus conform the systems on both sides
of the frontier to the same standard. (Applause.) By simplifying and
reducing the taxes, and coming down to the scale of Clay's compromise
tariff" of 1833, we relieve the industry of the East and the West, we reach
a tariff" which will be the tariff" of the future, or for a generation, at least,
and which will therefore be satisfactory to every wise and true frieiid of
the manufacturing interests. When "the McCulloch policy has reached
that jmint, a thorough revision and simplification of the revenue system of
the United States, Can<ada can well accept the same revenue system, and
thus the first step towards a commercial union of the two countries will
have been secured. (Applause.)

But I am confronted with arguments on the policy of protection. I am
warned that the scale of duties which is sufficient for the Australian
province of Victoria, where 600,000 people raise a revenue of fifteen
millions by a tariff" of less than twenty per cent, is not sufficient for this
country. I am informed that the protective party of this country will not
assent to it. Then let us have a compromise. If you so distrust the
industry, the skill, and the enterprise of the American people, that you
are unwilling to compete with the enterprise, the labor, and the skill of
Europe,— if the idea that protection is necessary against tlie overcrowded
population of Europe, and perhaps of Asia, still has dominion over the
minds of the people,— and I see everywhere evidences of the strength
which that idea has attained in the public mind,— then meet the free-traders
of the West by the adoption of an exceptional policy in respect to the

countries immediately adjoining us upon this continent. Retain, if you
please, the tariff at an advanced scale against foreign competition, hut
adopt a simpler and lower revenue standard in regard to Canada, Cuba,
Mexico, the South American Republics, and the Sandwich Islands. We
can adopt free trade upon this continent, even if we maintain the barriers
of protection against the old world. (Applause.) An average horizontal
duty of five per cent upon all the products of Canada, Cuba, Mexico, the
South American Republics, and the Sandwich Islands, would not only
afford ample protection to every well-grounded and well-established
interest of the American people, but it would revive your commerce, it
would invigorate your ship-yards, it would extend your home markets, it
would put the policy of free trade again upon its feet, under favorable
conditions to run its race with the opposite policy of protection, and every
thoughtful American citizen would be in a situation to take stock of the
result, and determine which is the best policy for the final adoption of the
American people. And, fellow-citizens, having discussed, at greater
length than I proposed, the commercial questions which are said to be
strictly international, I venture to predict that Reverdy Johnson, a fitting
successor of the noble Adams, and men like him, actuated by the same
spirit, will so atljust the future relations of this people with Great Britain
and with Canada, that we can go forward hereafter, as we have hitherto
done, in the honorable struggle for supremacy and mastery in all the
humane arts of Christian civilization. That is our mission, — a mission
which will illustrate the conjoint flags of the mother country and of this
great Republic of the "West; and we can unite, not only in deepening ship
canals, not only in building railways across opposing frontiers, but in dis-
mantling the frontier, and in levelling along this whole border of the lakes
everything which looks like a threat of aggression, everything which looks
like a complication that may lead to war. (Applause.) Here is to be the
triumph of peace ; and if Russia can send her diplomatic notes to European
Cabinets requesting them to unite in prohibiting the use of explosive
bullets, we here can have sufficient faith in ourselves and in our children
to dedicate this frontier and the interests of this frontier to peace, — peace
present and x^eace future. I look abroad over Europe, — Europe, rocked
from immemorial time with the contests of rival powers and rival dynas-
ties, speaking different languages and holding different faiths, — and I can
see France and England bringing the minds of their best engineers to the
question whether a tunnel shall not be constructed under the dividing
channel; I can see those immemorial enemies, with Austria and even
Turkey conjoined, uniting in a series of measures for the improve-
ment of the Danube, making it a great ship canal; I can see France and
Italy, although they may, on other questions, have their hands on each
other's throats, uniting to build an iron road through the heart of Mount
Cenis; and I want to know whether, with the example you have given us
of the European and North American Railway, with communication with
4

Montreal, partly over English and partly over American territory,— I want
to know whether it is impossible for the Cabinets of London and Washing-
ton and Ottawa to unite in a policy which shall combine, by a common
efibrt of zeal and enterprise, this great empire of the St. Lawrence with the
magnificent harbor of Paget Sound, and the rising glories of Asiatic
civilization. (Loud applause.)

Hon. P. T. Washburn, from the committee appoint-
ed to consider and report upon the order of business
for the Convention, submitted their report. He said :

I may be allowed to say, before reading the report of the Committee,
that Messrs. Fisher, Patterson, Nash, and Brecken, from the British Prov-
inces, from motives of delicacy, thought it prudent to decline to act upon
the committee, in the present position of certain home questions, and asked
to be excused from serving upon it.

The Committee respectfully recommended that
committees be selected to prepare and report resolu-
tions upon the following topics :

Ist. Railroads across the Continent.
2d. Lake, Iliver, and Canal Navigation.
3d. International Commercial Relations.

The Commiitee recommend that the first committee
consist of nine, and the others of seven members
each.

On motion of Mr. Neal, the request of the gentle-
men from the Provinces was granted, and the report
of the committee adopted.

Senator Corbett moved that the President appoint
these committees.

This motion prevailed, and the chair announced
the committees as follows :

On Railkoads acboss the Contikent.

Hon. H. W. Corbett, Portland, Oregon.

" Henry T. Blow, St. Louis, Mo.

" Peter T. Washburn, Woodstock, Vt.

Geo. L. Ward, Esq., Boston, Mass.

John A. Poor, Esq., Portland, Me.

Hamilton A. Hill, Esq., Boston, Mass.

Hon. Eichard D. Eice, Augusta, Me.

Willard P. Phillips, Esq., Salem, Mass.

Hon. E. A. Straw, Manchester, N. H.

On Lake and Eivee Navigation.

lion. James W. Taylor, St. Paul, Minn.

" Thomas Allen, ' . St, Louis, Mo.

E. H. Anderson, Esq., Detroit, Mich.

George O. Carpenter, Boston, Mass.

Hon. J. B. Brown, Portland, Me.

John Cain, Esq., Eutland, Vt.

T. C. Hersey, Esq., Portland, Me

On International Commercial Eelations.

Hon. Wm. H. Craig, Detroit, Mich.

Wm. Deering, Esq., Portland, Me.

J. H. Converse, Esq., Boston, Mass.

Gen. TVm. J. Palmer, St. Louis, Mo.

Hon. F. Smyth, . . . Manchester, N. H.

" Amasa Walker, No. Brookfield, Mass.

" Eugene Pringle, Jackson, Mich.

Mr. Hamilton A. Hill, of Boston, moved that
gentlemen having resolutions to present be requested
to hand them to the appropriate committees for con-
sideration.

This motion was carried, and the Convention then,
on motion of Gen. Washburn, adjourned.

Second Day.

Wednesday, August 5.

The Convention reassembled at half-past 10 o'clock,
and was called to order by the President.

The committees on business not being ready to
report, the Hon. Erastus Brooks, of New York, was,

on motion of Mr. H. P. Deane, of Portland, invited to
address the Convention.

SPEECH OF HON. ERASTUS BROOKS.

Mr. President, and Gentlemen of the Convention,— Althongh. I was invited
by one'of your number to be present during the deliberations of this
Convention, I must say, in all candor and in all frankness, this was hardly
the entertainment I expected. Sir, I came, in good faith, to observe and to
listen, and not to attempt to teach or instruct the Convention, if I were
able to do so. How far this is a national convention, how far it is an inter-
national convention, how far it is sectional or local, has not yet been
developed by anything that has transpired.

Sir, I am in my native State, and I naturally feel all the interest that
one attaches to the fact that he stands, as it were, upon his native heath
again. I never have forgotten the city where I was born; I certainly have
never been indifferent to the interests of this city, or of the State of Maine,
and I can say, in all truth and in all sincerity, in the words of the poet —

" Where'er I roam, whatever realms to see,
My heart, untravelled, fondly turns to thee."

I also remember, sir, that although born here, my interests, my business,
my family relations, my present and my future, belong to another State
and to another locality— the State of New York and the city of New York;
and I do not think, in a great country like this, so vast and so extensive
that one can hardly comprehend it« geograjdiical relations or its diversity
of interests, that there is any occasion for much jealousy in regard to the
superior position or advancement of one section of country over another.
There is ample room and verge enough for us all,— for the great West, from
which you, sir, come, and from which we heard yesterday ; for the great
South-west and the South; for the great central States; for the North-west;
and for the New England States especially. I think we may say for all, in
regard to material interests as well as in regard to our moral relations, —
" The world is all before us where to choose
Our place of rest, and Providence our guide."

Sir, something was said yesterday by the gentleman from Minnesota
(Mr. Taylor) in regard to questions looking, as I thought, to a geographical
advantage incident to the development of some of the material interests of
a part of the country. He was pleased, if he could, to invoke a more
general philanthropic spirit, or a spirit of a larger interest, on the part of
the people of the British Provinces. Sir, if that gentleman lived where I
live, he would see the force and etFect, not only of British enterprise and
British men, but of British capital, to an extent which would mortify his
. own pride as an American citiaen, however much it may serve to develop

the energy and genius of those who were born under another flag. Sir, it
is a mortifying fact to me, as a citizen of New York, that there are fifty
British and German and French steamers sailing from the port of New
York, attached to the Bremen, the Hamhurgh, the Havre, the Brest, and
the British lines, while the American flag does not float from the masthead
of a single steamer. That is a very mortifying fact to me; I say it in your
presence, and I trust that the time will come, indeed, that it is not very far
distant, when some different policy, some higher sense of national duty to
the flag, to the interests of the country, to its moral and material power
will prevail, to an extent at least which shall afford protection to American
ships and American steamers, and to whatever is American.

Sir, as I have said already, I have no jealousy of the success, or of the
enterprise, or of the vigor of other people. I have the natural instinct
which every man has. I wish well to all the world, but if there are two
men, or two States, or two countries, only one of which is to prosper, I
wish that prosperity may accrue to my own country rather than to another.
(Applause.) And in that sense, Mr. Chairman, I would say, develop in
this country tha^ degree of ekill and judgment and political forecast which
will result in carrying out the doctrine taught to me as a boy, years and
years ago, when I was a type-setter in this city upon a paper called " The
Yankee," and my friend brought out from England that old maxim of
Jeremy Bentham, which enjoins the duty of securing " the greatest good
of the greatest number of people." There is the touchstone of all true
philosophy in politics, in morals, in material enterprise.

Sir, the gentleman who spoke yesterday (Mr. Taylor) was also pleased
to make some remarks in regard to Canada, and in regard to what he
thought might be a wise policy in view of the relations existing between
the British people of the Provinces and the American people. I remem-
ber, sir, that during the bloody civil war through which we have passed,
the Congress of the United States, in the exercise, in my judgment, of a
mere wanton power, and in a spirit of retaliation (I hope I shall offend
no one by the plainness of my remarks, for we are to have here, I suppose,
diversity of opinions expressed) the Congress of the United States, I say,
actuated, as I believe, by a spirit of retaliation, repealed at the end of the
ten years, to which it was limited, unless renewed, the reciprocity treaty
made between Great Britain and the United States for the regulation of
the trade between the colonies and the American States. I believe that
that was an unwise act. I thought at the time that the motive was not a
good one which induced Congress to repeal that measure. I think so still.
I believe it disturbed not only the amicable relations between the Prov-
inces and the United States, but their material relations. I know that the
effect was very disastrous upon the trade of my own State; and I know
that we have paid a great deal more for British lumber and British com-
modities, and for many things that enter into the consumption of the Uni-
ted States, since the repeal of that treaty, than we paid before; and, for

one, I would be glad to see that treaty restored, or some better one made
between the Provinces and the United States. (Loud applause.) In a
word, sir, I believe in that old maxim of Thomas JeflFerson, that he who
makes two blades of grass grow where but one grew before, is a public
benefactor, and that the effect of that treaty was healthy and beneficial
upon the people of the two sections of country.

Sir, there was another sentiment uttered upon this platform, yesterday,
with which I sympathize. I, too, shall be glad to hail the day when all
these manifestations of war, such as armed vessels upon your lakes, nomi-
nally for the purpose of preserving neutrality, but in reality a threat
between the one side of the lakes and the other, shall have passed away,
and when the bond of union between the British people on our borders
and our own people shall be trade, commerce, interest, self-protection, and
not those manifestations which look rather to war than to peace. (Applause.)

Sir, it is said that

" Mountains interposed

Blake enemies of nations, that bad else
Like kindred drops, been minf^led into one."

It is the purpose of conventions like this so to bring down the mountains
so to lift up the valleys, so to unite two sections of country by those iron
bands which give such quick transit for men and trade, so to dig out canals
between different States abd sections of country, as to remove all those
jealousies which otherwise belong to States- Sir, I think it is the experi-
ence of every man who has traveled, that the more he sees of his country,
and the more he sees of the world, the more liberalized he becomes to-
ward those not of his own faith and household, and to those not of his
own country. In that spirit, I always rejoice when I see a convention called,
the object of which is to hold communication between men and between
States, and even between different parts of a country, or different countries.
Now, Mr. President, I have said a word or two of reciprocity. "We are,
perhaps, the youngest nation in the world; and, sir (let the truth be spok-
en), we are about the proudest and most boastful people in the world; and
the longer we live,— just as it is with childhood passing into youth and
manhood,— the wiser we shall grow. We have a great many things to
learn of each other, of people who belong to different States, and to other
countries. If you should ask me what the best idea of reciprocity was, I
should go back to five hundred years before the birth of Christ, and quote
a sentiment of old Confucius, of China, which is to be found in his Ana-
lects, wherein the disciple puts this question to the teacher, " Is there any
word known which expresses a proper rule of action for the government
of men? " The answer of the teacher is this, — " Reciprocity ; by which I
mean," said Confucius, "that you should not do unto others what you
would not that men should do to you." A sentiment embodied by Christ
himself, five hundred years later. (Applause.) If, Mr. President, we can
be governed by some such sentiment as this, in this Convention, and in

other conventions which may succeed this, there will be no occasion for
my friend to be jealous of New York, or for New York to be jealous of
New England or the West.

Why, sir, to speak of the Chinese again, — for I must tell you, that as I
advance in years, I become more and more what is called, in derision,
sometimes, an "old fogy,"— I will tell you that those old people knew
many more things in regard to trade and commerce than we perhaps even
supposed they knew. Some of them have occurred to my mind as I have
been sitting in this Convention. Eighteen hundred years ago, the Chinese
were manufacturers of paper. Nine hundred years ago, they had mov-
able types, and printed. Fourteen hundred years ago, they moved their
little vessels upon their waters by the aid of the needle; and hundreds of
years before Christ poured water into earthen vessels at Cana in Galilee,
they had their porcelain vases, as far surpassing anything which succeeded
that time for hundreds of years, as the finest workmanship of the present
day excels the rude workmanship of a hundred years ago. We have, there-
fore, something to learn from olden times and olden people ; and the reason
why I have alluded to this subject, and to that old country, in connection
with this question of reciprocity, is because there has recently appeared
upon this American theatre, an embassy from that country, headed by an
American citizen, from New England, to make a treaty with another citizen
of America; and thus the oldest country in the old world comes to this
new land of ours— for what? Reciprocal and kindly relations of trade.
(Applause.) Surely, Mr. President, if this old country, with a population
of four hundred millions, who live at less expense than forty millions in the
United States,— surely, if China has done this, we may learn something
from the far-oflf Asiatic nations.

I have said, Mr. President,— if I do not trespass too much upon your
time,— that there is no occasion in the world for one section of this country
to be jealous of the other. I am only jealous when I see such facts demon-
strated before me as I have pictured in the city of New York, where we
have been literally stripped of one-third of our commerce by that central
power, the Federal Government, that should have become the protector of
the commerce of the world. Sir, what is commerce? Some people who
live upon the sea-board, as I do, regard commerce as merely the sailing of
ships across the great Pacific or across the Atlantic, or coastwise between
port and port, or State and State. Others regard commerce as merely the
carrying of goods from one country to another. Sir, these are but the mere in-
cidents of commerce. Commerce relates to whatever grows on the soil of the
country ; to whatever is mined out of the bowels of the earth ; to whatever
improves mankind; to whatever makes men wiser, happier, better, more
thrifty, and more intelligent than they were before. Once we were accus-
tomed to say that cotton was king, because two hundred millions of dollars
worth of cotton was raised in the Southern States; and when the cotton
trade was prostrated by the civil war, we said that corn was king. Well,

sir, these are raonarchs— small types of a great whole— particles in that
which makes up the prosperity of a nation. Mifchty, majestic, fruitful,
and powerful in their results they may he, but they are but atoms of a
mighty whole. Sir, as I have said, commerce relates to that which
improves, instructs, and benefits mankind. And then there is another
class of people who think that all that is beneficial, all that gives pros-
perity, in commerce, relates merely to ships carrying the American flag,
and bearing the produce of the United States to Europe — cotton, it may be,
to France, to England, or to other ports of the old world. And therein,
again, the commercial people of the country greatly mistake what their
interests are. Sir, I have been trying to impart to my people the convic-
tion, strong upon my own mind for twenty years and more, that the inland
commerce of a country is vastly more important to that country than its
foreign commerce. (Applause.) Why, sir, the very element of jirosperity
in foreign commerce is domestic commerce. We take a thousand bales of
cotton to the old world,— where did it grow? It grew upon the plantations
and savannas of the South. We take millions of bushels of com and
•wheat to England, Ireland, and France,— where did it grow? In the great
granaries of the West. We take all the products of our forests and our soil
to the old world, and yet the elements of the resulting pro8i>erity were in
the soil of the West, the South-west, and the South. Therefore, I say, —
and in saying it, I give utterance to a truth which it seems to me rarely
impresses itself upon the public mind, — that however im]>ortant foreign
commerce may be, the domestic commerce of the country is three or four
times more important than the foreign commerce.

But, apart from all that, the commerce which sails upon your lakes, —
Ontario, Erie, Superior, Michigan, — and which sails upon your canals, is in
value four times that of the commerce which is borne in ships from the
sea-ports of the country to the old world. Therefore, a wise and sagacious
statesman, in discussing and considering a question of this magnitude, will
remember that the domestic commerce of the country needs protection,
needs fostei-ing care, needs railroads and canals, just as much as a sea-port
like Portland or New York needs liglit-houses to keep the ships coming in
from sea from striking against the rocks and being stranded there. Sir, I
often think of the sentiment of John Rowan, of Virginia (I think it was),
who, living near the head of the James River, folded his arms and said,
with great sorrow, " Would to God that there was some provision in the
constitution of the United States that would enable Congress to remove
these obstructions from James River!" There being no such provision in
the constitution of the United States, those obstructions have remained
there, I believe, from that time to the present, and perhaps will until some
newer light or greater enterprise settles down upon Richmond, and the
people find that there is power somewhere to remove these obstructions to
commerce wherever they exist. Nor have I been educated in that school
of politics which distinguishes between a great river like the Ohio, the

Mississippi, the Missouri, and the sea-coast of Maine, or the sea-coast of the
rest of tlie country. Sir, there are twelve thousand miles of sea-coast on
the United States. No man who ever took a seat in Con>i;ress ever doubted
the power of the Federal Government to build a light-h'onse there, to place a
light-ship there, or to do anything which might improve the commercial
advantages of this country; and yet, when the question comes up in regard
to a river like the Mississippi, immense in its volume of water, ^ perfect
treasure-house to the lands lying on each side of it, there are thousands of
intelligent men in our country who think there is no power to remove any
obstruction which may exist there.

But, sir, I wander. I wish to impress upon those to whom it is my
privilege to address these few and imperfect words, the truth to which I
have already given utterance, that there is no occasion for jealousy
between different States of this Union in regard to questions of internal
improvement — none whatever. Why, sir, have you ever comprehended
he geographical extent of our country? There are one billion, eight hundred
and thirty-four millions of acres in the present territory of the United States of
America, exceeding, in geographical extent, all the civilized continent of
Europe combined. From the foundation of the Government to this time,
we have sold one hundred and fifty-four millions of acres, only four-fifths
of which have been occupied, and we have granted to colleges and other
institutions, to the States and to towns, for various puryjoses, some two
hundred and fifty millions of acres more; leaving one billion, four hundred
million acres and over, vastly over, to be occupied by those who are to
succeed us. Sir, the outside estimate of the population of the United
States at the present time is forty millions, and, as I have said, China has
four hundred millions. There is room for four hundred millions and twice
four hundred millions of people in the United States. The great body of
this land is capable of a magnificent production of all the fruits of the
earth, with immense treasures beneath the soil. But yesterday, as it were,
there was discovered in Alaska one of the richest coal-mines that has been
developed in the entire length and breadth of the United States. It is hard
for the human fancy, even with the broadest stretch of a vivid imagination,
to comprehend what this country is capable of Why, sir, that far-off
State of California, young as she is, is to-day one of the great granaries of
the world. She sends thousands and thousands of sacks of flour to New
York, some of which is used there, much of it sent abroad; and she has
more grain to-day for shipment to Europe than there can be found ships to
carry it there. California, with a population of 500,000, is capable of pro-
ducing all that Spain produces, having about the same extent of territory,
and Spain has a population of fourteen millions of people. Or, take the
State of Illinois, which, I believe, is represented in this Convention,— a
State with two millions and a half of people, and capable of supporting
liberally and luxuriously a population of ten millions. Sir, is there any
occasion for one State or one section of such a country to be jealous of

another? God forbid that any such feeling should manifest itself anywhere
on any part of the continent of America! (Applause.)

One or two facts more, and I will relieve your patience. Since 1790, we
have had an emigrant population in the United States of six million, seven
hundred and odd thousand people, and before the close of the present
year, that number will exceed seven millions. A majority of them, — a
more important fact than the number, — averaged, during the last year,
under forty years of age. I must tell you, Mr. Chairman, as the result of
my observation, the mortifying fact, that but for these large additions from
abroad, the American population must die out. Sir, I have heard recently,
in the city of Boston, from statisticians there (what is no doubt true of
every New England State), that where American families, fifty, forty,
thirty, and even twenty-five years ago, averaged nine children, they do not
average three at the present day. What eft'ect is that to have upon the
country? But for this very emigrant population to which I have alluded,
the American population, I say, would die out. Sir, that is a fact to be
considered and studied, perhaps not in a convention like this, but in one
of more importance, in some respects, and called for another object than
this.

But whence came these people, and where do they land? I will take
the year 1867, to illustrate. 125,000 of them came from Great Britain ; 12.5,-
000, nearly (only 250 less), came from Germany; a few thousands from
France and from the north of Europe. Where did they land? Some 3,750
landed in this good city of Portland. I have no doubt they contributed
very much toward building it up from that vast ruin which might well
seem to us, who do not live here, would work your certain destruction,
rather than, as seems apparent now, your greater prosperity in time to
come. (Loud applause.) 10,000 landed in the city of Boston; 9,000 in the
city of Baltimore; and 251,0')0 in the city of New York. Now, as a New
Yorker, if I were disposed to be jealous at all in regard to the success of
other sections of the country, I should always be pointing to such statis-
tics as these. But I say to you, as I have said before, there is room, and
opportunity, and prosperity for us all.

And now, to come to some of the practical questions of the day. Sir, no
man present will rejoice more than I shall to see a railroad from the city
of Portland to the city of New York, or a railroad from the city of Port-
land to Halifax, in Nova Scotia. Hasten the day when all these improve-
ments will be completed, for you may make railroads and canals until the
youngest child in this city becomes gray, and the country will grow faster
than your railroads and your canals. (Applause.) The complaint of thou-
sands of merchants in New York now is (and the same is true, in a meas-
ure, of the merchants of Philadelphia), that they cannot get their goods
transported with the speed they wish ; and that becomes a very important
practical question, as merchants very well know, in these times of short
credits. The custom in old times was to give credits of four, six, and some-

times of eight months; but now, every business transaction is a matter of
thirty days, and the purchaser expects to realize something, in the thirty
days, upon what he has bought in the city of Portland, New York, or else-
where. Speed, therefore, is of the highest importance. And let me say
again, in my judgment, railroads are more important to the develop-
ment of a country, in an age like this, than any other improvements. If
you will look to Belgium and Holland, you will see that they are appar-
ently better suited to canals than to railroads. They have had canals there
from generation to generation ; all the transit pf goods has been by this
means, from Amsterdam, Rotterdam, Antwerp, and elsewhere; and yet,
sir, since Antwerp entered upon the building of railroads, some twenty or
thirty years ago, a greater degree of prosperity has attended Holland than
at any time previously. Her railroads have been immensely prosperous;
they have paid a larger income there than here; they have paid more
interest upon the capital invested there than here, with those canals lying
right side by side of the rails.

I say that commerce— to recur again to that subject— embraces every-
thing that contributes to the advantage of man, whether it be farms, plan-
tations, ships; whether it be growing corn or cotton: and, therefore, in
regard to all these enterprises which have brought you here, whether it be
a ship canal round the Falls of Niagara, or the improvement of the Lake
Champlain Canal, or the building of a railroad from Portland to the lakes,
or a railroad from the St. Lawrence to Puget Sound, or filling in that link
which will make a railroad from Halifax to far-off San Francisco,— in re-
gard to all these enterprises I say, Go on and prosper! Wise men will
help you, far-seeing, sagacious men will contribute freety of their time
and money. Thus, in the name of commerce,—

"Bid harbors open, public ways extend;
Bid temples, worthy of the gods, ascend ;
Bid the broad arch the rolling flood contain,
The mole, extended, break the roaring main ;
Back to her bounds the subject sea command,
And -roll obedient rivers through the land."

(Prolonged and loud applause.)

Sir, my eyes almost contemplated the other day, — certainly it would re-
quire no great stretch of the imagination, and you can see it as I can, —
eleven thousand Chinese laborers working upon the Central Pacific Rail-
road ; and you may see a greater number of Irishmen from the old world
working upon the Union Pacific Railroad ; and in the year of our Lord
eighteen hundred and sixty-nine, you will see these peasantry of China,
and these neighboring people of Ireland, celebrating together the comple-
tion of the Union Pacific Railroad on the tops of the Sierra Nevada. (Ap-
plause.) It has cost millions of money, but it has been money well laid
out. It will enrich a thousand men where it will make one man poor; it
will contribute largely to the wealth and the resources of the Government,

and to its material prosperity, by enabling it to obtain taxes from lands
and other property which would otherwise have been undeveloped and
unproductive.

Sir, I have detained you too long, and let me merely say, in conclusion,
that all this country wants is men (I mean men in public life) fitted for
their respective places. I do not mean Democratic men or Republican
men ; I do not mean partisans. Sir, statesmanship is higher than parti-
sanship (applause), country is more than party, and I feel, therefore, like
saying,—

" God give us men ! A time like this demands
Strong minds, great hearts, true faith, and steady hands;
Men whom the lusts of office cannot buy,
Men whom tlie spoils of office cannot sell,
Men of opinion and a will,
Men of honor, men who will not lie,
Men who dare stand above the demagogue,
And damn his treacherous flatterings without winking;
Tall men, sun-browned, who live above the fog.
In public duty and in rpivato thinking."

Reports of Committees.

Mr, Pringle, of Michigan, from the Committee on
International Commercial Relations, submitted the
following i;eport :

International Commercial Convention,

Portland, August 4, 1868.

The Committee, to whom was referred the subject
of the reciprocal commercial relations which ought to
exist between the United States, the Dominion of
Canada and the other Provinces, respectfully report,
that the time allotted does not permit a full considera-
tion of the subject. A few hours will not suffice to
collect the necessary statistics or to examine every
bearing of the different policies which have been tried
by the two countries. General considerations can
only be thought of, and then cannot be discussed at
length.

