Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1845-05-02

towns along the line OF the Rutland route IN YER
mont, are nearly double those of the towns on the
Central route in the same state"
Now we must suggest to the citizens of Boston,
that if this is specimen of the general intelli-
gence IA toerable imitation of the style ofthe Mail
would make us add-or rerocity) of the Mail edi
tor, the least appreciable quantity of confidence is
more than he is entitled to- We have a list of all
the towns which the two routes pass through or
touch, with their population at the last census, and
their real estate las an index Of business as valu
ed in 1914 The results are these:
Towns Central route by Kccne, 53,s93 sll7793s 90
" Central via Lebanon, 4l,7i3 s'9s,9i7 So
Thus, instead of the towns on the Rutland route
exhibiting "nearly double" the population and wealth
of the towns on the Central route, the actual facts
are that the Central route via Keene has l3l02 adj
vantage over the towns on the Rutland route in
population and 81 ,342 ,925 80 in real esato-whilc
the shorter Central route, via Lebanon, has an ad
vantage of 9Sl in population, and is but 81 456-
7G6 32 behind in real estate. Viewing the qucs-
ton as it should be viewed, in reference to the
whole country TO be affected by the road-and not
merely to the to,cns through which it happens to
pass,-and also in reference to the business to be
done on the road and brought to Boston, in spite of
competition from other means of transportation,
we have only TO repeat that the advantage is i'm
mcnsely on the side of the Central route, whether
it unitcs with the Concord road at Lebanon, with
the Fitchburgh in the valley OF the Connecticut
The facts, which the Mail has induced us TO bring
out, all 90 TO strengthen our original position.
A few remarks now in reference to competition.
The Mail assures Boston that she need fear no
competition from New York, since the latter will
build few roads until the Erie project is completed
say not within five years.. Five years. or ten, or
twenty are of comparatively small Importance in
reference to a large investment of capital which is
to be perpetual. We hazard little in predicting that
ere two years have elapsed from the filling of the
Rutland stock, the stock of road from Saratoga
or Troy to Whitehall will be taken. Aside from
the object of competition with Boston, the immense
travel from Saratoga to the North now requires that
road Never mind, however, say the Mail and our
friend of the Rutland Herald New York never
can compete with Boston from Rutland because
Rutland is about hundred miles nearer Boston
than New York. Blu: why is Rutland the grand
point from whence to compute distances, except for
the business merely which goes there from the sur
rounding country to take the road IT, for instance
freight is TO take the road at Montreal the forward
er will not ask how much nearer is Rutland to Bos-
ton than TO New York, but what is the difference
from MONTREAL in time and cost what is the differ
in the markets Of Boston and New-Yor p
and if he is to export, what the advantages for
shipping and so of every other point 1t must
be borne in mind, that large proportion Of wealthy
towns in Rutland and Addison counties can get to
Whitehall quite as easy as to the Rutland road--so
Whitehall then becomes the point of competition,
and the difference in distance is reduced TO sum
hardly appreciate in rail road competition. We
cheerfully admit that for the business at and udjd-
cent 10 Rutland, Boston will have great advantage
in distance over New York. but il is far from fol-
lowing that no competition will ensue between Bos-
ton and New York. There is at this moment
road running from Boston to Ncw-York in nine or
ten hours yet there is hardly boy in Boston who
will not tell the Mail that this road does not, and
never will, prevent freight from going something
like double the distance by sea to New-York, re-
curing much more time for the voyage. 1t is, for
twothirds Of the year, this ransporaon by icdtcr
that the Rutland route has to contend with, and
except for freight where time is controlling point,
the water must have the advantage of the rail road
In case the competition is between rival railroads
from Rutland to Boston and New-York, the advan
tage of distance to Boston may find an equivalent
in lighter grades, and consequently quicker and
cheaper road, 1--WE mean cheaper as to The cost of
maintaining the road, to New York. But conced-
ing all the advantage claimed in point of distance
from Rutland and vicinity to Boston, we must re-
mind the Mail and the Herald that they have not
yet begun to meet the main point of difference be-
tween the Central and Rutland routes which is
this: New-York, by tapping the Rutland route by
her road, opens continuous rouie TO Montreal, to
compete with Boston at Montreal, Burlington, and
every other point north of Rutland New-York
cannot do this on the Central route except by build
ing 81 miles of railroad more than she would have
to build to touch Rutland and this Ga miles to be
in competition with the Lake for business. In 9TH
words, if the Central route is taken .Nclo York
must build the Ga miles of road, from Rutland to
Burlington, which Boston is now asked to build
Until that is done, (and Mr.. Mall if it takes Gue
years for New-York to build from Saratoga to Rut-
land, it will take her ten to go to Burlngton) Bos-
ton will surely have the exclusive benefit of the
Central road to Montreal; and them if really Bos.
ton can compete with great advantage against New.
York at Rutland, and las a very bold writer in the
Atlas has suggested even to the canal at White
hall-why, Boston has only TO run branch from
the Central road 10 Rutland, and she is forever Sc
cure-she will then have the advantage of the road
which New-York will have built as well as of the
Central road. Such a consummation will be glo-
ry enough to Boston-to the stockholders
even 10 the present ronIendinr martins ON the CON