MEMORIAL 
 
 I • \ 
 
 (The (!hto|icau & a»l o vth- 2V m evi ra n 
 
 RAILWAY COMPANY, 
 
 OF MAINE, 
 
 Co % legislature of Iflassarjiiisctts, 
 
 STATE AID, 
 
 JANUARY 15, I860, 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 BOSTON: 
 
 WRIGHT & POTTER, STATE PRINTERS, 
 No. 4 Spring Lane. 
 
 1866 . 
 
3 S .V 
 
 V ^ *' T -\ 
 
SENATE .... No. 9. 
 
 (Hommomucaltl) of Jltassadjusetts. 
 
 To the Honorable Senate and the House of Representatives 
 of the Commonwealth of Massachusetts , in General Court 
 assembled. 
 
 The European and North American Railway Company of 
 Maine, respectfully asks such other and further aid, assistance 
 and enctfu rage men t to said undertaking, as the political and 
 commercial importance of the enterprise, and a proper regard 
 to the honor and dignity of the Commonwealth of Massachusetts, 
 may seem justly to demand. 
 
 The presentation of the claims of the State of Maine on the 
 Commonwealth of Massachusetts, by Resolutions of that State, 
 of March 25th, 1864, with the accompanying message of its 
 governor, hereto annexed, marked (A,) followed by the labors 
 of three distinguished commissioners who presented the same 
 to a joint select committee of the general court of that year ; 
 and by the memorial of the railway company, to the general 
 court of Massachusetts in 1865, met an intelligent response 
 from the very able Joint Standing Committee on Railways and 
 Canals, whose unanimous report of May 4th, 1865, with the 
 memorial of the company, are appended hereto, as a part of the 
 present application, marked (B.) 
 
 Their recommendation of the grant to the said company of 
 the claims held, jointly with Maine against the United States, 
 
 
2 
 
 MEMORIAL. 
 
 [Jan. 
 
 received the approval of the legislature, and it became a law, 
 by the Act of May 16th, 1865, entitled, u An Act to aid the 
 construction of the European and North American Railway.” 
 
 The legislature withheld the loan of the State credit proposed 
 by said committee to the amount of $700,000, and the release 
 of the debt of Maine as asked by the railway company, until 
 the necessary plans of the company should be more fully worked 
 out and perfected. All the measures called for by the oppo- 
 nents of the loan of the State credit in 1865, have since been 
 consummated. 
 
 Since the passage of the Act of May 16th, 1865, there has 
 been no opportunity to test the feeling of Congress on the 
 question of aiding the extension of this international line of 
 railway, admitted, on all hands, to be a work of national and 
 international importance second to no other public enterprise 
 of the country. 
 
 The government of Maine having appropriated its public 
 lands to aid the construction of the European and North 
 American Railway, the company, on the 18th day of July, A. 
 D. 1865, voted to place all the timber and lands granted by 
 the State of Maine, in the hands of Franklin Haven, Hannibal 
 Hamlin and Henry V. Poor, trustees, and to issue construc- 
 tion mortgage land bonds, to the amount of one million of 
 dollars ; said bonds being secured, by a first mortgage on the 
 line of its railway from Bangor to New Brunswick, subject only 
 to a prior lien of the city of Bangor on that section of the road 
 that extends from Bangor to Lincoln and Winn, a distance of 
 less than sixty miles ; and a first and only lien on the public 
 lands granted by Maine to said company. 
 
 On the 29th day of July, 1865, the company made applica- 
 tion to the governor and council of Massachusetts, to invest in 
 their construction land bonds aforesaid, the moneys to be paid 
 into the treasury of the Commonwealth, in discharge of the 
 debt of Maine, a copy of which application and of the doings 
 of the governor and council thereon are appended hereto, as 
 part of this Memorial, marked (C.) 
 
 In again appealing to the general court of Massachusetts for 
 aid to this enterprise, so important to the social, political and 
 commercial interests of the United States and the maritime 
 
1866.] 
 
 SENATE— No. 9. . 
 
 8 
 
 Provinces of British North America, some facts and suggestions 
 as to the influence and value of this international railway, may 
 not be out of place in this connection. 
 
 As the leading State of New England in commerce, wealth 
 and population, Massachusetts must be forward in all efforts at 
 developing the region of the continent over which she assumes 
 to exercise metropolitan sway, or she will be stripped of com- 
 mercial influence and power, by the inevitable laws of self- 
 interest and self-defence. 
 
 The peninsular region, of Ulrich Massachusetts is a part, 
 lying south of the St. Lawrence and east of Lake Champlain 
 and the Hudson, has from the first discovery of the continent 
 by the European races, been the theatre of the principal events 
 in the early history of the new world. To-day it occupies a 
 conspicuous position in the commercial and political movements 
 of both continents. 
 
 The contests of race, religion and nationality, that for centu- 
 ries engaged the people of France and England, were transferred 
 to this portion of the new world, and were here revived and 
 renewed, with all the fierceness which an enlargement of their 
 object heightened and increased ; and the world looks with 
 wonder and admiration on the magnificent triumphs of England 
 over France in the conquest of the continent of North America 
 over superior resources. The people of other lands rejoice at 
 the rise of an empire in the new world, that must in time, by 
 force of inevitable necessity, overshadow the nationalities of 
 the old. 
 
 The names of New France and New England, affixed to 
 this region by their respective claimants, when placed in con- 
 trast, revive the recollections of a century and a half of strug- 
 gle, for everything that was dear to humanity, and with a 
 feeling of subdued exultation we now point to that small 
 section that still retains the name of New England, as a type 
 of national character, while the proud name of New France is 
 lost forever from the record of existing things, — lives only in 
 the obscure annals of the past, or as revived and reproduced in 
 the pages of romance and poetry. 
 
 The idea that first strikes the mind in studying the mathe- 
 matical and physical geography of this eastern projection of the 
 
4 
 
 MEMORIAL. 
 
 [Jan. 
 
 continent included in the Acadian Peninsula is, that this 
 whole region ought to be under one government, or at any rate, 
 subject to one commercial law. This was the feeling, if not the 
 belief, of the early French and English colonists, and while 
 struggling to hold it, as against each other, for their own people, 
 they sought as early as 1650, to establish friendly relations, and 
 permit free trade with each other. Divided between the two 
 great nations of Europe, in hostility for 150 years after its first 
 settlement, the territory of the Acadian Peninsula grew into 
 different and separate communities, which have since assumed 
 the forms of States and Provinces, under ten distinct govern- 
 ments. These facts are best shown in the following table : — 
 
 
 Square Miles. 
 
 Population 
 in 1860. 
 
 Maine, 
 
 New Hampshire, 
 
 Vermont, ...... 
 
 Massachusetts, 
 
 Rhode Island, 
 
 Connecticut, 
 
 
 31,766 
 
 9,280 
 
 10,212 
 
 7,800 
 
 1,306 
 
 4,750 
 
 628,276 
 
 326,072 
 
 315,116 
 
 1,231,065 
 
 174,621 
 
 460,151 
 
 New England proper, .... 
 
 Part of New York, 
 
 
 65,114 
 
 3,596 
 
 3,135,301 
 
 357,882 
 
 Total in United States, 
 
 
 68,710 
 
 3,493,183 
 
 Nova Scotia, (including Cape Breton), 
 
 New Brunswick, ..... 
 
 Prince Edward’s Island, .... 
 Part of Canada, (31 counties), 
 
 • 
 
 18,746 
 
 27,704 
 
 2,134 
 
 32,782 
 
 In 1861. 
 
 330,699 
 
 252,047 
 
 80,648 
 
 478,666 
 
 Total in Provinces, .... 
 
 • 
 
 81,366 
 
 1,142,060 
 
 Grand Total, .... 
 
 • 
 
 150,076 
 
 4,635,257 
 
 The Commonwealth of Massachusetts, with only about Ctu) 
 one-twentieth of its territory, has over one-fourth of the popula- 
 tion of this great section of the continent. This superiority in 
 point of numbers is mainly due to the accidents of history, 
 rather than to any superiority in the natural resources of the* 
 State of Massachusetts. A knowledge of the political history 
 of each State and Province that fills up this territory is needed, 
 to a proper understanding of their present relative development, 
 
1866.] 
 
 SENATE— No. 9. 
 
 5 
 
 their commercial importance, and the necessary measures 
 required for their material advancement in the future. 
 
 The New England Company who claimed this entire region 
 as far north as the 48th parallel of latitude, whose charter of 
 Nov. 3d, 1620, gave them the continent from the 40th to the 
 48th 'degree of latitude, and from ocean to ocean, selected in 
 1622, a site on the Sagadahoc, as the seat of their metropolitan 
 city, nearly in the geographical centre of this peninsular region 
 on its ocean front ; and, but for the accidents of history the 
 wisdom of their choice would have been confirmed and realized. 
 The French, more far-seeing, and generally more prompt in * 
 execution, held possession of the country claiming title from 
 the 40th to the 46th parallel, under the charter of Henry IV., of 
 France, of Nov. 8, 1603. Defeated in 1607, in their attempt to 
 hold the Atlantic front, and the country as far south as the 40th 
 degree of latitude, by the withdrawal of the charter of Du Monts 
 of Nov. 8, 1603, and the occupation of the country, under the 
 charter of April 10th, 1606, by the English under Popham in 
 1607, the French held on to the country east of the Sagadahoc, 
 in spite of the English possession of 1607-8, and swept a line of 
 possessions from 1608 to 1620, round into Lake Champlain, 
 while the Dutch pushed up the Hudson, northward, till their 
 possessions met those of France, confining New England, on 
 the west, to its present limits. 
 
 The English held New England west of the Sagadahoc at the 
 north, as far west as the Green Mountain ridge, and to the 45th 
 parallel of latitude ; and Virginia at the south, with New 
 Netherlands between them, till the conquest of the latter by 
 England, in 1664. The English possessions were confined to a 
 narrow strip along the Atlantic slope, while France, holding the 
 mouths of the St. Lawrence and Mississippi, claimed the vast 
 basins of these rivers, embracing nineteen-twentieths of what is 
 now in possession of the English-speaking people of the conti- 
 nent, till dispossessed at the time of the conquest of Canada, in 
 1759. 
 
 The relinquishment of New France, by the treaty of Paris, 
 1763, according to the opinions of the leading statesmen of 
 France of that day, laid the foundation of an empire and a 
 power in America, that should in time, assert its independence, 
 and humble the pride and power of their great rival across the 
 channel. 
 
6 
 
 MEMORIAL. 
 
 [Jan. 
 
 Viewing the Acadian Peninsula as one country, open to 
 occupancy by one race, its metropolitan city would naturally be 
 at Sagadahoc, the river best known and most valued for its fish, 
 of any one inside the Gulf of Maine. 
 
 Yielding all east of the Sagadahoc to the French, Boston was 
 naturally its commercial and geographical centre. The super- 
 iority of its harbor over any one between it and the Piscataqua, 
 and its deeper indentation into the interior, gave Boston an early, 
 if not its first start in the race, which it has always maintained 
 since the days of Pemaquid. 
 