The valley of the St. Lawrence, including the great
lakes, lies in the general direction which the commerce
not only of this entire valley and of the maritime
provinces, but of the valley of the upper Mississippi
naturally takes. The people who inhabit all this
region for the most part speak the same language,
their institutions are mostly similar, the natural pro-
ductions, whether of the field or of the forest, except
as affected by climate, are alike, and the boundary is
an invisible line which must be often crossed by the
track of commerce. The advantage of reciprocal
intercourse is obvious for the reason that the area for
commercial enterprise and the markets for manufac-
tured goods and agricultural productions are enlarged.
The political relations are different, but the prevalent
system of law and the general character of legislation
is the same. The financial burden of the two countries
in proportion to their resources are probably not very
different. Neither power has any reason to be jealous
of the other, and it would seem that unrestricted
commercial intercourse would conduce to the general
benefit. Labor, whether skilled or unskilled, receives
about equivalent rewards, and whatever difference
there may be in this respect is likely to be rapidly
adjusted by reason of the easy transit of those who
perform the labor from one country to the other. Ten
years of reciprocity have been tried, — from 1856 to
1865, — and the sum of imports and exports was much
more than doubled. The treaty was abolished, and
the commercial intercourse is shrinking to its old

proportions. Why not, then, renew the rule of recip-
rocity ? (Loud applause.)

Some of the objections urged may be briefly con-
sidered. That growing out of the depreciated currency
of the United States is believed to be but temporary.
The hope is universal in the States that this lingering
result of a protracted war will speedily disappear, and
then our commerce will revive, industry will be
organized, and all disturbing questions will be ami-
cably settled. A more real difficulty might perhaps
arise in adjusting excise and impost duties so as sub-
stantially to correspond in the two countries. This
would be necessary to prevent the feeling which
would arise on one side or the other if manufacturers
were attracted to cross the boundary line by the
cheaper cost of living or of new materials, in order,
by returning the goods, the better to compete in the
markets of their own country. The great reduction
of American taxation, by which excises are hereafter
to be levied almost entirely upon spirituous liquors,
tobacco, and a few other articles not of indispensable
necessity, and the probability that imposts upon many
imported articles can be reduced twenty to thirty per
cent, lead to the conclusion that there need be no per-
manent material difference if the two governments will
in good faith attempt to settle the details upon the
basis of equality.

The objection coming from agricultural districts
that the competition of grain-growers will be ruinous
to American farmers does not seem to be well founded.

for the reason that the prices of wheat and other grain
in European markets, to which both sides of the St.
Lawrence have equal access, govern the prices on this
continent. This objection, as apphed to the raising of
cattle, is even more untenable if made in the United
States, for the reason that the difference in climate is
in favor of the American produce. The objection,
coming from producers of lumber in the States, is one
in which the great body of the American people will
not sympathize. The American supply is not so large
as to make it a leading interest, or to be entitled to
ask of the Government a policy which shall have the
effect of diminishing it more rapidly than the law of
supply and demand would naturally do.

The objection coming, or supposed to come, from
Canada, growing out of the mistaken supposition that
the treaty was abolished upon the idea that the com-
mercial interests of the Provinces would thereby be
compelled to favor annexation, requires the explicit
declaration that there is no party or set of men in the
United States who demand or would consent to annex
the Canadas against the will of the people of that
Dominion. Political questions are not to be regarded
in this discussion. America has not and will not
invest money for political or military reasons in the
valley of the St. Lawrence, and will probably continue
to laugh at those who do ; but this is no reason why
our intercourse, found to be mutually beneficial, should
not be again renewed. The reason for giving the
notice to abrogate the treaty is believed to have

grown out of the late civil war, the imposition of very
heavy duties and excises having become, as was
believed, a necessity, and these having produced some
inequalities which need no longer exist. An incidental
benefit to both countries of renewing the treaty will
be the removal of that speck of war which is supposed
to be contained in the question of the fisheries. The
Committee have, therefore, agreed upon and recom-
mend the adoption of the accompanying resolution.

EUGENE PRINGLE, WM. J. PALMER,

WILLIAM DEERING, FREDK. SMYTH,

WILLIAM H. CRAIG, AMASA WALKER.
JOS. H. CONVERSE,

Resolved, That the early attention of Uonsrress to the important measures
to secure closer commercial relations with the Dominion of Canada, on
the enlarged basis of a free continental trade, is deman<led b3' tlie enlight-
ened sentiment and best interests of the people of the United States and
the Provinces. That no time should be lost in initiating the necessary
measures to secure this object, and that this Convention expresses a
confident hope that Congress will, as early as practicable, appoint a special
Commission to negotiate with the provincial autliorities for a commercial
alliance or Zolverein.

On motion of Senator Corbett, of Oregon, the
report was adopted.

The President read a note from Capt. John B. Coyle,
agent of the Portland and Boston Steamship Co., in-
viting the members of the Convention to an excursion
down the harbor this afternoon, in one of the boats of
the Company.

On motion, the invitation was accepted, and the
thanks of the Convention ordered to be returned to
Capt. Coyle for the courtesy.

Hon. H. W. Corbett, of Oregon, chairman of the

Committee on Railroads across the continent, submit-
ted a verbal report with the following resolutions,
briefly commenting upon them as read :

Resolved, That the Convention is profoundly impressed with the impor-
tance of the changes which are about to take place in the course of
the commerce of the world by the completion of unbroken railway com-
munication across the continent of North America, and by the large diver-
sion of the traffic of the East from Cape of Good Hope and Eed Sea routes
through the United States.

Resolved, That the interest with which the great nations of China and
Japan are regarding the establishment of American steamship lines on
the Pacific ocean, and the construction of trans-continental American rail-
roads, and the earnest desire which they evince to cultivate more intimate
commercial relations with the people of this country, make it incumbent
upon us to sustain and to prosecute with the utmost vigor, these national
and international enterprises, in order that we may be promptly prepared
to avail ourselves of the advantages of our geographical position and of
the friendly disposition of the Eastern nations for the extension of our for-
eign commerce.

Resolved, That in the judgment of this Convention, two continental rail-
ways in addition to that now under construction by the Omaha route, one
upon the line of parallel to the north, and the other upon a line of parallel
to the south of that route, should be built with the least possible delay, to
meet the requirements of the trade of Asia already referred to, and to
open to settlement and to cultivation the interior territories of the country,
and to hasten the development of their agricultural and mineral wealth;
and, therefore, the Convention respectfully and earnestly urges upon Con-
gress the patriotic duty of granting immediate and adequate aid, to perfect
our American system by the building of these additional railways.

Resolved, That the projected line from the head waters of Lake Superior
to Puget Sound, which will render available for the purposes of the com-
merce of the world our great inland seas, which will give communication
between Asia and Europe by the shortest distances on both the Pacific
and the Atlantic oceans, and by the shortest distance through the United
States, gives promise of great advantage to the entire country, as well as
to the States and Territories through which it is to pass.

Resolved, That the projected line of railway to the Pacific Ocean, which
will traverse the country on or adjacent to the thirty-fifth parallel of lati-
tude, in view of the climate and of the fertility and mineral wealth of the
country through which it will pass, and in view of the commercial neces-
sities of the southern portion of the United States, is of no less vital im-
portance than that which is to unite the north-east with the north-west,

aflfording, as it will, more direct communication to the cities of St. Louis,
Memphis, Vicksburg, New Orleans, and Galveston, with the Pacific coast.

Resolved, That it is of the highest importance that we use the shortest
practicable routes between the various cities of our country, between the
eastern and western sections, and between the Atlantic and Pacific oceans.

Resolved, That this Convention recommends the completion of a line of
railroad from Portland to the West, which will connect the Atlantic and
the Pacific by the shortest and most practicable route, recognizing at the
same time the importance of such proposed and existing routes, as connect
tide-water with the lakes, or aftbrd valuable additions to the direct lines
of transit between the East and the West.

Hon. John Neal moved the adoption of the resolu-
tions.

Hon. Amasa Walker, of North Brookfield, Mass.,
seconded the motion, and said, —

This report, Mr, Cbairman,,propo8es a magnificent scheme— the construc-
tion of two more railroads across the continent of North America. Is not
that an astonishing proposition? and to many minds, must it not almost
seem perfectly absurd? And yet, what proposition of any importance re-
lating to railroads has not been received in precisely the same spirit? The
proposition to build a railroad from Boston to Albany was thought a very
visionary idea— something that reasonable, reflecting men would not en-
courage for a moment It was only a few zealous and earnest young men
who dared to contemplate such an undertaking as a railroad from Boston
to Albany. And yet it was accomplished at last, and with what results?
The business of the road has been tenfold greater than anybody had even
anticipated, and in making their arrangements for stations, procuring land,
&c., they did not provide for more than one-tenth the accommodations
they ought to have secured. Now, sir, that has been the experience in
every section of the country from that time to this; and therefore it is that
we are not to be startled with this idea of two new railroads across the
continent. The country develops with such tremendous activity. that, as
was said by the gentleman who preceded me, we cannot keep up with the
increase of jiopulation by all the railroads that we can make. So that
there is nothing visionary, nothing chimerical in this idea of sending an-
other railroad across the continent north, and another railroad south of
the one now in process of construction, because we open such vast territo-
ries and develop such vast resources by so doing.

I will not, sir, detain the Convention by any extended remarks. My only
object is to remove the impression, if it exists in the mind of any gentle-
man present, that this is a mere chimera, a new visionary project, that a
few minds entertain, who have not the discretion or the judgment to know
what is for the good and for the best interests of the country.

Sir, the x^eople of this country wish for four things; specially, they need
four thinjTjs as the conditions of their highest prosperity and most rapid
development. In tlie first place, they need freedom of labor, freedom of
industry. That we have secured; that is settled. Everyman now has an
interest in tlie results of his labor, and that is an essential condition of the
greatest production. The next thing that we need is freedom of intercourse
— ^freedom of traile ; and hence the proposition that has just been acted upon
in relation to reciprocity. "Why, that is the grandest and noblest idea that
can be presented to the American people, in relation to their progress, in
relation to the development of their industry, and of the resources of the
country. I was exceedingly vexed, I will say, when the proposition was
made to aV)olish the reciprocity treaty between us and the British Prov-
inces on the north; for I foresaw at once, what we now realize, that it
would be a very essential injury to both countries. It has proved so.
"While our trade and our profits were increasing during recix^rocity, they at
once fell off U])on the refusal of this country to renew the treaty. That is
a great fundamental principle, and it applies, allow me to say, for one
country as well as another. This glorious idea of the universal freedom of
trade applies to all countries everywhere.

I am aware, sir, that by circumstances and by local interests, we have
been educat^^d to very false ideas on that subject; but we have got to
abandon all those ideas; we have got to realize that we as a nation can
compete with all the world, if we can only have perfect freedom of indus-
try and trade. That is what we demand, and having that, we are sure of
being able to compete successfully with "all the world and the rest of
mankind." (Api)lause.)

I could not allow this occasion to pass away— the meeting of our Inter-
national Commercial Convention — without saying this much; without
bearing my testimony to the truth of this great principle, namely, that we
want universal freedom of trade, and that for the prosperity and welfare
of our whole country, of every part of our country, of every great interest
in our country, it is essential that we have this freedom of trade.

Then, again, we want what we have now met here to promote, and that
is, the cheapest possible transportation. That is the third thing. After the
farmer or the manufacturer or the fisherman has got his product ready
for the market, we want the greatest possible facilities for transporting
that product to the consumer. "We want, therefore, railroads everywhere,
and we want them conducted on such economical principles that the rates
for the transportation of freight and passengers may be reduced to the
lowest possible point.

Lastly, we need a correct standard of value. We need a currency on a
par with the currency of the rest of the commercial world. (Applause.)
"We cannot have prosperity unless we do have a correct standard of value.
It is all idle, it is all absurd to suppose that we can secure our own inter-
ests and welfare, in competition with the rest of the world, unless we have

the same standard of value that the rest of the world has. The idea that
we can have a currency which to-day is worth only sixty-nine cents on the
dollar of the currency of the world, and yet he prosperous, entirely suc-
cessful, is preposterous. There is no such thing; and I take leave here to
say, that that is the greatest difficulty we have to-day, the greatest cause
of our suffering and loss, of the falling off of our industry, and the depres-
sion of trade. It must he so, and it will grow worse and worse. Why, sir,
what has stopped your ship-building in Maine? Your false currency. Eight
over the line, our good friends have a sound currency, and they can build
a vessel and send it here and sell it, in the face and eyes of your ship-build-
ers, for a third less than they can build it. Why? Because everything
the ship-builder here uses is measured by this false currency, which is
worth only sixty-nine cents on the dollat, and everything there is meas-
ured by a currency that is worth one hundred cents on the dollar. That
makes a mighty difference. There is no hope of restoring the business of
ship-building at all except as you restore the currency. We are sending
to-day to Canada for lumber which might be purchased in Maine. ■\\Tiy?
Because lumber i)urchascd in Maine is purchased with a fictitious curren-
cy, and costs forty per cent more than it otherwise would; and therefore
our friends on the other side of the line can sell their lumber cheaper than
we can get it out of our own forests. That is the fact, and that is true of
every branch of industry in the country.

Look for a moment at our cotton manufactures. The time has been when
we have sent cotton manufactures to the amount of nine millions of dol-
lars to the East, — to Bombay and Calcutta. How is it to-day? Look at
your returns and see how much you send. You send next to nothing, and
you never can send any there, or anywhere else, to advantage, until you
have a currency on a par with theirs. (Applause.)

I fear the attention of the people of this country lias not been directed
to that point as it ought to have been. We have talked about free trade
and a great many other things here for twenty or thirty years; but we
have never paid any serious attention to the results of a currency below
the standard of value in the commercial world, and here is the great fact,
that we have a currency to-day which is more than thirty per cent below
that standard. The people of this country must turn their attention in
that direction. They must not be deluded by looking in a certain direc-
tion for the remedy. They must demand a return just as soon as a return
is practicable, to the true standard of value ; that is, that a dollar shall
mean 25 8-10 grains of gold, of standard value, — for that is what is meant
by "par;" that is, that our currency should be on a par with gold.

Sir, I could not forbear presenting this consideration to the Convention,
because, important as all other things are as steps towards the realization
of our highest prosperity and success, as a business people, it is above all
things essential that we should have our currency restored. We must not
be deceived by any cry— " Oh, we are coming to it." " Coming to it!"

Coming to what? Coming to destruction. That is what we are inevitably-
coming to, financially. Coming to a specie standard by any present
process? I deny it, entirely. We are going precisely in the opposite
direction, or else I do not know anything about it. "We are going away
from it every day. Talk about large crops of cotton and wheat restoring
the currency ! It has no tendency that way. That is undoubtedly thought
to be very heretical by some who hear me, but it is just so. Then what
will restore the currency? Why, what destroyed the currency? It is
always best to know that, to start with. What destroyed the currency?
The act of Congress making paper legal tender, was it not? Surely, that is
•what destroyed the currency. A war measure, necessary, if you please,— I
will not debate that point,— but that is what destroyed the currency. What,
then, will restore it? Nothing but an act of Congress. Nothing but an act
of Congress which shall declare that the currency shall be contracted so*
many millions a month, until it is on a par with specie. To pretend that
anything else will ever produce this result is to deceive the people. Those
who entertain this idea are honest, perhaps; nevertheless, it is a mistake,
and a mistake that can only produce distress, that can only postpone relief.
We must look to no such thing,— to nothing except the direct and positive
action of Congress. When will Congress act upon that subject? When
will they take measures to bring about this result ? Do you know when
they will do it? I will tell you precisely when they will do it. They will
do it when you demand it, and they will never do it before,— never. I
assure you of that. Speaking with a very intelligent member of Congress
some little time ago, he said, " We ought to contract our currency ten
millions a month ; we ought to do this thing and that." I said,
"Yes," and "I a^ree with you in that;" and when he got through,
I said, "Go on the floor of Congress and say that; go before your
constituents and tell them that is what the country needs." Said he,
"Walker, I should be defeated by five thousand majority." (Laugh-
ter.) There you have it. The idea that your Congress is going to do
anything you do not ask for is quite absurd. The idea that they know
anything more than you do about these things is equally absurd. You,
business men, must be the judges; you must demand what you want. You
have only to let your representatives in Congress know what you want,
and you will have it; otherwise, we shall float on and on in this miserable
sea.

I ask you, then, in conclusion, to use your utmost exertions to bring
about a gradual but certain reduction of our expanded currency. (Ap-
plause.)

Mr. John Cain, of Rutland, Vt., said :

I do not rise, Mr. Chairman, to make a speech, but I do rise to make a
few remarks. I could sit here a week and feel grateful to hear speeches
about the Celestial Empire, and stay up in the clouds, where we have been

yesterday and to-day, but I think we had better come down to practical
operations. (Applause.) We have heard from gentlemen from Oregon,
from Minnesota, from New York, from Massachusetts. I have been very
much entertained and glad to hear them. I mean no disrespect to any
gentleman in what I have to say, but I do say that it is not the entertain-
ment to which we were invited. There are delegates here from a distance
—from Oregon, as I have said, probably from Halifax and Montreal, and
remote points; but I assure you that the place where a Convention is held
generally contributes a large number. "We have heard nothing from
Portland. We have been invited here by the people of Portland to an
International Convention. They have had two Railroad Conventions
within a few months, which I have attended, — one at Center Harbor,
janother at Rutland. Although this is called an International Convention,
still it is to promote the Portland and Rutland Railroad to the Pacific.
That was the intention. I am glad that gentlemen have diverged and
taken an international view, so far as they have done; but what 1 protest
against is the making of long speeches.— and I hope I shall not be allowed
to fall into that fault myself. New Hampshire has not spoken here;
Vermont has not said a word. We are about one hundred miles distant
from Portland at Rutland, in western Vermont, across the Green Moun-
tains. We have come some two hundred and sixty miles to get here by
railroad, by the way of Boston. We, on the western side of the mountains,
are represented by some twenty delegates from Rutland and neighboring
towns; the other side is represented by some thirty delegates from Wood-
stock and neighboring towns; and New Hampshire, in the vicinity of
Bristol, and along there, is represented by fully that number. Not one of
these gentlemen has said a word; and what I rose for was to say, that I
hope, as we have accepted the invitation for an excursion down the bay,
that we shall have an evening session. Our sessions have been too short.
You must know that many of the delegates from the interior of New
Hampshire and Vermont cannot stay here for a great length of time. A
large number of our delegation would have gone this morning, had it not
been that they wished to see this matter out. I do not know how many days
you intend to be in session ; I do not know what the programme of this Con-
vention is, but what I have risen for is to suggest that the business of the
Convention be acted upon first, and that we have the speeches afterwards.
For fear that I may fall into the same fault that I have been complaining
about, I must conclude. You know what I mean. I hope that when the
Convention is in session, no man will be allowed to speak more than ten
minutes.

Hon. John B. Brown, of Portland, said :

I move that when the Convention adjourns, it be to meet at half-past
seven o'clock this evening. In behalf of the citizens of Portland, I will say
that we are very glad that the Convention has accepted the invitation to

take a trip down the harbor. We are very desirous to hear our distin-
guished friends from the West and the East, and I have no doubt that a
large audience will be here this evening. I hope, therefore, that the Con-
vention will hold an evening session.

Hon. R. D. Rice, of Augusta, said :

I beg leave to remark, that I have been very much interested in the
discussion thus far, and desire, particularly, to suggest to my friend from
Vermont that there has not been very much time expended, and no time
wasted, in speeches. We have hardly yet received the reports of our com-
mittees, and those reports, it seems to me, involve matter of very great
interest, not only to this Convention, but to the whole people of this
continent. I trust, therefore, that we shall take time enough to fully and
maturely consider these important questions, and that gentlemen, not only
from the far West, from Massachusetts, and from New York, but from Ver-
mont and New Hampshire, from Portland and Canada, from Nova Scotia
and New Brunswick, and, if there is any person present from across the
waters, from England also, will have an opportunity to be heard before
this Convention finally adjourns.

Now that I am up, I will state that I see a gentleman in the hall of much
distinction, who has given a great deal of attention to the subject before us.
I refer to the Hon, Henry T. Blow, of Missouri. I take the liberty to call
upon him for some remarks upon the subject-matter now before the
Convention.

SPEECH OF HON. HENRY T. BLOW.

Mr. President, and Gentlemen of the Convention, — I congratulate you most
heartily upon the reports that have been presented to you this morning.
Your Convention was called in the interest of the whole country, and I see
from the nature of these reports that you have had regard to the whole
country.

But before I proceed to speak upon the particular matter before us, and
to which my attention has been directed, I ask leave to protest against the
discussion of questions, of the greatest importance to this country, and
upon which men differ, before a Convention not called for the discussion
of those subjects. (Applause.) We of the West have our opinions upon
those questions, and, sir, we will go before the people of this country and
discuss them. Here, we come to discuss the question of the construction
of trans-continental railroads; to see if we cannot bring the far-off nations
of the world together across this magnificent expanse of territory which
we own and control. I do not pretend to say that we of the West do not
agree, on some subjects, with the gentlemen who have addressed you. We
want a currency as solid and enduring as the great principles of Republi-
canism. We want, like my friend from Massachusetts, a currency that

will attract the laborer from foreign countries, and upon which the credit
of a great nation can securely rest in the eyes of the balance of the world.
Bui while we want that, we diflfer very ranch from the gentleman in regard
to the manner in which we should get it. A National Commercial Con-
vention met not long ago in the city of Philadelphia, and their idea was
entirely different from that of the gentleman. The first thing that they
thought necessary to resumption was, that contracts for payment in gold
should be recognized as binding by act of Congress. (Applause.) That,
they believed, yould pave the way to that acknowledgment upon which
alone this great revolution or reaction is to take place.

I differ from the gentleman very much in regard to another matter. I
assert that the material interests of this country, the raising of grand crops
of wheat and corn, the restoration of the cotton crop, the reduction of the
imports and the increase of exports, and the production of gold, is the true
way to resumption. (Applause.) Acts of Congress will not convert the
currency to gold. It is labor, accommodated to the wants of the people, —
it is the labor of men themselves, honest and fair, and thoroughly identified
with the loyal, union, progressive spirit of the times, which is to giv
vitality to the country and credit to the nation. (Applause.) Pardon me
for saying so much upon this subject.

In the report that is before us, we have designated a road which is now
on its way to completion. Six or eight hundred miles from the extreme
confines of the States of this Union, reaching towards California, is the
Central or Omaha route; an enterprise which alone would give character
and dignity to any nation, if it had nothing else to sustain it. Clear be-
yond that, on the Pacific slopes, another road is to-day surmounting the
Sierra Nevada, and the space of only 900 miles is between them. That
space will be annihilated in less than eighteen months, and the iron horse
will start from Portland, I hope, by the direct route to which my friend
alludes,— for we go for direct routes (applause)— and never stop until it
stands by the growing com at the entrance of California. (Renewed ap-
jdause.)

But, gentlemen, the Senator from Oregon made a very good point yester-
day before our committee, when he said that we could not haul the pro-
ducts of the East and the West over the Sierra Nevada, except at a high
cost. "We want competing routes, and justice to this nation, justice to the
toiling South, erring as they have been, demands that every portion of
the country should be regarded; and here is the place, in the far-off north-
east of our country, to show the spirit of American justice, and you have
done it. (Applause.) "We therefore designate two other routes; one that
is perfectly magnificent, for it accommodates two great nations— the north-
ern portion of our own and that English nation which I hope will struggle
up until it becomes self-sustaining and independent, and can build its own
roads across its own domain to that same far-off Pacific. I heard Thaddeus
Stevens, when that bill was brought up in Congress, describe the beauti-

. '^3

ful country traversed by the Lake Superior and Puget Sound road. We
are too apt, living as we do remote from these portions of our country, to
lose sight of their great beauty and fertility. I was reminded of both as
the Senator eloquently described to the committee, as the gentleman from
Minnesota (Hon. J. W. Taylor) did to the Convention, yesterday, the mag-
nificence of that country and its enormous producing capacity.

Then, far to the South, gentlemen, you provide for another road — a road
which has its branch through Memj^his, to Savannah and Charleston — a
direct route to Memphis already provided to meet it; another branch to
Galveston; another branch to Memphis,Vicksburg, and New Orleans. This
is not a purely southern route, for if you will look at the map, you will see
it is more central than southern, and I believe it is the shortest and most
direct route between the Atlantic and Pacific, although it does not termi-
nate at either of the cities on the Atlantic slope. I think the committee
make a mistake when they^say that the Lake Superior and Puget Sound
route is the shortest.

You have designated, gentlemen, these two national routes, and when
you go to Congress and ask Congress to subsidize them as they have the
Omaha route. Congress dare not, viewing the matter in the light of justice,
refuse your request. (Applause.) Thus we secure across the continent
and open to the nations of the world, three competing routes, each one
upon American soil, of course, each one of them affording these great
privileges, each of which can be used to such advantage in your rapid
communication, through Portland and Halifax, with the nations of the
world.

In reply to the gentleman who has last addressed you, I beg leave to say
this much; that there is nothing so much desired by the people who inhabit
the Mississippi Valley, there is nothing that we so much ask from the en-
terprise of others, as that this country shall be brought closer and closer
together by the most direct communication that is attainable by the iron
rail. (Applause.) We bid you, gentlemen, God-speed in the work. If you
can make your route an air-line, do so ; if you cannot, make it as near an
approach to an air-line as possible. I look to the far-off" West, and I see
Portland, in Oregon ; I look over the city of Utica, over the city of Indian-
apolis, and I see St. Louis; I look out to the south-west line of the State,
and beyond that I see Galveston. The route is clear from Portland to Gal-
veston, and that is one of the connections that will be made. (Applause.)
That is something for the people of New England to contend for; for, gen-
tlemen, in the course of trade (that course of trade which is alluded to in
this report) there is no telling which route the great products of this coun-
try are to take in a few years. We want all the communications with the
Atlantic sea-board that we can get, and you want all the communications
you can get with the crops that are produced at the West, and with the
cotton which is raised in the South.

I congratulate you, gentlemen, in conclusion, that this country is now

74 .

teeming with wealth raised upon its own bosom. It is a proud thing for
us to be able to say that those men who refused, a few years ago, to go to
work at the Soutli, because they were still inimical to the government, have
this year turned in like men, tilled the soil, and raised a crop of cotton,
probably, of three millions of bales, which will decrease their dissatisfac-
tion, and make them feel once more that they are American citizens. (Ap-
plause.) That is true reconstruction; and the Commercial Convention,
whether held in the city of Philadelphia, in the valley of the Mississippi,
or in the good city of Portland, that contributes to that end, is a proud
Convention, and is truly national and loyal in its spirit and purpose. (Loud
applause.)

The question was then put, and the resolutions
adopted,

Hon. J. W. Taylor, of Minnesota, Chairman of the
Committee on Lake, Kiver, and Canal Navigation,
presented, on behalf of the Committee, the following
resolutions :

Resolved,— That this Convention deems it the province of wise and
prudent statesmanship that the Government of the United States shall
co-operate with the States and Provinces interested in such enlargement
of existing canals and channels and other improvements of the route of
the St. Lawrence as will admit of the passage of vessels of one thousand
tons burden from Lakes Michigan and Superior to the Gulf of St Law-
rence and the harbor of New York.

