The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1851-07-29 00:00:00

OF THE

cr GREAT NORTHERN ROUTE

A BOSTON & NEW YORK,

TO THE

MISSISSIPPI,

THROUGH CANADA.

The above Man shows the unparalleled advantage to the Americans—(the far west of Canada being in the same latitude as Boston on the Atlantic, and Galena on the Mississippi)—of the proposed junction railway through the British
territory, from Niagara Falls, in the State of New York, to Detroit, in the State of Michigan, to connect the Eastern railways of the United States, which extend from the Atlantic Ocean to the Falls of Niagara, with the Wester!
railways of the United States, extending from Detroit towards New Orleans in the South, and to the sources of the Mississippi in the "West and North. And the subjoined American report, to use its own words, is intended to shoal
" this is the only link wanting in the most profitable chain of roads that have ever been constructed."
Our Map (being merely a copy of that appended to the American report) has no pretensions to show all the striking advantages with which nature has so extraordinarily endowed the Great Western Railway of Canada as the grel
continental thoroughfare of America. The Americans had only in view to show their own people the great necessity of the junction through Canada to the complete triumph of their roads along the south side of Lake Ontario.
sketch, however, made with the object of illustrating the value of the Great Western Railway of Canada as an independent investment, would show also its connection with the steamers on Lake Ontario to the East, and on Lake Huron
to the West ; while it would explain, moreover, that at the head or Western end of Lake Ontario, at the city of Hamilton (the Great Western Railway's principal station, although, by the above, this road scarcely seems 1g
touch Hamilton), it becomes part of the Great Trunk Line of Railway, along the Northern Shore of Lake Ontario, proposed to be run through the British provinces of Canada, New Brunswick, and Nova Scotia, from Halifax an
Portland to Detroit, via Quebec, Montreal, Kingston, Toronto, and Hamilton.

If this rate of increase is continued for two years, when the
Great Western Railroad may be in successful business, it will
give as the probable local receipts of the Michigan Central
Railroad, the sum of $839,655.99. While it is not unreasonable
to suppose the business above quoted will continue to increase
as it has done, yet we should not place this before the public as
a reliable estimate of the local business of the Great Western
Railroad, but simply give it as data from which some idea may
be got of the ability of this agricultural country to furnish
business for a carrying trade when the proper accommodation
is afforded it, and from which an approximate estimate may be
made.
The completion of this last link in the great chain of railroads
between the Atlantic and the Mississippi, will tend so materially
to increase the long travel, that an estimate of its through
travel, based upon the present circulation across this gap, would
fall far short of the probable result.
The amount of first and second class travel between Detroit
and Buffalo for the season of navigation in 1850, can be pretty
nearly ascertained—the number of emigrant passengers is more
difficult to arrive at.
fhe number of First Class is about
do Second do
Number of Emigrants from 40,000 to 60,000, say

York and Erie Railroad to Newburgh' thence by the line of
Railroad now most of it constructing from Fishkill (opposite
Newburgh on the Hudson) rid Hartford and Providence to
Boston.

The distance will then be from St. Louis to Michigan Milt;
City
809
Michigan City to New York via Northern route
1206
704
254
186
444

With these two desirable routes to be passed before the tra-
vel on this side of Lake Erie can reach the Central New York
line of roads, it is clear that a large diversion from their line
of water travel will soon be made unless the remaining g.;p in
the Northern line be filled up by the Canada road. The com-
pletion of this road would not only enable that line to maintain
its present strong position for the long travel, but materially
strengthen it and create a large increase of its business, and
especially increase its winter business.
The people of the North Western States are an enterprising
people, but their pursuits are principally agricultural, which
confine them at home during the summer. These people to a
great extent are emigrants from the Eastern States, where
their friends and relatives are left behind. Their time is un-
occupied in the winter season, where, at present, the close of
navigation cuts off communication.