 Looking beyond New England, or the limits of the Acadian 
 Peninsula, Boston fails to enjoy any natural advantages for 
 becoming metropolitan in character. The great Gulf of Maine, 
 lying inside Cape Cod and Cape Sable, reaches further inland 
 towards the navigable waters of the St. Lawrence, at Portland, 
 by nearly a hundred miles of distance, than at Boston, and at 
 the city of Bangor the tide penetrates still further inland, with 
 a deep, navigable channel, on a river greater in its flow of water 
 than the Hudson, while St. John City is at the mouth of the 
 greatest river between the St. Lawrence and the Mississippi, 
 which drains a country twice in extent that of any river east of 
 the Potomac. 
 
 The Sagadahoc affords no harbor so accessible from the 
 interior as that of Portland at the head of Casco Bay, where its 
 navigable waters reach within two hundred miles of the naviga- 
 ble waters of the St. Lawrence, opposite Montreal ; so that 
 Portland has the most favorable position for a commercial 
 emporium, of any city between Boston and Bangor. Portland, 
 Bangor, and St. John, are, therefore, the natural competitors of 
 Boston for commercial supremacy. Boston is inferior to either 
 in natural resources, with no river of magnitude to bring to it 
 the trade of the interior, and owes her present supremacy to the 
 circumstances that have surrounded the past history of the 
 country. 
 
 New York is at the foot of that long level that extends from 
 Lake Erie to the ocean, over which the products of the great 
 Northwest, which can be water-borne on the upper lakes, must 
 find an easier and cheaper route to the open sea at the mouth 
 of the Hudson, than by any route from the valloy of that river 
 to Boston. 
 
1866.] 
 
 SENATE— No. 9. 
 
 7 
 
 Portland is the nearest good harbor to Montreal — (open at 
 all seasons of the year) — the great depot of the St. Lawrence 
 basin, where the sea-going ships must always meet to exchange 
 cargoes with the crafts that navigate the canals and lakes 
 above. What can be taken off in summer by the St. Lawrence 
 flows down to Quebec, the nearest American ocean port to 
 Europe, at the foot of the great Mediterranean sea of *North 
 America, — which, but for the closing of the St. Lawrence in 
 winter, would become the great shipping port of the continent. 
 Whatever is left over in Montreal, or can flow there in winter 
 by rail, comes to Portland for export or distribution. This is 
 the natural route to Boston for Western produce. 
 
 All attempts of Boston to compete for Western trade in the 
 direction of the Hudson, have been comparative failures ; for 
 beyond the supply of the local markets, breadstuff’s and provis- 
 ions do not come by this route to Boston for export. 
 
 These results, obvious to all, not necessary to enlarge upon, 
 are due to physical laws. Two ranges of hills lie in parallel 
 lines between the Valley of the Hudson and Boston, on each 
 side the Connecticut River, across which lines of railway already 
 connect the seaboard of New England with the West ; but the 
 heavy transportation flows down the Hudson River to its 
 mouth, in spite of all attractions this way, in less distance than 
 to Massachusetts Bay. 
 
 An examination of the commonest principles of physical 
 geography must convince any one that Boston has not advan- 
 tages for commerce equal to New York or Portland. She can 
 maintain her relative commercial position in no other way than 
 by a wise exercise of her realized capital — shaping the direction 
 of trade and developing the resources that lie beyond dispute 
 within her grasp. 
 
 The railway has done much to overcome natural obstacles, 
 and aid the exertions of her people in securing the progress of 
 Massachusetts, by the cheapening of the transit of commodities 
 and productions, and giving employment to a large population ; 
 but the railway cannot entirely overcome the force of natural 
 advantages. Cheapness of transit is the governing law of com- 
 merce, modified by facilities for manufactures. Capital can, 
 for awhile, influence, if not control, the location of workshops 
 
8 
 
 MEMORIAL. - 
 
 [Jan. 
 
 and manufactories — but it gradually yields to the laws of cli- 
 mate and physical advantage. Water-power must in the end 
 determine the location of workshops and factories, influenced 
 to some extent by the cheapness of food, and the easy supply, at 
 cheap rates, of materials for building. 
 
 From her favorable position in a limited range of territory, 
 as a centre of trade, Boston throve rapidly by the growth of 
 manufactures, and, while constructing her lines of railway, 
 connecting her with the surrounding country. But the vast 
 increase of the wealth and population of Massachusetts, for the 
 thirty years from 1830 to 1860, was due to the fact of the with- 
 drawal of its population, and that of other portions of New 
 England, from the pursuits of agriculture into manufactures, 
 and the rapid development of mechanical and manufacturing 
 industry. From 610,408 in 1830, she increased to 1,231,065 
 in 1860 — doubling her population in less than thirty years — 
 showing an increase of 20.8 per cent, from 1830 to 1840 ; of 
 34.8 per cent, from 1840 to 1850 ; of 24 per cent, from 1850 to 
 1860. 
 
 In forty years, from 1790 to 1830, the population of Massa- 
 chusetts increased from 378,717 to 610,408 in 1830 — at the 
 rate of 11.7 per cent, from 1790 to 1800 ; 11.5 per cent, from 
 1800 to 1810 ; 10.9 per cent, from 1810 to 1820 ; and 16.6 per 
 cent, from 1820 to 1830. 
 
 From 1860 to 1865, the increase of population in Massachu- 
 setts has been but 36,263, or less than 3 per cent, in five years. 
 This increase is in Boston and in ten other cities of the Com- 
 monwealth, where there has been an increase of 45,230, and a 
 falling off of 8,736 in four other cities — Lowell, New Bedford, 
 Salem, and Newburyport. 
 
 The greatest relative increase has been in Springfield, trace- 
 able to the additional labors in the armory, supplying muskets 
 for the war. 
 
 These facts show, that the elements of prosperity upon which 
 Massachusetts grew so rapidly from 1830 to 1860, has caused 
 her so to increase her wealth, that it has forced her to overgrow 
 her own territory. Her available water-power is already in 
 requisition, and cannot be much increased. Her lands capable 
 of cultivation are in use, and there are 17,208 acres less of 
 
1866.] 
 
 SENATE— No. 9. 
 
 9 
 
 land in farms in 1860 than in 1850 — a condition of things 
 unknown in any other State of the Union, except Rhode Island, 
 where the same influences have controlled the labors of indus- 
 try as in Massachusetts. Of the 4,992,000 acres of land in 
 Massachusetts, 3,338,816 were included in farm limits in 1860. 
 Her capital is now seeking investment beyond her own borders. 
 
 There is still opportunity for Massachusetts capital within 
 the limits of New England. Of the 20,330,242 acres of land 
 in Maine, 17,653,106 acres remain without cultivation ; and 
 the 14,624,567 acres not included within the limits of farms, 
 are, on an average, of better quality than those of the 
 Go m mon wealth. 
 
 Alongside navigable waters, and on the lines of its railways 
 in Maine, water-power runs to waste in unmeasured abund- 
 ance, and building material, brick, lumber, granite, lime and 
 slate, are cheaper there than in any part of the country. 
 
 Boston capitalists, therefore, if they seek the growth of their 
 city and State, must develop the country tliat lies to the north 
 and east of it, now waiting the advent of the railway and the 
 factory. Population follows capital easily into healthy locali- 
 ties, and the success of Lewiston and Biddeford is only a type 
 of what shall be witnessed in other places in Maine. The 
 profit of whatever industry is planted north and east of Massa- 
 chusetts, flows back by a natural law into the coffers of those 
 investing it, while the enlargement of trade adds in the same 
 proportion to the growth of Boston. 
 
 A new era of manufacturing industry is opened up to New 
 England, not unlike that forty years ago. 
 
 She has the climate and the water-power ; she has also the 
 capital and the skill, beyond what she ever before had, to meet 
 this great opportunity. The National Government must retain 
 a high tariff*, and thereby keep out foreign fabrics and manufac- 
 tures for years to come, and competition, skill, and capital, will 
 enable our manufacturers at the end of a second decade, to 
 enter the markets of the world,' side by side with those of 
 Britain, France, or Germany. 
 
 Capital planted on the Saco, the Androscoggin, th‘e Kenne- 
 bec and the Penobscot, yields the same profit to the owner as 
 if it was located on the Merrimac or Piscataqua, while the 
 2 
 
MEMORIAL. 
 
 10 
 
 [Jan. 
 
 capital planted on the lower Connecticut waters with no more 
 profit, sends off its business to New York. 
 
 All that portion of the Acadian Peninsula that slopes toward 
 the Gulf of Maine, naturally seeks Boston for its market, and 
 this region exceeds in extent all New England. What falls off 
 into the Hudson, Labe Champlain, or Long Island Sound, 
 belongs naturally to other marts of trade outside New England. 
 
 Boston should seek to throw Western trade upon the St. 
 Lawrence and as far east as possible, not short of Montreal; so 
 that in its struggle to reach New York, to which it is drawn by 
 the laws of commercial gravitation, Boston may interpose the 
 superior attractions of a better market. What fails to reach 
 the ocean by water from Montreal, comes southward to the 
 open sea in winter. 
 
 The railway from Montreal to Portland, the great enterprise 
 of its day for Massachusetts as well as for Maine and New 
 England, built without the aid of Massachusetts capital, since 
 expanded into the Grand Trunk Railway of Canada, ought, 
 with the support of Boston capital, to extend its line to a point 
 of junction and connection with the Northern Pacific Railroad 
 of the United States, while it* unites with that of Portland in 
 bringing everything possible from the West to the open sea at 
 that harbor, holding the great line from St. John and Halifax 
 to Boston as near as possible to the seaboard, by the shortest 
 route. Throwing its line to the Pacific, north of Lake Huron, 
 the shores of the Mediterranean sea of North America, will in 
 time become as densely peopled as those of the ancient sea of 
 the old world : and, while made navigable for its entire length 
 for ocean vessels in summer, the outlets of trade in winter at 
 Portland, Bangor, and St. John, by lines of railway, and by 
 others to be still further extended, will cause all these commer- 
 cial points at the East to thrive and increase in population and 
 wealth in proportion to the growth and development of business 
 in their respective regions, while Boston, with her greater capi- 
 tal, will secure its share of its trade. Every new clearing in 
 the valleys of the Penobscot or St. John creates a market for 
 the manufactures of Massachusetts ; and every cargo of lum- 
 ber or produce sent here to market adds to the business of the 
 metropolis of New England. Double the population of Maine 
 
1866.] 
 
 SENATE— No. 9. 
 
 11 
 
 and New Brunswick, and Boston is increased in the same 
 propohion. 
 
 If Boston fails to participate in the present movement for 
 developing the business of the great region east, other places 
 will become markets for their business, and St. John, Bangor 
 and Portland intercept the trade that now seeks connection 
 with the larger markets of Boston and New York. 
 
 The railway from Boston to Halifax, connecting all the 
 commercial cities east by one arterial line, unites the fortunes 
 of all this region with Massachusetts and Boston. Refuse to 
 unite in this movement, and Montreal, Portland, Bangor, St. 
 John and Halifax, united in one common undertaking, will 
 force Boston to find new fields for conquest and cultivation. 
 