Resolved, That these great rivers of the West, whose channels and com-
merce are not exclusively within the limits of a State, have equal claims
upon the consideration of Congress, under the constitutional authority, to
regulate commerce with foreign nations and among the States, as Ocean,
Lake, and Gulf coasts which are the extreme boundaries of the country.

Resolved, That a judicious system of expenditures for these national ob-
jects should be impartially extended to the Pacific as well as the Atlantic
coast; to the harbors of the Gulf of Mexico as well as the northern lakes,
and to the great interior rivers of the country.

Mr. G. W. Woodman, of Portland, moved the adop-
tion of the resolutions.

At the suggestion of Mr. Poor, the motion was
amended so as to provide for the acceptance of the
report, instead of its adoption, and in that form passed.

On motion of Senator Corbett, the resolutions were
adopted.

Hon. J. B. Brown, of Portland, then renewed his
motion, that when the Convention adjourned, it should
be to meet at 7 1-2 o'clock in the evening.

Mr. Hamilton A. Hill, of Boston, moved to amend
the motion, as follows : That at the close of this ses-
sion, the Convention adjourn sine die, and that a pub-
lic meeting be held this evening.

Considerable discussion took place on the amend-
ment, and it was finally lost.

Mr. Poor then moved a reconsideration of the vote
whereby the Convention adopted the report of the
Committee on International Commercial Relations.

This motion called forth some debate, which was
concluded by a motion to lay it on the table, which
was carried.

Mr. James A. Dupee, of Boston, moved a reconsid-
eration of the vote whereby the Convention accepted
the invitation to a sail down the harbor.

Pending this motion, Hon. Erastus Brooks, of New
York, moved that the Convention take a recess until
7 1-2 o'clock this evening, which motion prevailed.

Evening Session.

The Convention was called to order at eight o'clock
by Hon. Frederick Bobie, one of the Secretaries, who
stated that the President, Gov. Merrill, was necessarily
absent.

On motion, a committee was appointed to wait
on the Hon. Stephen Tobin, Mayor of Halifax, the
first Vice-President, and invite him to take the chair
for the evening.

Mayor Tobin soon appeared upon the platform, and
addressed the Convention as follows :

On assuming the duties of the chair, which devolve upon me as first
Vice-President,— a position with which I have been honored by this Con-
vention,— in the absence of the Governor of Iowa, who has ably discharged
those dutiies hitherto, I beg to express my regrets to the Convention that
circumstances have prevented the gentlemen from the British Provinces,
who have attended this Convention, from taking a very active part in its
deliberations. We felt that it would be unwise to commit ourselves to any
position which might imply an acceptance or indorsement of certain views
which were enunciated here yesterday morning. But, gentlemen, I hope
it will not be inferred from this fact that we take no interest in the
proceedings we have witnessed here, or that we are unconscious of the
magnificent results which may flow from them, for, I can assure you, such
is not the case. On the contrary, we are fully alive to the value of the
various measures which have been brought before this Convention; and
feeling, as we do, that it is composed of gentlemen representing the wealth,
the intelligence, the commercial enterprise, the public spirit, the political
and social influences and interests of so many States of this great Republic,
we feel that its decisions will be attended with important results to the
people of British America.

The grand scheme of constructing an unbroken line of railroad for four
thousand miles across the continent, from the Atlantic city of Halifax, over
which I have the honor to preside, to the city of San Francisco, on the
Pacific, is a scheme, the magnificent proportions of which are calculated
to dazzle those who are unacquainted with the rate of railway progress
upon this continent. I am glad to find, by the proceedings of this Conven-
tion, that what many regard perhaps as a mere visionary scheme, is almost
in fact a practical reality. (Applause, ) I infer, from the statements made by
the gentleman who addressed us this morning (Hon. Erastus Brooks),
whose eloquence enchained our attention for a long time, and elicited our
admiration so justly, that the time is not far distant when the Irish laborer
who came from Ireland, and the Chinese laborer who came from China, for
the purpose of working on that road, will together celebrate the completion
of that great enterprise. (Applause.) I consider that this is a circum-
stance which should arouse us all to the importance of the duty devolving
upon those who have charge of the intermediate distances between

Chicago and Halifax, and I feel sure that the discussions of this Con-
vention, conducted as they have been in the presence of so many leading
minds of this continent, will be fruitful of great good, and that each
American State, and each British Province, will, at an early day, make up
its link in the great chain, and enable us to present to the world the
grandest triumph of railway enterprise it has ever seen. (Loud applause.)

There is another topic which came before the Convention this morning,
and which now more immediately attracts our attention, and that, gentle-
men, is one big with importance, not only to British America, as some
people imagine, but to all America; for I contend that the commercial
interests of British America are the commercial interests of the United
States (applause); that whatever affects our prosperity affects yours. We
are brothers in commerce as well as in blood. (Applause.) I feel, also,
gentlemen, that it is impossible to overestimate the importance of the
resolution which has been introduced here, and I hope that that resolution
will be received with pride and with pleasure by every British subject,
and by every American citizen whose heart is in the right place, for it
breathes high-minded commercial sentiments, it breathes a noble spirit of
peace and good-will to all men, of fraternity to those who have a common
origin with yourselves, whose language, whose manners are the same as
yours, whose feelings and interests are identified with yours, and especially
in everything that tends to the elevation of mankind and the development
of civilization (loud applause); a body of people who are your friends now
and who, I trust, with the blessing of God, will be your friends to the end
of time. (Renewed applause.)

Gentlemen, we have now before us simply the question of reciprocity,
and it is neither my province nor my intention to enter into any details,
or to suggest any terms upon which a reciprocity treaty may be based.
That matter will rest with the agent delegated by Congress. But I hold
that the messenger appointed by Congress for that purpose will be received
in the British colonies as the harbinger of perpetual peace and prosperous
commercial intercourse to the end of time (applause), and that he will also
be the harbinger of commercial benefits as great to the United States as
they will undoubtedly be to the British Provinces.

With these few remarks, gentlemen, thanking you for the attention you
have given me, I will assume the duties of the chair.

Gen. Washburn offereci the following resolutions,
which were unanimously adopted :

Resolved, That the thanks of this Convention be heartily tendered to
Hon. Samuel Merrill, its President, for the very able, satisfactory, and
agreeable manner in which he has presided over its deliberations. (Ap-
plause.)

Eesolvedy That the thanks of the Convention are hereby tendered to the

Portland Steam Packet Co., to Charles FoBES,Esq.,it9 President, and J.
B. CoYLE, General Agent, for the generous tender of the steamer " John
Brooks" for an excursion down the harbor this afternoon, and for their
personal courtesy and attention on the occasion. (Applause.)

Mr. John A. Poor, of Portland, moved that the
vote qf the Convention adopting the report of the
Committee on International Relations be recon-
sidered.

Mr. Poor said he did not make this motion because
he dissented from the report, or the views of the
Committee, but knowing the importance of the sub-
ject, and the deep interest in the question by the
people of Maine, he desired a full and free discussion.
It was evident there was a misunderstanding on the
part of some of the members of the Convention as
to the effect of the vote accepting the report of the
Committee. According to Parliamentary law, a vote
accepting a report had the effect, ordinarily, to bring
the matter before the Convention, operating as a
discharge of the committee. Such, evidently, was
the understanding of several gentlemen present He,
therefore, desired a reconsideration of the vote, by
which the resolution reported by the Committee had
been adopted. He thought it fiiir that the whole
matter should come before the Convention, and that
gentlemen speaking in opposition to the report and
resolution of the Committee should do so without
embarrassment.

The reconsideration prevailed.

SPEECH OF HENRY E. PRENTISS, ESQ., OF BANGOR.

Those who know that I came from Bangor, and know anything of the busi-
ness of that portion of the State of Maine, know that I must either be utterly
false to the interests, sympathies, wishes, and feelings of my constituents
who sent me here, or else I am under the disagreeable necessity of oppos-
ing this report. I am sorry to oppose it, because it has been sustained by
some very fine speeches, and because I am perfectly aware that I labor
under the embarrassment of speaking to a convention called by Portland
people, and organized under Portland influences. Portland is as much
bound by its position as the natural sea-port of the Canadas, as the ter-
minus of the Grand Trunk Railroad, to go for the Reciprocity Treaty, as
Bangor, and almost the entire eastern part of the State, are bound by their
business interests to go the other way. I am sorry to speak in opposition
to the liberal sentiments which have been expressed by gentlemen on the
other side. I believe I have some affinity with the liberal sentiments
which they have announced. I admire the splendid pictures that have
been drawn of the prosperity of the country that would result from the
adoption of free-trade principles. If I could see it as they do, and see no
injustice to individual interests, I should most cordially go for it; but be-
lieving otherwise, and seeing practical difficulties, I am compelled to sug-
gest those difficulties, and to express my doubts.

Although general principles lie at the bottom of this matter, and are
most important, still, inasmuch as I particularly represent the lumber in-
terest, I will, with your permission, speak first of that, and state the diffi-
culties under which it would labor if the reciprocity treaty were renewed.

In the first place, the United States Government have sold their timber
lands. The government of Maine and all the other State governments
have sold their timber lauds. All the timber lands in the United States,
of any consequence, are owned by private individuals. They appreciate
their value, and of course they ask proportionately high prices for stump-
age — four, five, or six dollars for pine, two or three dollars for spruce. On
the other hand, it has been the policy of the Crown, in all the Britist Prov-
inces, to regard the forests merely as something to be used to promote the
business of the country, not as something from which a revenue could be
derived for the government. Therefore the cost of sturapage is merely
nominal. lu Canada, as I understand it, pretty much all the timber land
that is desirable has been leased out to individual lumbermen, at five dol-
lars a square mile per annum, with an additional eight cents for standard
logs, and some thirty or forty cents a thousand for what they cut oft". An
individual who has one of these leases, by paying five dollars a year, con-
siders himself as having a perpetual interest in the land, and the right to
have the lease renewed from year to year. In other words, all the timber
has passed under that system, from the control of the Crown, and the tim-
ber is cut by the lumbermen for nothing, or next to nothing. Hence they

have no reason for keeping their timber, economizing it, sending it into the
market as it is wanted, and making the most of it, but are under every
temptation to waste it. If they can make it pay expenses, that is all they
want. Labor is cheaper there than here, taxes are lighter, and the conse-
quence is, they would undersell us in the American market, if we were
not protected by the high price of gold, which is a forty per cent protection.
If a Canadian sends a cargo of lumber to New York, and gets §1,400, he
can only carry home $1,000 in gold. This makes the lumber business a
fair business, and there is no trouble. But let gold come down to par, as it
will sooner or later, and ought to immediately; let the duties be taken off,
and the reciprocity treaty carried out, and the lumber business will be pros-
trated ; the weak men engaged in it will break down at once, with some of
the strong ones, and all the lumber country will feel the effect. There are
many interests in the lumber region which depend upon the pro.si»erity of
the lumber business. The farmer sells the produce of his farm to the lum-
ber-man; the lumber-man hires his teams, himself and his boys, to haul;
the country trader and the village trader all depend upon it, and when
that is prostrated, the lumber country is prostrated, wherever it is.

Now this is no small business. We cut 400,000,000 in Maine, worth nearly
six millions of dollars; they cut 1,400,000,000 [in Michigan, worth twenty
millions of dollars. So much for two States. It is a business carried on
more or less in all the States— largely in Pennsylvania and New York,
largely in Minnesota and Wisconsin. It is one of the great leading inter-
ests of the country, and if you prostrate it, by a reciprocity treaty or any-
thing else, the whole country suffers with it. It is entitled to considera-
tion, and to a fair and equal chance in the world with other departments
of industry.

People talk sometimes of "liberality." Mr. Brooks, in his able speech this
morning, said that the internal trade of the country was worth more than
all its external trade. That is true, and that is one reason for the great
prosperity of the United States. That argument would a])ply to the Can-
adas exactly, if they were a part of the United States. They would then
have the right to bring in their lumber free of duty, and the lumber-men
of the United States would be obliged to accede to it, whether they wished
to or not. And they would not suffer much, or, if they did, it would be
only for a short time. Why? Because the whole system of things would
be changed. Because the lumber interest would be managed differently.
The lumber lands of Canada would soon all be owned partly by Ameri-
cans and partly by Canadians, who would value them in proportion to
their facilities and opportunities, and look upon them as we look upon
our timber lands. They would not waste them; they would husband
them, su])i)ly the market with lumber as it was wanted, and sell it for re-
munerative prices. They would not undersell us and demoralize our
markets as they did under the reciprocity treaty.

There is another reason, and a strong one, why our business would be

injured. It is this. In almost every other busness except the lumber
business, the method of conducting it has always been, that the purchaser
goes to the seller and agrees upon the price and the measure. But the
lumber business, in its infancy, in Maine, and, I belicA^e, in every other
State in the United States, has been conducted upon a system exactly the
reverse. That is, the lumber is shipped by the lumber merchant to some
commission merchant at the place of sale; that commission merchant,
somehow or other, gets rid of it to the people who want to buy, at their
survey and their price, and sends back to the lumber merchant at Bangor
or elsewhere just enough to keep him alive, and no more; he bleeds him
just as much as he can without killing him, tor if he killed him, then he
could not send him any more lumber next year. The commission merchant,
therefore, sends him just enough to enable him to go into the woods in the
winter and get another stock of lumber, to sell in the same way. The best
pine trees of Maine were got out under that sytem, and did no good to the
people of the State.

Some twenty-five years ago, the lumber-men of Bangor, having acquired
a little strength, determined to see if they could not put an end to that
method of doing business. Whon they went to Boston after goods, they
had to agree on the price and the measure before they could take them
away; and they said to the gentlemen with whom they dealt, " You must
come to Bangor, and agree upon the price of a pile of boards and the
measure before you can have them." The lumber dealers, at first, said
they would not come after them, and the lumber-men went into a fight.
They mortgaged their lumber to enable them to hold on, and after a while
the lumber dealers came for it, and now the business has acquired a species
of independence; it is placed on a sort of equality with other business; it
has a right to live and a right to thrive like other business; it has a right to
stand, and does stand somewhat on its own bottom; it has prospered fairly
with other business since that time.

"What was the effect when the Reciprocity Treaty was passed, and
lumber came in free of duty? Why, as they paid no stumpage, and we
high stumpage (as labor was high here and low there), they could ship
lumber to Boston and all other places where lumber is bought, and sell it
for just such a price as people would pay. Of course, if the Boston mer-
chant could buy it there at his own survey and price, he would not go to
Bangor and buy it at his own survey and price. Let gold go to par, and a
Reciprocity Treaty be passed, and our market is demoralized, besides
being prostrated by the fact itself that they can produce lumber cheaper
than we can.

Why is labor cheaper in Canada than here? We have got the notion that
it is because of our Republican system— the genius of our Republican in-
stitutions. Our laboring men have got the notion that they must be paid
enough to keep themselves well fed, well clothed, and well housed, edu-
cate their children, have some leisure for reading, and the means for occa-

sional pleasures. "We cannot get rid of that notion; we have got to 'pay
our laborers in that way. The Canadian laborer occupies a somewhat
intermediate position between the laborer of Europe and the American
laborer, — better paid than the European laborer, and not so well paid as
the American laborer. This is our particular ditficulty.

Now, on general principles, the advocate of reciprocity meets, on the
threshold, the American system, — the system of protection to American
industry. For instance, at the Commercial Convention in Detroit, three
years ago, a resolution was passed recommending a new reciprocity treaty,
based on justice to all parties,— to which, if it could be carried out, nobody
would object. But immediately after, the Committee on Manufactures
reported, and reported the American system of protection, strongly and
in full, and it was adopted unanimously, I believe, by the Convention,
There we stood, with a declaration in favor of a certain kind of reciprocity
treaty, on the one hand, followed immediately by a resolution embracing
the full American system, which was directly at war with it.

In this Convention, every gentleman who advocates reciprocity, meets
the American system of protection. Early after the organization of the
government of the United States, it was discovered that the easiest
way of raising revenue to defray the expenses of the government, was
by a tariff' upon foreign goods; and that discovery has, ever since, been
acted upon. This is the cheapest, the most convenient, the most popular
method of raising money to meet the expenses of the government. Any
kind of internal taxation is unpopular. People know what they pay,— see
it, feel it. In the case of taxes upon foreign goods, they do not know what
they pay, they do not feel it, they do not see it; and, in fact, it is a grave
question whether the taxes are paid by the foreign manufacturer or by the
home consumer. Practically, it is probably divided; paid partially by
one and partially by the other. As incidental to this system, it was also
established, that, in adjusting this tariff, protection should be given to
American industry.

These principles were settled, and in practical operation before the
war of rebellion. So well were they settled, that although your Demo-
cratic orator upon the stump sometimes talked about " free trade," yet
when the Democratic party came into power, and assumed the responsi-
bilities of power, and had to raise money to carry on the government, they
found it necessary to keep the tariflf. They might sometimes correct its
evils, correct its inequalities; but they kept the tariff". The gentleman
who addressed us the other day from the "West (Hon. J. W. Taylor) said
that the West was of the opinion that an average tax of fifty per cent
was too high. I think he said the West was in favor of a tariff" of
twenty-five per cent, but thought an average tariff" of fifty per cent was
too high. Particular interests send lobby members to Washington, and
sometimes get their particular branch of industry too much protected,
and it is the business of statesmen and legislators to correct these evils and

reduce these excesses; but the fact that there are excesses is no valid
reason against the system.

Now, if a tariff was necessary w^hen we had no debt, or but a very small
one, when our army and navy were small, and all the expenses of the
government were small, how can we reduce the tariff now, how can we
get clear of protecting American industry by collecting our money by
taxes upon foreign goods, when our expenses are so enormous, when the
amount to be collected to pay the interest on our debt is so great, when
our army and navy are so large, and all our expenses are large? It is
hopeless, Mr. Chairman; practically, it is hopeless. Those of us, farmers
and lumber-men, whose interests are opposed to the Eeciprocity Treaty,
need have no fears. Kot only is the principle of protection to American
industry so firmly established in the American mind and heart, but the
necessities of the Government are so great, that no party can come into
power and adopt any system of duties by which they can carry on the
Government, which will not act as a proper and sufficient protection to
American industry. It is utterly useless, practically, to contend against
this. It is inevitable, in the nature of things. The great debt of the
United States, the great army and navy, the great expenses of the country,
are facts which cannot be got over. Our financiers already find it difficult,
even with our present high tariff, to raise revenue sufficient to pay the
interest on the debt, and other expemses of the government; and no set
of financiers who will get into power in the United States in our day will
find any method of getting along without laying sufficiently high duties on
foreign importations to afford incidental protection. The present tariff" on
lumber is only twenty per cent on the value at the foreign market, and,
practically, for the reasons I have given, they do not pay ten per cent now.
A level duty of twenty per cent on everything imported into the United
States, I apprehend, would not meet the expenses of the government.

But, aside from this necessity, the great West, which has been relied
upon as in favor of free trade, is getting more and more in favor of the
tariff" continually. It is getting more and more confident of the wisdom of
its great statesman and orator, the father of the American system, Heney
Clay, when he told them that the nation which confined itself to produc-
ing the raw material, and sent that material to the workshops of Euro^De, or
to any other country, to be manufactured, wou^d always be poor, while the
nation which did the manufacturing would grow rich. The people of the
United States are also aware of his wisdom in telling them that the manu-
facturing city, town, or village made a home market better than all foreign
markets. They also believe in his wisdom when he told them that they
never could be independent, as a nation, while they dejiended upon the
workshops of Europe to do their manufacturing, — that to be truly indepen-
dent, they must do their own work, manufacture their own raw material.
He told them, and they see its truth more and more, that to be rich, they
must develop all the resources and bring into action all the talents of the

nation. Some people have a genius for husbandry; others for lumbering;
others for the manufacture of this article, others for that; some for one
thing, some for another. If we raise the raw material, deriving the proper
aid from the mechanic, if we manufacture all our own raw material at
home,— and the nearer the place where it is raised the better,— availing
ourselves of our great ingenuity in inventions and in machinery, then we
can develop all the resources of our people, we can employ at home all the
thousand varied capacities of our people, and thus we can grow rich, we
can be independent, — a sort of world within ourselves.

There is another great reason for the necessity of having the American
system foimded upon the genius of our people. That is, the high price of
labor, which is established, and which can nev^r be altered, essentially.
Our people must receive enough for their labor to raise them to indepen-
dent circumstances. It is not so in Europe. An American traveller, walk-
ing out one morning from the city of Florence, along the macadamized
road which led up the valley of t)ie Arno, stopped to talk with an old man,
whom he found breaking stone with which to repair the road. " How long
have you been in this business? " " Forty years." " How much do you get
a day?" "Haifa franc,"— ten cents of our money. "Can you live on
that? " " Oh, yes, I can live on that." " What do you have for breakfast? "
" A little bread." " What do you have for dinner? " " A little bread."
" What do you have fpr supper? " "A little bread." It is true, Mr. Presi-
dent, that a single man, with the low prices of Europe, can live on ten cents
a day; but how if he has a wife and children? how if his wife or children
are sick? Why, then, the poor-house is his only resort. Let me ask the
free-traders if they suppose American manufacturers can carry on the busi-
ness of manufacturing, without any protection, in competition with the
labor of P^urope, paid such prices? True, this man was an unskilled laborer ;
skilled labor is i>aid a little better. Still, that anecdote illustrates the
comparative cost of labor in the two countries.

One of two things is true,— either the free-trader must satisfy the people
of this country that manufacturing can be carried on in competition with
the low-pficed labor of Europe, without any protection, or else he must
invent some way to make the American workman come down to the con-
dition of the European laborer, or to come down part way,— a good deal of
the way. I take it that whoever shall undertake to reduce the compensa-
tion of our laboring classes to that of the European laborers will find him-
self outvoted.

Well, what do the friends of reciprocity do when they meet this Ameri-
can system, and see the difficulty of getting clear of it? They say, " If, on
account of the great debt of the country, or for any other reasons, we must
have protection, let it apply only to distant nations, but we must have free
trade with our English neighbors, any way." But here is a great difficulty
in the way. We have treaties with all the nations of the earth, containing a
clause by which we agree to extend to them all the advantages that we

give the most favored nations. How can we have free trade with Canada,
consistently with this obligation, contained in every treaty,— the highest
obligation, binding on all the people of the nation. Having this obligation,
is it statesmanlike to make such exceptions? If protection to American
industry is the true doctrine, or if necessity imposes it upon us, is it states-
manlike, business-like, or sensible to undertake to except particular nations
from its operation? Will it not lead to infinite difficulties with other na-
tions, irrespective even of the contract we have made? Of course it will.
And why should we make this exception? Is it always safe to assume
that our English neighbor is our best friend? Personally I have had the
pleasure of meeting with many gentlemen from the Provinces, both upon
land and upon water, where I have had opportunities to enjoy social in-
tercourse with them ; and having enjoyed that intercourse, I have found
them gentlemen of liberal, honorable minds, frank and hearty. I never
have had any objection to make to them. I have not now. But, as we
are talking about matters of business, it is proper for us to consider every-
thing, and I repeat the question if it is entirely safe to assume that we
should depart from our general rules of business, for the sake of granting
special favors, special indulgencies, special privileges to our English neigh-
bors? I met, the day before I left home, a gentleman in the streets of
Bangor, who asked me if I was coming to this Convention. I told him I
was. "Well,", said he, "I am in the Provinces a great deal. I don't talk
politics in the Provinces— I am there for business. They dont't know that
I am a Yankee, and I have often heard them say that they don't care any-
thing for the Yankees except to get their trade." I do not know how prev-
alent this feeling is ; the gentleman says it is entertained by a great many.
We all know that during the war the feeling in Canada in favor of having
the Union broken up and the rebels prevail was so strong, that it over-
flowed into the public press, although they knew that those papers would
find their way all over the world. I speak of these things, not to find any
fault with the Canadians. They had a right, if they saw fit, to rejoice in
the victories of Jeff". Davis, to hope that our government would be de-
stroyed, and to mourn over the victories obtained by the government, I do
not find any fault with them for that, but that was the fact. The Ameri-
can traveller who passed through Europe at that time knows the fact that
in the old countries the feeling was against us. It is true, that a portion
of the lower classes of England, led by John Bright, had some sympathy
with us; Scotchmen had such a hatred of slavery, that when they found
out what the true question was, they took our part, led by the noble Earl
of Carlisle. (I mention these names with honor and admiration.) But
England was opposed to us, France was less opposed to us, Germany was
less opposed to us; Russia was the only nation of the earth that boldly
announced its sympathy and friendship. I would, therefore, humbly sub-
mit, that if we are to depart from our system in favor of any nation, Rus-
sia is entitled to free trade with us. If we are to be governed by histori-

cal considerations, beyond all question the Dutchmen are entitled to free
trade with us, for everybody knows that to the Kepublic of Holland and
the United Netherlands, we are indebted for the able, courageous, bold
and persevering manner with which they asserted the right of freedom of
religion, freedom of speech, and freedom of government, against that
tyrant, Philip of Spain, and the host who supported him, until they finally
succeeded in establishing that freedom of thought and freedom of religion,
that made republicanism possible to the United States, and possible to the
world. As a great Republic, growing out of that grand example, and de-
riving benefit from it, I say that, beyond all question, if we are to depart
from the rules of business at all, we must grant free trade to the Nether-
lands and Holland, in preference to any other country.

Some gentlemen in their arguments have alluded to the fact that lumber
is high in the United States, and that reciprocity will give us low-priced
lumber. They say that if we have a reciprocity treaty, lumber will come
in free, and that is given as a reason why reciprocity should exist. They
do not think of the lumber-men at all; they are only thinking of low-
priced lumber. They do not think of justice to the lumber-men. What
kind of justice is it to the lumber-meu to have the Massachusetts manufac-
turer of woolen or cotton benefited by protection, and enabled to charge
the lumber-men of Maine a very high price for his woolen and cotton
goods, while at the same time he insists upon having free tratle with the
Provinces, so that he may get his lumber low? Is that just? Is that fair?
What sort of justice is it to protect the manufacturer, so as to enhance the
price of every manufactured article the lumber-man has to buy, and at
the same time deny the same principle to the lumber-man himself, and in-
sist that foreign lumber should come here free of duty in competition with
him, thus demoralizing the market and knocking down prices so that he
cannot live?

The fact is, that when people say they want the Reciprocity Treaty, so
that they can get cheap lumber, they are not thinking of the interest of the
lumber-men at all, but only of getting cheap lumber. They remind me of
the man who was scolded by his neighbor for going over the line on to his
land. " The line is plain enough," said he. " Oh," rejilied the man, " I
w.asn*t looking after the line; I was looking after lumber." (Laughter.) I
can illustrate it in another way. The present Pope is the most illiberal and
tyrannical Pope that ever ruled in Christendom; yet, if you should happen
to stand under the dome of St. Peter's on any festival day of the Church,
when the Poi)o is brought in on the shoulders of sixteen Cardinals, and
borne above the crowd in his easy-chair, you would see him smiling, self-
satisfied, self-appreciating, evidently without a thought in his mind that
he ever did anything wrong in his life, and expecting, when he dies, to go
directly to heaven, and that the first convocation of Cardinals will formally
enrol his name among the saints. He has violated no law; he has kept all
the laws that he himself and his priests have made. Now, these gentlemen

who want reciprocity for the sake of getting cheap lumber would, in effect,
rob us just as much as an open robber would do ; that is, they would produce
just as bad an influence upon us, injure us as deeply. Yet it is not robbery,
because robbery is a violation of law, and nothing is robbery which is not
a violation of law. Therefore, if they can manufacture everything that we
want, and charge us the high prices which the system of protection enables
them to charge, and get a Reciprocity Treaty, so that they can have free
trade in lumber, and make us literally " hewers of wood" for them, with-
out comjDensation, they are all right. I only say, that I trust they will not
get the law. I do not believe they will; and I must appeal to them, as
honest men, to look into our position, and see if it is fair or just for them to
ask for such privileges.