St. Louis to New York via Northern route

St. Louis to Cincinnati via Ohio River
Cincinnati to Cleveland
Cleveland to Buffalo
Buffalo to New York via Albany

St. Louis to New York via Cincinnati, Cleveland, Buffalo
15/07,
and Albany 33.
Difference in favor of Northern route
Steamers from New Orleans come up the Ohio for easte_rA
travel without going to St. Louis, the point common to
115*
routes for this travel will be Cairo. 351
From Cairo to Michigan City
Michigan City to New York via Northern route
1236
BD,
130
Difference in favor of Northern route
The difference in time from St. Louis to New York on tb..!
different routes compared will be found hereafter to be
large, as the up-river steam navigation of the Ohio to Cinq;
nati is very slow compared with express trains upon railrora
Cairo being a point common to both routes for all the travel mr
the lower Mississippi to New Orleans, the comparisons alrea"'
made will apply to the whole of the lower valley. th
SSA
vni
CONDENSED STATEMENT OF DISTANCES ON ABOVE -
—oleo.

Open a route for this class of people at the season of the year
when they are idle, and their circulation between the East and
West would bring a new business of material value to this
route, and that at a season of the year when their cars are
running but partially filled, and no increase of expense would
result from their accommodation.

Cairo to New York via Northern route

Cairo to Cincinnati
Cincinnati to New York as before

Total, 163,000
The first class passengers are this year paying to steamers
85.00 each for a cabin passage, averaging 18 hours long—second
class and emigrants, from $2.00 to 3.00 each. Experience has
determined that steamers taking 24 hours to go through, can-
not take any material proportion of the cabin travel at even
.S3.oo—against the fast line at $5.00.
The fast steamers are constructed with a view to speed, and
not carrying capacity. They could not be well remunerated at
a lower price than $4.00 per cabin passenger. If they take
freight to help to pay expenses, their speed is reduced, and the
cabin passengers will pay less. The present speed cannot
therefore be kept up, unless the present prices are very nearly
sustained. Considering the accommodation that is furnished
on these steamers, the character of the navigation, (very
different from that of Eastern rivers), and the distance, nearly
300 miles, and the perishable character of steamers, working
in fresh water, and $4.00 from Detroit to Buffalo is a lower rate
of fare than that upon any well equipped route with which we
are acquainted.
If passengers now pay 85, instead of 83, to save the differ-
ence between 18 and 24 hours, they certainly will pay $5 to go
over the Canada road in eight hours against any rate which
steamers can carry them for. The increase of business created
by the completion of this chain of roads, and the natural
increase of business with its present accommodation for the
next two years, which latter increase cannot be less than 40
per cent. upon the present first classbusiness, will both amount
in all probability to quite as much as can be induced to go liy
the Steamers, leaving as first class business the above 85,000
passengers at-85 each. This, with say 30,000 second class and
emigrant passengers at 82.50 each gives the sum of 8500,000 as
the probable value of the through passenger business.
The item of Marine Insurance upon Lake Erie, between
Buffalo and Detroit, will materially favour this Railroad in its
through freighting business. The average rate of this insu-
rance upon Lake Erie by steamers, for the season of naviga-
tion is a little above one-half of one per cent. upon the value of
the goods. The influence of this upon the value of the
through freighting business is shown in part by the follow-
ing statement which is calculated at half of one per cent., or
something below the real cost.
Cost of Marine Insurance on Lake Erie, by steam, per 100
lbs. and per ton of 20001bs. on various kinds of goods :

Lake Erie is exposed to storms in spring and fall, which
leaves but some five or six months of comparatively good navi-
gation, and even at this season very many are deterred from
crossing it by the frequent accidents and loss of life occurring
upon its waters. No less than six serious accidents occurred
to passenger steamboats upon Lake Erie during the last year,
resulting in the loss of 374 lives. The people from the Eastern
States thus deterred from visiting the West, who would use
this whole line of Railroads if completed, would form an addi-
tional item to the passenger business of considerable value.
These and various other new resources of business to be
opened by completing this road, as well as the great increase
of ordinary business, would add largely to the business of the
whole line.