 The region of country which before the advent of railways 
 was naturally connected with Boston and Massachusetts, com- 
 mercially by water, and with still greater intimacy since the 
 reciprocity treaty has been in force, and which, from the indif- 
 ference of Massachusetts, would naturally fall into other asso- 
 ciations, and over which Massachusetts will, if it is overlooked, 
 gradually lose its hold, embraces the northern portions of Ver- 
 mont and New Hampshere, almost the entire State of Maine, 
 and the British maritime Provinces of New Brunswick, Nova 
 Scotia and Prince Edward’s Island. 
 
 Statistics showing the present trade, revenue and resources 
 of this eastern world are worthy of notice in this connection, 
 though from the necessity of the case, fragmentary and 
 imperfect. 
 
 Maine. — Area, 31,776 square miles, 20,830,242 acres ; pop- 
 ulation in 1860,628,276 ; ships built in 1860, 57,866 tons; 
 ships owned, 801,941 tons ; valuation, $190,211,600 ; acres in 
 farms, 5,700,676 ; acres under cultivation, 2,677,136 ; value of 
 farms in 1850, $54,861,748 ; in 1860, $78,688,525. 
 
 For the year ending June 30, 1865, the imports into Port- 
 land, Maine, were, $7,261,324, against $339,791 in 1845. For 
 the calendar year 1865 the exports from Portland were, 
 $8,260,463, against $251,097 in 1845. In 1863 the exports 
 from Portland were, $5,018,365 ; and in 1864, $5,491,735. 
 
 [The imports into Boston in 1854 were $45,998,545 ; in 
 1863, $27,083,272 ; in 1864, $32,064,678 ; and in 1865, $29,- 
 296,136. For the calendar year ending June 30, 1865, the 
 
12 
 
 MEMORIAL. 
 
 [Jan. 
 
 imports into Boston were $24,131,460, against $7,261,324, 
 entered at Portland. In 1854 goods for Canada valued at 
 $5,178,911 were entered at the Boston custom-house ; in 1863 
 the amount had fallen to $340,216. These goods now pass by 
 the way of Portland.] 
 
 New Brunswick. — Population in 1861, 252,047 ; area, 
 27,704 square miles ; acres, 17,730,560 ; acres cultivated, 
 885,108 ; bushels of wheat raised, 279,775 ; potatoes, 4,591,- 
 447 ; oats, 2,656,883 ; showing a greater yield of products per 
 acre than in any State of New England. In 1861 New Bruns- 
 wick owned 227,718 tons of ships ; built 48,719 tons in 1862 ; 
 85,250 tons in 1863. Her revenue in 1863, $889,991, and 
 $980,000 in 1864. Her exports in 1863 were, $8,964,784 ; 
 imports, $7,764,824. 1,491,781 tons of ships were built in 
 New Brunswick from 1825 to 1863. 
 
 Nova Scotia. — Population in 1861, 330,699 ; square miles, 
 18,746; ships built in 1862, 39,383 tons ; in 1863, 67,202 
 tons ; ships owned in 1863", 309,554 tons ; exports in 1865, 
 $8,830,033 ; revenue in 1865, $1,206,571 ; coals raised and 
 shipped in 1865, 651,256 tons, against 392,631 tons in 1862, 
 and 429,351 tons in 1863. Gold to the amount of $497,520 
 was taken out of her mines in 1865, yielding $2.13 per day for 
 labor in mining it. 
 
 In 1865 the receipts of the Nova Scotia Railway were 
 $183,060, against $168,796 in 1864. 
 
 Prince Edward's Island. — Area, 2,134 square miles ; popula- 
 tion in 1861, 80,648 ; exports in 1863, $1,627,540 ; imports, 
 $1,428,028; revenue in 1863, $197,384 ; expenditures, $171,- 
 718 ; ships built in 1863, 24,991 tons. $517,265 of her 
 exports came to the United States in 1863. 
 
 This great region, including Maine, New Brunswick, Nova 
 Scotia and Prince Edward’s Island, containing 80,350 square 
 miles of territory, had a population in 1861 of only 1,291,670 
 persons ; while Massachusetts, with only 7,800 square miles of 
 territory, had in 1860 1,231,065 population — with inferior 
 advantages and resources — or, 157 persons to the square mile. 
 The same ratio of population to territory in this eastern region 
 would give them over twelve millions of people, whose business 
 -—if railway facilities are afforded — would as naturally fall into 
 
I860.] 
 
 SENATE— No. 9. 
 
 13 
 
 Boston as that of the county of Middlesex in Massachusetts, of 
 Rockingham in New Hampshire, or York County in Maine. 
 
 While English capitalists, under the lead of Sir Morton Peto, 
 propose to construct a double track line on the six feet gauge, 
 in extension of the Atlantic and Great Western Railway to 
 New York City, by an independent route, they also propose 
 further to extend a branch of the same gauge to Chicago, so 
 that, with their present line to St. Louis, and their new line to 
 Chicago, they design to reduce the cost of transit from these 
 great Western cities, St. Louis and Chicago, to tide water at 
 New York Harbor, to the lowest point of land carriage, at all 
 seasons of the year ; — the plans of the Grand Trunk Railway 
 Company of Canada as now developed, contemplate a direct 
 broad gauge line from the foot of .Lake Huron to Chicago by 
 way of Lansing, the capital of Michigan, securing an uninter- 
 rupted line to the Atlantic seaboard of Portland. 
 
 In 1865, no less than 857,963 ban-els of flour and 2,120,550 
 bushels of grain came to Portland \>y the Grand Trunk Rail- 
 way, rendering the people of Maine independent of other 
 routes for their breadstuff’s. 
 
 A change of gauge from Portland to Boston may become a 
 necessity, unless Boston is to be insulated, in reference to the 
 great movements for Western trade. Produce that starts from 
 Chicago by rail to go south of Lake Erie, must and will conti- 
 nue to flow down to New York City more cheaply than to 
 Boston. Produce that follows down the north shore of Lake 
 Ontario by rail, or by water to Montreal, will find a cheaper 
 route to the sea, than by a rail to Boston. Lowell, Lawrence 
 and intermediate places will get their supplies of food, by way 
 of Portland. By uniting with these great interests at the north 
 and east, instead of inventing new and rival schemes that must 
 encounter intense competition, Massachusetts may continue to 
 be, for years to come, the centre, not only of a vast manufactur- 
 ing, but of a great commercial community holding the same 
 relation to New England, that London does to the British Isles. 
 The vast domain lying at the north and east, will most profit- 
 ably of any section of the continent, employ her realized wealth, 
 her active capital and her surplus population. 
 
 If our theory is correct, that passengers, treasure and valuable 
 packages of merchandise, will seek the railway from Halifax to 
 
14 
 
 MEMORIAL. 
 
 [Jan. 
 
 Portland, Montreal, Chicago, Boston and New York, in prefer- 
 ence to the slower and less certain voyage of the ocean steamer, 
 the influence of this new direction of capital and trade, in 
 increasihg the commercial importance of New England, are 
 beyond our ability to foretell or even to conceive, — and the 
 profitableness of the line will exceed that of any railway of the 
 country. The way business of the provincial lines is already in 
 excess of the cost of running trains. Add twenty through pas- 
 sengers daily each way, to and from Halifax and Bangor, and it 
 is a paying line at once. 
 
 In 1864, 185,807 persons crossed the Atlantic Ocean by 
 steamers, and in 1865, a still greater number. All ocean steamers, 
 it is admitted, will touch at Halifax to receive and land passen- 
 gers, as soon as this line runs through . If one-tenth of the 
 ocean passengers only, took the land route, instead of one-half , 
 the usual estimate, of the number, a paying line is secured. 
 This would give twenty-two passengers daily each way, or forty- 
 four through passengers da^ly from Bangor to Halifax on the 
 travel of 1864, a number sufficient to insure a paying business 
 for the entire route. 
 
 The European and North American Railway Company there- 
 fore, respectfully asks the general court of the Commonwealth 
 of Massachusetts to aid said company as purposed by the Act of 
 1864, by authorizing the governor and council to invest in the 
 permanent school fund the amount of its five per cent, debt 
 due from the- State of Maine, in their six per cent, land bonds, 
 enabling the company to realize the grant of the public lands 
 of Maine ; and the Commonwealth to loan its credit to said 
 company, on the security of the railway, and the public lands 
 granted it by Maine, to the amount of its land bonds as afore- 
 said, on the assurance that such aid will secure the completion 
 of the entire line from Boston to Halifax, as proposed, and 
 bring in its train an enlargement and development of the pop- 
 ulation, wealth and moral power of the Commonwealth of 
 Massachusetts, in common with that of the States and Provinces 
 thereby made one, in interest, and in commercial enterprise. 
 
 By order of the directors. 
 
 JOHN A. POOR, 
 
 Preset of the E. Sf N. A. Railway Co. 
 
 Boston, January 15, 1866. 
 
1866.] 
 
 SENATE— No. 9. 
 
 16 
 
 APPENDIX. 
 
 41 
 
 [A.] 
 
 tate of Paine. 
 
 Executive Department, Augusta, April 1, 1864. 
 
 To His Excellency John A. Andrew, Governor Commonwealth of 
 
 Massachusetts : 
 
 Sir, — I have the honor herewith to transmit to your Excellency a 
 copy of Resolves passed by the legislature of Maine, Marcfi 25, 1864, 
 “inviting the Commonwealth of Massachusetts to cooperate with Maine 
 in extending aid to a military road from Bangor to St. John River, ” 
 and to inform you that, in compliance therewith, I have appointed, as 
 commissioners, Honorables Edward Kent, John Hubbard, -and Israel 
 Washburn, Jr. 
 
 I am, Sir, most respectfully, your obedient servant, 
 
 SAM’L CONY, Governor of Maine. 
 
 STATE OF MAINE. 
 
 Resolve, inviting the Commonwealth of Massachusetts to cooperate 
 with Maine, in extending aid to a Military Road from Bangor to the 
 St. John River. 
 
 Whereas, By the act of separation of Maine from Massachusetts, 
 approved June nineteenth, in the year of our Lord eighteen hundred 
 and nineteen, the Commonwealth of Massachusetts retained one-half of 
 all the public lands lying within the then District of Maine — which had 
 merely a nominal value at the time Maine became an independent 
 State — which lands, from the care, oversight and guardianship of the 
 
16 
 
 MEMORIAL. 
 