To be brief, this is the question : If the principle of protection to Ameri-
can industry is the best, or if the interests of the country compel its
adoption, is it fair or honest to make it partial, to have three-quarters, if
you please, of the interests of the country protected by it, and the other
quarter slaughtered by it? Free trade in spots, free trade for me and
against you, — is it honest, is it statesmanlike to press it? Is it fair to ask
it? The American people, as a nation, are fond of fair play. The Anglo-
Saxon spirit is for fair play. I ask you if that is fair play? I protest
against it as not being so.

Mr. Brooks stated a fact this morning which he said was disgraceful, —
namely, that there are no American steamers sailing to Europe. Why are
these steamers all foreign? For the same reason that we cannot have a
Reciprocity Treaty. Simply because foreign labor is cheap and foreign
materials cheap in comparison with ours. They can build their steamboats
cheaper in Europe than here; they can furnish them with all their supplies,
provisions, and everything cheaper in Europe than here ; they can man
them cheaper in Europe, and therefore they have them. They can obtain
lumber for almost nothing in the Provinces, their labor is cheaper, and,
therefore, we could not live and carry on the business with free trade. The
two cases are precisely alike, and it is utterly inconsistent for a man to
complain that we cannot have any American steamers, and, at the same
time, talk about having a Reciprocity Treaty.

In regard to this report, there is one clause in it which struck me as a
little singular. It says it is a mistake to suppose that the farmer is to be
injured by a Reciprocity Treaty, and that, so far as regards the lumber-men,
they will not have the sympathy of the American people. Why not?
Because they are a minority. It is supposed they can be trampled under
foot because they can be outvoted.

There remains but one other subject, and that is the fisheries. It is said
that the fisheries are a fruitful source of discord, and that it is necessary
for us to make a treaty about the fisheries, for the benefit of our fishermen-
Now, the fishermen do not want a Reciprocity Treaty any more than the
lumber-men do, and for the same reason,— because it lets into the United

States more fish, and knocks down the price of their product. Therefore,
they hate it as badly as we do. If anybody speaks for the fisheries, he
speaks for the buyers and not the sellers of fish.

Again, it is said that there will be trouble among the captains of fishing
vessels aboufr bounds. By the treaty of 1818, we have a right to fish oflF
the Banks of Newfoundland, the coast of Labrador, and Magdalen Island.
With regard to the other Provinces of Great Britain, we have only tho
same right that other nations have — to fish until we come within three
miles of the shore, I say that there is no danger growing out of that, if
there ever was. When Great Britain acknowledged our independence,
somewhat reluctantly, we were a weak nation, and it was difficult to vin-
dicate our rights; but we have ceased to be weak, we are strong, and all
the nations of the world recognize the fact, and know that we can maintain
and defend our rights. There is no danger from that quarter now. They
respect our rights and our power, and if any difficulty arises about tho
fisheries, it will be settled as we have settled other difficulties— by
negotiation.

Mr. Chairman, I have occupied some little time, I do not know how
much, but, I believe, not more than the gentlemen have occupied on the
other side. I am the only person who has spoken on this side, while
several have been heard upon the other. I will not, at this late hour,
detain the Convention, although, under other circumstances, I should feel
it proper to make some few further remarks.

SPEECH OF EUGENE PRINGLE, OF JACKSON, MICHIGAN.

Mr. Chairman,— Though this is not the subject which I came here partic-
ularly to present to the Convention, though this matter of reciprocity is
not a matter with which I am especially familiar, yet, as I happened to act
as secretary of the committee who made the report, and inasmuch as sev-
eral gentlemen have requested me to do so, I will endeavor to say a few
words in justification of the report which has been made, answering, per-
haps, incidentally, the remarks which have been made by the gentleman
from this State who has just taken his seat.

If gentlemen will take the pains to look at the report again, they will
find the considerations there adduced to be mostly general considerations.
Here is a great valley, — it was described yesterday as the Mediterranean
of this continent, — extending back two or three thousand miles into the
interior; one great valley, having upon it a people speaking the same lan-
guage as ourselves, having like laws, paying the same sums for their labor,
and having like interests, except for the line which divides them from us,
— a line as arbitrary as would be one which should divide this city and its
trade by the street railroad. (Loud applause.) These people who live on
the north side of the St. Lawrence and on the south side, are not merely
neighbors, they are residents of the same valley, their interests are alike,
and will continue to be alike so long as the St. Lawrence flows. (Ap-

plause.) What ought we to do with reference to people so situated? I
might cite several facts, but perhaps one relating to railroads will illus-
trate better than any other.

A census of the United States was taken in 1850, and another in 1860.
The law prescribing the manner in which the census should be taken was
the same in these two years; the currency of the country w^as the same —
upon a gold basis — in those years, and yet, when they figured up, in 1860,
the aggregate wealth of the country, they found a striking difiierence. In
those ten years, the railroads of the United States had increased from 10,-
000 to 31,000 miles, and the aggregate wealth of the country had increased
from $7,000,000,000 to over $16,000,000,000. In other words, the commerce
of the country, which was opened by its railroads, in those ten years, aided
by the labor of the people for those ten years, had added two thousand
millions more to the wealth of the United States than had been added to
it, as it was in a state of nature, during the two hundred and forty years
that it had been inhabited by civilized man, before it was opened to com-
merce. Now, what commerce did for the United States in those years, — a
free commerce, a commerce untrammeled, — commerce might do for the
Northern States, aye, for the Southern States with the rest, and for the
Canadas, if it could be free and unrestricted between them.

It was this broad, general consideration which influenced the commit-
tee, more than anything else, in reporting as they did. The fact that the
field for commercial enterprise would be enlarged, and the market both
for manufactured goods and agricultural products would be enlarged, is
the reasons, the self-evident reasons, why there ought to be unrestricted
commercial intercourse between these countries. And yet it would be
very strange if, under the circumstances in which we have been placed in
the various branches of industry that have grown up upon the one side
and the other, this interest or that interest might not be detrimentally
afiected. The gentleman from this State has had much to say about the
lumber interest. I do not live precisely in a lumber district, but I live in a
State which manufactures three, four, or five times as much lumber as is
now manufactured in the State of Maine. I refer to Michigan. I know
some of these manufacturers pretty well. I might classify them. I believe
a large share of the lands there are owned by the men who manufacture the
lumber. They get out the logs, they build the mills, they manufacture the
lumber. Some of these men are among the first in the State. One of them
is the present governor of the State. Some of them have large invest-
ments in enterprises in which their towns are interested, as well as in their
business. I know one firm that has invested, within the last three years,
$250,000 in railroad enterprises, and in building up the village in which
they do business; and I know other firms that have made similar invest-
ments. Now, although I have not talked with them on the subject, I ven-
ture to say that these men who are interested in building up their towns,
in building up their counties, and in promoting the general prosperity of

the State, if they were consulted, would say, "we are content, for the gen-
eral good, for the benefit of the general business of the country, that there
should be free trade and reciprocity between the United States and the
British Provinces; we shall share in the general prosperity with the rest."
(Applause.)

There is another class of men in our State— there may be fifty or a hun-
dred of them — who are mere adventurers in our lumber region. They have
some investments in the land ; they build a mill, perhaps ; and they go on
with the manufacture of lumber ; but if you talk about public enterprises,
you are answered with a sneer. If you look at the income returns, you
find they are reported as having incomes of S10,000, §30,000, or $40,000, and
yet many of these men are doing nothing for the neighborhoods in which
they live, doing nothing to build up the towns or cities or counties in which
they reside. They are merely adventurers, speculators in this business of
producing lumber.

These men number in my Stat«, as I have said, perhaps fifty or a hun-
dred, as against a million who are interested in buying lumber and the ar-
ticles manufactured from lumber. (Applause.) These men, — why, their
talk is about lumber ; their thoughts are about lumber ; when they write,
they write about lumber, and when they dream, their dreams are about
the consistency of the sawdust which they sell to their towns and villages
for ten cents a loa<l, to make streets with. (Laughter.) From that class
of lumber-men I should expect, under any circumstances, opposition to free
trade.

Mr. Chairman, I am one of those who will go as far as any man in the
protection of American labor. Make it honorable. Make the condition
of the laborer happy. Help him to rise and build himself up. That is the
idea, I believe, of those who favor the system of protection which has pre-
vailed, to some extent, in this country. I would build them up ; I would
help them build themselves up. But this report points out the fact, that,
substantially, there is no difference in the price of labor in the Canadas
and the United States, or, if there is a difference, it is only temporary, and
will soon be adjusted. I do not know how it is in Maine and over the bor-
der, but if there is not free trade in labor, in cutting trees, I am very much
mistaken. It is certainly so between Michigan and the western Provinces.
The men who cut our logs come from Canada ; I know not but that there
are men who go from Michigan to Canada to cut timber. There is certainly
free trade in this respect, that the laborers alternate from one side to
the other. So that upon this ground I think there is no occasion to find
fault with this policy. If there is any reason in particular which has in-
duced our government to favor the protective system, it has been, not so
much to protect manufactures, as to protect American labor ; and the fact
shows, that that is not a question as between the United States and Can-
ada ; and it not being a question, the protectionist, as well as the free-trade
men, may go for free trade upon this continent. (Applause.)

Mr, Chairman, I did not hear, althouf^h I know a great many lumber-
men in my State, that during the last ten years between 1856 and 1866,
when the Reciprocity Treaty was in operation, the lumber business was
depressed. It was a great and growing interest during all that time.

I do not apprehend, — to refer to another thing to which the gentleman
alluded, — I do not apprehend that there is any difficulty in bringing about
this reciprocity, growing out of our treaties with foreign governments, be-
cause our government has made a treaty which brought it about for ten
years, and there was no complaint from any quarter. Our government
may, if both parties should be agreed, do this again.

But why was that treaty abolished? Why was it that a policy which
worked so well for both parties, which brought the exports and imports
between the United States and the Canadas up, in the ten years, from six-
teen millions to thirty-eight millions, — why was it that that policy was
abandoned? I shall say nothing as to the position of foreign nations
toward us during the war. I do not think it necessary or proper to advert
to the sympathy or want of sympathy between our people and our neigh-
bors during that time. But there was this fact: our government was
driven to make such efforts as it might to sustain its credit and to carry on
the war. The price of gold had risen until it took 290 cents in greenbacks
to buy a gold dollar; taxes had been jjut on in one shape and another until
they attached to everything; there was even an extra income-tax of ten
per cent put on one year, in addition to the regular five per cent tax.
Every branch of business was aflfected by these taxes; the man who made
wagons, or farming implements, or furniture, or anything that is sold in
this country, necessarily felt their effect. He could not pay these taxes
aud send his goods into Canada, as he had done before the war, under the
Reciprocity Treaty, and compete with the Canadian manufacturer. He
would labor under a disadvantage, and it was felt that if the Reci^jrocity
Treaty continued, something might be done on the other side the line that
would be injurious to the American manufacturer. It was upon this
ground, as hinted in the report, that the treaty was repealed. The oj^inion
is advanced in the report, that these things must be made substantially
equal by the two governments, and it is suggested that there will be no
difficulty in making them substantially equal at the present time, inasmuch
as all these taxes have been lifted, and put upon whiskey and tobacco, and
a few other luxuries; that inasmuch as this is so, and these things can be
made substantially equal, so that there shall be no material difference in
these respects, and inasmuch as the occasion for abrogating this treaty has
passed away, we had better renew it again.

The government does not often have to meet, as it did then, the feeling
of the people. Every American will sympathize with me when I state
what it was. Drafts had been made, calling upon our young men to help
fight the battles of the country ; taxes had been imposed to carry on the
war, first one and then another, until they made a mountain, as it were ;

we were determined, with the blessings of Providence, to finish it, at any-
cost. It was felt that our relations with the Canadas better be suspended
for a time, rather than that we should give up the fight. (Applause.) That
was the feeling. It was no ill-feeling towards the Canadas which induced
our legislators to give the notice which was given in 1865, and which ter-
minated the treaty in April of the succeeding year.

This is, substantially, the history of the beginning and end of the treaty.
It worked well. It built up a great trade, which was of material benefit
to all concerned. Now, here is the lumber business. In Bangor, in the
State of Maine, perpaps in the Saginaw, Muskegan, Manistee, and Alpena
districts in Michigan, there are a few men who would oppose a reciprocity
treaty. They consider that it would work to their disadvantage, and would
feel some interest in opposing it. Take the figures. The gentleman [Mr,
Prentiss] says, they manufacture 400,000,000 in Maine, worth $6,000,000,
and that we manufacture 1,400,000,000 in Michigan, worth $20,000,000. That
makes 82(),000,000. That, I fancy, is about one and a half per cent of the
real wealth of the country. No, it is less than that; it would not represent,
I suppose, one and a half per cent, or not more than fifteen dollars in a
thousand, of the combined capital invested in the various interests of the
American union.

There are other things that might be said in connection with this subject.
I might say that it is wrong here in Maine, wrong in Michigan, wrong
everywhere whore lumber is standing, that it should be held, generation
after generation, by men as monopolizers. (Applause.) It is wrong in
regard to any of the lands which the good God meant men should culti-
vate. I know not the character of the Maine timber-lands, but the lands
of Michigan upon which the pines stand are about as good as any lands ,
capable of producing all the cereal crops, and with everything to make
them good farms, and much more profitable to humanity when the pines
are cut off of them, than while they stand upon them. This may be the
case in Maine, and men should not hold these lands, generation after gen-
eration, as monopolizers, and keep them from the men who desire to culti-
vate them. If there are any men in Maine who hold thousands of acres,
and transmit them from father to son for generation after generation, I
can say this about it, that the sympathies of the people of my State are
not with them in their monopoly; nor, I fancy, are the sympathies of the
people of this State.

The lumber-man has no vested right in the business which he has built
up. There was no guaranty, when the government sold him the land,
that he should be protected from Canadian or any other competition in the
sale of the lumber which grew upon that land. He has no vested rights,
no guaranty or agreement from the government, and can plead nothing of
the kind. Reciprocity has existed for ten years, and those ten years of
reciprocity ought to give him notice, by the way it worked, that there will
be reciprocity again, (Applause,)

Again; it is two hundred miles, I suppose, more or less, from here to
Canada. It is considerable protection, I fancy/to the Maine lumber-men,
that the Canadian lumber must be brought two hundred miles, when that of
this State may be brought fifty, a hundred, or a hundred and fifty miles, as
the case may be. Distance is in favor of the American, if he will sell in
the American market. I fancy that, if this whole subject of lumber were
considered, if we should go to the bottom of it, and consider all the in-
terests involved, not only of those dealing in lumber, but of those employed
by them, selling them goods, and making their little livings in the towns
and villages, it would be clearly proved that it is for the interest of the
cities and townships that there should be free trade in all things, lumber
included, rather than that the present policy should continue. I think this
would be found to be the case, and so feeling, not wishing to misrepresent
the interests of my own State, having no objection to the prosperity of the
lumber business, but wishing to promote every interest in the country
generally, and looking to general considerations, and these alone, I, with
the rest of the Committee, came to the conclusion to say what we did.

This claim to a monopoly, this claim to special protection, on the part
of luraber-men, is one in which, as the Committee say, the American peo-
ple do not sympathize. There are a thousand consumers of lumber where
there is one producer. We are all interested in building up our towns,
villages, and cities. The lumber-man, unless he belongs to the class of
adventurers of whom I have spoken, will have interests of that kind
which will be subserved by the treaty, and he will thus be benefited in
that direction as much as he will lose in the other. But, as I said at first,
it was no part of the Committee's duty to undertake to prove that there
was no little interest, or even large interest, taken by itself, but little as
compared with the aggregate throughout the country, which might not, in
a particular point of view, be injuriously afl:ected by reciprocity; but we
believed, that, in a broad, general view, the interests of the country re-
quired reciprocity, and hence we were in favor of it.

SPEECH OF HON. E. H. DERBY,

The gentleman from Maine has been most happily answered by the gen-
tleman from Michigan; the great lumber State of the West has adminis-
tered a very proper rebuke to the little lumber State of the East. I would
not venture to speak again, having already been favored by this Conven-
tion with an audience of some duration, did I not find in the fact that I
have been employed by the government in making some investigations on
this subject, and been consulted by the committee, a reason for ofiering
some suggestions in this discussion.

I am reminded of a little incident that happened to a friend of mine, a
Mr. Walker,— not the gentleman from Massachusetts who so ably address-
ed us, but a gentleman who went out to England as an agent of the

Treasury Department. He gave me an account of his visit and said,
among other things, that one day he was invited to a dinner party, at
which there were many English gentlemen, bankers, and others. In
the course of the dinner, there was a discussion as to American affairs,
and the suggestion was made that we had a very high tariff, while in Eu-
rope they are for free trade. My friend listened some time to the views of
the different gentlemen who spoke on the subject of free trade, but at
length, having an opportunity to reply, he said, " You speak of your free
trade as though we had none in America. Permit me to say, that we have
a free trade infinitely more extensive than yours. "We have a free trade
that nearly pervades the continent. There is a circle purged by the tariff,
but inside of that, we have a commerce eight times as large as our foreign
trade, which extends from the Atlantic to the Pacific, from the St. Law-
rence to the Gulf, while you on this little Isle are hemmed in by the
tariffs that fetter the coast of Europe." Now the wish I have in regard to
the subject is, that we may have free trade over the entire continent, and
that the Provinces may be brought in to participate in tne benefits which
we enjoy. (Applause.)

Something has been said here with regard to a protective tariff, and gen-
tlemen have arrayed themselves more or less on one side or the other.
Though the tone of the meeting would seem to favor free trade as against
the protective system, I venture to say we have no protective system, per
ae, established in the United States of America. Before the war, the aver-
age duties of the United States of America did not exceed fifteen percent.
We raised upon imi>orts less than $400,000,000, a revenue of $60,000,000, or
fifteen per cent, at the commencement of the war. How stands it to-day?
Did we create the tariff for the purposes of protection? We created the
tariff for the purposes of revenue, and we decided to place the duties upon
the luxuries of the country and not upon its necessities. We impo.sed
taxes upon our manufactures— we taxed air, light, locomotion, we taxed
everything, not to secure a protective system, but to obtain means to carry
on the government; and now, having ended the war, do we require this
revenue system in time of peace? Having ended the war, havim^ caught
Jeff. Davis (if we have not hung him, we have overthrown him), having
marched our army to Richmond and taken it, are we bound to continue
the revenue system forever?

What has Congress done at the last and the preceding sessions? They
have repealed $200,000,000 of domestic taxes. Is it not time to take off the
foreign duties which were put on to counteract this domestic taxation?
Are we to go on forever as we do now? What is the condition of the
country to-day? I have great pleasure and satisfaction in speaking a
moment upon that point. We have reduced the appropriations for the
government of the United States the coming year, under the ad^^sement
of your representative, Mr. Blaine, who acted as chairman of the Commit-
tee on Appropriations, to $289,000,000, and of this, $40,000,000 are for

bounties, and I understand that but $13,000,000 are required for that
I)urpose, which will reduce the $289,000,000 to about $260,000,000. The
coming year, with the reduction of interest, and its cessation on the com-
pound interest notes, we shall bring the expenses of the government down
to $230,000,000 or $240,000,000. And how are we going to raise that money?
Is it by a tax upon lumber ? We are going to raise it, in part, by a tax on
spirits and tobacco. We intend to pay, — I. say it to you, gentlemen of the
Provinces, who come here on this occasion to aid us in our deliberations, —
we intend to pay the whole interest of the debt, within two years' time, by
a tax on distilled and fermented liquors and tobacco. That will relieve the
government from the necessity of imposing a tax upon lumber, to which
the gentleman has adverted, for the purposes of revenue. We have, then,
the whole revenue from customs to meet the ordinary expenses of the
government. What has it yielded? It has yielded $103,000,000 directly,
and some $46,000,000 in addition, derived from incidental receipts, the sale
of gold, &c. Over $200,000,000 have been derived from that source. Now
gentlemen, if we require but $250,000,000 in the aggregate, and if we can
derive $100,000,000 from spirits and tobacco, ale and beer, as we can, why
do we require more than $130,000,000 or $140,000,000 from the tariff? We
Lave other taxes; we have a small tax on incomes, we have licences, we
have .stamps, and I venture to say that we may reduce our entire tariff
one-third, may repeal the tax on incomes, do away with stamps, take off
the tax on licences, and place ourselves in a more favorable position than
either Great Britain herself or any one of her Provinces to-morrow. (Ap-
plause.) We do not require the taxes to which the gentleman alludes.
(Renewed applause.) We are in a position of great strength; we are in a
position, sir, to dispense with the duty on lumber.

• And now permit me to say one word for a class in this country which has
been adverted to by the gentleman from Michigan — the consumers. What is
the effect, gentlemen, of the tariff which is imposed upon Canadian lumber?
We draw one-third of our lumber from the Provinces, the other two-thirds
from the United States. We impose a tax upon the foreign lumber. What
is the efiect of it ? Is it not to add the whole amount, twenty per cent, to
the cost of all the lumber to the American who purchases, to triple the tax
on lumber?

We are told that the government of the United States has parted with
all its timber lands, and that they have gone into private hands, but that
the English Government have not parted with theirs. But is it not the fact
that in both cases the lands have gone into private hands ? What is the
difference in title? One holds in fee, the other holds by license, — a license
to cut, which cannot be revoked, as I understand, or which, in practice, is
not revoked. It is equivalent to a title, and the holder can prevent all
other parties from cutting on the land. The British land is held by private
individuals, and the point the gentleman makes, that here the land is in the
hands of private proprietors, and on the other side it is not in the hands of

private proprietors, falls to the ground. The truth is, that the private
parties stand on the same footing on each side of the border.

The gentleman has undertaken to give us an idea of the legislation of
the Pope. I have had the pleasure of travelling through Europe, as I in-
fer he has done. I traveled through the territories of the Popes over the
patrimony of St. Peter, and found it governed very much upon the princi-
ple the gentleman would have us adopt in regard to lumber. There are all
sorts of restraints upon the people. I saw no new houses. I have no
doubt the Pope has a duty on lumber. I did not find that his people had
lumber enough to repair the old houses, much less to build new ones.
Wlien the gentleman drew his picture of the harsh regulations of the
pleasant and agreeable old gentleman, I felt that with his pleasant face
and harsh doctrine he was personifying the Pope.

The gentleman made some allusion to the fisheries. I do not understand
that the fishermen have delegated the lumber-men to represent their views
in this Convention. I have some acquaintance with the fishermen of
Gloucester and other towns in Massachusetts, and so far as I know, they
were in favor of a renewal of the tfeaty, if they could be put on an equal-
ity with British fishermen. What they desired was, to be liberated from
taxes and duties, and that relief, I trust, will be given by Congress at its
next session. They wish to be ]>rotected simply by being placed in the
same position as British fishermen, by being freed from the restrakita of
taxes and duties, as far as the government can possibly free them ; because
upon the ocean, they enter into a free competition, where no protective law
can help them. The fishermen go for the treaty; they are for it to-day,
and in their behalf I ask this assembly to go for the revival of the treaty.

Now, gentlemen, if the fishermen favor the renewal of the treaty, why
should it not be renewed? Look at the configuration of the country.
Glance for a moment at the position of the different sections of the co\jn-
try and of the Canadas. On the one side of the St. Lawrence is a moist
climate, favorable to the growth of lumber. From the Gulf of St. Law-
rence, along the banks of the great river, along the western shores of the
great lakes, onward to the Slave Lake, to the Peace River, to the Assini-
boin, and the Saskatchewan, to the head-quarters of the Columbia River
and Frazer's River, away on to the north, the country is full of lumber.
Glance at our own country. A little lumber remains in Maine. The pine
trees, I understand from the gentleman himself, are nearly exhausted.
The little pine that remains is enhanced in value by the duty of twenty
per cent, perhaps ten dollars per thousand, and away in the British terri-
tory are these interminable forests, these inexhaustible stocks of lumber.
Why should we not use of them? Why should we not have the benefit of
them when we put up the cottage, or the church, or lay the roof of the
shanty for the Irishman who is to work on your railroads? Has not na-
ture given us the forests? Has not nature designed that we should draw
on the forests for the support of the prairies? Are we not doing it, in

spite of the duty? I believe it is a bountiful provision of nature, that one
portion of this continent should produce the lumber and the other con-
sume it, and I believe there should be free trade between them.

Upon what principle of political economy does the gentleman stand
when he goes for a tax upon an article of prime necessity like lumber? Is
that the policy of the government? The policy of the government to-day
is, to tax the luxuries of the rich, not the shanty of the poor man. That
is not the policy of the United States. When we deal with spirits, we im-
pose the highest duty we can enforce ; when we dfial with tobacco, we im-
pose the highest duty we can collect; but when we deal with an article of
prime necessity, like lumber, there is no American principle which will
warrant us in imposing a tax upon it. Lumber is an essential article. It
enters into the barn and house of the farmer, it enters into the shed erected
upon the prairie, it enters into the construction of the railroad, it enters
into the ship, it enters into almost everything. How are we to restore the
commercial marine of this great nation, if we put a tax of twenty per
cent upon the lumber used in the building of vessels? I believe we should
have no duty of that kind. I believe that the gentleman and his asso-
ciates in this State — not numerous — are now sufficiently protected, as was
suggested by my friend from Michigan by the element of distance. It may
be that they must float the few remaining pine and spruce trees in the
State two hundred miles down the Penobscot or Kennebec, but they are
protected, even then ; for the Canadian, instead of going two hundred miles,
as my friend suggested, has to go four, five, or six hundred miles. Push-
ing to the upper waters of the Ottawa, to the upper lakes, even to the bor-
ders of Huron and Superior, he floats his lumber down five hundred or
one thousand miles, in many instances, to enter into competition with the
lumber-men of Maine. The gentleman and his friends are protected by
distance; and it is a protection growing daily higher and higher: for as
tree after tree is cut, the forest is removed from the borders of the lakes,
and the lumber-man goes back further and further into the interior; his
lumber becomes more and more remote every year, and higher and higher
grows the protection to his American competitor.

Let me ask if the gentleman and his associates have not already been
unduly protected ? Let me ask him whether, when the five per cent tax
was put on all other manufactures, it was put on sawed lumber? No
answer? It was not taxed. By the sagacity of the lumber-men, they
escaped the five per cent tax that was put on clothing and cotton, and the
thousand other manufactured articles.

Mr. Pkentiss. I am not aware that lumber is exempted. "We pay our
income-tax upon lumber, as well as upon other things.

Mr. Derby. I understand that ; but I ask if the five per cent tax upon
manufactured articles was collected upon lumber?

Mr. Prentiss. I don't know that it was.

Mr. Derby. If the gentleman had paid it, I think he would have known
it (Applause and laughter.)

I will detain you but a few moments longer, but I wish to make a few
general remarks in regard to the treaty. The only objection made to this
treaty, which affects a great many commodities, comes from the lumber
interest. The gentleman suggests that we are not to make any distinction
between nations, or, if we make any distinction, it should be in favor of
Russia. I believe we should " love our neighbors as ourselves," and that
our first arrangement should be made with those who live beside our own
waters, in our own vicinity.