Michigan City to New York, Northern route
Do. do. do. via Toledo, Cleveland, 959
Buffalo, and Albany
Michigan City to New York via Toledo, Cleveland, and no
New York and Erie Railroad, all single track
Michigan City to New York via Toledo, Cleveland, Pitts- 901
burg, and Philadelphia, all single track
Michigan City to New York via Monroe and Detroit, 92,9
thence over Northern route
Chicago to New York, Northern route
Galena do. do. do.
Isieevdeirsatla
ontcheefir. oromuttehsesreutpu,e'oe t
ilvaes
ity
,pNliaicl el sto
theT
from Michigan City, the latter being a point common to au.'"
Wes.
routes. 1208
St. Louis to New York, over Northern route
Do. do. via Ohio River, Cincinnati, 1585
Cleveland, Buffalo, and Albany
Cairo to New York, on Northern route ............. ;
Do. do. via Cincinnati, Cleveland, Buffalo, wig
and Albany
Mobile to New York by railroad, via Northern route
New Orleans to New York, Northern route—to Mobile 19°
by water, balance by railroad Yia
56 miles being added to any of the above distances, ~,
Albany, will
.give the distance to Boston instead of New Yotle
Time required to travel between New York and places at tot
West and South over various routes, double track 33 8......
IWO'
single 28 miles per hour, including wood and water stops
other stops allowed for :
Detroit to New York, Northern Route .................... ,1
Chicago to do. do. do. .................... '4i
Galena to do. compare Newt
the °stakrisi°.e.vi.*e
ear
do. do. .................... 43
St. Louis do. do. do. ................... 90
Do. do. via Cincinnati and Buffalo ........... 47
Cairo do. Northern route .................... 79
Do. do. via Cincinnati and. Buffalo ............ 66
Mobile do. Northern route .................... 76
New Orleans do. via Mobile .................. . ....... *"'ortls
But New Orleans will undoubtedly connect further
making the time only a trifle longer than from Mobile. _noes
Three hours added to the time on any of the above '" •
will give the time to Boston instead of New York. gradr
In conclusion we will only add, that with easier P.
straighter lines, a larger amount of double traclcl pier;
shorter line between the East and West over the is,f ore:,
route than any other, we believe the completion of 0;004
Westera Railroad will secure to this route, in a most ;setlg'i
nent manner, a very large share of the Eastern Et'sissiPP
business of the North-western States and the blis,,, best'
Valley, and make it one of the best, if not the Ye far the
remunerating thoroughfares that has ever been openeu
use of the travelling public.
J. M. FORBES, 1
ERASTUS CORNING, I ,„
HENRY LEDYARD, $. CoMMl'"ri/S.
HENRY N. WALKER, I
J. W. BROOKS, J

Each new passenger passing over the line from Lake Michi-
gan to New York, or so far towards Boston as the line has
authority to subscribe to the Canada road, would add to the
receipts of the present roads not less than $l4.
The interest of $850,000, the sum these roads are called
upon to subscribe to complete the Canada Road at 10 per
cent., is 885,000
The small number of eleven new passengers each way
per day for the winter and six per day for the sum-
mer months—say 11 each way per day for 180 days,
and 6 each per day for 180 days—gives 6,120 passen-
gers. at $l4 each
We make this statement simply to show how small a propor-
tion of the new or increased business which the completion of
the Canada Road would bring to the rest of the line, it takes
to pay the large interest of in per cent, upon their Stock in
the Canada Road, and this while the Stock itself promises to
be one of the very best investments of its kind.

H few interested people have questioned the wisdom of loca-
ting the Eastern terminus of this road at the Suspension
Bridge at Niagara Falls, instead of in the town of Bertie, op-
posite Buffalo. We have no doubt that the location is the
most judicious that could be made to serve the purposes in-
tended, that of making the route the most serviceable and
expeditious for the long travel.