 [Jan . 
 
 same by the State of Maine, became of great value, from the proceeds 
 of the sales of which, to individual purchasers, large sums of money 
 accrued to the treasury of Massachusetts, before the sale of her interests 
 therein to the State of Maine; and 
 
 Whereas , The State of Maine did, on the fifth day of October, in the 
 year of our Lord eighteen hundred and fifty-three, purchase all the 
 remaining rights of the State of Massachusetts, in and to the lands, to 
 her belonging, lying in the State of Maine, for the sum of one hundred 
 and twelve thousand five hundred dollars in money, and two hundred 
 and fifty thousand dollars in five per cent, bonds of the State of Maine; 
 and 1 
 
 Whereas , The. people of the Commonwealth of Massachusetts, espe- 
 cially those of the eastern part of said State, and of the city of Boston, 
 have a great, if not an equal interest, with the people of Maine, in the 
 settlement of the northern and north-eastern sections of Maine, and in 
 the growth and prosperity of this State, and will be directly benefited by 
 the extension of railways to the north-eastern frontier and to the British 
 Provinces; and 
 
 Whereas, The people of Maine are desirous of securing a military 
 railroad from the city of Bangor to the north-eastern boundary ; and of 
 obtaining aid from Congress toward the accomplishment of said under- 
 taking ; and the State of Maine proposes to grant all the aid in its 
 power to the parties who shall carry out said work, and assign to the 
 European and North American Railway Company, all its claim on the 
 United States Government, which occurred prior to the year of our 
 Lord eighteen hundred and sixty ; and 
 
 Whereas , These claims are of little o*r no value in the present aspect 
 of public affairs, but may be made useful as an inducement to aid a 
 work of military necessity; and 
 
 Whereas, The military necessities of the country now call for a rail- 
 road from Bangor to the St. John River, and the general government, 
 through the officer in charge of the military department of the east, has 
 expressed an earnest opinion in favor of this measure. Therefore — 
 Resolved, That the Commonwealth of Massachusetts be respectfully 
 invited to cooperate with Maine in its efforts to construct said railroad; 
 and, for this purpose, to assign and transfer the claims jointly held by 
 her with Maine on the government of the United States, to aid the con- 
 struction of the European and North American Railway, from the city 
 of Bangor to the St. John River, and to the boundary of New Bruns- 
 wick, and also the unpaid balance of the bonds or certificates of indebt- 
 edness given by the State of Maine as the consideration of the purchase 
 of said lands, dated October fifth, eighteen hundred and fifty-three, now 
 
1866.] 
 
 SENATE— No. 9. 
 
 IT 
 
 amounting to two hundred and twenty-five thousand dollars, and 
 interest. 
 
 Resolved , That the Governor be authorized and requested to appoint 
 three commissioners for this State, to present this application to the 
 authorities of Massachusetts. 
 
 Resolved, That a copy of the foregoing preamble and resolutions be 
 transmitted by His Excellency the Governor of Maine to the Governor 
 of the Commonwealth of Massachusetts. 
 
 In the House of Representatives, March 25, 1864. Read and passed. 
 
 NELSON DINGLEY, Jr., Speaker. 
 
 In Senate, March 25, 1864. Read and passed. 
 
 GEORGE B. BARROWS, President. 
 
 March 25, 1864, Approved. SAM’L CONY. 
 
 STATE OF MAINE. 
 
 Office of Secretary of State, ) 
 Augusta, April 1, 1864. ) 
 
 I hereby certify that the foregoing is a true copy of the original, as 
 deposited in this office. 
 
 In testimony whereof, I have hereunto set my hand, and affixed 
 the seal of the State, at Augusta, this first day of April, in the 
 year of our Lord, one thousand eight hundred and sixty-four, 
 and of the Independence of the United States the eighty-eighth. 
 
 JAMES H. COCHRANE, 
 
 Deputy Secretary of State . 
 
18 
 
 MEMORIAL. 
 
 [Jan. 
 
 [B.] 
 
 COMMONWEALTH OF MASSACHUSETTS. 
 
 MEMORIAL. 
 
 To the Honorable the Senate and House of Representatives of the 
 
 Commonwealth of Massachusetts , in Legislature assembled. 
 
 The European and North American Railway Company, a corporation 
 established by the laws of the State of Maine, respectfully requests such 
 aid, assistance and encouragement from the Commonwealth of Massa- 
 chusetts, towards the completion of a line of railway from the city of 
 Boston to the city of Halifax, Nova Scotia, as the importance of the 
 enterprise to the Commonwealth of Massachusetts, and the obligation of 
 the Commonwealth to the State of Maine, growing out of their common 
 ownership of public lands lying in Maine, may seem fairly to demand. 
 
 The European and North American Railway, when constructed, will 
 complete the chain of railroads, from the city of Boston through the 
 States of New Hampshire and Maine, and the Provinces of New 
 Brunswick and Nova Scotia to the city of Halifax, a distance of 706 
 miles. The line is now completed as far east as Bangor, a distance of 
 248 miles ; from thence to the city of St. John, in New Brunswick, — 
 the distance of 196 miles, — remains unfinished; although a large 
 portion of the means for its construction is already provided, — for the 
 completion of which, the aid of the Commonwealth is invoked. 
 
 From the city of St. John east towards Halifax, 101 miles in New 
 Brunswick are already constructed, and 61 miles in Nova Scotia, — from 
 Halifax to Truro, — leaving one hundred miles to be built, between 
 Halifax and St. John, to complete the link between the two cities. 
 
 Arrangements have been consumated by the governments of New 
 Brunswick and Nova Scotia, with a company of English capitalists, to 
 build this 100 miles, — 69 miles of which are in the Province of Nova 
 Scotia, and 31 miles in the Province of New Brunswick; — so that the 
 means are provided for completing the entire chain of railways between 
 Boston and Halifax, with the simple exception of the section between 
 Bangor and St. John, — 88 miles of it lying in New Brunswick, and 108 
 miles in Maine. 
 
1866.] 
 
 SENATE— No. 9. 
 
 19 
 
 From the reports of the surveys now in progress, a comparatively 
 favorable route has been ascertained and adopted, passing from Bangor 
 up the Penobscot River to the valley of the Mattawamkeag River 
 crossing the boundary below the Cheputnecook Lakes, on the St. Croix, 
 and north of Oromocto Lake, in New Brunswick, through the Douglas 
 Valley, to the Suspension Bridge at St. John city. 
 
 The Province of New Brunswick granted a charter April 13, 1864, 
 for the extension of this line from St. John city to the boundary of 
 Maine, *and the company thus incorporated proposes to raise $400,000 
 in subscriptions to its stock. The government of the Province has 
 granted aid to said company at the rate of $10,000 per mile, as a gift, 
 on which neither principal nor interest is to be returned, — payable as 
 the work progresses. 
 
 The State of Maine, by an Act approved March 24, 1864, donated 
 the timber on ten (10) townships of her public 'lands, and all her claims 
 against the United States government which accrued prior to 1860, to 
 aid the construction of this line, and the extension of a branch line to 
 the St. John River at the north-eastern frontier of the United States. 
 
 The claims of this enterprise were presented to Congress, and an able 
 committee of the House of Representatives, on the 20th of June, 1864, 
 reported unanimously a Bill designed to satisfy the claims of Maine, 
 with an elaborate statement of the facts of the case, — proposing a 
 contribution of $10,000 per mile to aid the construction of the 
 European and North American Railway, — which Bill is now pending 
 before Congress. 
 
 The limited amount of capital applicable to the construction of 
 railways in the eastern part of Maine, and the constitutional inhibition 
 upon the use of the credit of the State, — many years since established, — 
 have rendered it impossible to carry the work beyond Bangor. Two 
 attempts to construct this line beyond Bangor have failed of success. 
 But the capital expended has not been entirely lost. The Penobscot 
 Railroad Company partially completed the line from Bangor to Milford, 
 and the Oldtown and Lincoln Railroad Company expended a consid- 
 erable amount in extension of the line from Milford to Mattawamkeag. 
 A transfer has been made of all the rights of these two companies to 
 the European and North American Railway Company, under authority 
 of an Act of the legislature of Maine ; so that this company is now in 
 possession of property costing over $350,000, at the prices of former 
 years, — worth at this time more than that amount, from the favorable 
 terms on which the right of way was secured, and the substantial 
 character of the work of construction. 
 
 The city of Bangor, under authority of an Act approved March 25, 
 1864, authorizing a loan of its credit to aid the construction of this line, 
 
20 
 
 MEMORIAL. 
 
 [Jan. 
 
 lias, by unanimous vote of both branches of the city council and by vote 
 of the citizens, in the proportion of 1,730 to 112, authorized a loan of its 
 credit to the amount of $500,000, payable on the completion of the line 
 from Bangor to Lincoln. 
 
 Resolutions were adopted by the Maine legislature of 1864, inviting 
 the Commonwealth of Massachusetts to co-operate with Maine in 
 extending aid to this railway, and in full expectation thereof, Maine 
 made a further grant of all its residuary interest in its public lands on 
 the waters of the Penobscot and St. John, to aid the construction of this 
 railway, on condition that Massachusetts would discharge her debt 
 against Maine, and assign the claims against the United States govern- 
 ment, held by her, jointly with Maine, to the same purpose. 
 
 The Governor of Maine, in his recent address to the legislature of 
 that State, makes use of the following language : 
 
 “ Until it is settled whether the European and North American Rail- 
 way Company shall so far comply with the conditions of the Resolves in 
 favor of that corporation, sales of lands or timber will be necessarily 
 held in abeyance. In compliance with certain Resolves invoking the 
 aid of the Commonwealth of Massachusetts, in behalf of this important 
 enterprise, Honorable Messrs. Kent, Hubbard, and Washburn, were 
 appointed commissioners to present the subject to the government of our 
 parent Commonwealth. They will make a report of their doings which 
 will be laid before you in due season. 
 
 “ The application was not successful, and one very strong ground of 
 objection was the alleged unfriendly action of the legislature of this 
 State some years since, and still unrepealed, in regard to connections 
 ■with railroads west of Portland, having their termini at Boston. I 
 would respectfully call your attention to this subject for the purpose of 
 ascertaining whether the supposed exigency, which called for this 
 legislation, exists at this time. In the early history of railroads in this 
 State, certain policies were regarded as indispensable, the wisdom of 
 which has hardly been justified by experience. That the legislation 
 referred to belongs to that class, is more than probable. A neighboring 
 State can hardly be expected to contribute in aid of an enterprise, in 
 the benefits of which it is not to be allowed to participate. It is only 
 upon the ground of a common interest to be promoted by the freest 
 intercommunication that any such claim for co-operation can be asked 
 with prospect of success. In addition to a common interest believed to 
 exist, there are considerations connected with the past history of the 
 public lands of Maine, forming the joint property of Massachusetts and 
 our own State, which may fairly be urged as a reason for seeking 
 assistance from the Commonwealth in aid of the European and North 
 
1866.] 
 
 SENATE— No. 9. 
 
 21 
 
 American Railway Company. Many years since arrangements were 
 entered into between the two States for the management of their 
 common domain, and among other stipulations was one for the expendi- 
 ture of the proceeds of the sales of the land and timber, to the extent of 
 not more than ten per cent., in making improvements through these 
 lands by the construction of roads, and rendering the water-courses 
 navigable. But a very small part of this sum was expended, as it is 
 well known to every person at all conversant with the history of our 
 public lands.” 
 
 It cannot be doubted that the interests of the State of Maine, and 
 more especially those of the city of Portland, will be promoted by the 
 extension of a line of railway on the road gauge, between Portland and 
 Boston, securing the transit of produce, goods and merchandise, without 
 transhipment, between Boston and Canada by this channel, which would 
 otherwise seek other routes, — connecting at Portland with the Grand 
 Trunk Railway of Canada, and with the railways on the same gauge, 
 extending through Maine to the lower British Provinces, — and by 
 increasing the business of the Grand Trunk Railway and the connecting 
 lines east of Portland, cheapen the cost of transit over the railways of 
 Maine ; — and it can hardly be doubted, that all laws in restraint of 
 such an arrangement, will be repealed in accordance with the suggestion 
 of the governor of Maine. 
 