But the gentleman has suggested that the newspapers of Canada spoke
unkindly of us during the war. I wish to ask who wrote the articles, who
prompted them, who paid for them? "Were they not paid for by the agents
of Jeff. Davis over the Canadian border? Did they not come from them?
If the gentleman thinks the sympathies of the Canadians were against us,
let me ask him how it happens that at this very moment large sums of
money are paid by our government to the widows and orphans of the
volunteers from Prince Edward Island, Nova Scotia, and Canada, who
shed their blood in the service of the United States, in its great contest
with secession? That is an off-set for all the agents of secession may have
said in the papers of Canada, and for any aid they may have received
across the border. The answer to the gentleman's argument is, they shed
their blood in defence of the rights of this great Republic, for the preserva-
tion of the integrity of this Republic, the great hope of the nations. By
the shedding of their blood and the sacrifice of their lives, they have can-
celled any amount of injury this country may have received, growing out
of the sympathy manifested for the South during our great contest. (Ap-
plause. )

I will notice but one other point, and that is, the point the gentleman
makes, that we are to treat other nations as we treat Canada, — that we are
to treat all other nations as the most favored nations are treated. What
difficulty is there with regard to that? Does agriculture require protection?
What the Provinces require is, that the ruder products of agriculture
should be free from tax or from duty. We will liberate wheat, we will
liberate oats, we will liberate lumber, as we have done before; we will
liberate the ox, the horse, and the mule. We drew upon Canada for the
horses and mules to carry on our war. I know not what we should have
done without the aid we had from Canada, We will liberate them all, and
then if Russia says, " We wish you to liberate our horses and oxen and
cattle, and our corn and oats," we will do it. Who will suffer ? Is there
any objection to having these products of the earth come in here free of
duty ? Have we arrived at such a pass that we require the protection of
our agriculture, of our horses, and our forests against Canadian competi-
tion? We give away our land; we charge no rent, we charge nothing for
the fee, we give the actual settler his homestead, after we have incurred
the expense of the survey, and is it necessary for the protection of that
settler in the sale of his products, is it necessary for the protection of the

forests, that we shall interdict all other lands and forests from contributing
to our comfort and convenience? Have we come to that? Is that the con-
dition of the affairs of this great nation? For one, sir, I believe that the
position of this nation is stronger to-day than it ever was. I believe we are
in the strongest position of any nation whatever. Look at the revenue we
collect. We are requiring but $250,000,000 or $260,000,000. Convert that, in
the present state of our currency, into pounds sterling, and what does it
amount to? It amounts to about one-half the tax levied by England. It
is levied upon forty millions of people; the taxes of England are levied
upon thirty millions. Look at the income of the people of this country,
and compare it with that of the people of foreign countries. The gentle-
man has alluded to Italy, and has cited the condition of the laborer of
Florence. Let me make a comparison between this country, England, and
Italy. By recent statistics published in the English papers, it is shown
that one-half the families of Italy have an average revenue of from ten to
fifteen pounds per annum. That is to say, the average revenue of half the
families of Italy is from $50 to $75 a year, on which to sustain, not only
the male, but the female and the children. How is it in England? The
average revenue in England is £100 for the family ($500). How is it in my
State, Massachusetts, to-day? With 1,300,000 people, and with a wealth, if
you count everything omitted by the assessor, equal to at least $2,000,000,000
—holding, as she does, $200,000,000 in railroads, $200,000,000 or $300,000,000
more in United States bonds, and a vast amount in factories, in commerce
in navigation, and in floating wealth, — how is it with Massachusetts to-day?
The average revenue of the families of Massachusetts, instead of being
$60, amounts to over one thousand dollars in gold (loud applause), twice
the average revenue of English families, with all the wealth of England,
and much more equitably distributed, and ten or fifteen times the revenue
of the family in Italy.

Inasmuch as the gentleman has made that allusion to the rate of com-
pensation for labor in Italy, let me ask you, sir, if the rate of labor in
England, or the rate of labor in Canada, or in Kova Scotia, is ten cents a
day ? Can you, Mr. Chairman, procure labor in Halifax for ten cents a day?
I understand that if I want to hire there, I must pay $1.10 or $1.20, in gold,
not ten cents. What does the gentleman mean by ten cents? Are they
hewing wood or drawing water in Canada for ten cents a day?

Mr. Prentiss. I did not say so. I did not speak of Canada, I spoke
of Italy.

Mr. Derby. You spoke of Italy. I ask why it was introduced into the
discussion at all? The question is as to the price of labor on this conti-
nent, not of hammering stone in Italy. Let me ask you if the Canadian
laborer does not cross the boundary? Do not the laborers of Canada come
up the waters of Champlain and over the railroads, and toil on the farms
and in the forests of Vermont and New Hampshire; and, although we do
not work for ten cents a day, do we not get labor as cheap as in Canada, —

100

the only difference being the cost of transportation, and a little increase on
account of the higher cost of living on this side the boundary? The analo-
gies of the gentleman are not to be relied upon. The truth is, there is no
great diversity in the price of labor on the different sides of the line.

But, gentlemen, I have trespassed too long upon your patience in this
desultory discussion. There are other gentlemen present conversant with
this question. All I would say upon this subject is, that this important
treaty, affecting a great variety of articles, largely affecting the commerce
in the products of the country, — a treaty which, if renewed, will extend
the role of our manufactures over a great part of Canada, — is not to be
defeated by the opposition of gentlemen who have been unusually favored
by the government during the war, and who are not entitled to charge us
twenty per cent advance on an article of necessity, and compel us to
pay twenty per cent more, or twice that amount, for lumber purchased in
this country, compared with that purchased abroad.

Hon. John A. Poor moved that the Convention
adjourn to ten o'clock to-morrow, and spoke briefly
in support of the motion.

Mr. Hamilton A. Hill, of Boston, and Mr. Jones, of
Salem, opposed it, and Hon. John Neal, of Portland,
spoke in its favor; when it was, on motion, laid on
the table.

Mr. Jones, of Salem, moved the adoption of the
Report of the Committee on Reciprocity.

Mr. Poor expressed the hope that before the ques-
tion was put, the Convention might hear from the
delegation from Prince Edward Island.

SPEECH OP HON. MR. BRECKEN, OF PRINCE EDWARD ISLAND.

As a representative of the smallest, and, I must say, the most insignifi-
cant of the British Provinces, I feel a very great degree of diffidence in
arising to address an assembly of this character; but I am unwilling to
see this conference close without acknowledging the kind reception which
we have received from the citizens of Portland and the members of this
great Convention. We have abstained from entering into the discussion
of the various important and momentous questions which have engaged
the attention of this Conference, and which have been dealt with in such

101

a courageous, such a manly spirit; but coming from a little Province, it has
been a very great treat to me to listen to the debate. I must say, that the
sentiments which have been expressed here have, in the main, commanded
my approval and admiration.

Although we on the island are not directly interested in some of the
questions which have been discussed here, yet I hope we are sufficiently
cosmopolitan in spirit to see that we are interested to a certain extent,
because I hold that no line of steamers or railroad can be established
which does not, to a greater or less extent, confer benefits upon mankind
in general. (Applause.)

I have not the good fortune to be a commercial man, consequently I
do not feel qualified to attempt anything like a speech upon these great
commercial questions; but I should be very obtuse indeed if I failed to
perceive the important results which will inevitably flow from these great
undertakings, which I have no doubt will be carried forward to comple-
tion. When I look at this great country, and consider how young it is,
how many years must elapse before it can celebrate its centenary, when I
look upon the vast wealth that has already been gathered, and then look
upon these great undertakings which have been alluded to, I feel assured
that, within a very short time, they will be accomplished.

The little Province in which I live had the good fortune, for ten years,
to hold more intimate commercial relations with this country than at pres-
ent exist. As I said, I am not a business man, and I do not intend to go
into any details ; but this I can say, that while the treaty existed, it afford-
ed satisfaction and pleasure to the inhabitants of Prince Edward Island,
and we were aware that the chief cause of the abrogation of that treaty
was, as has been stated by the Hon. Mr. Derby and the gentleman from
Michigan (Mr. Pringle) who preceded him. You had to pass through a
severe ordeal, and I have no doubt that the policy pursued was necessary.
But, as the gentleman (Mr. Derby) has stated, these troubles have passed
away, you have passed through the trying ordeal, and I suppose those i^-
cessities no longer exist.

Not being a commercial man, as I have said, it does not become me to
enter into details, or to specify, or attempt to specify, what the arrange-
ments ought to be ; but I can say this, in behalf of the people of Prince
Edward Island, that as soon as arrangements are made for the renewal of
the treaty, by the people having authority to deal with it, it will afford
very great satisfaction to us. We are your neighbors; we fully appreciate
the liberality and frankness of spirit which characterize the merchants of
America, as far as we have dealt with them. Our trade has not been ex-
tensive, for our resources are small; but what we have is of consequence
to us, because it is our all, and we wish to increase the facilities of the
the country as fast as possible. Since the abrogation of the treaty, we
have sent our grain to the northern country, and I can say that we have
not sufiered much from the change. The fact is, that last year our grain
commanded higher prices than ever before.

102

I am not prepared with any statistics with regard to the fisheries. I be-
lieve that the mackerel fishery round Prince Edward Island is the most
valuable mackerel fishery that American fishermen engage in, and I be-
lieve, as Mr. Derby has said, that the American fishermen are willing and
desirous that their relations with us should be restored to the same foot-
ing as they were during the existence of the treaty. I listened with some
interest, for I like to hear both sides of a question, to the arguments which
were advanced by the gentleman from Maine. We all look at subjects in
the light of our own interest, and he looked at this question from that point
of view. But I must say that I could not see the force of his argument
when he spoke of the three miles. I am not aware that the right to fish
within three miles of the coast is any great advantage. Last year, it is
true, the fishermen were able to take their fish outside.of that limit, but
generally speaking, it is necessary to follow the fish in, and strike them
vrithin that distance. I could not understand the argument of the gentle-
man. He did not attempt to say whether the privilege to fish within three
miles was of consequence or not, but he said that America was a more
powerful nation now than when the treaty was brought about in 1818.
There is no doubt you are. Your growth has been most extraordinary,
and it commands the admiration of every British citizen. But in the next
breath, he said that you respected treaties. I suppose he would not be
willing to say that " might makes right." If a treaty is in existence, I ex-
pect it will be carried out, and that we shall be dealt with upon the prin-
ciples of international law; that our interests will be respected. I do not
think the gentleman meant much when he said that the treaty was weaker
now on account of the great strength of this country.

However, we are getting along. We would be happy to renew our com-
mercial relations with our neighbors. God and nature intended, I believe,
that we should live on the most intimate terms with you. You are our
nearest neighbors; and we do not forget (as we are reminded on every
occasion when we meet a citizen of the United States) the oneness of our
orfgin, the oneness of our language and literature, and, I might almost say,
the oneness of our political institutions; for while you pride yourselves
upon your admirable constitution and republican form of government, and
while our constitution and institutions, in some respects, may differ from
yours, still, we recognize the one great principle which underlies the insti-
tutions of both countries, and that is, that the people are the real source of
the governing power. (Applause.) In that principle we are one, and we
ought to be one in other things. I believe we are; and while we all pro-
perly look to the protection of our own interests, still, we have but one
object. Surely, this great and powerful country, a country which has been
endowed by God with richer gifts than any other country in the world, a
country of which we have been told, correctly, that its material resources
are of such an extent that you cannot build your railroads speedily enough
to keep pace with its developments, — surely, I say, such a country as this

103

can afford, notwithstanding the arguments adduced by the gentleman from
Maine, to deal liberally with the countries that surround her. (Applause.)
"What terms the Colonial authorities would require, I am not prepared to
say, but I believe they are ready to deal in the fairest and most liberal
spirit with this great country. Of course, as this is a subject-matter affect-
ing England, any arrangement that is made must be with the approbation
of the mother country.

I wish again to return my thanks for the kindness which has been
extended to us, and to acknowledge the very great privilege I feel it to be,
to have been allowed to attend the Convention. Whatever the material
results may be, whatever the commercial results may be, the kindness and
good-feeling which have been exhibited here cannot fail to have important
results in strengthening the bonds of friendship and amity between the
two countries.

SPEECH OF HON. H. E. PRENTISS.

As there seems to be a disposition to close this discussion to-night, I will
ask for two minutes to reply to each of the gentlemen on the other side,
and two minutes on the general subject, making eight minutes in all.

In regard to the last gentleman, he did not understand what I said about
the three miles. I say, that by the law of nations, the ocean belongs to
mankind, and they have the right to fish in it or do anything else in it, sub-
ject to the right of each nation, within a marine league of its own shore;
there we have no right to fish. What I meant to say was this, that if any
diflBculty arose between two fishermen, as to whether a vessel was two or
three miles from shore, the two nations are too powerful, and have too
much respect for each other's rights and power, to go to war about it; that
they would settle it by negotiation. I do not mean to say that " might
is right," but when we took Mason and Slidell from under the British flag,
with the intense feeling that existed in this country, the government could
not have given them up if the nation had not known that England was
right as well as strong. A similar feeling may exist in the Provinces.
Knowing that the Provinces are right and strong, we shall respect each
other's rights better because we respect each other's strength.

Mr. Derby says lumber is a prime necessity of life, and therefore ought
not to be protected. He forgets that his coat, and every other garment he
wears, is an article of prime necessity; but the manufacturers of Massa-
chusetts have secured protection for their cotton and woolen goods, and in
consequence of that protection, they are enabled to levy upon us lumber-
men a tax of fifty per cent more than they otherwise would; and I say, if
they are entitled to that protection, we are entitled to a similar protection
upon lumber, if it does raise the prices to them. That replies to his whole
speech, in substance.

In regard to the gentleman from Michigan, he complains of the Owners

104

of timber land, and appeals to popular sympathies and popular passions
against them, because they choose to manage their property according to
their judgment of what is best for them and for the country. I do not hold
anybody responsible for words spoken in the heat of debate, but I say that
the spirit of that speech is the same as that of the speech which Caius
Gracchus mafle in the streets of Eome twenty centuries ago; and if he is
the man I think he is, he is ashamed of it now.

Again; his argument that it is the duty of the owners of the timber
land of Michigan to sell it to the farmers, for agricultural purposes, to cut
down the timber and burn it (for that is the argument, and that is what
he contends for), shows that he knows nothing about his own State, so far
as lumber is concerned, nothing of the relation of supply and demand,
nothing of the supply of lumber. I beg leave to suggest that the forest is
given by God for the benefit of mankind, and it will all be needed for those
houses for the poor, those churches and other buildings that the gentle-
man from Massachusetts has so eloquently talked about; and he who
wastes the lumber of Michigan or of Maine by cutting it down, twenty
thousand to the acre, and burning it upon the land, is a bad economist. He
commits a sin against man and against God, destroys one of the best gifts
of God to man, and one of the great sources of wealth to this country;
and if the gentleman lives to the common age of man, he will lament that
so much timber has been cut down and wasted. He will want it, and his
children will want it.

Now, a word upon the general subject. The circumstances under which
I closed [the audience manifesting some impatience] prevented me from
referring to the free navigation of the St. Lawrence, which, is one of the
great arguments always brought forward in favor of reciprocity. That
argument was worth something before the experiment was tried; but we
have had the right to the free navigation of the St. Lawrence for ten years,
and we never used it. The number of vessels that went down the river
was so small that they have not dared to give it in their statistics; but,
they say, that when the West grows and attains its fullest development,
it will want the St Lawrence as well as the railroads. My reply is, that
the railroads will always be sufficieut,— always be the nearest and most
direct way from the great Lakes of the West to the old world; and Mr.
Poor and a thousand other railroad heroes have found out how to build
railroads,— have found out that railroads pay, both in money and fame;
and they will find new chances for railroads from the great West to the
Atlantic coast wherever they ought to be; and they have the capacity to
show where it is important they should be built, and they will be built.
That is the way the great West is to communicate with the Atlantic sea-
board and Europe. The St. Lawrence is frozen up six months in the year;
it is too far north ; emptying into dangerous and tempestuous seas, where
losses are frequent, and insurance consequently high; it is too far out of
the way of Europe, and time is money in this business. For these reasons,

105

I say that geography is against the St. Lawrence being of any value to the
West, — climate is against it, — time is against it, and it is of no weight in the
matter. The free navigation of the St. Lawrence is i)ractically worth
nothing, for it will never be used. The business of the West will come by
railroad.

Gentlemen, as I said when I commenced, I was perfectly aware of the
unfavorable circumstances under which I spoke. I knew then perfectly
well, and know now, — I knew before I left home, — those who sent me here
knew, how the vote would be upon reciprocity, at a meeting held in Port-
land, called by Portland folks, who invited whom they pleased from the
Canadas, and invited men known to be in favor of the treaty (laughter
and applause); but the lumber-men, my fellow citizens, at Bangor, have
so much regard and admiration for Portland, so much regard for the
people of the Provinces, that they thought it was only showing proper
respect for them to come here and talk a little on the other side. You
may do what you please on the subject. There is one thing which consoles
me, in some degree, for the reception which my remarks have met, and
that is, that I consider it somewhat local. I think the question has got to
be settled by Congress. I believe that the State of Maine generally is
with me. Although this fine city of Portland happens to be against me,
and this particular crowd happens to be against me, there are people
enough in Maine who are with me, and I believe that the Congress of the
United States, if they hear of tliis Convention at all, will not care much
what it said, or what anybody else said, but will dispose of the matter
about as they think proper. (Applause and laughter.)

The Secretary then read the following letter from
Hon. Chas. Francis Adams :

QuiNCY, July 30, 1868.
John A. Poor, Esq. :

Dear Sir, — It would give me great pleasure to attend the proposed Com-
mercial Convention to which you have invited me, if I could do so with
convenience to myself; but my long absence from home renders it impera-
tively necessary for me to devote a few months exclusively to my private
aflfairs. *

I always regretted the manner in which the Reciprocity Treaty was ter-
minated, as you may perceive in my printed oflScial correspondence. It
might easily have been modified in its defective part, as I knew that the
disposition of the British Government was favorable. To make a new one

will be attended with more difiiculty.

I am, very truly,

C. F. ADAMS.

The question was then put, and the report of the
Committee adopted.

106
On motion of John A. Poor, Esq.,

Resolved, That Hon. Frederick Robie, of Gorham, Maine, one of the
secretaries of this Convention, be authorized to publish tJie records of the
proceedings of the Convention ; and

Resolved, That members of the Convention and invited guests be respect-
fully requested, on account of the limited time allowed for discussion, to
place in the hands of the Secretary for publication among the proceedings
of the Convention, such communications as they may be pleased to make,
containing facts, arguments, and suggestions upon the various subjects
discussed by the Convention; and that the Secretary cause the same to be
inserted in their approjiriate place, and printed as a part of the doings of
the Convention, with such documents and other information as he may
thus receive.

In pursuance of the foregoing vote, the following
papers are here inserted, selected from the many
communications received in reply to invitations to
attend the Convention :

Letter from the Chief Engineer of Northern Pacific Railroad,

MiDDLETOWN, CONN., July 27, 1868.
To Hon. John A. Poor, and others :

Oentlemen,— As it will not be possible to meet with you on the 4th prox-
imo, I comply with your request so far as to give in writing the views I
entertain in relation to one of the objects of your Convention, that of
adopting measures for securing railway communication across the conti-
nent, a subject to which I have given much attention.

When, in 1834, 1 was intrusted with the survey and report of what was
termed the Ontario and Hudson Steamboat Canal, a project which may
yet be revived in connection with the Niagara Canal, and which resulted
in the enlargement of the Erie Canal throughout to Lake Erie, I had occa-
sion to examine into the character of the country north and west of the
great lakes.

In this investigation the gradual amelioration of the climate in proceed-
ing west particularly attracted my attention, and its importance in con-
nection with the future commerce of the lakes induced me, from such facts
as I then could gather in regard to it, to trace the course of the isothermal
lines on the map of the lake region which accompanied my report. The
position of these lines, in the vicinity of the lakes, was evidently much in-
fluenced by the lakes themselves, but to the west of them their northerly
trend in their course west was still more marked, and this tendency, I
subsequently ascertained, extended all the way to the Pacific. This fact

107

was obvious from such few meteorological observations as I could gather
from the military posts on the Upper Mississippi, the settlements on the
Eed River, and on the Lower Columbia and at Puget Sound, and also from
the character of the vegetation of the intermediate country so carefully
and truthfully described by McKenzie, Harmon, Governor Simpson, Lewis
and Clark, Des Smet, Douglass, Dunn, Culbertson, Bonneville, and others.

The evidences all conspired to show, that, beginning with what is now
Minnesota and proceeding west, the climate becomes gradually milder ;
this gradual change, although interrupted in part by the mountain region,
attaining on Puget Sound, in the latitude of Quebec, to a mean annual
temperature corresponding with that of the upper portion of Chesapeake
Bay. I found, also, that the mountain range, or main divide of the Atlan-
tic and Pacific waters, was greatly depressed, and for a long distance,
where the sources of the ^Missouri and of Clark's branch of the Columbia
interlock, afibrding many practicable and easy passes, three of which were
traversed by Lewis and Clark.

I found, also, that the snows in these passes were not heavy, but the
reverse ; that the range where Lewis and Clark encountered deep snows,
was not the Rocky Mountain range proper, but the Blue or Bitterroot
Mountains, further west, which would not be passed by a railroad prop-
erly located, and I was able to construct, from the very accurate descrip-
tions of Lewis and Clark, a map much more full and accurate than was
given in the published narrative of those explorers, because, probably, of
the decease of Captain Lewis, the principal man of the expedition, before
its publication.

I also extended my researches into the topography and climate of the
entire region south to the southern limit of the Union. When, therefore,
the advance of our railway system from the Atlantic sea-board west, ren-
dered it evident that it must soon pass the Mississippi, and ultimately
stretch on to the Pacific, I was quite well prepared to form a judgment as
to the eligible routes to be pursued, and to see clearly that the projectors
of some of the routes proposed were not masters of the subject, or they
would not have made the mistake of placing their routes in impracticable
directions.

None of them, however, selected what is now known as the Northern
Route, for as late even as 1851 or 1852, no one save myself, so far as my
knowledge extended, believed such a route possible, because of the sup-
posed great elevation of the mountains, the severity of the cold, and the
depth of the snows.

My own convictions, derived from my researches, as above stated, were
80 strong, not only as to the feasibility of a route in that direction, but as
to its superiority, that I then determined to devote such time as I could
spare, from the active duties of my profession, to getting upon paper the
knowledge I had gathered. This was done, and not long after it was giv-
en to the public, in the columns of the American Railroad Journal, of

108

which your chairman, Hon, John A. Poor, was then the proprietor, and his
brother the editor, both of whom were early and most able and efficient
pioneers in advancing the cause of railways throughout the Union.

Subsequently, in January 7, 1854, the articles thus published in the Rail-
road Journal were republished in book form, with maps and a profile, the
elevations upon the latter being mostly deduced from the flow of the
streams, and such other evidence as I was able to collect, and early in the
same month I received the first gratifying confirmation of the correctness
of my deductions in a letter from Lieutenant,— now General Rufus Sax-
ton, — who was despatched with supplies from the Pacific coast to meet
Governor Stevens, who was then on his way west trom St. Paul to the
mountains. Lieutenant Saxton crossed the main divide of the waters at
what is now called Cadet's Pass, and joined Governor Stevens at Fort
Benton.

I had sent to Lieutenant Saxton some numbers of the " Journal," and
on the first of Januarj^ 1854, he wrote to me as follows:

" I have been very much pleased and interested with the portion of your
writings on the Northern Pacific Railroad route, which is now being ex-
plored by Governor Stevens, that I have had an opportunity to peruse, and
surprised at the coincidence existing between your conclusions and my
own personal observations. I have not had the pleasure of rea<ling all of
your articles, and would esteem it a favor if you would send me one of
your books. I think I can discover some errors in location of different
points in your sketch, but these do not aflfect the great principles upon
which your work is founded, so long as the main facts remain. The high-
est point I passed, I think, is south of Lewis Pass, but it is jwssible that
they may be identical. My barometer, an aneroid, and of course liable to
error, gave the pass an elevation of 4,674 feet above the sea."

This measurement was the first made of the Rocky Mountain range in
that direction, or north of the soutli pass, and was to me the more gratify-
ing, as a letter received from Governor Simpson, of the Hudson Bay Com-
pany, was not encouraging as to my estimate (5,000 to fi,000 feet) of the
elevation, but he added " that wherever my authority is cited, you have
fairly represented my opinions, and your descriptions of the soil, produc-
tions, and general features of the territory, with which I am personally
acquainted, are in accordance with my own observations." Governor
Simpson, in conclusion, assured me that he felt a deep interest in the un-
dertaking, appreciating as he did " the vast advantages that must arise to
the United States and adjoining Provinces in the event of this magnifi-
cent scheme of a railroad being carried into execution."

The aneroid, which Lieutenant Saxton deemed unreliable, was subse-
quently found to have given a result considerably at variance with the
truth. The profile prepared by me, because of the confidence in its general
correctness, was copied into an Essay on the Canadas, which received the
prize at the Paris Exhibition of 1855. The elevations of principal points

109

upon it, as compared with the most reliable measurements since made, are

as follows :

Profile. Measurement.

Take Superior above sea level in feet 630 600

Divide between Lake Superior and Mississippi 1,334 1,332

Crossing of 3Iississippi 1,150 1,152

Divide between Mississippi and Red River 1,706 1,479

RedRiver 1000 985

Plateau du Coteau du Missouri 2,300 about 2,500

Missouri River, mouth of Yellowstone 2.040 2.010

Fort Benton 2,790 2,780

Main Summit 5,000 to 6,000 5,400

Mouth of Hellgate River, at Clark's River 2,800 3,000

Col. River, mouth of Yakima 400

Cascade Range, north of Mount Ranier 4,000 3,030

Upon the large map accompanying my Memoir was traced the isothermal
line, of the mean annual temperature nearly of New England, conforming
to the latest observations. Its position in the Saskatchewan valley, as
since ascertained, was too far to the south by two or three degrees. The
descriptions of Harmon and McKenzie, of the vegetation of the Unjigale,
or Peace Kiver, justified a more northern location, but, in the absence of
positive thermometrical observations, it was placed as described.

On the publication of the Memoir, letters were received from gentlemen
who were acquainted with the country from personal observations, — if not
of the whole, of large portions of it, — and from others whose researches
had made them acquainted with it; also from men of high standing in
science, and from gentlemen of my own profession, all confirming the
accuracy of the facts and the justness of the conclusions.

Minnesota was then alfcerrilory extending west nearly to what is now the
eastern limit of Montana. Dr. Thomas S. Williamson, then a resident in it,
at Pejutazee, thus wrote in regard to it. May 17, 1854:

" So far as I am capable of judging, the conclusions at which you have
arrived are correct. This country is not inferior for the production of grain
or vegetables to any in the United States. The impediments from snow
on the northern route will not be found greater, but, so far as Minnesota is
concerned, less than you have supposed. It now lacks a few days of
twenty years since I firsf came to this territory."

The Rev. Samuel Parker, for some time missionary to the Spokane
Indians, near Fort Colville, Oregon, now Washington Territory, under
date of March 9, 1854, confirmed all that was stated in the Memoir as to the
mildness of the climate of that region. Then the people of that section
(lat. 48" N.) were " making their gardens and sowing their fields, and grass
was up some inches high."

Governor James Duane Doty, of Wisconsin, since iGrovernor of Utah,
wrote on the 29th of March, the same year, having just heard from his son,
who was making explorations between Fort Benton and Clark's branch of
the Columbia, as follows: " I have read with deep interest your Memoir on
the railroad routes to the Pacific, and deem your statements and arguments
in favor of the northern route conclusive. My son enters warmly into
these views."