From Bertie to Buffalo the ferry would be about three miles
long. The passage across this, late in the fall, in the winter,
and early in the spring, would often be dangerous and fre-
quently impossible. We suppose in pleasant weather the time
in passing from the cars at Bertie to the ferry boat, across the
ferry into Buffalo Creek, thence by land nearly a mile through
the city to the Eastern Railway Depot, would be not less than
one hour and a half. This would be as expepitiously as a full
train of passengers with their luggage could be transferred
from one train to the other in good weather, with no allowance
for the many contingencies that embarrass all the shipping in
that overcrowded harbour, where it not unfrequently happens
that a steamboat is many hours in getting in or out of the river.
At the present terminus at Niagara Falls we do not under-
stand there to be any practical difficulty in strengthening the
present Suspension Bridge, or constructing another sufficiently
strong to carry over the trains entire as they arrive. But even
supposing the present bridge to be used as it now is, it is but
800 feet long, not longer than many of our depots are at present
constructed, and with crates for the transfer of the baggage
without opening them. The transfer of passengers and bag-
gage from one train to the other could be easily done in fifteen
minutes, with no chance for contingencies to create additional
delays. When all things favour th Buffalo crossing, it still
appears that one hour and a quarter is saved by crossing at
Niagara, which is equal to a distance saved with express trains
of at least 35 miles. It is also believed that the crossing at
Niagara will be an attractive feature in the route, for other
things being equal, the opportunity of seeing Niagara Falls will
turn the scale in favour of this route with a large number of
passengers every year.
When this chain of roads is completed from New York to the
west it will not only have advantages over all others in straight-
ness, grades, and distance, but from New York to Syracuse,
and probably to Rochester, it will have a double track, which
will greatly facilitate the passage of express trains over this
portion of the route. For express trains over single and dou-
ble tracks upon long lines we suppose a fair comparison would
be 28 miles per hour for single track, against 33 miles per hour
for double track, including stops for wood and water, change
of engines, &c.
Michigan City, at the head of Lake Michigan, is a point com-
mon to the routes on both sides of Lake Erie. The distances
thence to New York would compare as follows : Miles.
City
Michigan to Detroit
• 227

Value Cost of Insurance.

Kinds of Goods

per
11001bs. per 100 lbsi per ton.

25 cts. 1 5,00

Dry Goods (general assortment
Books and Stationery (common
stock) 72 36 7,20
Boots and Shoes, average value 74 37 7,40
General stock of Groceries, except- 1
ing such articles as would come
from the west
Druggists' and Grocers' City as-

10 I 2,00

sortment
Hats, Caps, and Furs, general as-
sortment
Hardware (shelf goods generally)

22 I 4,46

86 1 43
36 t 13

It will be seen from the above statement that the cost of In-
surance alone amounts on the large class of goods above-
named to an average quite up to a fair rate of transportation
for the same by Railroad, and if to the Insurance is added the
rates of transportation paid to the steam-boats, which are from
43'2 to 83 per ton for heavy, and .83 to -8.4 for light goods, ex-
cept early in the spring and late in the fall, when they are
nearly double these rates, it will be seen that the Railroad can
be used at a large saving to the owners of merchandise gene-
rally. With this Railroad completed, the merchants of the
country west of it would purchase goods as much in winter as
in summer, and save the interest they now lose upon goods
purchased in the fall for spring sales. At the same time it
would tend to equalize the business upon all the connected
chain of roads throughout the year.
Most of the large items of Eastward freight will go by water
in summer. In winter, early in the spring, and late in the
fall, very considerable amounts could be calculated upon.
Within the last three years large amounts of flour have been
taken from Detroit to Buffalo at prices varying from 25 to 40
cents per barrel besides insurance, and during the close of na-
vigation the price is not unfrequently one dollar a barrel more
at Buffalo than at Detroit, but no advantage could be taken by
the western miller of these occasionally high winter prices in
the eastern market. Live stock can be carried at all seasons of
the year cheaper by railroad than by water, and very many ar-
ticles of considerable value may go eastward by railroad, even
in summer, but the bulk of the eastward Railroad freight will
be carried early iu the spring, late in the fall, and in the winter