 The application of last year to the legislature of Massachusetts, in 
 behalf of this enterprise, was urged, more upon grounds of public policy 
 than by an assertion of the claims of Maine, growing out of the joint 
 ownership of their large public domain. The former intimate political 
 relations of the two States, the fidelity of Maine to her obligations under 
 the Act of separation, and the equitable claims of Maine upon the 
 Commonwealth of Massachusetts, justify a reference to their past 
 history. 
 
 The New England Company , whose charter from King James, of 
 November 3d, 1620, gave them a territory extending from the fortieth 
 to the forty-eighth parallel of north latitude, and from ocean to ocean, 
 granted that portion of New England, from the Merrimac to the Saga- 
 dahoc, to Sir Ferdinando Gorges and John Mason, under the name of 
 “the Province of Maine f August 10th, 1622. The Piscataqua 
 became the boundary between these grantees, and the title of Gorges to 
 Maine was confirmed by the crown, extending one hundred and twenty 
 miles inland, from the Piscataqua to the Sagadahoc. “ Masonia” or New 
 Hampshire, fell to John Mason in the division. The company of Mas- 
 sachusetts Bay, whose charter was dated March 19th, 1629, subse- 
 
22 
 
 MEMORIAL. 
 
 [Jan. 
 
 quently set up a claim to a large portion of Maine, running a line due 
 east from a point three miles north of the head or source of the Merri- 
 mac River. 
 
 By a system of intimidation at one time, and by a course of cajolery 
 at another, the government of Maine was weakened, so that during the 
 reign of the Puritans, in the times of the Commonwealth, the Massa- 
 chusetts colony acquired a show of submission to her authority from the 
 people of Maine. But being finally defeated in these attempts to over- 
 ride the grant of August 10th, 1622, to Gorges and Mason, they pur- 
 chased from Gorges’ heirs their title to Maine for £1,250, March 13th, 
 1678. On the vacation of Massachusetts charter on quo warranto , October 
 13th, 1684, her title to Maine was relaxed; but the charter of William 
 and Mary, of October 7th, 1691, united the Colony of Massachusetts 
 Bay, the Colony of Plymouth, “ the Province of Maine,” the country of 
 Acadia, and all the territory lying between Acadia, or Nova Scotia, and 
 Maine, called the territory of Sagadahoc, into a single government, 
 called “ the Province of Massachusetts Bay,” and Sir William Phipps, 
 a native of Maine, was appointed governor. 
 
 In this way, Massachusetts acquired her title to this public domain of 
 more than 20,000,000 of acres. With these lands, Massachusetts 
 endowed her public institutions, and from the sale of portions of them? 
 amounting to millions of acres, made to William Bingham and others* 
 she realized large sums of money to her treasury towards paying off the 
 debt of the Revolution. 
 
 By the Act of separation — reluctantly granted in the year 1819 — the 
 Commonwealth of Massachusetts retained one-half of the unsold lands 
 lying in Maine, amounting at that time to 11,824,438 acres. Of this 
 amount, 3,207,680 acres were subsequently, for the sake of peace, sur- 
 rendered up, or ceded to the United States government by the treaty of 
 Washington, leaving 8,616,758 acres, one-half of which, 4,388,379 acres, 
 fell to Massachusetts. This land was to be exempt from taxation, while 
 the title remained in the Commonwealth. How faithfully Maine vindi- 
 cated this principle in spite of all the evasions of the right of taxation, 
 the judicial records of our State will show. At the time of the separa- 
 tion the lands had but little value in cash, but were regarded as of great 
 importance for settling, and as a means of increasing the wealth and 
 political power of the country. Proposals of sale were interchanged. 
 Massachusetts would have transferred her interest to Maine for $150,000. 
 Maine offered $100,000, and the negotiations were dropped, most unfor- 
 tunately for Maine. 
 
 Portions of the lands were afterwards divided by alternate townships, 
 and up to 1832, Massachusetts received into her treasury $122,465.94, 
 as proceeds of sales of lands and timber in Maine. In 1832, an 
 
1866.] 
 
 SENATE— No. 9. 
 
 28 
 
 agreement of the land agents of the two States for a system of manage- 
 ment and joint sales, was assented to by the respective legislatures, and 
 in and by this convention, it was agreed that ten per cent, of the gross 
 proceeds of the sales should be expended for improvements in the way 
 of roads, bridges and rendering water-courses navigable for the floating 
 of timber, thereby largely enhancing the value of the remaining unsold 
 lands. From 1832 till 1852, Massachusetts paid out only $69,939.49 
 for roads, bridges or other improvements, while she received $1,927,- 
 719.54 as the proceeds of the sales. Maine paid out from 1832 till 
 1852, $183,116.23 for roads and bridges, leaving a deficit due from 
 Massachusetts of $113,276.74, assuming that the gross amount of sales 
 by the two States was equal. In 1851, Maine became aroused and 
 alarmed at the course pursued by Massachusetts in contravention of the 
 principles of the compact ; viz. : granting licenses to cut the timber 
 without limit, or selling the timber and lumber only, retaining the title 
 to the soil, thereby shutting up the lands from settlement, and keeping 
 them from taxation. 
 
 Maine remonstrated, but without success, and saw no remedy except 
 that of a purchase from Massachusetts of all her remaining interests in 
 the public lands. On October 5th 1853, she paid in cash and notes 
 $362,500 for the remnants and residuary interests of Massachusetts, 
 that State having first sold to individuals, — pending the negotiations, — 
 the more valuable portions of the timber lands, for $283,696.19. Of 
 this sum $47,120 was subsequently remitted by the legislature. 
 
 Massachusetts has received from individual purchases the sum of 
 $2,164,545.73 after 1832, which makes a total of $2,532,246.90 of net 
 receipts without interest, including the $200,000 now due from Maine. 
 In addition to this amount, $150,000 was paid to Massachusetts by the 
 United States government for one-half of the lands taken from Maine, 
 under the treaty of Washington, showing a total of $2,682,246.90 
 received by Massachusetts without interest, since the separation, as the 
 proceeds of sales of land in Maine, drawn from the industry of Maine 
 to aid the school fund of Massachusetts, and to succor, in its hours of 
 difficulty, the drooping fortunes of the Western Railroad. 
 
 No adjustment of this claim for deficiency of expenditure for roads, 
 bridges and improvements was attempted at the time of the purchase, 
 — so anxious was Maine to arrest these unfriendly proceedings, and 
 secure complete jurisdiction and control of the lands within her own 
 territory. It would seem as if this statement of facts was sufficient, to 
 insure a concurrence of opinion, that Massachusetts is fairly indebted to 
 Maine in the sum of $146,515.08, without computing interest thereon ; 
 with which, it would largely exceed in amount, the sum now due by 
 Maine to Massachusetts, on account of the purchase. 
 
24 MEMORIAL. [Jan. 
 
 His Excellency, Governor Cony, in his recent address to the legisla- 
 ture of Maine, in allusion to this matter, says : — 
 
 “ The State of Maine extinguished the title of Massachusetts in these 
 lands by purchase in 1853. A bargain fairly made is binding upon 
 both parties and not to be complained of ; but if the State of Maine 
 ever receives from the land thus purchased, a sum equal to the interest 
 of the principal paid for them, it is as much as those well informed 
 upon the subject ever expected. These considerations may be fairly 
 addressed to Massachusetts, in seeking her aid for this enterprise, and it 
 is for her authorities to determine their weight.” 
 
 The enterprise is urged upon the attention of the authorities and 
 people of Massachusetts, upon the broadest grounds of public policy, as 
 a means of increasing the material strength, the political influence, and 
 the moral power of New England. 
 
 The New England of the olden time, as mapped out by the sagacious 
 Gorges, in 1620, and described in the charter of November 3d of that 
 year, granted at his request, (according to the recital of the instrument 
 itself,) included the broad belt of eight degrees of latitude, from the 
 Atlantic to the Pacific seas ; embracing one-half of what is now New 
 Jersey, the bulk of Pennsylvania, Ohio, Indiana, and Illinois, Northern 
 Missouri, Iowa, and the basin of the great lakes, and a majority of the 
 English-speaking people of the continent. It is now limited to less 
 than seven-fifteenths of the Acadian peninsula, and extends westward 
 only to the valley of Lake Champlain. But its power and influence are 
 greatly in excess of its territorial proportions. 
 
 And we recognize the duty — so eloquently set forth in the appeal of 
 His Excellency, Governor Andrew, to the New England Agricultural 
 Society, on Hampden Park, September 9th, 1864 — to the sons of New 
 England, to strengthen and adorn it. The value of that appeal would 
 have been more striking and effective had he pointed out to them the 
 broad valleys of the Penobscot and St. John, as portions of New Eng- 
 land, the rich soils of the Aroostook and Mattawamkeag, and the still 
 untouched forests of the Allegash as the most inviting fields for New 
 England thrift and industry. Maine, with only one-seventh (J) of her 
 territory under cultivation, has more good farming lands than are found 
 within the other five States of New England ; more good harbors and 
 more available water-power than any other section of the country of 
 equal extent ; obvious at once, upon an examination of the configuration 
 of its territory, its physical features, its geographical position and its 
 geological structure, occupying as it does the southern and eastern slopes 
 of the Apalachian chain, known as the Acadian Mountains. Their 
 
1866.] 
 
 SENATE— No. 9. 
 
 25 
 
 axial ridge forms the common water-shed of the Connecticut, the 
 Androscoggin, the Kennebec, the Penobscot, the St. John, the Chaudiere 
 and the St. Francis, — all take their rise in this Alpine region and 
 descend from an elevation of from 2,000 to 3,000 feet, over a succession 
 of terraces, which forms a series of cascades in almost regular gradation 
 to the sea. But a small portion of its soil is granitic, and the country- 
 lying north and east of Katahdin is particularly adapted to the raising 
 of wheat, and capable of supporting a population equal to that of 
 Vermont. 
 
 Twenty years ago; the people of Massachusetts distrusted the ability 
 of the people of Maine to construct a line of railway from the open har- 
 bor of Portland to the boundary of Canada, connecting with a line from 
 thence to Montreal. Unaided by other New England capital, the people 
 of Maine persevered in their efforts, and an unbroken line of railway, 
 from Lake Huron to the ocean, discharges its freight, without tranship- 
 ment, on board ocean steamers at Portland. A system of railways, 
 embracing a length of 1,396 miles, since finished, is now included in. the 
 Grand Trunk Railway of Canada, with scarcely any connection with 
 Boston, or other portions of New England, outside of Maine. 
 
 The next twenty years will develop a railway system in Eastern 
 Maine and the lower British Provinces, on the Provincial gauge, to a 
 still greater extent, penetrating the coal-fields of Pictou, and of Eastern 
 Nova Scotia., following along the region of the rich fishing grounds on 
 the shores of the Gulf of St. Lawrence, to the Bay of Chaleur, and con- 
 necting the upper and lower British Provinces, through the valley of 
 the upper St. John, developing some of the finest portions of the conti- 
 nent of North America, taking into view their material attractions and 
 natural resources. 
 