110

Hon. H. R. Schoolcraft, who had visited and was familiar with the
country west of Lake Superior to the Red River and beyond, and who had
made the character of the country and the climate westward to the Pacific
a particular study, thus wrote, March 13, 1854: "A road built from Lake
Superior or St. Anthony's Falls to the Missouri, and by Lewis' Pass,
through the Rocky Mountains, to the Clark's Fork of the Columbia, and
down the Columbia, through the Cascade Range, will pass through tracts
which are capable of continuous settlement. Much of the soil is first-rate
farming lands, which will bear corn and all the cereals, and these lands can
be cultivated without irrigation. It abounds in flowing streams which will
sustain arts and manufactures, and no part of the world is better suited to
grazing."

From Professor Silliman, sen., of Connecticut; Professor Ren wick, of
New York; Professor Lathrop, of "Wisconsin; Professor Thompson, of
Vermont; \V. C. Redfield, of New York, and other learned and intelligent
gentlemen, letters were received, all of them concurring in the truth of the
facts as given in the Memoir, and conceding that the arguments advanced
as to the superiority of the northern route were unanswerable.

From members of the profession of Civil Engineers, many letters wei€
also received of similar import to the following, which is selected for its
brevity, written by a gentleman who, for several years, was superintendent
of the Boston and Providence Railroads, but who, at the time, was presi-
dent of one of the leading railroads of New England:

• Boston, March 18, 1854.
My Dear Sir,— I have received the copy of your "Railroad to the racific," kindly
forwarded to me by yourself, rermit me to express the great satisfaction wliich its
perusal has afforded. You have performed a most important service to the country, in
presenting to it a case of such vital interest, in a manner so conclusive and intelligent.
As one of the nation, I desire to thank you for the service, and, as one having some
interest in the profession, to congratulate you upon having executed it so well.

With great respect,

WM. RAYMOND LEE.

I will add one more, of a more recent date, for the reason that the writer,
who, for many years, had charge of the department of Civil Engineering
in Union College, New York, and was author of a valuable treatise on
Engineering, was at first inclined to favor a more southern route. It is as
follows :

UjnoN CoLLEOK, New York, March 7, 1866.

I>ear 5tr,— My attention has recently been earnestly directed to the Pacific Railroad
routes, and I have ju8tjt>een re-reading, with great interest, your report of 1853. You
were in advance of the times. I could not appreciate then the depth and breadth of
your views. I am now disposed to indorse them ftilly, so far as my knowledge extends.
A visit from a friend and former pupil, resident for the last ten years all over the
ground in question, has cleared up to me many doubtful points. lie thinks the
northern route decidedly the best, except for the importance of San Francisco; but
you have answered that.

I am, very respectfully, yours truly,

W. M. GILLESPIE.

Ill

These opinions are presented to show the estimate put upon the northern
route by men competent to judge of its merits, and to show, also, how
thorough was the investigation made into the character of the country by
myself prior to 1853. At that time, and before the commencement of the
government surveys, the facts were ample, as stated in my Memoir, for
pronouncing upon the superiority of the northern route as a great trans-
continental thoroughfare. Since then, I have lost no opportunity of adding
to my knowledge of the country between the Mississippi and the Pacific,
and for the last two years have been in the service of the Northern Pacific
Kailroad Company, as Engineer-in-Chief, directing the surveys, and in that
period have seen a large portion of the route, and have received reliable
reports from assistants upon other portions; and, so far, my confidence in
its superiority has not been impaired, but, on the contrary, greatly
strengthened.

At the risk of being considered inimical to a rival project, which I am
not, and to exhibit the superiority of the northern route in the most satis-
factory manner, I shall make a brief comparison with the route to San
Francisco, now occupied by the Union and Central Pacific Railway lines
from Omaha, and which is now being rapidly constructed under the very
liberal patronage bestowed upon it by the government and the public. A
comparison with this route is the more appropriate, as it is not probable
that any intermediate line between it and the northern one will, for many
years, be attempted.

1. In actual distance, estimating from Chicago in each case, the northern
route to the Pacific is between two and three hundred miles the shortest.

2. It has much less rise and fall, which, converted into equivalent hori-
zontal distance, practically doubles the difterence in its favor from the
amount above stated.

3. It connects with the cheap navigation of the lakes at Lake Superior
at a i)oint as near to the Atlantic sea-board, by navigation, as is Chicago,
and this connection is nearer to the Pacific at Puget Sound than Chicago is
to San Francisco b^ over six hundred miles actual distance, making no
allowance for extra rise and fall and heavier gradients.

4. From Lake Superior to Puget Sound, the northern route has a mean
elevation 1,900 to 2,000 feet. For the same distance from Omaha west, upon
the other line, the mean elevation is over 5,000 feet, and for five hundred
miles of the distance it exceeds 6,000 feet. This diflference in elevation is
equivalent, in its efiect upon climate, to a difterence of latitude of ten or
twelve degrees, and, coupled with the fact that the more elevated portion
of the northern route is nearer to the Pacific, where it is influenced by the
warm winds from that region, makes the climate milder by five or six
degrees of latitude, probably, than upon the route by Salt Lake.

5. The more elevated portions of the Salt Lake route, as has been fully
proved, is subject to deep snows in winter, rendering that route unreliable
at that season. During the last winter a portion of the Central Pacific was

112

rendered useless from this cause, and San Francisco papers report the snow-
sheds to be a failure. The northern route is singularly exempt from any-
such obstruction, and from causes now well understood and explained.

6. There is no portion of the northern route which will require gradients
so high, combined with curvature so sharp, as on the Central Pacific, in
making the ascent of the Nevada Mountains from Sacramento, and at some
other points. At these points, it has been estimated that it will require six
to eight locomotives to do the ordinary duty of one on a level track, and to
secure ultimately a double-track free from all danger of obstruction and
injury from the heavy snow-slides will be attended with an enormous
expense.

7. The northern route is strictly a valley route traversing the great val-
leys of the Missouri and Columbia, and passing through a region well
adapted from soil and climate for settlement for almost the entire distance.
The other route is over a mountain region studded with summits, snow-
capped the entire year, sterile and naked of timber, and in general unfit
for settlement, and will aftbrd in consequence very much less local busi-
ness for a railway. For these reasons, also, it will probably be a more
costly route to operate and maintain. Its dry and sandy character during
the summer months must add greatly to the wear and tear of car and en-
gine machinery.

8. Puget Sound is distinguished for its numerous and excellent harbors.
Its waters are navigable at all seasons and free from hidden danger. Tim-
ber and coal are both abundant on its borders, and it is in a most favora-
ble position for the Pacific trade, being nearer to the principal cities of
Asia than San Francisco, by several hundred miles, and has an extensive
and productive back country, watered by the Columbia and its branches,
upon the principal of which, and upon the Colombia itself, steamers are
now running.

9. The northern route intersects at some half a dozen points very impor-
tant river navigations which extend for long distances into the interior of
the country, on either side, and which will form most important tributa-
ries to the business of the road when constructed. These navigable rivers
are the Mississippi, the Red River of the North, the Missouri and Yellow
Stone, Clark's and Lewis' branches of the Columbia, and the Columbia.
Upon the other route, on the similar distance from Omaha to Sacramento,
no navigable rivers are intersected, and from this cause, aside from the
great elevation, sterility, and nakedness of the country, as already stated,
will have comparatively less local business.

10. The northern route to the Pacific is the best and most convenient
route for two thirds of the population of the Union, or for all that portion
situated to the north of a line drawn from St. Louis to Charleston, South
Carolina, the portion which produces relatively, according to its number
the most exchangeable wealth. It is the best route for the large and grow-
ing population of Canada, and the best and most convenient for the trans-
continental travel and trade between Europe and Asia.

113

It is, in fine, a route lying in a latitude where the greatest strength and
intelligence have hitherto been found, and where the race has achieved
most and attained its highest phase of civilization.

In thus setting forth the superior merits of the northern route, I don't
wish to be understood as asserting or intimating even that the Salt Lake
route will not fulfil the reasonable expectations of its friends and those
interested in it. It is removed some four hundred to six hundred miles
from the northern route, and should have in consequence a business of its
own that will sustain it. But whether this be true or not, it has already
become the recipient of the patronage of the government and the public
to a degree which will insure its early completion. While the northern
route, having far more merit, and vastly more important in a national and
world-wide view, is languishing under the poor favor of a land-grant which
can have no value until the road is built, and then most valuable, if rightly
used, by being made a free gift to actual settlers to bring in a population
that will furnish business for the road.

While, therefore, the government may not be the loser in bestowing its
bounty upon the Salt Lake route, as I trust it will not be, it is not wise to
withhold similar needful support to a route far more deserving — one which
is sure not to be a burden upon the public treasury and the country, and
equally sure to aid materially in developing the resources of a region
capable of contributing largely to the general wealth of the country, and
relieving it from a portion of the burden already resting upon it.

If I have been as successful in my exposition of the merits of the north-
ern route to the Pacific as from its character it deserves, your Convention
will see that they have, in pursuance of the objects for which they are
convened, a duty to perform in urging the claims of the northern route
upon the attention of the public and the government in the strongest man-
ner; and in doing this they will not consider it simply as a line, or portion
of a line, spanning the continent in the best place for accommodating the
world's commerce, or the commerce between the most populous portion of
our own continent and Eastern Asia; but as a highway occupying the
very best position for developing the richest portion of the interior of our
own continent lying to the west and north-west of the great lakes between
the latitudes of forty-five and fifty-five degrees north, a portion which
when thus accommodated, will swell our channels of inter-communica-
tion with its surplus products, and pour into the laps of our inland and.
maritime cities incalculable wealth.

EDWIN F. JOHNSON, Civil Engineer.

Letter from the Board of Trade of Troy, New York.

Troy, N. Y., July 28, 1868.
To John A. Poor, and others:

Gentlemen,— The. undersigned, a committee appointed by the Board of

Trade of Troy, in response to your circular and call for an " International

114

Commercial Convention" to be held at Portland on the fourth of August,
to appear a8 delegates at said Convention; or if unable to attend in person,
to present their views in writing to the Convention, would respectfully
say, that the Board of Trade of Troy, which they have the honor to rep-
resent, as well as the business community of this city, are in full sympa-
thy with the objects the Convention have in view, and desire to co-operate
in every feasible plan for the enlargement and extension of railroad transit
across the continent, as well as the facilities for trade and intercourse be-
tween the great "West and the Atlantic sea-ports.

Although this city is south of the parallel over which you propose to
stretch your line of railroad from Portland to the West, still we do not
fail to see our own great common benefit with the whole country in the
success of your enterprise.

Regretting our inability to attend the Convention, and with the highest
anticipations for the result of your deliberations in promoting the great ob-
jects you have taken up, we respectfully subscribe ourselves
Your obedient servants,

JAMES FORSYTH,
JAMES R. PRENTICE,
E. THOMPSON GALE.

Letter from the City Council of Oswego, New York.

City of Oswego, City Clerk's Office, July 28, 1868.

Gentlemen,— Y OUT communication under date of June 29, 1868, inviting
the mayor and common council of the city of Oswego to take part in an
" International Commercial Convention " to be held at Portland, Maine,
on Tuesday, August 4, 1868, to take into consideration the various meas-
ures and plans now before the country to increase facilities for intercourse
in trade between the Atlantic sea-board and the interior of the continent,
was duly received and contents noted ; and I am directed by said mayor
and common council to assure you, gentlemen, that the objects for which
the proposed convention is called, as set forth in your communication, is
fully approved by them.

The prospect of au early completion of a railroad to the Pacific, together
with the great probability that other lines will soon follow, make it highly
important that the best and most direct routes connecting therewith and
terminating in the East at the most favorable points of embarkation and
shipment should be sought out and opened. The great increase of busi-
ness which may be anticipated from the opening of the Pacific Railway,
together with the rapidly expanding productions of the Mississippi Valley,
will fully employ all the lines of communication and transit which can be
brought into use, and the best interests of the comitry can in no manner
be better promoted than devising ways by which the thoroughfares of busi-

115

ness will be opened which will fully develop the wealth and vast resources
of the nation.

I am directed by the mayor and common council to assure you that all
measures to complete connecting links in lines of communication between
your city and the West, and in establishing new and more favorable ones,
if they can be devised, will meet with their earliest co-operation. To one
subject I am directed to call your attention as worthy the serious consid-
eration of your Convention, a ship canal around the Falls of Niagara dur-
ing the entire season at lake navigation, some eight months. Such a work,
when constructed, would let the bulk of the commerce of the lakes down
into the basin of Lake Ontario, bringing the point of transshipment sev-
eral hundred miles nearer the sea-board, and thus greatly cheapening the
cost of transit upon all the products of the AYest, or supplies of nearly
every nature going to the producers of the West. It is a measure demand-
ed by the best interests of both East and West. A bill is now pending in
Congress which makes provisions for this great national work.

A full discussion and enlargement of the importance of this work by
your honorable convention will have its due weight with the national leg-
islature.

I am also directed to say, that it will not be possible for the mayor and
common council, in a corporate capacity, to meet with your Convention;
but they feel a pleasure in stating, that the " Board of Trade of Oswego"
will be duly represented by committees.

I am directed, gentlemen, to thank you for the remembrance as well as
for the consideration and courtesy extended to citizens of Oswego on pre-
vious occasions of great interest.

Trusting, gentlemen, that your efforts will lead to the' opening of the best
possible avenues of trade across the American continent, by direction of
the mayor and common council,

I remain yours, truly,

ROBERT S. KELSEY, City ClerTc.

Letter from City Council of Milwaukee.
City Clerk's Office,

Milwaukee, Wis., July 29, 1868.
Report op Committee on Finance. — Your Committee, in behalf of
the Common Council, respectfully acknowledge the receipt of invitation
to attend the International Commercial Convention to be held at Portland,
Maine, Aug. 4, 1868, and fully approve and commend the object, and
regret that the subject had not been presented to your Committee at an
earlier moment, to make arrangements to represent our city in such Con-
vention, which we are unable to perfect at this late moment.
(Signed) M. KEEN AN, . 1

AUG. GRENLECH, [ ^
JACOB VELTEN, ^ ^^^^^"»«^^-
JOHN BENTLEY,

116

Letter from the Board of Trade of Chicago.

Seceetaky's Office,

Chicago, July 30, 1868.
Hon. John A. Poor:

(Sir,— The call for the International Commercial Convention to be held in
the city of Portland on the 4th of August proximo, reached us at a time
•when many of our members are absent for recreation, and those who
remain are so much occupied with business, that it is difficult to form a
committee to attend said Convention.

A resolution of the Board, however, directs me to assure you of the
hearty sympathy of the Board in all efforts tending to increase railway
communication between the sea-board and the interior of the country.
Your obedient servant,

E. V. ROB BINS, President.

Letter from the Board of Trade of Wilmington^ Delaicare.

Wilmington, Del., July 23,1868.
John A. Poor, Esq., and others:

Gentlemen, — Your invitation to the International Commercial Convention
received, and considered by our Board. In the absence of our secretary, I
reply. While it would give us much pleasure to send a delegation to such
a live and enterprising city as yours, we shall hardly be able to arrange it
at this season, while so many of our members are from home; if it can,
however, be arranged, I will have you duly notified. Wishing you every
success in your great enterprise, and that the deliberations of the Conven-
tion may be harmonious and useful,

I am truly yours,

EDWARD BETTS, President.

Letter from the Chamber of Commerce of Halifax.

Halifax, July 24, 1868.
John A. Poor, Esq., and others:

Gentlemen, — I have to acknowledge receipt of your circular announcing
the intention of holding a convention at Portland, on the 4th proximo, for
the purpose of promoting facilities of intercourse and trade between the
Atlantic sea-board and the interior of the continent, etc., and inviting this
Chamber to appoint representatives thereto.

And I am instructed to state in reply, that at a meeting held this day,
the Chamber has requested their President, Mr. William Pryor, and Sec-
retary, Mr. J. H. Harvey, to act as delegates to the Convention.

It is not yet decided whether these gentlemen will be able to leave Hali-
fax, but I am permitted to avail of this opportunity to convey to you the
very great interest your circular has excited in our Chamber of Commerce

117

and among business men generally, and to assure you that their earnest
exertions will be used to promote the objects of your Convention, and that
their sincere sympathies are enlisted in its success.
I have the honor to be, gentlemen,

Your obedient servant,

JOHN H. HARVEY, Clerk.

Letter from the Chamber of Commerce of New York.

New Yokk, July 21, 1868,
Messrs. John A. Poor, and others :

Gentlemen, — Your communication of the 29th ult., inviting the participa-
tion of the Chamber of Commerce in the " International Commercial Con-
vention," to be held in your city on the 4th of August next, has been
received, and I have been directed by the President to inform you that in
consequence of the absence of many of the members from the city during
the summer months, no session of the Chamber can be held for the con-
sideration^of this subject before September next.

Very respectfully your obedient servant,

GEO. WILSO:^, Secretary.

Letter from the Board of Trade of Toronto.

Office of the Boaed of Tkade,

Toronto, July 25, 1868.
Hon. John A. Poor, and others:

Oentlemen, — On behalf of the Board of Trade of Toronto, I have the
honor to acknowledge receipt of your circular 29th June, giving details of
the several schemes for facilitating trade and intercourse with the East by
transit across this continent; and requesting the appointment of a delega-
tion to a Convention to be held at Portland, on 4th August, for the conside-
ration of the various measures proposed for obtaining the above object.

The Board are deeply impressed with the importance of the results
which would attend the realization of these projects, and desire me to
express their entire concurrence therein.

Circumstances prevent the sending hence of a delegation (I may observe
that your circular was received but a few days since, although dated in
June); but you may confidently rely upon our moral support and co-opera-
tion when necessary, in any project for advancing the interests of interna-
tional commerce.

I have the honor to be, gentlemen.

Yours most respectfully,

CHAS. EOBERTSON, Secretary.

118

Letter from the Board of Trade of Ottawa.

BoAKD OF Trade,

Ottawa, Canada, July 29, 1868.
Hon. John A. Poor:

Sir,— The Board of Trade of the city of Ottawa, having received an
invitation to attend the " International Commercial Convention," to be
held in Portland on 4th August, regret that, owing to the short time
allowed by the notice (having received it on 24th inst.), they were unable
to comply with the invitation by sending delegates.

Wishing this Convention every success, and sympathizing with the
motives which have called it together, they forward fifty copies of a pam-
phlet for distribution amongst the members, in which their views are
expressed.

I am, Sir, respectfully,

G. H. PERRY, Sec'y pro tern.

Letter from Admiral Dams.

U. S. Flao-Ship Gxjerriere,

Bahia, Brazll, Aug. 29, 1868.
Hon. John A. Poor:

3fy Dear Sir, — Your in\'itation of July 11th to attend the meeting of the
International Commercial Convention in Portland, on the 4th inst., was
received by the last steamer. My absence from the United States, on
professional duty, will account for my not replying sooner to your kind
invitation.

There are several periods in the history of the world when international
intercourse, especially that of a commercial character, has exercised a
commanding influence upon the welfare and progress of mankind.

These periods are so linked with each other, and the influences belonging
to them are so uniform, steady, and beneficial; tliey have, moreover, each
one of them, been marked by such signal benefits, that it would be a diffi-
cult task to contrast them in respect to their results.

And yet, while my mind rapidly recurs to some of the most conspicuous
of these periods, and endeavors to form a just estimate of their importance,
I feel persuaded that there never has been an era of international and
commercial intercourse more promising in the great variety, as well as in
the real value, of its issues than the present.

If I ventured to indulge in even a hasty reference to the details of this
comprehensive question, I should be betrayed into writing an essay,
instead of an acknowledgment of your kind remembrance.

But I must add this much, that the manner in which the abilities and
energies recently devoted in a great war to the duty of national self-pre-
servation, are now turned into the channels of commerce.-the chief instru-
ment of human advancement, and are employed'in promoting international

119

peace and good-will, presents a most interesting spectacle to the friends of
humanity.

If I had enjoyed the privilege of being present at your Convention, I
should, perhaps, have ventured to ask it to take into its favorable con-
sideration and recommendation the interoceanic canal through the Isthmus
of Darien. This is one of the grand projects of the century; and it is one
which will tend as much as any to create and extend the Christian spirit
of unity and bond of peace.

I am, with high respect, very truly yours,

C. H. DAVIS, Eear-Admiral
Commanding U. S. Naval Forces in the South Atlantic.

Letter from Dr. Lieber.

New York, August 10, 1868.
Hon, JOHX A. Poor, and others:

Gentlemen,— On my return to this city, the evening before last, I found
your invitation, of June 29th, to attend an International Commercial Con-
vention on August 4th, at Portland. I regret very much that the invita-
tion was sent to me so late. Everything of an international character has
a deep interest for me, and I should undoubtedly have attended your meet-
ing, had the invitation arrived in proper season.
I am, with great regard, gentlemen.

Your very obedient,

FRANCIS LIEBER.

Letter from Hon, David Wilder.

State House, Boston, July 28, 1868.
Hon. John A. Poor:

Dear Sir, — I have your interesting circular of June 29th, received yester-
day, and should, without hesitation, accept the invitation it gives us to be
present and discuss the important subject of which it treats, if I could see
my way clear to do so.

I need not say to you, I believe, how much I have always been interest-
ed in all legitimate projects for improving communications between differ-
ent portions of the world, though I niay add, that I sympathize with you
more than most persons do, as to the importance of making provision for
the communications in advance, just as we prepare our tools, or instru-
ments for any other work, before it commences, rather than wait and then
have to do it hastily and imperfectly.

But the world generally prefers to mait and let others be at all the
trouble and expense of preparing the way, while they go on with their own
private affairs, ready at any moment to seize your work out of your hands
as soon as it has become profitable or creditable.

120

Is not that true, and very provoking too? And still, you must keep at
work.

If only a few of our leading capitalists could but forget their selfish, per-
sonal purposes, and learn that the general good is greater, and better than
their own, not only should you have your railroads constructed, and your
dreams realized; but I would have honest, equitable resumption of spe-
cie payments, and both national and international banking and currency
before we are many years older.

I have faith that we shall both live to accomplish the work we are set to
do, and then, perhaps, be allowed to rest a little from our labors.

I shall pray for your success, and come and meet with you if I possibly

can.

Truly yours,

DAVID WILDER.

Letter from A. H. Royt, Esq.

Office of the National- R. R. Transportation Co.,

Boston, July 31, 1868.
Hon. John A. Poor, and others:

Gentlemen,—! am honored with your invitation to be present at the Inter-
national Commercial Convention, called to meet in Portland, on the 4th
proximo, an«l I exceedingly regret that previous engagements will prevent
my attendance.

It would be especially gratifying to me to meet such a body of men as
will undoubtedly constitute that Convention,— repre«e7ifafiye men, actively
interested in the development of the commerce of this country; live men,
who see with prophetic eye the great changes and national progress imme-
diately before us, and, profiting by long observation and experience are,
with their quick intelligence, prepared and determined to avail themselves
of the vast resources, natural and artificial, now at hand, and such as may
be possible in the future, for the development and control of the commerce
of this part of the world.

"We, here in Massachusetts, have long looked with admiration upon the
enterprise and zeal that have characterized the capitalists of Portland, and
of Maine generally, and we regret (I speak as a humble member of this
community) that we here have hitherto failed to adopt and unitedly carry
forward a general scheme of railroad or commercial policy, designed to
open to us a direct and cheap means of communication between this sea-
board and the West, through the lakes.

Through the energetic labors of a few public-spirited and sagacious men,
our last legislature was induced to lend its sanction to measures which it
is hoped are to lead to this result. But I fear that we shall be far behind
you in this enterprise.

That city, or section of country, which shall first carry forward to com-

121

pletion such a railroad and inland water communication between the At-
lantic coast and the "West, will obtain the earliest and greatest benefits
arising from the vast trafl&c between this country and Europe, — and, when
the Pacific railroads are complete, the lion's share of the commerce to and
fro between the extremes of the old world across this continent.

I have carefully read your circular, and have tested most of its state-
ments by data at hand. I do not see that you have exaggerated the facts,
or erred in the conclusions you have drawn from them. Startling as they
may seem to some men, they will be found, I am confident, short of the
truth.

All New England is, and ought to be, interested in your plans; for, cer-
tainly, whatever shall benefit Portland and Maine, must directly benefit
the rest of the Eastern States.

I am sure every patriotic and every business man will rejoice in the suc-
cess of your projects, and will hope that your Convention will open our
eyes to the importance of a prompt, intelligent, and zealous co-operation in
efibrts to the same end.

I have the honor to be, gentlemen.

Your obedient servant,

A. H. HOYT.

Letter from Hon. J. A. Sanborn.

East Eeadfield, July 28, 1868.
Hon. John A. Poor, and others:

Gentlemen,—! have the pleasure to acknowledge the receipt of your invi-
tation to be present at the International Commercial Convention to be
held at Portland, Maine, on Tuesday, August 4, 1868. To be present dur-
ing the deliberations of the Convention would afford me pleasure, but my
engagements are such as to forbid it. The measures to be acted on mainly,
how best *' to increase facilities of intercourse and trade between the At-
lantic sea-board and the interior of the continent; to adopt measures to
secure a line of railway across the continent at its widest part, and the ad-
justment, on liberal terms, of the regulations of trade on the continent of
North America," etc., are projects of such vital consequence to our State
and country, I shall feel a deep interest in the deliberations of the Conven-
tion, believing as I do, that if carried into effect, the result will be the
uniting the people of our country and those of our neighboring Provinces
in closer bonds of sympathy and interest than at present exist, and, conse-
quently, the more rapid development of the material resources of all sec-
tions of the country than otherwise can be effected. I trust the result of
its action will be to harmonize and unite all interests represented in aid of
the great objects aimed at. No one that desires to see our country occu-
pying the position in the family of nations that Providence has made pos-
sible for her, can fail, it appears to me, to feel a deep interest in whatever

122

is calculated to accomplish the results it will be the object of the Conven-
tion to secure.

I have the honor to be your obedient servant,

JOSEPH A. SANBOEN.

Letter from Hon. F. W. Bird.

East Walpole, July 27, 1868.
Hon. John A. Poob:

My dear Sir,— I suppose I am indebted to your kind personal recollection
of me for the invitation to attend the Convention, to be held for the purpose
of increasing railroad communications between Portland and the "West;
not to any expectation that a Boston man will assist in such enterprise.
Is not Massachusetts "pegging away" at the Hoosac Mountain, having
already squandered millions in the fruitless job, and determined, if we are
forever to follow the lobby, to squander other millions, and find herself at
the end, even if the " tunnel" should be completed, with no better facilities
for Western traffic, and with no larger share of that traffic, than she has
with her present railroad system! It is very humiliating, but true,—" true
'tis pity, and pity 'tis 'tis true." "While Massachusetts is thus postponing
for years all increase of communication with the West, Maine is outstrip-
ping her in the race, simply because you propose the practical, she the
chimerical.

But, whether you expect us or not, I shall try to visit you, though it is
very doubtful. Now I give you my humble but hearty God-speed in your
work. I rejoice in any feasible enterprise which aims to develop the
resources of any portion of the American- continent. Go ahead, and if you
beat us, it won't be the first time nor the last when the child distances the
parent; and as a parent, I shall rejoice if my boys get ahead of me.

"Very truly yours,

F. W. BIRD.

Letter from Cyrus W. Field.