SPORTING INTELLIGENCE•
e

MANCHESTER.—FRIDAY.
The muster was very small to-day, and business ‘.'er,,Yrof
guid indeed. For the Goodwood Stakes, Grand Dukel°4 De'
a trifle, 6 to 1 being taken ; and Presto remained firm Dacg.
spite his rumoured success in a trial with HuniPhreYaay),To
biter (who was backed freely in London at 8 to 1 yester was
not in force, and though 9 to 1 was taken about him, alenerSl3
a very trifling amount, and 10 to 1 was the price 51, bO,.
wanted. Narcissus was backed once or twice at 8 ,t 0 ocy Igo
to 1 was the right quotation. Respecting the Cnp,
backed to .4'500 at 4 to 1; there were frequent inquir,l` AtLyt
her at that price, but at last 7 to 2 only was offeren• „tow
close, she was backed for a cool hundred at evens
Cariboo. Closing prices :
GOODWOOD SAKES.
6to agst Mr. S. Herbert's The Grand Duke—t
7to 1 Mr. Rayner's Presto—taken.
9to 1 Colonel Anson's Backbiter.
10 to 1 Mr. Burgess's Narcissus—taken. 0,
20 to 1 Lord Glasgow's Mits Whip colt—take
20 to 1 Mr. C. Barnett's Bacton—taken.
20 to 1 Mr. J. Arnold's Pitsford.
20 to 1 Mr. Greville's Cariboo.
20 to 1 Lord Waterford's Duc-an-Durras--
tsl'
100 to 5 Mr. Damson's Cocktail.
GOODWOOD CUP.
3 to 1 agst Mr. Greville's Cariboo—taken.
4to 1 Mr. Mai tinson's Nancy—taken.
THE ST. LEGER.
4 to 1 agst Lord Enfield's Hernandez—taken.
25 to 1 Mr. Meeson's First Fruits.
THE DERBY, 1852.
28 to 1 agst Mr. Gratwicke's Maidstone—taken
1000 to 25 Colonel Anson's Greyleg—taken.

Detroit and Niagara

Niagara to Albany, straight route

Alb'ny to New York

Total on North route, 292 miles double track, and 607
miles single track, in all 899

season.
We should not think Slno,ooo per year would he regarded as
an over estimate of the value of the through freighting business
in both directions, it seems very moderate, and quite likely to

Michigan City to Toledo
Toledo to Dunkirk
Dunkirk to Buffalo
Buffalo ti Albany
Albany to New York

be more than realised.
From the foregoing considerations we are not inclined to put
the receipts that may be safely calculated upon, lower than
from $BOO,OOO to 31,000,000, and think it perfectly safe to esti-
mate them, including mails and expenses, at $900.000.
It cost .&300,000 to earn that amount upon the Michigan
Central Railroad, which is similarly situated with regard to
cost of fuel and most other considerations. To make the re•
suit fully safe, we will put the receipts at .850,000
And the cost of operating at .8'350,000
6 per cent. on 82,500,000 provincial guaran-
teed bonds
12 per cent, on .R 2,500,000 stock
800,000

Total via south shore of Lake Erie, Buffalo, and Albany,
to New York, 292 miles double track, and 660 miles
single track, in all 952
Distance in favour of Northern Route

Michigan City to Dunkirk, as above

Dunkirk to New York, via N. Y. and Erie R. It

Total via N. Y. and Erie R. R., all single track 925
Difference in miles in favour of Northern route 26
Distance gained by double track on Northern route 4t
Practical difference in favour of Northern route, over
south side of Lake Erie and N. Y. and Erie R. R. 7O

Surplus of 2 per cent. to carry forward
These estimates of the receipts fall below the estimates of
the Engineer of the Great Western Railroad made five years
ago, an based upon the business of that period.
The business of the Lake Country from 1847 to 1853 will have
quite doubled, and the present estimate we have no doubt will
be fully realised.
Considering the great, length of this line of roads, already
completed, with the exception of the Great Western, from
Boston to the bead of Lake Michigan, a distance of 955 miles,
and it may be truly said that this is the only link wanting in
the most profitable chain of roads that have ever been con-
structed.

