Worcester daily spy. [volume] (Worcester [Mass.]) 1850-1888, 1863-04-01

in behalf of this great public work, while, 10
complete it, further outlay of q little over
four millions will be required. Whether the
obligations already contracted were wise, or
not, is of no consequence to the present dis
cussion of the question. The legislature has
not now to consider and decide that; hut
whether it is wiser to lose what has been paid,
or to assume the heavy responsibilities,
known and unknown, of completing thework.
1t is very serious question. 4 section of
the state has a deep interest in it, in behalf of
which the people there have manifested con-
siderable strong feeling. This may not be a
reason for yielding to their demands; but it is
a consideration to be taken account of; and,
it may be added, public improvement that
can enlist whole communities in its behalf
must have reasons to urge in its favor, and
these reasons demand full and fair considera-
ton. They moved former legislators to do
what they did, and they are not likely to be
ignored in the coming decision.
If it can be shown that public interests de-
mand the completion of this work so strongly
as to give assurance that it will be remunera-
tive, this will justify decision to complete
it. Let us examine some of the business con-
siderationS urged in behalf of finishing the
work. When we remember the wonderful
growth of the west in population and agricul-
tural productions; how it has outstripped all
prophecies, and to-day has history as full Of
surprises as an eastern romance; how our in
tercourse with it has increased year by year,
requiring constant addition to our lines of
travel, and yet giving to them all occupation;
how we are dependent upon it even for the
bread we eat, and the ability to con-
tinue here the vast industrial occupa-
tons which enable Massachusetts to be a
power in the nation; how Europe is also stead
lily becoming larger con sumer of the same
products, and that their place of export is set
tied by the price of inland transportation;
when, We say, these facts are borne in mind,
we see that other and greater than To-
cal or sectional interests are involved. In il
lustration, we state that the tons of freight
between Albany and Boston and Brighton, in
periods of five years each, were in 1S47, 2G4,-
97S; in 1862, 375,070; in 1857, 473, 7S9; in
1862, 672, 737 tons; during which time the
Troy and Rutland route was opened in
1850; the Ogdensburg in 1851; Grand Trunk
via Portland, in 1858; and that by Providence
and Erie in 1860; making five new rival
routes. But the business grew faster than
the transportation lines.
The commissioners estimate the total in
crease of tonnage in the last fifteen years at
about four hundred per cent. The export of
-four from Boston has gone up from 1919, 67S
barrels in 1913, to 555,59l in 1862. That
this may increase with even greater rapidity,
needs only shorter, and of course cheaper in
land rates thatthe competition between Boston
and New York may be more nearly equalized.
The distance from Boston to Albany, via the
Western road is two hundred miles; from
Boston to Troy, via the Tunnel route, one
hundred and eighty-nine. Having regard to
grades, the average load of the former is 85.S7
tons, while by the latter it will be lO2,
and the commissioners believe that the
saving may be five per cent of the total
cost Of transportation via the Troy route, by |
reason of its easier grades. By the "estmat- |
ed" earnings, the line, when completed, will |
pay something over SIX per cent on the four |
millions now needed, and over four per cent |
upon the total outlay. We all know how far |
such estimates have been known to vary from
results, and their only value rests upon the
competency and disinterestedness of those
who make them. In this case, we cannot be
mistaken in looking upon them as mainly the
work Of Mr.. Brooks, the chairman of the
commission whose experience as the chief
manager of large western road, has pecu-
harly qualified him to speak with authority
we should accord to few other men.
In concluding what we have to say on the
general subject, it may be well to see what
other states, and cities, and individuals have
done to draw to them the rich products of the
west. New York has expended $l46, 200, 900,
OF which So, 000,00 were on her canals,
$45,OOO,000 on the New York Central and
Hudson River railroads, and $50 ,OO0, 900 on
the New York and Erie. Pennsylvania out
lay amounts to $5S, 200, 000-on her canals
S-O'O"V;V0O' anu Oh the eulSy lVdnla central
$32,000,000; while Maryland and Baltimore
have paid out 100000, 900 on the Baltimore
and Ohio road. These sums make a total of
S234,5oo,0O0. 1t is too plain for argument
or to need any figures to prove, that, as a
whole, these enormous sums were wisely ex-
pended. The returns to the three states and
their great cities have been ample enough to
justify it were the works themselves to cease
henceforth to be productive, while the truth is
they are only beginning to yield their golden
harvests. On the other hand, Massachusetts
has furnished capital of S5,000,OO0 to con-
meet herself directly with the west, and
individuals and the city of Albany SILL.
100000 more, and that is all. Certainly
our expenditures to facilitate commercial in
tercourse with the west have been neither SO
heavy nor so unfortunate as to deter us from
considering fairly the question presented to
the commonwealth in these reports on the
Hoosac tunnel. Moreover, the capacity of
the west for agricultural production is not yet
nan developed; and before this century closes
ne" INES OF transportation must be added to
those already existing. This northern route
between Boston and the west, by way of the
1looSac' Is sure to be completed soon or late.