London, England, August C, 1868.
Hon. John A. Poor:

My dear Sir,— I received your letter of the 29th June on my return
from Switzerland, and regret that, owing to my absence from America, it
was quite impossible for me to attend your meeting. Had I been at home,
it would have given me great pleasure to attend.

I remain, my dear Mr. Poor, very truly your friend,

CYRUS W. FIELD.

123

Letter from Hon. Josiah Crosby.

Dexter, Aug. 1, 1868.
Hon. John A. Poor, and others :

Gentlemen,—! regret exceedingly that I shall be unable to attend the
International Commercial Convention at Portland on the 4th Inst. I have
read the printed call with much attention, and heartily sympathize with
the general purpose of the Convention. Whatever tends to shorten dis-
tances, tends to the material and spiritual welfare of the human race. No
more eftective means of civilization, with perhaps the excej)tion of the art
of printing, were ever invented by man, than steam and telegraphic com-
munication.

I shall look for the published proceedings of the Convention with great
interest.

I have the honor to be, gentlemen, your most obedient servant,

JOSIAH CROSBY.

Letter from William Atkinson. Esq.

Emden, July 27, 1868.
Hon. John A. Poor:

Sir,—1 am in receipt of an invitation " to take part " in an International
Commercial Convention to be held in Portland, Maine, Aug. 4, 1868. The
objects of that Convention, as stated in the call, are as broad as the conti-
nent, in keeping with the spirit and enterprise of the age, in harmony with
the demands of commerce, and the necessities of a high civilization.

It is meet that the sons of the great Republic should come together and
take counsel for the consummation of enterprises so vast in their nature,
and so comprehensive in its beneficent results, as the construction of the
Northern Pacific Railway.

The Central Pacific Railway, through the enterprise and energy of its
projectors, and the wise and liberal aid of the Federal Government, has
become a fixed fact, and will shortly span the continent,— will magnify the
great Republic in the eyes of the civilized world, and aid in rendering per-
manent and perpetual our government with its free institutions; and will
make San Francisco the entry-port and gateway of the rich commerce of
the East, not only for this continent, but, to some extent, for Western
Europe, as ancient Venice was before the Cape of Good Hope route to
India.

The Northern Pacific Railway route has many advantages, as a highway
of commerce and a pathway of nations, not only in point of gradients and
ease of construction, but from the fact that it will lie nearly in the shortest
path from China to the British Channel, reducing that route by natural
causes, and four thousand miles of land conveyance, proximately, to the
well-known principles of great circle sailing, and confining it to a temperate

124

It needs no prophet's eye to see, that first-class passengers, the mails,
bills of exchange on China or the commercial marts of Western Europe,
gold and silver, and the more portable and valuable articles of merchan-
dize, V5rill cross this continent by rail on the completion of the routes of
travel contemplated in your call, instead of seeking their destination by
routes twenty or thirty days longer in point of time, and through torrid
climes and dangerous seas. Much of the commerce of the East is destined
to reach the Atlantic coast by seeking its debarkation at Puget Sound,—
distance, grades, climate, and the Pacific harbors, all point to this result.

This Northern Pacific route is of such importance to Portland and to the
State of Maine, and to the Maine Central and European and North Ameri-
can Railroads, that I trust you will pardon me for making an additional
statement, namely, five hundred miles of its line east of the Rocky Moun-
tains will pass through one of the best grain-growing districts in the
habitable globe, and the minerals and timber lying adjacent to its line will
aflford an inexhaustible mine of wealth for generations to come. So go on
and render sure the construction of your line from Portland to Rutland, —
the line from Portland to Halifax is secure,— and bend the vast influence
and energy that I know your Convention will contain towards devising
ways and means for the construction of the great Northern Pacific Rail-
way, and you will give it an impetus that will only stop with its final
completion.

Memorialize Congress for the same aid they have given to the dentral
Pacific Railroad, and choose a committee to request of our next President,
in behalf of your Convention and of this greatest enterprise of modern times'
connecting the great highways of nations, and cementing in closer brother-
hood the two great families of the Anglo-Saxon race, to aid this great work
to an extent commensurate with its national, political, and commercial
importance, and you will get the remaining aid you deserve and need.
The regulations of trade between us and the British Provinces should be
liberal and reciprocal.

Truly yours,

WILLIAM ATKINSON.

Letter from E. P. Weston, Esq.

Mount Blue, Avon, July 30, 1868.
Hon. John A. Poor, and others:

Gentlemen, — Your circular invitation to " take part in the Intematiooal
Convention " was duly received. No citizen of Maine, however private
his position or unimportant his influence, can fail to be interested in the
great object of the proposed Convention,— the completion of a line of rail-
way across the continent in its widest part; a line that will traverse nearly
three hundred miles of our own territory, and bring our own State directly
into the pathway of nations.

125

Gentlemen of eminent ability, from other States as well as our own, will
be at your Convention to give this grand enterprise a new impulse toward
its accomplishment. I will only assure you of the sympathy and approval
of hundreds of citizens, like myself unable to attend the Convention, but
who will be ready to second, by all means within their reach, those meas-
ures which your wisdom shall devise, toward securing so grand a purpose.
Very respectfully, your obedient servant,

EDW. P. WESTON.

Letter from Ira Gould, Esq., President of Montreal Corn Exchange.

Montreal, July 30, 1868.
John A. Poor, Esq. :

My dear Sir, — I had hoped to have the pleasure of being with you at the
Convention, but the infirmities of age and my business engagements seem
to forbid it. I venture, however, to make a few suggestions, such as occur
to my mind, as being suitable subjects for the consideration of the dele-
gates present.

Reciprocity. First and foremost this should have your most earnest at-
tention, and by reciprocity I don't mean any half-way or one-sided measure.
Assuming that the principle itself is right, the nearer you come in practice
to the true definition of the term, the better for both parties. I particular-
ize as follows:

Complete free trade in bread-stuffs, no matter in which country grown.
The same in all other kinds of food for man and beast. Also coal and iron
ore, and, perhaps, i^ig iron and puddle bars, these being considered raw ma-
terial for purposes of manufacture, and, finally, wool, hemp, flax, and cotton.
For all manufactures made on either side of the line, from material grown
or produced in either country, a small duty, say five per cent ad valorem.
The same duty applied to furs, and all kinds of oils, lumber, and many
kindred articles.

Free navigation of the St. Lawrence and the lakes, and no distinction in
the use of our canals, the same to apply to your canal, should one be built
around the Falls of Niagara. In fact, remove all restrictions and distinc-
tions on these waters ; use them as one people ; give to every ship-owner a
fair field and no favor.

The Fisheries. I do not feel competent to go into details on this subject,
but on the general principles I have assumed, I do not see why a man hav-
ing a fishing vessel with the full right of both countries to use these waters
and land at any port on the same, might not have the same common right
to take their fish and cure and dry them ashore, provided he obtained the
right of the party owning the shore, when, by the measures contemplated,
his fish would be free of duty.

I regard anything short of what I have so roughly sketched as not wor-
thy the name of reciprocity. For instance, you have no coal nor iron on

126

your eastern coast. We have a plenty of both on onrs; we can give them,
especially coal, to the consumer in your eastern ports, at one-half the
expense for carriage it costs from Pennsylvania or Ohio.

Again, we have no coal in the old Provinces of Canada; you have
them all along our border-line of near a thousand miles in length. Why
should either party be debarred the nearest and cheapest market?

We want your cotton, you want our coarse wool. It is true, here you
would seem to have the advantage of us, as we are so wanting in factories
to work your cotton. But never mind; we have room and water-power in
great abundance, and if we don't use them hereafter, no doubt vrith the
freedom of action here marked out, your people will; at any rate we (at
least I am) willing to take the risk.

Again, you are the great nation ; we are the new dominion — not to say
small, for that would not be true. If you wish to sell to us your manufac-
tured articles under a low rate of duties, you must make the advance; we
are not as free, under our peculiar circumstances, to make the offer as you
are; but once made, it doubtless would be duly considered, notwithstand-
ing " the old gent on the other side might make wry faces at us for a time,"
as Mr. Cobden once said to me, " but they would soon get over it."

I have one subject more and I have done. Twenty-five years' experience
in the milling business and grain tra<le on the St. Lawrence, with a gen-
eral knowledge of the canal and railroads of New York, and their mode of
doing business there, has demonstrated to my mind, that the great high-
way of the lakes and the St. Lawrence is the natural and least expensive
route for carrying the products of the West to the Atlantic and the Eastern
States and British Provinces. But I am free to confess that this route has
not, as yet, practically realized the advantages which belongs to it, nor
have we realized our anticipations concerning the railroads from Montreal
to the New England States generally, — nor has Montreal become the point
of distribution that her natural position would indicate, and what she
really should be.

So long and so far as this great highway of waters leads in the direction
you wish to carry your cargo, it is clearly the route to be followed. I there-
fore still maintain that Montreal is the point of departure and distribution
for supplying the States of Maine, New Hampshire, Vermont and most of
Massachusetts, besides all the lower Provinces, with Canadian and West-
ern i)roduce.

As the medium of this supply, I hold that the Grand Trunk Railroad has
most signally failed ; and I hold further that this failure is attributable
to one general cause, and that no management, however skillful or effec-
tive, could avert this failure so long as the cause remained.

This cause is the wide gauge of the track which has no aflBnity or con-
junction with the roads of New England. It is a lifeless monopoly; it
plays completely the part of the dog in the manger. Instead of being a
feeder to your roads, it winds its slow length along to and from Allan's
steam-ships, at Portland, calling its duty done.

127

The remedy for this, in my opinion, is simple if it can he brought about,
namely, that instead of your renting your road from Portland to Island
Pond to the Grand Trunk, you should rent or purchase of them their trade
from Island Pond to the wharves and ware-houses at Montreal, and change
the gauge to that of your other roads.

Suppose this were done, which might be accomplished in one season,
the Grand Trunk, ending at Montreal would, with the rolling stock now
in use east of Montreal, make a very complete equipment for her road
west, and what would be of great interest to the bond, and perhaps share-
holders, it would become a paying concern.

"We should then witness the beautiful spectacle of the cars and locomo-
tives of all the New England and lower Province roads loading at the
wharves and ware-houses at which the Grand Trunk and shipping from
all points west were unloading, and without change of cars, distributing
their freight where it is wanted in the above-named States and Provinces.

As for our road to Quebec and northward, if our people were silly enough
to continue the use of the wide gauge (which I do not believe they would
be), it would require the third rail only from Montreal to Eichmond, some
seventy-five miles.

As regards our great international or political road, if we are ever fools
enough to build it, commercially it would be of little account what its
breadth of gauge might be, for as to business purposes it has none.

Touching the improvements of our canals, I can say that instead of
spending money in enlarging our present ones, I would prefer making the
Ottawa and Georgian Bay routes navigable; and in this I think I shall
have the concurrence of your Western delegates. But we now have the
facilities of doing ten times the business offered to us. "Why talk of spend-
ing more money in canals until we have fully used what we have.

Permit me to refer to any contemplated extension of your New England
roads having reference to the western trade. Lay aside, I beseech you, all
local or jealous feeling, and act from one great patriotic idea, the good of
the whole country, and this will result in the gre'atest good to all. Don't
make a raile of new road where the roads already made can do the work,
nor go a mile further than the nearest point to intersect this great western
high-way of waters.

Thus, my dear sir, I have in a hasty and crude way stated what, in my
opinion, are some of the objects that should receive the consideration of
the Convention, and which, if I were present, I should endeavor to enforce.
Please make my acknowledgment to the Convention, if they should have
the patience to listen to the reading of this letter, and assure them that I
shall be but too happy in uniting with them in the furtherance of any of
the objects here presented, or kindred ones which may originate at the
present meeting.

Faithfully yours,

IKA GOULD.

128

Letter from Mr. Simpson, of the Portland Dry Dock Company.

New York, Sept. 10, 1868.
John A. Poor, Esq. :

Sir,— I intended to be present at the International Commercial Conven-
tion, August 4th, and to respond in person to your invitation to make some
statements and explanations with reference to the objects and prospects of
the Portland Dry Dock and Ware-house Company, but I am prevented
from so doing by business which called me away from Portland at that
time.

The resolutions which were passed at the Convention, upon the subjects
of railroad, lake, and harbor improvements, and trade with foreign coun-
tries and the adjacent provinces, I have examined and approve, and con-
sider them as a great advance step in the direction of true progress in the
material interests of our whole country. The city of Portland, from her
geopfraphical position, is one of the most important points in the whole
country, and with reference to an extended and through line of railroad
from Xova Scotia to the Pacific Ocean, assumes an importance which can-
not well be estimated. The European and North American Railway,
now in process of construction, will soon be completed, and the line will
thus be complete from Halifax to Portland, and this line must, in a few
years, from the necessities of commerce, be so extended as to connect with
other roads leading to the granaries of the West, and thence, by the North-
ern Pacific Railroad to the Pacific Ocean.

Convinced of the great natural advantages of Portland, believing that
these would insure her certain future growth, I was led to examine into her
capabilities in a direction to which I have given my especial attention for
many years in different parts of the country. On examination, I found a
location and facilities for a dry dock, which induced me to make a pur-
chase and commence the work at once. The land and flats which I pur-
chased for this purpose, in the summer of 1867, is situated on the southerly
side of Portland harbor, and borders the main channel for the space of
3,255 feet, measuring from the Portland bridge easterly, and thence extend-
ing back to- upland in Cape Elizabeth, embracing an area of about sixty
acres. A charter was granted by the legislature of Maine in February,
1868, and the company has been organized, and the work is in full progress,
and we hope to be able to finish the dry dock, engine house, and piers by
the first of April next.

The plan of the company contemplates not only the completion of the
dock, but piers, wharves, ware-houses, elevators, machine-shops, and
dwelling-houses for those who may be connected with the work.

This dock is to be built under the " Simpson Patent," and will be similar
to those I built for the " Erie Basin Dock Company," in Brooklyn, N. Y.

This dock is four hundred feet long, one hundred feet wide, and twenty-
seven feet deep, with a draft of water over the gate-sill of not less than

129

twenty-two feet, and will be the largest dry dock on the continent, save
those at Brooklyn, above alluded to.

The dock and its pier border the main channel, which has thirty feet of
water at low tide, and therefore it has advantages over any other dock in
the country, as disabled ships can be taken in with their entire cargo on
board, or the cargo can be transferred to the ware-houses adjoining the
dock, and re-transferred from ware-house to the ship, without the expense
of trucking.

Another point I must be permitted to refer to in connection with this
work of the Portland Dry Dock Company. I cannot believe the time is far
distant when the line of railroad will be completed from Portland to the
West, and when this is done, it is certain that the grains and products of
that portion of our country can be taken to Portland at a less price than
to any other port on the Atlantic, and if this be so, all such commodities
intended for shipment to Europe, or distributed throughout New England,
must be brought to Portland. For the same reason, it is also equally cer-
tain that all the lighter articles imported into this country from Asia, by
the way of California, and intended for European markets, or even for
many portions of this country, must be brought over the line of the North-
ern Pacific Railroad, and thence by other roads eastward to Portland.

Now, when this time arrives, facilities must be found in Portland for the
storage, shipment, or distribution by railroad, of all such articles of com-
merce as may be brought here. To meet all these requirements, in ray
judgment, the Portland Dry Dock has advantages which are unequalled
by any other place.

The lands owned by the Company, and which border the harbor chan-
nel, are sufficient not only for the dry dock, but for piers, wharves, grain
elevators, store-houses, and freight depots, which can be easily approached
by railroad. Merchandise can therefore be transferred direct from ships
to cars, or from cars to ships, or from cars and ships to elevators, and thence
re-transferred to cars and ships with little or no expence of truckage.

This statement I have prepared hurriedly, but I trust it is sufficiently
full to convey my confidence in the success of the company whose organ-
ization I have initiated, and also my belief in the advantages which Port-
land possesses over most other places as the connecting port between this
country and Europe.

Y'ours, truly,

JAMES E. SIMPSON.

130

TRADE OF PRINCE EDWARD ISLAND.

MEMORANDUM FUENISHED BY HON. MB. HEARD.

The nature of the trade between tte United States and Prince Edward
Island may be gathered from the following data:

Imports and Exports. For ten years preceding the treaty — from 1844 to
1853— the total value of imports and exports amounted to §1,220,910, aver-
aging $122,090 per year. For the next ten years, during the operation of
the treaty, the imports and exports reached $5,157,391, averaging $515,739
per year. During 1865, the last year of the treaty, the amount reached
$1,108,820, or very nearly as much as the whole value of the ten years imme-
diately preceding the treaty. But in 1867, when the full eflfect of the treaty
was felt, the amount had dwindled down to $428,550, a reduction of nearly
two-thirds.

Fisheries. Before the treaty the number of United States vessels em-
ployed in the mackerel fishery of the British Provinces, was estimated at
250, employing 2,750 men. Averaging the value of the catch at $2,500, gives
a total value of $025,000. In 18rj5 the fleet had increased to 000 sail, em-
ploying 9,000 men, with a tonnage of about 45,000 tons, valued at $6,000,000,
Averaging the value of the catch at $8,000, we have the value of mackerel
caught by the United States fishermen alone swollen to nearly $5,000,000.

Fishing Licenses. The amount received by Prince Edward Island for
fishing licenses in 1867, was $1,415, at a tonnage duty of $1 per ton; but in
consequence of the increase of the duty to $2 per ton for this year, only
four or five vessels have taken out license thus far, e^^dently implying a
determination to evade the duty, or run the risk of being caught inside the
lines by a British cruiser.

MINES AND MINERALS OF NOVA SCOTLA.

ABSTRACT OF A REPORT BY P. S. HAMILTON, ESQ.

The abstracts, on the following pages, of the results of gold mining
operations from 1863 to 1867, inclusive, show the progress that has been
made and the aggregate products, so far as official returns can show them.

131

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136

The following figures showing the total amount of coal raised and shipped,
in Nova Scotia, in tons and hundred weights, from 1827 to 1867, inclusive,
will exhibit the progress of its trade in this particular:

Years.

1827
1828
1829
1830
1831
1832
1833
1834
1835.
18:«)
1837,
1838.
1839.
1840.
1841.
1842.
1843.
1844.
1845.
1846.
1847.

Tons. Cwt

11,491

19,429

20,252

25,240

34,424

46,585

59,497

46,677

51,813

98,427

109,347

97,938

133,928

98,267

136,110

119,478

97,200

})i>.993

137,908

134.393

183,099

Years.

1848

1849

1850

1851

1852

la^a

18.54

1^55

1856

1857

1858

1859

1860

1861

1862

1863

1864 (9 months).

1865

1866

1867

Tons. Cwt.

170,518
158,955
1(13,728
139,976
171,821
196,935
213,250
216,338
231,934
267,808
289,618
267,496
304,129
334,545
393,631
424,425
406,699
651,256
601,302
542,127

1
10

8
13
18
17
16

7
17

15
5
2

14
2

The slight falling off during the last two years is to be attributed to the
abrogation of the "Reciprocity Treaty" between the Provinces and the
United States.

The only other useful mineral known to exist in quantity in Nova Scotia,
of which mention need be made, is iron. A work entitled " Nova Scotia
considered as a field for emigration," published in 1858, said:

The most western deposit of any extent yet discovered occurs at Clements, on the
south side of Annapolis basin. The outcrop of the vein may bo traced on the surface
for the distance of a mile, with an average thiclcness of nine feet six inches. The ore
consists of scaler of specular iron, firmly cemented together ond mixed with silicious
and calcareous matter, and it has been in part converted by heat into magnetic iron
ore. It yields from thirty-three to forty per cent of cast iron, the quality of which is
said to very superior. »**»*♦ A bed of Iron ore occurs at Nictau, also in the
county of Annapolis, and is similar to that found at Clements. There are several
parallel veins at this place, varying from four to ten feet in thickness. Six of these
have been examined and accurately defined, and the ore contains 65.3 per cent of iron
of excellent quality. *•***♦*♦♦♦

The next great deposit of iron ore which we will mention is found on the southern
slope of the Cobequid hills. This deposit, considering its extent and the variety and
quality of its ores, may be pronounced the most important in the Province. Tliat part
of it to which attention has been more particularly directed lies between the Debert
River and a point some two miles westward of the Great Village River, a distance, in
all, of about ten miles. Between these points the vein extends nearly east and west,

137

and at a distance of from five to eight miles from the shore of Cobequid bay. It con-
sists of a veinstone of the species of ore called ankerite, associated with spathose iron,
surrounding and including a number of other varieties of ore. ♦ * The whole vein
is of very irrregular width. At one spot on the bank of the Great Village River it is
120 feet wide, whilst at another, not far from the most eastern point to which the vein
has been traced, it attains a breadth of over 500 feet. Its breadth is unequal at various
intermediate points where measurements have been made. The length of this vein is
not yet ascertained ; its continuation may be seen near Five Islands, twenty miles west-
ward of Great Village River, so that the vein is known to extend a distance of about
thirty miles in length. It is not at all improbable that upon continued examination, it
will be found to extend along the whole length of the Cobequid range of hills. * * *
The iron made from these ores is found to be equal to any in the world in the rare pro-
perties requisite for making good steel. * * *

A very extensive deposit of iron ore, of a description similar to that of Nictau, is
found at East River, Pictou, and within ten miles distance of the Albion coal-mines on
that river. The vein at this place is sixteen feet in thickness. The situation of this
deposit, like that of the Cobequid hills, affords every lacility for the profitable manu-
facture of iron.

Iron ore, in the forms of red ochre, red hematite, and browji hematite, is found on
the Shubenacadie near its mouth. It has also been found in small quantities in several
other places, affording good reason to believe that further extensive deposits of that
valuable mineral will be discojfered upon a more general research into the mineral
wealth of Nova Scotia.

Recent explorations have fully verified tMs prediction ; yet Londonderry,
on the southern flank of the Cohequids, is the only place in the Province
where an iron mine is worked. At this place, known as the "Acadian
mines," blast furnaces were erected about seventeen years since, and the
manufacture of charcoal iron has continued ever since.

By far the largest proportion of the surface of Kova Scotia, taken as a
whole, is yet an unexplored territory. From what has already been dis-
covered, it is only reasonable to believe that the country abounds to an
almost singular degree in mineral wealth.

Hon. Erastus Brooks, of New York. Before this
Convention separates, as I suppose it will in a few
moments, I desire to offer a resolution, which, I am
sure, will receive the support of every member not a
citizen of Portland.

Resolved, That the sincere thanks of this Convention be tendered to the
citizens of Portland for the courtesy and kindness extended to its members.

138

The resolution was adopted with great heartiness.

On motion of Mr. Hamilton A. Hill, of Boston, the
thanks of the Convention were tendered to the Mayor
of Halifax for presiding at this evening session.

The Chairman, in responding to the vote of thanks,
said :

I wish merely to thank you, gentlemen, for this compliment, and to
assure you that it has given me very great pleasure to preside over this
meeting,— a duty which has not been attended with any great diflSculty.
It has given me infinite pleasure to come to the city of Portland, at the
invitation of the Committee of Arrangements. I have enjoyed the trip
very much, and intend to extend it further. When I think, that, two years
ago, this fine city was almost destroyed by fire, and see, that, by the enter-
prise of its people, it has risen, Phcenix-like, from its ashes; that such
buildings as this in which we are assembled, and others that adorn these
streets, have arisen, I look upon it as .an example to the world. I do not
know that I have seen anything like it. A few years ago Halifax was the
victim of a great fi^re, and some of our finest squares were laid low by that
element; but I am happy to say that handsome buildings have since been
erected in those portions of the city that were destroyed. I congratulate
the citizens of Portland upon the enterprise they have exhibited, and the
taste they have shown in the new buildings they have erected.

I thank you, gentlemen, for myself and for the gentlemen with whom I
am associated, and, I think I may add, for all the gentlemen from the Pro-
vinces, for the courteous reception you have extended to us.

Mr. John A, Poor then said :

I am reminded by a gentleman at my side, who served with me upon the
committee that called this Convention, and from whom it should have
heard (Hon. L. D. M. Sweat), that we ought not to allow it to dissolve
without some expression of regard to the many eminent gentlemen of
other states, and more especially to friends from the British Provinces,
for the distinguished honor they have conferred upon it by their presence
in this Convention. I know I speak the sentiment of every citizen of
the United States present, when I say, that the fact that so many of the
public men of British North America have felt interest in a convention
like this, to give it not only their attendance, but their hearty co-opera-
tion, is one of the hopeful signs of the times.

It was with a feeling of pride that I saw representative men from so
many sections of this broad land, the best portion of the continent,
stretching from the Empire of Mexico to the Northern Ocean, occupied

139

by one race, — now that the Russian has retired from North America, —
covering seven million square miles of territory, occupied by more than
forty millions of people, speaking a common language, inheriting the same
history, language, literature, and traditions, — I might almost say, the
■same religion, — members of this great family of English-speaking people
in America,— coming together, as brethren, to take part in a convention
designed to promote the material welfare of all, regardless of political
relations or national boundaries. This Convention itself is a significant
tact.

We are accustomed to public gatherings, — to conventions for political
objects, for the promotion of public ends, usually confined to some class or
profession; but international commerce embraces the world. A convention
called in the interest of international commerce is a comparative novelty.
Eighteen years ago, in this city, we held a convention not unlike the pres-
ent, and its purpose was to establish more intimate relations with our im-
mediate neighbors, to carry out the European and North American Railway
— the great International Railway — not in opposition to the Intercolonial
Railway, but as a vastly more important work than that.

Both these undertakings are now secured. The Intercolonial Railway,
aided by the Imperial Government, will follow the northern route, known
as Major Robinson line, looking only to imperial necessity, regardless
oi the demands of commerce, — while the European and North American
Railway supplies the wants of the Maritime Provinces and brings them
in connection with the business of the United States, and makes these
Provinces a portion of that commercial union which is hereafter to give
law to the world.

The Portland Convention of 1850 gave us not only the European and
North American Railway, but bore other and* more ample fruits in the
Grand Trunk Railway of Canada, and the Reciprocity Treaty of 1854.

This Convention will be regarded as an initial point in the commercial
revolution about to take place in the business affairs of the world.

The railway across the continent, in the direct line from London to
Hong Kong, will work as great a change in the ideas and habits of man-
kind, as that produced by the discovery of America, and the circumnavi-
gation of the globe.

The Portland Convention of 1850 was the first friendly reunion or fam-
ily gathering after seventy-four years of separation. The present Conven-
tion, embracing still larger purposes and composed of delegates from still
larger portions of the continent than were then in council, has greater
aims, seeking to promote railways across the continent, regardless of po-
litical boundaries, and such improvements of lakes and rivers, and such
regulations of trade, as shall make commerce FREE upon the continent of
North America, — not to erect barriers along the frontiers, or encourage
hostilities of any sort on this continent, but contrary wise, — those who dwell

140

under the government of the United States, now that civil war is over,
and the necessities which led to the repeal of the reciprocity treaty of 1854
have ceased, hold out the hand of fellowship, in commercial sympathy and
fraternal feeling to those whose fortune it is to live alongside us, under
the protection of a foreign power, — that great government from which we
sprang, and to whose people the world is indebted more than to any other,
for the great results of human civilization, protection of life and property.

The protection which Great Britain extends to the people of her colo-
nies, leaving to every citizen the enjoyment of personal liberty and the
acquisition of property, makes them strong and resolute, and while obedient
to the demands of law, free to seek new avenues of commerce and trade.