 It is for the interest of Boston, and of all New England, to dii’ectly 
 participate in the material development of this eastern region, so natur- 
 ally connected with it, by both geographical and commercial laws. 
 
 At the recent meeting of the Boston Board of Trade, it was confi- 
 dently asserted that Boston could secure western connections which 
 should restore to her the trade which had been diverted into other chan- 
 nels;, that freight cars, reaching Boston from “St. Louis, Chicago, and 
 other parts of the West, without breaking bulk,” should supply produce 
 for export. On the contrary, some believe that beyond the local supply 
 which the Western Railway may bring to the doors of Massachusetts, it 
 is impossible to lift freight over the Berkshire hills, and bring it to Bos- 
 ton for export to Europe. It will follow the water-line of the Hudson 
 to New York, or of the St. Lawrence to its nearest shipping port in 
 4 
 
MEMORIAL. 
 
 26 
 
 [Jan. 
 
 winter, Portland, instead of scaling the ridges that separate the valley 
 of the Hudson from the waters of Massachusetts Bay. 
 
 The experience of the last few years has shown that flour and western 
 produce, to some extent already, come to Boston by the way of Port- 
 land, and that Eastern Maine is gradually drawing its supplies from the 
 West by the same route. Flour and grain were at one time exports 
 from Boston to Maine, and a change has been effected, by the comple- 
 tion of the railway from Montreal to Portland, and from thence to the 
 Kennebec, and to Bangor. 
 
 But Maine is only partially peopled. For nearly one hundred years 
 after the occupation of the country by the European races, it was the 
 battle-ground between the French and the English, and, while other 
 portions of New England grew in wealth and population, without serious 
 embarrassment, from 1620 to 1762, Maine was kept back, till the over- 
 throw of the French power, by the conquest of Quebec in 1759, and the 
 treaty of peace of 1763. Maine, too, was excluded from the New 
 England League of 1643, formed for better protection against savage 
 invasion, because the religion of the mother country was tolerated there, 
 by Gorges, as well as the religion of Rhode Island, Connecticut, and 
 Massachusetts. 
 
 If Boston “ possesses the wealth, the energy, and the experience to 
 insure for itself every artificial facility which its commerce may require,” 
 it cannot fail to see that it must look east as well as west, to secure that 
 trade which is to give u rapidity to its growth.” Build up Maine, 
 increase the manufacturing industry of the Saco, the Androscoggin, the 
 Kennebec, and the Penobscot, and the business of Boston will grow 
 with their growth. 
 
 The law of commercial gravitation, sweeps the trade of the Connecti- 
 cut Valley to New York, as inevitably as the same law of trade takes 
 the business of the upper waters of the Piscataqua past Portsmouth and 
 Salem to Boston, over the Boston and Maine Railroad. 
 
 An able report to the Senate of Massachusetts, in April, 1852, 
 (Senate Doc. No. 123,) advising the grant of aid to the European and 
 North American Railway, says : — 
 
 “ Boston is the natural market of the peninsula east of Lake Cham- 
 plain, between the River St. Lawrence and the Atlantic Ocean ; but all 
 that portion of this peninsula which lies within the influence of New 
 York capital is sending annually more and rriore of its business to that 
 city. The State of Maine, portions of. New Hampshire, and Vermont, 
 the lower British Provinces, and a part of Canada East will always 
 find Boston their natural market, and the policy of Boston will be most 
 
1866.] 
 
 SENATE— No. 9. 
 
 27 
 
 wisely directed to aid the growth of business and population in the 
 regions above referred to, in preference to measures calculated to 
 advance the growth of our great commercial rival. The trade of Maine 
 is of vast importance to Massachusetts, and from her geographical posi- 
 tion, Maine will naturally be our best customer. If Boston had extended 
 her lines of railway east through Maine to the lower British Provinces, 
 and in connection therewith, to Montreal, instead of expending vast 
 sums in building rival lines across the Connecticut River to Lake 
 Champlain, the commercial position of all New England would have 
 been materially enhanced. The lines of railway extending from Boston 
 across the Connecticut, since the completion of the Western Railroad, are 
 now directing from Boston to New York as much business, perhaps, as 
 we have gained thereby, whereas an extension of railways into Maine 
 adds directly to the business of Boston, without encountering the compe- 
 tition of New York. The true policy of Massachusetts, therefore, will 
 be found in aiding in all possible ways the building of railways east of it, 
 and increasing, in every practicable manner, the means of communication 
 with Maine and the British Provinces.” 
 
 This reasoning satisfied the Senate of Massachusetts, and a Bill grant- 
 ing aid to the European and North American Railway Company, to the 
 amount of $500,000, passed that branch of the 'legislature, after full 
 discussion, but failed to secure the concurrence of the House. The 
 controversy, growing out of the joint ownership of the public lands, 
 postponed, for the time, all further efforts to secure aid from Massachu- 
 setts. The commercial revulsion, following the Crimean war, absorbed 
 at home the English capital, which had been pledged for the building of 
 the road, in the lower Provinces. The more recent movements 
 towards constructing the line in New Brunswick and Nova Scotia have 
 been dependent upon the credit and means of the Provinces. Within 
 the last ten years Boston has witnessed the gradual withdrawal of the 
 trade of Maine, and the growth of a commercial town at the east. The 
 valuation of Portland has increased from $4,634,738 in 1845, to 
 $26,963,939 in 1864. Her exports to foreign countries from $251,097 
 in 1845, to $4,396,142 in 1864; her imports, from $339,791 in 1845, 
 to $13,039,749 in 1864, including goods passing into Canada and the 
 lower Provinces in bond, showing not only a growth of business, but an 
 increase of wealth, unexampled in any other city of New England 
 during the same period. 
 
 Draw a line from Boston to the St. Lawrence at Montreal, or from 
 Boston to the head of Lake Champlain, and thence to the foot of Lake 
 
28 
 
 MEMORIAL. 
 
 [Jan. 
 
 Ontario, and, north and east of this line, will be included all the territory 
 whose business naturally gravitates to Boston. Of this region, the 
 territory of Maine, New Brunswick, Nova Scotia, and Prince Edward’s 
 - Island, is by far the most valuable in natural resources. And from their 
 geographical position, sloping to the Atlantic seaboard, their business 
 relations, like those of New Hampshire and Northern Vermont are most 
 intimately connected with those of Boston. 
 
 Maine has a territory of 31,766 square miles ; New Brunswick has 
 27,704 ; Nova Scotia has 18,746 ; Prince Edward’s Island has 2,134; a 
 total of 80,350 square miles, — but little less than that of the island of 
 Great Britain, and fully equal to it in natural resources. The popula- 
 tion of Maine, in 1860 was 628,600 ; that of New Brunswick, in 1861, 
 was 252,047 ; that of Nova Scotia, in 1861, was 330,699 ; that of 
 Prince Edward’s Island, in 1861, was 80,648 — a total of 1,291,994; 
 while the population of Great Britain, in 1861, was 20,223,746. It is 
 in the direction, therefore, of this eastern empire, that the surplus capital 
 of New England should be directed. If the capital of Boston, now 
 lying idle for want of opportunities for investment, was employed in the. 
 construction of lines of railway to the coal mines, the slate quarries, the 
 iron works, the timber forests, and the tanneries of Eastern Maine, and 
 the lower Provinces, a new impulse would be given to every interest of 
 New England; and the growth of manufactures upon these eastern 
 waters, would make their valleys as populous as those of the Connecticut 
 or the Merrimac, whose trade and business would flow backward to their 
 source, as naturally as the waters of the ocean, after being transported 
 by the law of attraction to the distant mountain summits, and fertilizing 
 the regions upon which they fall, are gathered into streams in the 
 valleys through which they again return to it. 
 
 The same law of attraction that holds together the people who dwell 
 in the valley of the Hudson, or the basin of the St. Lawrence, unites 
 those who inhabit the shores of the sea from Cape Cod to Cape Sable. 
 Separated from Canada by the almost inaccessible ridges that divide 
 them, the outlet by railway from Montreal to Portland, affords, to 
 Canada in winter, all the access to the open sea that the business of the 
 St. Lawrence Valley at this time demands. 
 
 The people of the lower British Provinces, like those of Maine, are 
 lumbermen, and builders and owners of ships ; their tastes, habits and 
 pursuits are similar. In 1860, Maine built 57,866 tons of ships, and 
 her people at that time were the owners of 801,941 tons of shipping. 
 In 1861, New Brunswick built 48,719 tons of ships. In 1861, Nova 
 Scotia built 39,383 tons, and Prince Edward’s Island 9,006 tons. The 
 tonnage owned in .New Brunswick in that year was 227,718 tons, in 
 
1866.] 
 
 SENATE — No. 9. 
 
 29 
 
 Nova Scotia 248,061 tons, in Prince Edward’s Island 45,000 tons. As a 
 grazing country it is unsurpassed ; its uniform supply of moisture gives 
 facilities for the growth of hay, and the rearing of cattle and sheep, 
 beyond any other section of the country ; and the wool crop, in the 
 new era that awaits manufacturing industry, shall, in a few years, 
 contest the dominion of king cotton. 
 
 By introducing manufactures and diversifying the industry of this 
 eastern region, so full of raw material and natural resources ; by 
 drawing fresh treasures from the forest, the farm, the mine and the 
 sea, would be brought about the steady increase of its wealth, material 
 power and population, so that instead of 1,291,944 persons in Maine 
 and these three maritime Provinces, there would be a population equal 
 to that of Massachusetts per square mile, within the next half century, 
 and 12,614,950 persons would bring their trade thence to your doors. 
 New England, in this way, will become a power in the land, and that 
 energy of character which its bracing climate, its rugged seacoast, and 
 the grandeur of its natural scenery imparls to man, shall quicken 
 ingenuity, enlarge the objects of human pursuit, multiply works of art, 
 and extend the boundaries of commerce, bringing in their train a 
 corresponding civilization, that shall make the dwellers upon this New 
 England seacoast of ours the foremost people of the earth in every- 
 thing that contributes to the highest welfare of the individual, and to 
 the strength, the power, and the glory of a State. 
 
 The Act of the legislature of Maine, approved Iflarch 24th, 1864, 
 and to which His Excellency, the Governor of Maine, refers, provides, 
 “in case the Commonwealth of Massachusetts shall assign and transfer 
 to the European and North American Railway Company, or to the 
 State of Maine, in trust for said Company, the claims held by her with 
 Maine, against the general government,” “and release and discharge the 
 balance due from the State of Maine, for the purchase of her interests 
 in the public lands lying in Maine,” “it shall be lawful for the governor, 
 State treasurer and land agent to transfer to said company all the 
 public lands lying on the waters of the Penobscot and St. John Rivers, 
 for the uses and purposes set forth in this Act.” 
 
 We therefore respectfully ask the legislature of Massachusetts to 
 assign to said railway company, its claims against the United States 
 government, held jointly with Maine, release and discharge the State of 
 Maine from its certificates of indebtedness due for said purchase of said 
 lands, and to grant a loan of the credit of the State, to the amount of 
 $500,000, to aid the construction of said railway, and to render such 
 other and further aid, assistance and encouragement thereto, as the 
 
MEMORIAL. 
 
