in Chambersburg. Here a track of the length of thirty miles pursues a southern course, and ends at Williamsport, on the Potomac, in the state of Maryland, where it intersects the Ohio and Chesapeake canal. At Chambersburgh, a railroad is projected to Pittsburg, through deep valleys and around high mountains, requiring the main ridge of the Alleghany to be tunneled. Running over Laurel hill, and along the valley of the Loyalhanna, and passing through a gap in Chesnut ridge, it courses a part of the valley of the Monongahela to the city of Pittsburg. This stupendous work, when finished, will be a monument of national enterprise scarcely equalled in any age, and will open the vast wealth of the largest manufacturing town of the west, and the commerce of the head waters of the Ohio, to the markets of the elegant city of Penn.

"Besides this track to the Ohio, it has been found of great public importance to the state of Pennsylvania, to extend its intercommunication with the borders of Lake Erie, as her north-western boundary reaches to the shore of that lake. The first link in this chain is the Philadelphia and Reading railroad, which has its point of commencement at the foot of the inclined plane upon the Columbia and Philadelphia railroad, and ascending the right shore of the River Schuylkill, traverses the counties of Montgomery, Chester, and Berks, and enters the town of Reading, in the county last named. From Reading, a railroad runs through the counties of Berks, Schuylkill, and Northumberland, and passing through Pottsville, terminates at Sunbury. This railroad is in the greater part constructed, and from its terminus, commences the Sunbury and Erie railroad, which terminates the grand chain of the north-western route. Owing to the recent commercial depression which has prevailed, little has been done towards the completion of this great work excepting its location and survey, extending, as it will, from the city of Philadelphia to the town of Erie, a distance of 420 miles. It is well known that the state of Pennsylvania has numerous tracks of greater or less extent, running from Philadelphia, as well as from the interior, to most of the prominent points of trade and production, which either afford prominent local advantages to the population upon their routes, or are made tributaries to the grand chains which girdle the most productive portions of our territory.

At

"Passing to the south we arrive at Baltimore, in which city commences the third grand railroad route from the east to the west, the Baltimore and Ohio railroad. This road, it is well known, is in part constructed, and passing through the greater portion of the state of Maryland, and running near the track of the Chesapeake and Ohio canal, is designed to terminate at Wheeling, upon the Ohio river, thus giving to the city of Baltimore, through a track of 280 miles, its share of the trade and commerce of the Ohio. Nor has the south been wanting in efforts to effect the same objects with the other states. Richmond, we find a track branching off westward from the Atlantic line, and intersecting the great railroad projected between Charleston and Cincinnati, and another line at Hicksford, in the same state, directed to the same track. At Charleston an extensive line has been laid out through the bordering states, northward by Kentucky to the heart of the west, the city of Cincinnati. Savannah is connected with this railroad by a branching track, and even upon our uttermost southern border, both at Pensacola and New Orleans, we find lines of railroads running northward, with various branching routes, which are designed, not only to connect their rich territory with Vicksburg, Memphis, and other points upon the Mississippi river, but also with the internal resources of the remotest north-western states. Even upon the western side of that river, we find tracks marked out to remote points of the Missouri beyond St. Louis.

66

The progress of railroads in the young states of the west has been slow, from the newness of the country, covered as it is in the greater part by dense forests or prairies, sleeping in their primeval luxuriance and solitude, and from the general want of idle capital; but we find the enterprise of the people in this region equally prompt with that of the eastern states, in the projection, if not in the construction, of these public works. Commencing in the region of the upper lakes, we discern a railroad laid out from Cassville on the Upper Mississippi to Milwaukie, upon the western coast of Lake Michigan, and intersecting another road from the navigable waters of the Illinois river, designed to connect Lake Michigan with the Mississippi; and from this point a southern line (intersected by two tracks running westward), sweeping round to Louisville, in Kentucky, and intersecting the great track of the Charleston and Cincinnati railroad. From Cincinnati as the centre,

