Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1843-01-06

The tonnage and passengers on TINS line
although somewhat less than those on the
first named line, aud very considerable. IN
: fact more so than on some Railroads, alrea-
dy constructed, but the proposed railway eff
lectualy secures the business of both
Fl The country which will sustain this rail-
way may be indicated on the map as the
area enclosed by two lines commencing at
Boston, and striking the Connecticut River
at Deer6eld aud Bellows Falls, and by the
. several counties in Vermont between this
area aud Lake Champlan.
i TONNAGE AND PAssENGERs.-The high
ly respectable committee, appointed at a
meeting Of delegates, held at Waltham, Jan.
| Ilth, 1912, to collect statistics relating to
/ this enterprise, addressed circulars TO some
Of the most prominent and intelligent citi-
zens of the towns dependent on this line of
communication, and received replies from
many of them, and few months since pub
lished their Report Bythis, it appears that
between portion of these towns and Boston,
the annual tonnage now is b, 51S tons.
Annual number of passengers, $1,000.
Amount paid annually for transportation
Of both, $685., GOO.
Your Committee have revised these re-
turns, and find that, in many instances, the
amount has been greatly moderated, while
many important towns are entirely omitted,
having furnished no returns, aud in no in
stance have they detected any excess in es-
Inmates. Your committee have also received
the statistics of Groton, Lancaster, Bolton,
New Ipswich, Townsend, and few other
of the many towns omitted in the previous
report, which will add 1911 to the passen-
gers, $3.50 to the tons of freight, and SSl
454 to the amount paid for transportation,
swelling the latter amount TO S4l6,414.
Your Committee are aware that some de-
duction must be made from this amount, for
the distance travelled between several of
these towns and the proposed railroad, and
that some time must elapse before the en-
tire traffic will be concentrated on this
line; they are, however, also aware, that no
returns have been received of large por-
ton of the traffic, and that the construction
Of railway invariably produces an electric
effect in multiplying passengers and freight
they therefore believe they err on the side
of moderation in estimating the receipts of
the line, after its completion, at 100000
from passengers and mail, and $1,000
from freight, $500, 600, (being the estimate
Of the engineer aud in anticipating a rapid
annual increase of the receipts
INDUCEMENTS TO SUBSCRIBE. First
Confidence in this description of investment
is daily increasing 1t is regarded as more
permanent aud solid in its character, and
more progressive in its value, than bank, in :
surance or factory stocks, or even State
loans
The returns of the principal lines in Eu- :
rope and the United States show great an-
nual increase.
The statistics of this line indicate large
income, and, combining as it does two an
cient thoroughiaires, and favored as it is by /
the natural facilities of the country, it has
insured to it moderate outlay and a large
return.
1t may be urged that the Boston and Wor-
cester and Western railroads have cost more, I
per mile, than the Fitchburg estimate. The
reply is obvious.
The route of these is more difficult The
one was built in the infancy of the science.
and large expenditures were made which
would now be avoided. The other inter-
sects rivers and ranges of mountains
While the Fitchburg requires little more
grading than turnpike.
The Fnchburg, too, has another advan-
tage. The other lines out of Boston have
generally ascending gradients, and at their
outer terminus find little or no return freight
On some Of them the disparity is rs one to
three, compared with the freight from Bos-
ton. This increases the expense and d.
FINISHES the profit of transportation, for the I
cost of moving the empty cars must be
charged on the ascending freight. The
Fitchburg road, on the contrary, with its
immense resources of manufactures, wooden
ware, granite, lumber, slate, lime aud soap
stone in the interior, and with gradual de-
scent nearly the entire distance to the city,
may equalize its traffic, or make it prepon-
derate towards its descending gradient, and
thus materially increase its profits.
Again, the Fitchburg railway is free from
competition by land or water,--a fact which
must add to its value as an investment.
Second. An inducement for Bostonians
to subscribe is the promotion of the growth
and business OF the city. Every avenue
gives an impulse to business, and this avenue
will concentrate upon the city, aud greatly
increase a traffic, now partially diverted to
Providence, Norwich, Hartford, New York
and Troy. 1t will increase the demand and
the means of payment for all the supplies
furnished by the city TO the interior.
Third. Another inducement is the val
liable and important addition it will make
to the materials for building up and orna-
menting the city, now beginning to enlarge
its borders under the influence of its new
system of inland communication.
Fourth The prospects which it affords
of railway communication with the whole
of southern Vermont and Lake Champain,
a communication second only to the West
ern RalIroad. in the benefits il will confer