Rutland weekly herald. [volume] (Rutland, Vt.) 1859-1877, 1868-03-26
THE RUTLAND HERAED,
TUESDAY, MARCH "a, ls',s,
Railroad Affairs,

land Evening Star, written in reference
10 another route than the Portland ana
Rutland RAILROAD. from which We think
the inference may reasonably be drawn
that the lower or Rutland is the most feas'
lille and the earliest built, The writer OF
the article, judging from ITS style, l. one
of the most eminent men in Maine, and
has had large experience in railroad en-,
terprises. and comes to very correct con-
illusions, after having thoroughly inyesti-
gated a subject, which he has evidently
done in this instance, and the conclusions
At which he arrives are decidedly in favor
Of the Rutland route, That our readers
may fully understand the subject we give
the note Of the editor Of the Star, published
the same day in reference TO the article.
Under the title Of 'our Railroad Article
To-day" he says:
We have published much upon the sub
ject Of proposed Western road. Indeed,
We have given all that has been pertinent
10 the issue as presented by many men
of many minds" as the old oopy-book has
1t. To-day we print an article which
elaine TO show the resources Of the La
noble valley and what il can do for the
Vermont part Of the Portland & 6gdens.
burg road. The writer does not believe in
the practicability Of this road, ON account
OF its cost, but, we have right to think,
does favor in preference, western con-
nection by the Portland Il Rutland. Now
that the spring is open and other discus
sions are, for the nonce, laid by, let us
settle upon plan to connect us better
with tho Great West and put it through
Our position is well known, we believe
on the importance Of the Portland and
Rutland route TO us, and it seems an en-.
terprise easily attainable but we have
not the slightest doubt that, il the money
can be provided, the Ogdensburg route
would do still more for US, though it need
not necessarily defeat the other. One
thing We most sincerely urge. We have
had, all around, much indirect discus
sion, and even obscurity of manner. Now,
let NJ have straightforward facts and fig
ures that shall speak direct upon the great
theme. and for one we promise the largest
liberty TO all candid writer's.
The main article to which we refer and
give below, is entitled "Lamille Valley
Railroad"
It il well known that the value Of
railroad, as an investment depends very
much upon the local business Of the road
The wealth OF the towns upon the line
and OF the district through which the
road passes, or il to pass, is known by the
valuation OF those towns We speak now
more especially Of agricultural districts
and this, with the character and number
Of the population, determines their sup
porting power to the road. The valley of
zainuIiic HIHy DO more or may be less
fertile than other valleys in Vermont, and
may abound in quarries, minerals and
lumber; but If such is the fact its popula-
ton and wealth should show it. In the
absence OF understanding by lumber
that which enters into the export trade
quarries, minerals and manufactures, its /
articles of export will he agricultural
and these will seek the best market. It's
local business will then depend upon
these exports, and upon the wants and
habits Of the people;
At the present time it is hardly to be
expected that any call for subscriptions to
aid in the building Of this road would be
successful at any of the money CEN
tiers. No one need ask what would be
our answer to such request if we were
without interest in it. 1t follows, then,
that in the building Of this road, the main
dependence for means must be upon those
who are really interested in the road
Doubtless this is the view taken by those
Who are engaged in the enterprise, and it
may have been upon this conviction that
The legislature Of Vermont granted to GER
tain towns permission to aid the work
The same facts which show the ability of
the district to support the road, also show
the ability to aid in building it. How
able those towns and the citizens upon
Ghe line are to build this road can best be
shown by comparing the real, not esti-
mated cost of the road, with their valua-
isa.
The population Of these towns through
which runs the Lamoille river-excepting
The towns Of Georgia and Milton, not in
sluded IN tho act, permitted to vote their
aid TO this road-was at the last ceusus
t,006, and their valuation, as returned
b The State for 1867, $3,S1S,531. The
populations OF those towns, should the
road terminate at Georgia, which il may
Be expected will vote their aid to this
road, was at last census, 23,S01, and their
valuation in 1867, as returned to the State,
$780, 22 The population Of all the
towns W IN number, comprised in the
enabling act, was as above, 43,36S, and
tAeiI valuation 81 ,639, 425
Al
the several States, the following results
viii be found: The average cost per mile,
sniAhout cqusfments, is for Maine, $36,315
for New Hampshire, $3S, 456; for Yer.
mont, ~, 1854; for Massachusetts,, $4s,-
col; for New York, $50, 431, and for New
jersey, 1913. The cost of the Swan
ton Branch road, part of the Vermont
Central line to Highgate, 10 miles, and
which Wa recently built, is returned to
the State - costing $4,000 per mile, be-
ing the same cost per mile as that of the
Vermont Valley road, from Bellows Falls
b Brattleboro, Vermont. The Vermont
central railroad. from Windsor to Bur-
EAeton, lit miles, is returned the State
- costing, without equipments. Ss.402.-
"a being over $70, 900 per mile. Some
q the principal roads in other States have
eost to build per mile as follows: Penn
Nivania, $4,000; New York Central.
100; Erie, $l05, $50, and Atlantic &
Great Western, &145,630.
The number Of miles of road to be built
IA Vermont, to connect at Dalton, is esti-
mated TO be about 40 miles, the route
tom ecuth Hardwiek to st. Johnsbury
hdAg somewhat circuitous. If the actual
cost Of building the road-and portions of
Il must be xpensive-including every
thing, and the equipments necessary to do
4 lnrra through business in freinht and