AO
Mr. Harrison's Trickstress has left the Mallon Sillble6 0
''' I""
gone to Saunder's, at Hednesford. Sett
The race for the Liverpool Cup was run in "S 0b in lisbd
e
not "3 min 40 secs," as stated in the return Pu *OP
year. isived !file 61'
Messrs. Chilcott and Turner, of Liverpool, P_„--ii gii—
..... ,
at bowls, for '5O a-side, at Preston, last mr'`' cite
Chilcott, 51; Turner, 47.
.... eloSeV.
The July Stakes at Newmarket for next year has „` ~
an entry of twenty-eight, and the Chesterfle.ublv yie"'iiren,
three. The other stakes have also filled remarks ' the nig
Last year, there were eighty-seven entries fort int of
Yorkshire Handicap, which was a larger number.,tries in
former year since the race was established ; the e. , ne,
same race this year reach 100. POPO
lc '
first-rate'e sttitet
Manchester Autumn Races are likely to be isl W
four entries having been obtained for the Chalta- the .-
fifty for the Grand Autumn Handicap, nineteen ,eO,
to tlx,
Handicap, and forty-six for the Chesterfield Han"' „net ~eto
ndiCilyr dor' I*
Mr. E. W. Topham has been appointed ha ,e /_4O
Holywell Hunt Races. Twenty-four names Weltbe PK'
the Mostyn Stakes in one day, a proof that _ vell,
likely to be restored to its ancient popularity i mot IlierrO
ISLE OF MAN REGATTA.—The regatta in ref:,;; for_';,o4,,
fixed for Monday next. There will be seven for ((tops.
boats, smacks, and luggers, and a rowing Inst:The 1,10
~...'
boats. The regetta is under the patronage oft ..fe•
Ai:toil&
governor of the island. wrestling berla.O•
A match for the Championship of the
Eme,.Cantlie 000
.4150 a-side, between Jackson, of KinneYo. de
deci,;-„pon. t trisa
pionship of the wrestling ring. is at lengt 0
f Octobe
contest will take place early in the month
and Atkinson, of Sleagill, Westmorelandil
day and place are not yet fixed. s aliii°P.
reel ba 100 1(100
The Rating Threes states that Colonel,o consecj indiVA ,
his intention to retire from the turf, 1 f certain ei fc—roil'
disgust which he has felt at the practices 0, colon ioclo JO,
who have recently figured before the publiccHdinoore t . .
a late meeting, strongly reprobated t cu`
Kayernethiug 133 OF
decide' -- pis .
mated pretty roundly that he wou„ld .iOO 0f...44
with them."
pre co ilikiretift76.
KNOTS FORD RACES.--ThOttgh there ”istsaforut --.1.-0;11
rest in the character of the' spOrt. al, .--„ war' . ot .../e
and Thursday next, owing to a lack of
_. James
r• fuo:
there may be a gcod quantum of racin_g_t;'e )1,000
Esq., is the steward ~ and the arrangetr,i7fotort•
the cerk, will no doubt be liberal heatedkatis oats,
be three races each day, to be con
lu

Michigan City to Toledo, as above
Toledo to Cleveland, via Norwalk
Cleveland to Pittsburgh
Pittsburgh to Philadelphia

Michigan City to Philadelphia
Philadelphia to New York....

Michigan City to New York, via Toledo, Cleveland, Pitts-
burgh, and Philadelphia, all single tracks, with difficult
grades and curves 9Ol
Difference in favour of Northern route over that via Phila-
delphia 2
Distance gained by double track on Northern route 44

While the stock of this road cannot but be valuable as a
dividend-paying investment, the large amount of already in-
vested capital, to be materially benefited by its construction,
calls loudly upon the rest of the links in this great chain to
render their aid in making up the balance necessary for its
early completion.
By law, the Railroads in New York have the right to sub-
scribe to the stock of this road five per cent. upon their capital.
This amount from those upon the direct or continuous route,
together with the same from the Stockholders in the Michigan
Central Railroad Company, the latter not having the right to
subscribe as a Company, will furnish from 8800,000 to $850,000,
leaving. to be furnished from the American public say 3200,000.
Aconsiderable proportion of this will probably be raised in the
City of Detroit, whose interests are most intimately identified
with the completion of this road.
An examination of the annexed map will show the character
this great route must maintain when the last link is completed,
and also how deeply interested are the rest of the roads in the
chain in its speedy completion. This done and no line of
Roads can be built from New York or New England to the
valley of the Mississippi whose line will be so abort, or straight,
with such easy grades or so well adapted in any particular to
the carrying trade between the Atlantic and the growing mil-
lions of the North West.
New avenues more desirable than this route in its present
state are rapidly opening, and unless the road is completed
will soon take a large share of the long business now passing
over this route. The roads constructing upon the south shore
of Lake Erie, connecting at Cleveland with Pittsburgh and
Philadelphia to New York, present perhaps quite as desirable
a route to the Bast as any from that side of Lake Erie. Already
this route is exciting considerable attention at the West, and a
daily line of steamboats, of 600 tons each, is well supported
between Cleveland and Detroit without any contributions (Aim
other interests in the line. Whatever travel -on this shore of
the Lake may pass Cleveland eastward will meet with another
first-class route rift the New York and Brie Railroad to New
York and thence to Boston, or a more expeditious route to the
latter city will be found via the Newburgh tranch of the New