The peojjle of British North America, sharing the same traditions,
cherishing the same sentiments, and enjoying that large measure of lib-
erty which has always characterized the rule of the mother country, have
sent their representative men here to unite in this Convention in affiiming
the universality of the laws of commerce, and the duty of promoting, in
every possible way, material development, and the permanent establish-
ment, on the most enlarged basis, of the principle of unrestricted trade
upon this continent. (Applause.) Fortunately, the doings of this Conven-
tion have been in harmony with that sentiment, whatever differences of
opinion have arisen, have been harmonized in committee, or fairly con-
sidered in debate, and the record of its doings will go forth to receive the
approval or disapproval of that larger tribunal, the commercial public,—
the public sentiment of the world.

No one can rea<l the doings of this Convention without being impressed
with the grandeur of the topics considered, and the remarkable combina-
tion of favorable circumstances that has made it a success.

When I saw upon this platform, as its chief presiding oflScer, the distin-
guished Governor of the State of Iowa, the great central State of the
American Union, midway between the Atlantic and Pacific,— at his right
hand his worship, the Mayor of Halifax, the chief commercial city of that
most eastern Province, Nova Scotia, the outport of the continent,— on his
left hand the representative of the city of Portland, on the Pacific, in the
person of the able Senator of the new and rising State of Oregon, upon the
farthest Pacific shore, four thousand miles apart, — with the long array of
eminent men along the line between them,— all sharing a common
sentiment, an earnest desire to promote the welfare of all, — I could not
help feeling that the 8i)ectacle presented, almost reached the moral
sublime. And when our friend, the representative ()f the great North
West, residing in the center of the continent (Hon. J. W. Taylor, of St.
Paul, Minnesota), spoke yesterday of the duties of the governments and
the people of this common country, and of the mother country to whom
we all owe a common homage, no man who had any respect for the land
in which he lived, and the race to which he belonged, could fail to feel a

141

noble pride in this exhibition of human sympathy and generous co-opera-
tion.

Rival races originally contended for the dominion of this broad land
Across the border, over which delegates have now come in the spirit of fra-
ternal feeling, once moved hostile men in arms. In later days, those of one
race, under unwise counsels, made war upon each other, and crossed the
frontier in hostile array. The grass grows rank on more than one battle-
field whose soil had been moistened with fraternal blood. This spirit, we
trust, has passed away, and passed away forever, and that the only strife
which shall hereafterbe known among those who speak a common language,
and are striving for a common destiny upon this continent, shall be, who
can achieve the most for the welfare of all.

Sir, I will not detain you; I was almost afraid, when I got up to say a
word, that I should make a speech, but that would not now become me.
whatever might have been the case at an earlier i3eriod of the Convention.
Had the motion prevailed to adjourn till to-morrow, I might have felt at
liberty to speak upon the practical questions concerning the proposed trans-
continental rail way, the details of its line, the means for its accomplishment,
and the still more interesting questions of railway management, as affect-
ing its probable success. But I cheerfully yield to the desire of those who
prefer to terminate our labors to-night. I rose to say, that I think it is due
from us, who are citizens of the United States, that we should give three
cheers for our friends and neighbors of British North America, and bid
them God-speed in all their efforts for the civilization, the advancement,
and the highest welfare of the race. (Loud applause, and three rousing
cheers.)

The Chairman. I can only say, in reply to that, that
I wish I had a thousand voices, to return the three
cheers.

Hon. John J). Nash, of Halifax, said :

I feel that I cannot allow this Convention to separate without returning
thanks, in behalf of those I represent, for the handsome manner in which
we have been received. We came here, we knew not for what. We came to
learn. I confess that I have learned much by sitting here and listening to
the broad and liberal views expressed by the various speakers, and I shall
feel a pleasure in going back to my native place and makir.g known, as far
as possible, the character of the views that have been presented in this
Convention.

This is the first time I have had the honor of listening to American
statesmen ; more especially, this is the first time I have had the honor of
listening to men of such enlarged and expanded views as have been given
to us from day to day since we have been together.

142

I will not attempt to make any lengthy remarks; there is not time, and
I have not the ability. But I felt that we should not go away without
thanking, with the greatest sincerity, the people of Portland for what they
have done for us, and for the handsome manner in which they have treated
us while we have been among them.

On motion of Hon. J. W. Taylor, the Convention
then adjourned.

APPENDIX.

Bancroft Library

PROSPECTUS.

PORTLAND AND RUTLAND RAILROAD,

Incorporated by the Legislature of Maine, by an Act approved March 6, 1868.

CAPITAL, $2,000,000. 20,000 SHAKES, OF $100 EACH.

The Portland and Rutland Railroad, to run nearly on the parallel of
43° 39', or due west between 43i and 44 degrees of north latitude, will con-
nect the rich and flourishing town of Rutland, Vt, with the unrivalled
harbor of Portland, Maine, passing through a rich and populous country,
by a most favorable route, crossing nearly at right angles the series of
railroads running north and south in the direction to and from Boston and
New York.

From Halifax, the present eastern outport of the continent, to Portland,
a distance of 596 miles, the lines are completed, or in progress. From Rut-
land, a line extends west to Whitehall, from thence to Schenectady and all
the West, so that, by completing the link from Portland to Rutland, a
transcontinental line of railway is secured across the continent at its
widest part, from the Atlantic to the Pacific Ocean.

The completion of the line from Rutland to Portland will connect the
California Pacific coast with Portland and Halifax, by the most direct
route, practicable or possible.

This line will be to the railways of this continent what the Suez Canal
will be to the navigation of the Old World, avoiding circuitous routes
around long-extended sections of the continent.

Under two charters, but in co-operative action, the citizens of Vermont
are constructing their portion of the line from Rutland to White River
Junction.

The Northern Railroad of New Hampshire runs due east from White
River Junction ; and thirty-one miles of its line can be used on the most
direct line to Portland, which Company has agreed to form impartial con-
nections with the lines between Portland and Rutland.

A charter for a line across Maine was approved March 6, 1868; that for
a line across New Hampshire was approved July 3, 1868, authorizing the
construction of a railway from the line of the Northern Railroad at Dan-
bury, to the boundary of Maine, in the valley of the Ossipee River, so that

146

charters of the most liberal character are now provided for the entire route
from Portland to Rutland. Authority is given in the Maine charter to
lease, purchase, or connect with existing lines of railway, or any hereafter
built, in this, or in either of said States of New Hampshire or Vennont, so
as to form a consolidated line from Portland to Rutland.

In inviting subscriptions to the stock of the Portland and Rutland Rail-
road, the undersigned beg leave to call attention to the fact, that over the
entire route from Portland to Rutland, the line passes through a well-
populated country, many of the towns having thriving manufacturing
villages, so that business, already developed, awaits the advent of the rail-
way, which will enter upon a profitable business at the outset, not being
compelled, like other lines of railway, to wait for business till the forests
are subdued, and farms brought into cultivation, and that a population of
60,000 resided in Portland and in the towns immediately on its route in
Maine, according to the census of I860,— since increased by more than 20
per cent, making a population of over 00,000 in Maine, on its immediate
route. The New Hampshire towns, from the State line to Danbury, had a
population of 20,072, and a valuation of S5A35,46(), in 1800. With the excep-
tion of Portland, Westbrook, and Gorham, and four New Hampshire
towns, they are all without railroad facilities.

There was a population of 71,321 persons, with a valuation of $21,605,521,
in 1860, in central New Hampshire, directly interested in this line from
White River Junction to Portland, and very nearly an equal number lying
north of it in Maine, who would, by this route, have their most direct outlet
to the sea.

A major part of the territory of New Hampshire and Vermont lies north
of the line of the proposed railroad to Rutland and Whitehall; the popula-
tion of which will naturally seek Portland Harbor as the nearest and best
outlet for their trade.

The building of railroads from Boston into New Hampshire and Ver-
mont drew to her their trade. The building of the line now proposed will
restore to Portland her lost advantage, and make her the centre of trade of
a larger portion of New England than that now dependent upon any other
Atlantic seaport.

By extending a line about forty-five miles, it will intersect with the pro-
posed Great Falls and Conway road, already extended to Union village, in
Wakefield, — which is to extend northward to Ossipee and Conway. From
the proposed point of intersection of the two lines in Ossipee, the distance
to Boston, the present market of that country, is 126 miles, so that an out-
let at Portland for its products will be had in eighty miles less of distance
than to Boston. On reaching Meredith, the line will connect with that of
the Boston, Concord, and Montreal Railroad, at a point 113 miles distant
from Boston, giving to the trade of that country an outlet to Portland, forty
miles shorter than the line to Boston.

By this route, too, a more direct connection will be made between Port-

147

land and Concord, the capital of New Hampshire, than by any existing or
proposed line, affording a most agreeable route to Boston, New York, and
the West.

From Meredith Village, the line of the Boston, Concord, and Montreal
Railroad already extends northward fifty-six miles to Wells River Junction,
and twenty miles further to Littleton. This Company, it is understood,
have raised the means for extending the line further northward, aiming to
connect with the Grand Trunk Railway to Northumberland, a section of
which line, from Littleton to Whitefield, is to be put under contract the
present year.

At Wells River Junction, the line connects with the Passumpsic Railroad
extending northward to St. Johnsbury, and to the boundary of Canada,
aiming for a connection with the Grand Trunk Railway at Lennoxville.
All the country lying north of the point of intersection of our line with
that of the Boston, Concord, and Montreal Railroad at Meredith, will be
brought forty or fifty miles nearer to Portland than to Boston, by the con-
struction of the proposed line from Portland.

At Wells River Junction, the proposed line to Montpelier will extend
over a favorable route, thirty-eight miles already chartered, giving a con-
nection between Montpelier and Portland in about 155 miles, which, it is
understood, will be undertaken as soon as an enabling Act is passed,
authorizing the towns on its route to subscribe stock to the same extent
as upon other lines in Vermont.* From Montpelier, the line of the Ver-
mont and Canada Railroad extends to Rouse's Point, eighty miles, or a total
of 235 miles from Portland ; from Rouse's Point to Ogdensburg is 118 miles,
or 353 miles from Portland, — the line from Rouse's Point to Montreal is
forty-four miles,— making a total of 279 miles from Portland to Montreal,
by way of Wells River and Montpelier.

On reaching Bristol, N. H., the line will connect with the branch to
Franklin, fifteen miles, forming a new connection by the Northern Rail-
road of New Hampshire to Concord.

The line of the Northern Railroad of New Hampshire is reached at
Danbury, thirty-one miles east of White River Junction, which will con-
nect with lines running north and south, and with the Woodstock Railroad
west, now in process of construction. From White River Junction to
Rouse's Point is 144 miles, by the Vermont and Canada Railroad; so that
from Portland to Rouse's Point, by this route, is 26G miles; to Montreal, 310
miles, and to Ogdensburg, 384 miles.

From White River Junction a line extends down the Connecticut valley
to Bellows' Falls, where it embranches, one running to Boston by the
Cheshire Railroad, the other continuing down the Connecticut valley to
Springfield, thence to New York City, and by a line to Albany.

* Such an enabling Act has since been granted by the Legislature of Vermont, October Session, 1808,
idnee the above was written.

148

On reaching Rutland, the natural terminus of the proposed line, it -will
aflford the shortest and most available outlet to the sea for the accumulated
business already attracted to this point by its advantageous position, and
the center of a vast system of railroads converging to it from all directions.

Rutland is the center of a large manufacturing district, and the head-
quarters of the marble trade already grown into importance, which will
be rapidly developed into a leading interest in Vermont.

This tratle is especially interested in a line to Portland, and proposes to
build a ship-canal from Whitehall to Rutland, thereby making Rutland
the nearest port of Lake Champlain to tide-water. And it is not antici-
pating too much to expect that a ship-canal will, in a few years, connect
Lake Champlain with the St. Lawrence, making Lake Champlain the
inland basin for the accumulation and distribution of Western produce.

Probably no interior town of New England has greater elements for
success than Rutland, already the largest town in Vermont.

A new line of communication from Rutland to the St. Lawrence and the
West, by means of the steamer Oakes Ames, and the Plattsburg Railroad,
has recently been successfully inaugurated. Additional lines of railway
have been proposed to Lake Ontario, the completion of wluch, or any of
them, will largely enhance the importance of Rutland as a point for the
reception and distribution of tra<le; and the more recent movement to
build a line from Saratoga to Ogdensburg, by a direct line, promises still
greater results to the business of Rutland.

We have spoken of the Portland and Rutland road mainly as a local
enterprise, serving as a spinal coluum, or Grand Trunk line, for the business
of the country along its route, or brought to it on either side by connecting
lines of railroad; and there seems to be no reasonable doubt, that this
local business would be abuntlantly remunerative upon the cost of con-
struction, running, as it does, over a favorable route that can be cheaply
built.

From Portland to Danbury the reports of the Engineer show, that no
heavy grades are encountered, and that the line can be built at a cost below
the average of New England roads.

But to the.se local advantages already spoken of, must be added the
importance of it, as a section of the through line across the continent con-
necting Portland and San Francisco.

The construction of the Portland and Rutland Railroad was recom-
mended by the recent International Commercial Convention at Portland,
as a necessary link in the great chain of communication around the globe,
destined to connect Australia, China, and Japan with London, saving from
twenty to thirty days' time over any other practicable or possible route.

Two facts are necessarily to be established to secure assent to the views
embodied in the doings of the Portland Convention. 1st, The superiority
in speed of railway transit over water transportation; and, 2d, That the
widest part of the continent of North America lies in the direct line

149

between Hong Kong and London. These two propositions admitted, no
one can doubt that the laws of commercial gravitation will force the con-
struction of such lines of railway as will reduce the transit between the
Orient and the Occident to its lowest possible limit of time and expense.

Believing that the line of railway from Portland to Rutland has all the
advantages suggested; that it will become the channel of a vast trade
between the seaboard and the interior; that its line will be a great emi-
grant route to the West, as it occupies the most important section of the
Transcontinental Railway, and must command a large through travel;
and that its construction will add largely to the trade and business of
Portland, as the natural shipping port of the North-west, and to the
country on its route, — the undersigned, Corporators in the Portland and
Rutland Railroad, of Maine, respectfully invite to it the public support,
especially of those interested in the prosperity of New England and the
North-west.

JOHN A. POOR,
JOHN LYNCH.
H. J. LIBBY,
WILLIAM DEERING,
ALLEN HAINES,
JAMES L. FARMER,
L. De M. sweat,
A. K. SHURTLEFF,
SAMUEL HANSON,
ENOCH KNIGHT,
H. J. SWASEY,
WM. W. WOODBURY,
CHARLES F0BE3,
JOSEPH HOWARD,

JOHN MUSSEY,

WILLIAM WILLIS,

JOHN NEAL,

N. C. RICE,

GEORGE W. WOODMAN,

N. A. FOSTER,

FREDERICK ROBIE,

JOHN M. ADAMS,

JOHN JAMESON,

W. H. FESSENDEN,

TOBIAS LORD,

R. M. RICHARDSON,

J. M. KIMBALL,

AUGUSTUS E. STEVENS.

152

Canal from Bay of Fundj to Gulf of St. Lawrence 21

Coal in Alaska 21

Committee on Order of Business 27

Chamberlain, J. L., Governor of Maine, Letter of 28

Colfax, Hon. Schuyler, Letter of 32

Chicago Board of Trade, Letter of 116

Crosby, Hon. Josiah, Letter of 123

Canal Policy of New York 44

China, her early Advancement in Art 65

Commerce, Value of the Inland Trade 65

Commerce of the Lakes, its extent 66

^Commerce, its extent 69

Chinese Laborers on Pacific Railroad 59

Currency, its value 67

Climate, milder as you go west. 107

Comparison of Northern and Central Routes to the Pacific. .111, 112

Coal, Nova Scotia, quantity mined since 1827 136

Cain, John, Esq., Speech of 69

Derby, Hon. E. H., Speech of 17, 93

Drake, Hon. C. D., Senator, Letter of 31

Dickey, Hon. R. B., M. L. C, Amherst, N. S., Letter of 35

Draper, Hon. John W., LL.D., University N. Y., Letter of 37

Davis, Admiral C. H., Letter of 118

Darien Canal 119

European & N. A. Railway, its International Character. .18,35,139

Edmands, Hon. George F., Senator, Letter of 31

Eaton, Gen. A. B., Commis.-General of Subsistence, Letter ol. .33

153

Exportation of Bread Stuflf from Lake Superior 45

Erie Canal enlargement 106

English-speaking People, extent of Dominion in America 139

Farmer, Mr. J. L., Report on Credentials 23

Farmer, Mr. J. L., Report on Organization 26

Forbes, Hon. J. F., M. P. Liverpool, N. S., Letter of 34

Fields, Cyrus W., Esq., Letter of 122

Fisheries, their importance 87, 88, 96

Free Trade upon the Continent, the great necessity 139

Gould, Ira, Esq., Letter of 125

Green Mountains, Line across 70

Grand Trunk Railway, proposal to end it at Montreal 127

Gold Statistics of I^Qva Scotia from 1863 to 1867 131

Harris, Rev. Samuel, D. D., Introductory Prayer 12

Harlan, Hon. James, Senator, Letter of 32

Harris, I. George, Paymaster, Letter of 33

Halifax Board of Trade; Letter of 116

Hoyt, A. H., Esq., Letter of 120

Hoosac Tunnel 22,122

Intermediate Distances across the Continent 8

Internal Improvements, their true character 56, 57

Immigration, Extent of, since 1790 58

Immigration from Germany 68

152

Canal from Bay of Fundy to Gulf of St. Lawrence 21

Coal in Alaska 21

Committee on Order of Business 27

Chamberlain, J. L., Governor of Maine, Letter of 28

Colfax, Hon. Schuyler, Letter of 32

Chicago Board of Trade, Letter of 116

Crosby, Hon. Josiah, Letter of 123

Canal Policy of New York 44

China, her early Advancement in Art 65

Commerce, Value of the Inland Trade 55

Commerce of the Lakes, its extent 66

^Commerce, its extent 59

Chinese Laborers on Pacific Eailroad 59

Currency, its value 67

Climate, milder as you go west. 107

Comparison of Northern and Central Routes to the Pacific. .111, 112

Coal, Nova Scotia, quantity mined since 1827 136

Cain, John, Esq., Speech of 69

Derby, Hon. E. H., Speech of 17, 93

Drake, Hon. C. D., Senator, Letter of 31

Dickey, Hon. R. B., M. L. C, Amherst, N. S., Letter of 35

Draper, Hon. John W., LL.D., University N. Y., Letter of 37

Davis, Admiral C. H., Letter of 118

Darien Canal 119

European & N. A. Railway, its International Character. .18,35,139

Edmands, Hon. George F., Senator, Letter of 31

Eaton, Gen. A. B., Commis.-General of Subsistence, Letter ol. .33

153

Exportation of Bread Stuff from Lake Superior 45

Erie Canal enlargement 106

English-speaking People, extent of Dominion in America 139

Farmer, Mr. J. L., Report on Credentials 23

Earmer, Mr. J. L., Report on Organization 26

Forbes, Hon. J. F., M. P. Liverpool, N. S., Letter of 34

Fields, Cyrus W., Esq., Letter of 122

Fisheries, their importance 87, 88, 96

Free Trade upon the Continent, the great necessity 139

Gould, Ira, Esq., Letter of , 125

Green Mountains, Line across 70

Grand Trunk Railway, proposal to end it at Montreal 127

Gold Statistics of JS'pya Scotia from 1863 to 1867 131

Harris, Rev. Samuel, D. D., Introductory Prayer 12

Harlan, Hon. James, Senator, Letter of 32

Harris, I. George, Paymaster, Letter of 33

Halifax Board of Trade,' Letter of 116

Hoyt, A. H., Esq., Letter of 120

Hoosac Tunnel 22, 122

Intermediate Distances across the Continent 8

Internal Improvements, their true character 56, 57

Immigration, Extent of, since 1790 58

Immigration from Germany 68

154

Immigration from Great Britain 58

Immigration into New York 58

Interest of British America same as United States 77

Iron in Nova Scotia 136

Intercolonial Railway, Route of 139

Jackson, Hon. M. M., Consulate of the United States, Letter of. .38
Johnson, E. F., Esq., Letter of 106

Killam, Hon. Thomas, M. P. P., Yarmouth, N. S., Letter of 34

Kent, Hon. Henry O., Letter of 40

Lyman, Hon. J. D., Sec. State of New Hampshire, Letter of. ...37

Letter of Atkinson, William 123

Letter of Adams, Hon. Charles Francis 105

Letter of Browning, Hon. O. H 30

Letter of Bross, Hon. William 40

Letter of Bird, Hon. F. W 122

Letter of Chamberlain, Hon. J. L 28

Letter of Colfax, Hon. Schuyler 32

Letter of Chicago Board of Trade * 116

Letter of Crosby, Hon. Josiah 123

Letter of Drake, Hon. CD 31

Letter of Dickey, Hon. R. B 35

Letter of Draper, John W., Esq 37

Letter of Davis, Admiral C. H 118

Letter of Edmands, Hon. George F 31

Letter of Eaton, General A. B 33

Letter of Forbes, Hon. J. F 34

155

Letter of Fields, Cyrus W., Esq 122

Letter of Gould, Ira, Esq 125

Letter of Harlan, Hon. James 32

Letter of Harris, Hon. J. G 33

Letter of Halifax Board of Trade 116

Letter of Hoyt, A. H., Esq 120

Letter of Jackson, Hon. M. M 38

Letter of Johnson, E. F., Esq 106

Letter of Killara, Hon. Thomas 34

Letter of Kent, Henry O., Esq 40

Letter of Lyman, J. D., Esq 37

Letter of Lieber, Dr. Francis, LL.D 119

Letter of McCulloch, Hon. Hugh 30

Letter of ISTew York City Board of Trade 117

Letter of Oswego City Council 114

Letter of Ottawa Board of Trade 118

Letter of Page, Hon. J. B 29

Letter of Kyerson, Hon. J. K 36

Letter of Seward, Hon. William H 29

Letter of Schofield, Hon. J. M 30

Letter of Sherman, Hon. John 31

Letter of Sanborn, Hon. J. A ; 121

Letter of Simpson, James E., Esq 128

Letter of Townsend, Hon. William H 35

Letter of Tilley, Hon. S. L 36

Letter of True, N. T., Esq 40

Letter of Troy Board of Trade 113

Letter of Toronto Board of Trade 117

Letter of Upson, Hon. Charles 32

Letter of Underwood, Hon. Levi 38

Letter of Walker, Hon. George 39

156

Letter of Wilmington Board of Trade 116

Letter of Wilder, Hon. David 119

Letter of Weston, E. P., Esq 124

Lieber, Dr. Francis, LL.D., Letter of 119

Lands, extent of those belonging to United States 57

Lands, Public Sales of 67

Lumber, a prime necessity 97

Massachusetts, amount invested in Railroads 18

Merrill, His Excellency Samuel, Governor of Iowa, Pres't. . .26, 27

McCulloch, Hon. Hugh, Sec. of the Treasury, Letter of 30

Maine to be developed, by Railroads 41

Monopolizers of Timber Lands 92

Mackerel Fishery 102

Mines and Minerals, Nova Scotia 130

Neal, John, Address of Welcome, 12

New York City Board of Trade, Letter of. 117

Nova Scotia and United States one People 34

Navigation of the St Lawrence of no Value 104

Northern Pacific Railroad, First proposed 107

Niagara Ship Canal 115

Northern Pacific Route, Importance of 124

Neal, John, Speech of 13

Nash, Hon. John D., Speech of 141

Oregon, its greatness as a State 15

Oregon, extent in Square Miles 16

157

Organization of the Convention 26

OflScers of the Convention 26

Oswego City Council, Letter of 114

Ottawa Board of Trade, Letter of. 118

Ocean Steam Marine 53,87

Portland Harbor, cheapest Port for exportation of Western

Produce 3

Passengers across the Atlantic .' 7

Prayer by Rev. Dr. Harris 12

Puget Sound, excellence of its Harbor 15

Page, J. B., Governor of Vermont, Letter of 29

Progress of the United States from 1850 to 1860 89

Producers of Lumber, few in comparison with Consumers 93

Prince Edward Island, the sympathy of its People with U. S.. .102

Profile of N"orthern Pacific Railway 109

Portland Dry Dock, its capacity 128

Prince Edward Island, Trade of 130

Product of Nova Scotia Gold Mines 131

Portland, Maine, its enterprise 138

Portland Convention, 1850 35, 139

Prentiss, Hon. Henry E., Speech of 79, 103

Pringle, Hon. Eugene, Speech of 88

Poor, John A., Speech of 138

Report on Credentials .22

Report on Organization 26

Ryerson, Hon. John K., M. P. P., Yarmouth, JS". S., Letter of... .36

158

Reciprocity the true Policy of Nations 54, 77

Report on International Commercial Relations 60

Resolutions on Reciprocal Trade 64

Report on Railroads across the Continent 64

Resolutions on Railroads across the Continent 65

Restoration of the Currency, true method 72

Report of Committee on Lake, River, and Canal Navigation — 74

Resolutions on Lake, River, and Canal Navigation 74

Reduction of Taxes 94

Reciprocity Treaty, its Abrogation unwise 105

Rice, Hon. Richard D., Speech of 71

Seward, Hon. Wm. H., Secretary of State, Letter of 29

Schofield, Hon. J. M., Secretary of War, Letter of 30

Sherman, Hon. John, Senator, Letter of 31

Sanborn, Hon. J. D., Letter of 121

Simpson, James E., Esq 128

Speech of Blow, Hon. Henry T 71

Speech of Brooks, Hon. Erastus 52

Speech of Brown, Hon. John B 70

Speech of Breckin, Hon. Frederick 100

Speech of Corbett, Hon. H. W 14

Speech of Cain, Hon. John 69

Speech of Derby, Hon. E. H 17, 93

Speech of Merrill, Hon. Samuel 27

Speech of Neal, John, Esq 13

Speech of Nash, Hon. John D 141

Speech of Prentiss, Hon. Henry E 79, 103

Speech of Pringle, Hon. Eugene 88

Speech of Poor, John A., Esq 138

159

Speech of Kice, Hon. Richard D 71

Speech of Taylor, Hon. J. W 42

Speech of Tobin, Hon. Stephen 76, 138

Speech of Woodman, Hon. George W 11

Speech of Walker, Hon. Amasa 66

St. Lawrence and Champlain Canal 21, 38

Spirit of Trade 85

Time saved between London and Hong Kong 6

True Policy of States .^. 22

Townsend, Hon. W. H., M. P. P., Yarmouth, :N. S., Letter of. ...35

Tilley, Hon. S. L., Minister of Customs, Canada, Letter of 36

True, K. T., Esq., Editor of the Maine Farmer, Letter pf 40

Troy Board of Trade, Letter of. 113

Toronto "Board of Trade, Letter of 117

Taylor, Hon. J. W., Speech of 42

Transcontinental Railway 6, 33

Timber Lands of Maine, Yalue of 80

Timber Lands of Michigan, Value of 80

Tariff on Lumber 83

Timber Lands, Owners of, small Kumber of 90

Tax on Lumber, Effect of 95

Taxes in England 99

Tobin, Hon. Stephen, Speech of 76, 138

Upson, Hon. Charles, Senator, Letter of 32

Underwood, Hon. Levi, Letter of 38

160

Width of the Continent 4

"Woodman, Hon. George W., Speech of 11

Washburn, General Peter T., Kemarks of 17

Walker, Hon. George, Letter of 39

Wilmington Board of Trade, Letter of 116

Wilder, Hon. David, Letter of 119

Weapon, E. P., Esq., Letter of 124

Walker, Hon. Amasa, Speech of 66