we perceive tracks radiating into the neighbouring states, to Indianapolis in Indiana, and Lafayette, upon the Wabash; to Perrysburg upon the Maumee; and to Cleveland, upon Lake Erie the last taking in its course Columbus, the capital of the state. From the neighbouring state of Indiana, at Indianapolis, its capital, another series of railroads diverges, to Lafayette, upon the Wabash, and to the shores of the Ohio; or if we survey the peninsula of Michigan, we find no less than three tracks projected across that territory, designed to connect the shores of Lake Michigan with the rivers St. Clair and Detroit, Maumee and Sandusky, upon one of which, namely, the Detroit and St. Joseph,' the steam cars are now in operation for forty miles to Ann Arbor. Besides this, a railroad of a few miles is now in operation from La Plaisance bay to the city of Monroe, in Monroe county, of the same state,

In drawing this brief sketch of the railroads in the United States, we have only given the outlines of this system, as it prevails in our own country, merely chalking out the more extended and general routes designed to connect its remote parts. We are well aware that there are numerous local works to which we have not even alluded, in successful operation in the several states; and other works, laid out but not completed, which are in number almost equal to the several settlements within our borders. They all, however, belong to one great plan, and clearly evince the character of our people, projecting, as they have done, in so short a time since railroads were introduced at all, so magnificent a system of public works, and completing so many and so important channels of intercommunication between the several parts of our territory. Whether, in fact, too many and too expensive works of this character have not been projected, considering the amount of our population and our wealth, is now a matter of question. Indeed, we have no doubt that some of these tracks may have been projected for mere purposes of speculation, and will be discarded for want of means, or as other and more valuable routes shall be developed; but we have as little doubt that the grand tracks which have been marked out to connect the remote points of the country, will ultimately be carried through as the increase of population and production shall furnish the motives for their establishment, and the augmentation of our wealth provides the means for their construction. The more important lines will, doubtless, be first finished where there are the most dense settlements, the largest amount of transportation, and the most capital to carry them through. Accordingly, we find that those have been advanced to the most successful issue which have been constructed along the Atlantic seaboard, and connecting our most important cities; while in the newer and more thinly populated states of the west, where even passable common roads have been scarcely established through the deep and damp vegetable mould of the forests, the lines of their railroads have been in most cases merely laid out, and companies for their completion chartered, not a single spade having been sunk upon their tracks."

CANALS AND RAILROADS OF THE NEW ENGLAND STATES.

In the separate description of these states, we have given an account of the public works and internal improvements of each (which see).

In MAINE, the Cumberland and Oxford canal, fifty miles long, was completed in 1829, at an expense of about 250,000 dollars. The Bangor and Orono canal, twelve miles long, completed in 1836.

The Portland, Saco, and Portsmouth railroad, communicates with the railroad to Boston. The railroad projected from Bangor to Portland would, if executed, complete the sea-coast line of railroads. This line of intercourse, north from Portland along the coast of Maine, is at present carried on by steamboats.

In NEW HAMPSHIRE, the canals are chiefly cuts with locks, for the improvement of the navigation of the Merimac river. The Massachusetts railroads

pass over New Hampshire to Portsmouth, fifteen miles and three-quarters, and from Lowell to Nashua, and the Boston and Maine fourteen miles to Exeter.

MASSACHUSETTS.-For a detailed account of the railroads of this state, altogether 415 miles of which were completely in operation in 1843, see the separate account of Massachusetts. The whole length of the railroads of this state and of those communicating with them in other states, extending as far as Lake Erie, comprise 1203 miles; see tabular statement, under the head of Public Works of Massachusetts. The Middlesex canal, from New Lowel on the Merimac to Boston, about thirty miles long, was the first canal executed in the United States. It was completed as early as 1804. It opens a further navigation by the Merimac and several canals (in all about fifteen miles) along that river to Concord, in New Hampshire.

In RHODE ISLAND the Blackstone canal extends through part of this state from Providence to Worcester in Massachusetts. The Providence and Boston railway, and the Providence and Stonington railway, forty-seven miles long, passes chiefly through this state.