 30 
 
 [Jan. 
 
 legislature in its wisdom may deem prudent and necessary, in view of 
 the importance of the European and North American Railway. 
 
 By order of the Directors. 
 
 JOHN A. POOR, 
 
 President of the European and N. American Railway Company . 
 Boston, January 17, 1865. 
 
 COMMONWEALTH OF MASSACHUSETTS. 
 
 House of Representatives, May 4, 1865. 
 The Committee on Railways and Canals, to whom was referred the 
 Memorial of the European and North American Railway Company, 
 for aid toward completing the chain of railway from Boston to 
 Halifax, Nova Scotia; the Memorial of the Boston Board of Trade; 
 and the Petition of F. W. Lincoln and others, merchants, bankers 
 and business men of Boston, in aid of the same ; and also the Message 
 of His Excellency the Governor, enclosing a communication from 
 the Governor of Maine, with a copy of an Act of the legislature of 
 Maine, repealing “an Act to promote safety of travel on railroads,” — 
 
 REPORT. 
 
 The importance of an unbroken line of railroad communication from 
 Boston, passing through the States of New Hampshire and Maine, and 
 the British Provinces of New Brunswick and Nova Scotia to Halifax, 
 the nearest convenient port to the eastern hemisphere, is obvious. 
 
 From the Memorial of the European and North American Railway 
 Company, it appears that the distance from Boston to Halifax, by the 
 proposed route, is 706 miles. Of this distance, 248 miles, from Boston 
 to Bangor, is traversed by railroads in operation. From Bangor to the 
 line of New Brunswick, the distance is 108 miles. From thence to the 
 city of St. John, in New Brunswick, the distance is 88 miles, making 
 196 miles of the proposed line, between Bangor and St. John, 
 uncompleted. 
 
 From St. John to Halifax, the distance is 262 miles. On this portion 
 of the line 162 miles of the railroad are constructed — 101 miles running 
 eastward from St. John towards Halifax, and 61 miles running west- 
 ward from Halifax to Truro — leaving 100 miles of the distance between 
 St. John and Halifax to be built, and a total of 296 miles unconstructed 
 between Bangor and Halifax. 
 
 Of these uncompleted portions, 108 miles are in Maine, and 188 
 miles are in the British Provinces — 119 miles being in New Brunswick 
 and 69 miles in Nova Scotia. 
 
1866.] 
 
 SENATE — No. 9. 
 
 81 
 
 There are between Boston and Halifax, now constructed, . 410 miles. 
 
 “ “ “ “ “ “ not constructed, . 296 miles. 
 
 Total, 706 miles. 
 
 The unconstructed portions in New Brunswick and Nova Scotia have 
 been chartered, and liberal grants of pecuniary aid by the governments 
 of those Provinces having been authorized, there is a favorable prospect 
 for their speedy completion, so as to form a continuous line of railroads 
 from Halifax to the eastern boundary of Maine. 
 
 The European and North American Railway Company exists under 
 a charter from the legislature of Maine, with authority to construct the 
 portion of the railroad between Bangor and the New Brunswick line, 
 there to connect with the railroad running thence to St. Jbhn and 
 Halifax. 
 
 The route in Maine is through a region which, though rich in unde- 
 veloped mineral, manufacturing and agricultural resources, cannot fur- 
 nish the present means for constructing the railroad. It must therefore 
 be built principally with means obtained elsewhere. The chief reliance 
 is upon the governments of the United States, and of the States of 
 Maine and Massachusetts, and the city of Bangor. 
 
 Aid has been asked of Congress upon the ground that the proposed 
 railroad will be available as a military road, and as* an effectual means 
 of defence of the north-eastern frontier, by rapid transportation of troops 
 and munitions of war. A special committee of the last Congress 
 reported in favor of a grant in aid of the railroad, and it is expected 
 that the measure will pass the next Congress. 
 
 The city of Bangor, under authority of the legislature of Maine, has 
 voted to loan the company five hundred thousand dollars. 
 
 The legislature of Maine has made valuable grants in aid of the rail- 
 road, of timber and lands, and of sundry claims upon the United States, 
 some of which are subject to conditions dependent upon the action of 
 Massachusetts. 
 
 The question for the legislature to pass upon is, whether Massachu- 
 setts will lend her aid to this important enterprise. 
 
 . In coming to a decision, there should be considered the friendly rela- 
 tions existing between Maine and Massachusetts, and the community of 
 interest which they have in promoting their mutual prosperity and 
 influence ; the value of the trade which the construction of this great 
 line of railroad will bring to Massachusetts from the British Provinces 
 and the eastern section of Maine ; and the important increase of busi- 
 ness to nearly all the railroads of Massachusetts, sure to result from the 
 establishment of a railroad route to the port of departure nearest to 
 
32 
 
 MEMORIAL. 
 
 [Jan. 
 
 Europe, inevitably drawing travel from all sections of the country, which 
 for the most part will, on its way, pass over the Massachusetts railroads. 
 
 The Committee are of the opinion that the interests and welfare of 
 Massachusetts will be sufficiently promoted by. the completion of this 
 important line of railroad communication, to warrant the legislature in 
 promptly aiding the speedy construction of that portion of the railroad in 
 the State of Maine. 
 
 The company ask for an assignment for their benefit of the claim 
 yvhich Massachusetts has jointly with Maine upon the United States, for 
 interest on the debt of the war of 1812, and the release of the balance of 
 the indebtedness of Maine to Massachusetts, on account of the public 
 lands sold to Maine in 1853, amounting to about two hundred thousand 
 dollars, and also a loan of the credit of the Commonwealth for five 
 hundred thousand dollars. 
 
 The assignment of the claims upon the United Spates, and the release 
 of the indebtedness of Maine, are conditions upon which Maine has 
 granted her unsold public lands to aid the construction of the railroad. 
 
 The claim for interest on the old war debt can be made available by 
 the company in negotiating with the United States for an appropriation 
 for the railroad, and the Committee do not hesitate to recommend that it 
 be assigned to aid its construction. 
 
 The bonds of the State of Maine, given in payment for the public 
 lands, have been added to the school fund, and the proposition to with- 
 draw them cannot be entertained. 
 
 Therefore, the Committee recommend such legislation as will enable 
 the European and North American Railway Company to secure the 
 land-grant of Maine by taking an assignment of the obligations of Maine 
 to Massachusetts upon the payment of the amount remaining unpaid ; 
 and they also recommend a loan of the credit of the Commonwealth to 
 aid in the construction of the railroad, with such security as will effectu- 
 ally protect the Commonwealth from any possible loss. 
 
 For these purposes, they unanimously report the accompanying Bill. 
 
 For the Committee^ 
 
 JAMES M. STONE. 
 
1866.] 
 
 SENATE— No. 9. 
 
 38 
 
 [C.] 
 
 To His Excellency, John A. Andrew , Governor of the Commonwealth of 
 
 Massachusetts , and to the Honorable Council. 
 
 The European and North American Railway Company of Maine, a 
 corporation established by the laws of said State, respectfully represents, 
 that the legislature of said State of Maine, by an Act approved March 
 25th, 1864, entitled “ An Act to provide means for the defence of the 
 North-Eastern Frontier,” assigned all its claims against the United 
 States Government which accrued prior to 1860, and the timber on ten 
 townships of its public lands, to aid the construction of the main line 
 and branches of their said railway, as provided in and by said Act. 
 
 And it was further provided, in and by the Act aforesaid, that in case 
 the Commonwealth of Massachusetts should assign and transfer to said 
 railway company, or to the State of Maine, in trust for said company, 
 to aid the construction of said railway, its claims against the general 
 government, held jointly with Maine, and further release and discharge 
 the balance of its debt against the State of Maine, created for the 
 purpose of paying for the purchase of the lands of Massachusetts, lying 
 in Maine, under date of October fifth, eighteen hundred and fifty-three ; 
 — then, and in that case, the governor, State treasurer, and land agent 
 of Maine were authorized to convey to said railway company, all the 
 unappropriated public lands lying on the waters of the Penobscot and 
 Saint John Rivers, to aid the construction of said railway. 
 
 And said railway company further shows, that the legislature of 
 Massachusetts, by an Act approved May 16th, 1865, entitled, “An Act 
 to aid the construction of the European and North American Railway,” 
 did transfer to the State of Maine, in trust for said company, its claims 
 against the United States* held jointly with Maine, and did further 
 authorize an assignment of the debt of the State of Maine, as aforesaid, 
 or a surrender thereof, on the payment of the amount thereof, and 
 interest, notwithstanding that the same had not matured, or become 
 payable. 
 
 And the said railway company further shows, that the said bonds, 
 of said State of Maine, amounting to the sum of two hundred thousand 
 dollars, are payable in annual instalments of twenty-five thousand 
 dollars each, with interest at the rate, of only five per cent, per annum, — 
 
 5 
 
MEMORIAL. 
 
 84 
 
 [Jan. 
 
 and the same are now a portion of the permanent school fund of the 
 Commonwealth of Massachusetts. 
 
 Now, therefore, the said railway company respectfully inform the 
 governor and council that it is now ready to pay to said Common- 
 wealth the amount due to it by the said State of Maine, and take a 
 release or transfer thereof, as is provided by law. 
 
 And the said railway company further informs the governor and 
 council of Massachusetts, that the authorities of the State of Maine are 
 now prepared to execute said conveyance, transferring to said railway 
 company the public lands lying on the waters of the Penobscot and 
 Saint John Rivers, amounting by estimation to several hundred thousand 
 acres, and of great value, being principally covered with rich forests of 
 timber. 
 
 And said railway company further informs the governor and council 
 of Massachusetts, that to aid the construction of the European and 
 North American Railway, and to provide funds for the completion of 
 the railroad between Bangor and New Brunswick, this company has 
 issued bonds to the amount of one million of dollars, payable in thirty 
 years, with interest semi-annually, at six per cent., secured by a mort- 
 gage of the whole line of railroad from Bangor to the New Brunswick 
 line, said mortgage being a first mortgage on same excepting the lien of 
 the city of Bangor, upon the road from Bangor to Lincoln,- — said bonds 
 of one million of dollars being secured by a first and only lien upon the 
 timber and lands to be conveyed to the said company by the State of 
 Maine, as contemplated by the Act aforesaid, and as provided by the 
 Act of the legislature of Maine, approved March 24th, 1864, entitled, 
 “An Act to provide for the defence of the North-Eastern Frontier.” 
 
 Now, therefore, to aid the objects and purposes in said Act contem- 
 plated, and for the purpose of advantageously investing the said sum of 
 two hundred thousand dollars and interest, paid to the Commonwealth 
 of Massachusetts in discharge of said five per cent, bonds of the State 
 of Maine, as aforesaid, the said railway company asks , the governor 
 and council to purchase an equal amount in the six per cent, land 
 bonds of this company, part of the million loan secured by the said 
 mortgage of said railway, and the said lands as additional security 
 therefor. 
 
 By order of the Directors. 
 
 THE EUROPEAN AND NORTH AMERICAN RAILWAY 
 COMPANY OF MAINE, 
 
 By John A. Poor, President. 
 
 Bangor, July 20th, 1865. 
 
1866 .] 
 
 SENATE— No. 9. 
 