In CONNECTICUT, the Farmington canal, from New Haven to the north boundary of the state, fifty-six miles; thence to Northampton, Massachusetts. At Enfield, a canal of five miles passes round the falls of the Connecticut river. The Norwich and Worcester railway extends fifty-eight miles and a half north through the state. The New Hartford and New Haven railway, thirty-six miles. The Housatonic railway, from Bridport to North Canaan, seventy-three miles; thence to West Stockbridge, Massachusetts.

Western (Massachusetts) railroad.-The tenth report of the directors of the Western Railroad corporation has been laid before the stockholders, and printed. It presents a very full and satisfactory account of the condition of the road and its finances, at the close of the year 1844. The capital authorised by the original charter, was 2,000,000 dollars; and it was increased 1,000,000 dollars by a subsequent act of the legislature of Massachusetts, the state subscribing for that amount-making the chartered capital 3,000,000 dollars; one-third owned by the state, and two-thirds by 1121 private stockholders.

COMPARATIVE Yearly Statement of Sundry Statistics of Transportation Business.

* First year of opening through to Albany.

† As corrected in report of January, 1843, to include damages for collision of 1841.

From 1842 to 1843, the increase of receipts from passengers was 31 per cent; increase from merchandise, 21 per cent. From 1843 to 1844, the increase of receipts from passengers was 30 per cent; increase from merchandise, 34 per cent.

By reference to the tables of each year, it will be seen that the number of throughpassengers is stated in 1844 less than in 1843. This is mainly owing to the fact that, in the greater part of 1843, the difference between the through and way fare was so great, that way-passengers, to a considerable extent, took through-tickets, and were thus registered as through-passengers. There was no inducement for such a practice in 1844. The whole number of tons, nett, carried one mile by the merchandise trains, was—

The whole tonnage is equal to 71,581 tons carried over the whole length of the road, 156 miles. The number of miles run by merchandise trains in 1814 being 255,376, is equal to 1637 trips through, averaging 433 tons each train. The through freight from Boston to Albany, in 1843, was 5268 tons; in 1844, 6764-increase, 1496. The amount of freight received at, and sent from, Boston, in connexion with the Western road, was— in 1844, 69,842 tons; in 1843, 56,376 tons; increase, 13,474 tons.

The number of barrels of flour, from Greenbush and vicinity, to Boston, was—

The whole number of barrels of flour sent from Greenbush to all stations, was, in 1844, 297,403. The amount charged on all merchandise forwarded eastward, from the Greenbush station, was-in 1844, 223,572 dollars; in 1843, 167,087 dollars; increase, 56,485 dollars.

The amount charged on merchandise forwarded from Greenbush eastward, in the month of January for three years, was-in 1843, 6622 dollars; 1844, 13,677 dollars; 1845, 20,216 dollars.

BOSTON AND WORCESTER RAILROAD.

STATEMENT of Income and Expenses, for the Year ending November 30th, 1844.

The earnings on freight are given above, and not the receipts on freight.

208,191

Maine and Housatonic Railroad.—The length of this road, as we learn from the report of the directors, of the 20th of June, 1844, from the tide-water at Bridgeport, to the north line of the state of Connecticut, is 73 90-100 miles. In this distance there are twelve regular stations for the receipt and discharge of passengers and freight, namely: at Stepney, Botsford's, Newtown, Hawleyville, Brookfield, New Milford, Gaylord's Bridge, Kent, Cornwall Bridge, West Cornwall, Falls Village, and North Canaan. The maximum grade is forty feet to the mile, but more than half the length of the road is passed on grades of under twenty-six feet to the mile. The total expenditure, for the construction of the road and appendages, is 1,244,122 dollars 91 cents. This expenditure, for a road of seventy-four miles in length, with an ample outfit of engines and cars, will bear a favourable comparison with any other railroad in the United States, of similar construction.

The capital stock, by the resolutions of the company, and in pursuance of the charter, has been extended to 1500 shares of 100 dollars each.

8167

Making liable to forfeiture.

And paid in full, and issued

Should the shares liable to forfeiture be sold, and purchased by the company, it will

hold for future subscription.

The stock now liable to forfeiture

Making a total of

6304

6833

The cash and bills receivable actually received for stock, are as follows:

dollars. cts. 816,700 00

7,112 20

823,812 20