 85 
 
 Council Chamber, August 1st., 1865. 
 Messrs. Poor, Williams, and Millet, were appointed a Committee to 
 examine and report upon the application of the European and North 
 American Railway Company. 
 
 Secretary’s Dept., Boston,] 
 December 18th, 1865. ) 
 
 A . true copy from the Council Records, of the date first above 
 written. 
 
 OLIVER WARNER, Secretary of the Commonwealth. 
 
 COMMONWEALTH OF MASSACHUSETTS, 
 
 Council Chamber, Boston. 
 
 The Committee of the Council to whom was referred the application 
 of the European and North American Railway Company of Maine, 
 praying for an assignment to said company of the bonds of the State of 
 Maine, dated October 5th 1853, amounting to the sum of two hundred 
 thousand dollars, in pursuance of the authority of an Act of the general 
 court, approved May 16th, 1865, entitled, “An Act to aid the construc- 
 tion of the European and North American Railway,” with a further 
 request, to invest the amount to be paid by said company for said assign- 
 ment, in the six per cent, land bonds, of said railway company ; said 
 State of Maine bonds, being held as a portion of the school fund of the 
 Commonwealth ; having considered the same, ask leave to 
 
 REPORT: 
 
 By an Act of the legislature, approved May 16th, 1865, entitled 
 “ An Act to aid the construction of the European and North American 
 Railway,” it was provided, that, whenever the amount remaining unpaid 
 and the interest thereon, of the bonds of the State of Maine, given in 
 payment for the public lands in Maine, sold by the Commonwealth of 
 Massachusetts in the year eighteen hundred and fifty-three, shall be 
 paid into the treasury of the Commonwealth, the treasurer and receiv- 
 er-general, shall, under the direction of the governor and council, sur- 
 render said bonds to the State of Maine, or assign them to the Euro- 
 pean and North American Railway Company, as the governor and 
 council may determine. 
 
 The said railway company now declare, in their memorial, that they 
 are ready to pay into the treasury the amount as provided in said Act, 
 and they ask that on payment by them of the aforesaid amount, said 
 bonds of the State of Maine may be transferred to them, in accordance 
 
36 
 
 MEMORIAL. 
 
 [Jan. 
 
 with the provisions of said Act. To this the Committee see no objection, 
 and they would accordingly recommend the passage of an Order ir^struct- 
 hig the treasurer and receiver-general to transfer to said railway com- 
 pany the said bonds of the State of Maine, whenever full payment of 
 the same with interest is made. 
 
 The company further petitions, that the amount thus paid into the 
 treasury may be invested, by direction of the governor and council, in 
 the six per cent, land bonds of said company, now about to be issued. 
 In relation to this branch of the petition, your Committee find in the 
 Acts and Resolves of 1862, chapter 187, it is provided as follows : “All 
 moneys belonging to the funds over which the Commonwealth has 
 exclusive control, shall hereafter be invested in securities of said Com- 
 monwealth, or in the notes and bonds of the several counties, cities and 
 towns thereof, or in the scrip or bonds of the several New England 
 States, of the State of New York or of the United States.” This limi- 
 tation of law precludes the governor and council from making any invest- 
 ments in the manner petitioned for, however desirable they might deem 
 it to be, and under the limitation of this Act, the legislature alone has 
 the power to grant the prayer of the petition. 
 
 In the examination of the statement of facts, and arguments, pre- 
 sented by the petitioners in this case, which are hereunto appended as 
 part of this report, your Committee have been deeply impressed with 
 the great importance of this enterprise, not only as a measure of military 
 defence on the frontier, but as a great channel of communication 
 between the New England States and the Provinces of New Brunswick 
 and Nova Scotia. This line, when completed, will establish a chain of 
 railway from Boston to Halifax, being over seven hundred miles in 
 length ; bringing within easy reach of our metropolis, the immense forests 
 of Maine, and the mines of New Brunswick and Nova Scotia. The 
 resources of a large part of the territory traversed by this projected line 
 of railway, have hitherto remained undeveloped, on account of the 
 restricted means of communication, and as the population is sparse and 
 their means limited, it has been necessary to appeal for aid in the con- 
 struction of the road to those commercial centres, which are to be 
 largely benefited thereby. Relying upon the- enterprise and liberality 
 of Massachusetts, and the great advantages which will be secured to 
 her by the construction of this line of road, the company appealed to 
 her for aid, and in response the legislature of this year, passed an Act 
 in aid of the road, which, while it did not grant all that was desired, 
 gave the full endorsement of the Commonwealth to the enterprise. 
 Your Committee, while they cannot recommend the granting of the 
 petition of the company, so far as regards the investment of money in 
 their bonds, are so strongly impressed with the advantages which will 
 
1866.] 
 
 SENATE— No. 9. 
 
 8T 
 
 accrue to Massachusetts in the building of this road, that they cannot 
 forbear expressing the hope that Massachusetts will still further extend 
 toward it her fostering hand, and they cordially commend it to the care- 
 ful consideration of her executive and legislative departments. In 
 accordance with the above the Committee recommend the adoption of the 
 following Order : 
 
 EBEN S. POOR. 
 HARTLY WILLIAMS. 
 
 ASA MILLET. 
 
 Ordered , That the treasurer and receiver-general be instructed to 
 assign .to the European and North American Railway Company, the 
 bonds of the State of Maine, now unpaid, which are held by the Com- 
 monwealth, for lands sold to the State of Maine, in the year eighteen 
 hundred and fifty-three, whenever the said railway company shall pay 
 into th^ treasury the amount of said bonds with interest thereon. 
 
 Order adopted December 13th, 1865. 
 
 OLIVER WARNER, Secretary. 
 
 STATEMENT OF FACTS, 
 
 Submitted by the European and North American Railway Company of 
 Maine , to the Committee of the Council of the Commonwealth of 
 Massachusetts , in support of their application of July 29th, 1865. 
 
 The charter, by-laws, and other papers of the European and North 
 American Railroad Company, showing its legal organization, have been 
 submitted to the law officer of the State of Maine ; and his certificate 
 shows that said railway company has a legal existence, with ample 
 chartered powers to construct and maintain a line of railway, from the 
 city of Bangor to the boundary of Maine, in the direction of the city of 
 St. John, New Brunswick, with the right to purchase the entire chain 
 of railroads between Halifax and Portland ; to construct various 
 branches, add a branch line from their main line to the St. John River 
 at the north-eastern frontier of the United States. 
 
 The said railway company, in addition to these ample chartered 
 rights, has acquired the road-bed, right of way, and all the property of 
 the Penobscot Railroad Company, extending from Bangor to Milford, a 
 distance of 13.60 miles — on which line the sum of three hundred and 
 twenty-eight thousand dollars ($328,000) had been expended prior to 
 1860 ; it has also the rights and property, road-bed and right of way, of 
 the Oldtown and Lincoln Railroad Company, extending from Milford 
 
38 
 
 MEMORIAL. 
 
 [Jan. 
 
 to Lincoln, a distance of thirty-two miles, on which line from Milford to 
 Lincoln there had been expended a large amount prior to 1860, esti- 
 mated at not less than fifty thousand dollars ($50,000.) Copies of the 
 conveyances from these corporations to the European and North Ameri- 
 can Railway Company, are submitted as evidence among the other 
 papers in the case. 
 
 It appears, also, that authority for these purchases had been granted 
 by the legislature of Maine. The city of Bangor, also, in 1864, 
 granted a loan of its credit to the amount of five hundred thousand dol- 
 lars, ($500,000,) to aid the construction of this railway, taking a first 
 lien on the road to Lincoln only, as its security, in accordance with the 
 provisions of an Act to this effect of the Legislature of Maine. 
 
 The State of Maine, by the Act approved March 24th, 1864, donated 
 to this company all its claims on the general government, which 
 accrued prior to 1860, in payment of which an able committee of Con- 
 gress has twice reported a Bill granting ten thousand dollars ($10,000,) 
 per mile, to aid the construction of this railroad, not to exceed two 
 hundred and thirty miles in all of main line and branches. 
 
 The State of Maine, by the Act aforesaid, further granted the timber 
 on ten townships of its public lands, to aid the construction of said road ; 
 and further granted all its public lands on the waters of the Penobscot 
 and St. John Rivers, amounting to 794,300 acres for the main line, in 
 case this Commonwealth should grant its claims held jointly with Maine 
 against the general government, to aid its construction, and discharge 
 the debt of two hundred thousand dollars, ($200,000,) due from the 
 State of Maine on account of the land purchase of 1853, and 78,000 
 acres applicable to the Piscataqua branch to the Brownsville slate 
 quarries. 
 
 These liberal grants on the part of the State of Maine, established 
 confidence in the enterprise. The committee of the legislature of 
 Maine in reporting the Act in question, said : “ This line of railway is 
 the greatest possible enterprise for Maine. It will commercially unite 
 the lower Provinces with the United States and Canada, and attract 
 across the breadth of our great State that stream of European travel 
 and traffic that, once set in motion, shall forever increase in volume and 
 value.” 
 
 In another portion of their report, this committee say : “ Maine must 
 herself be ready to do all that is possible towards securing such a 
 result.” “We recommend the grant of all the aid the State can rea- 
 sonably apply to this object.” 
 
 The legislature of Maine regarded the debt due to Massachusetts in 
 the nature of an equitable lien, or mortgage, on the public domain, and 
 granted all her interests in the public lands, and her claims against the 
 
1866.] 
 
 SENATE— No. 9. 
 
 89 
 
 United States, on condition of a discharge by the railway company of 
 this debt. These various grants are estimated at over three million 
 dollars, ($3,000,000,) in value by the company, to be applied to the 
 building of the road and its branch lines. 
 
 The legislature of Maine of 1864, made an earnest appeal to the 
 general court of the Commonwealth, for aid to said enterprise, for 
 reasons set forth in their Resolutions. 
 
 The Act of the legislature of May 16th, 1865, to aid the construc- 
 tion of the European and North American Railway, is the response of 
 Massachusetts to that appeal — an unconditional grant of all her inter- 
 est in these joint claims on the United States. Congress will, no doubt, 
 increase its grant to this railway company, in consideration of the 
 grant to it from the Commonwealth. 
 
 Since the passage of the Act of May 16th, 1865, the railway com- 
 pany has proceeded with energy in its work, entered into contract under 
 date of June 21st, 1865, with the railway company of New Bruns- 
 wick, authorized to extend its line from the city of St. John westward 
 to the boundary of Maine ; for the building of the line from Bangor to 
 St. John as one enterprise, at the joint expense of the two companies— 
 the means, it is understood, are provided for the completion of the line 
 from the city of St. John to the boundary of Maine — a distance of 
 eighty-six miles. A copy of this agreement of union is submitted, to be 
 placed on file as a portion of the evidence in this case. 
 
 All the railroads, from Bangor westward to Boston and New York, 
 and the Grand Trunk Railway of Canada, are interested in the comple- 
 tion of this line from Bangor to St. John. 
 
 The means already secured for the construction of this line in Maine, 
 amounting to one hundred and eight miles, are as follows : — 
 
 Work expended $378,000, costing the company only . 
 Stock to be raised in Maine, . . . . . 
 
 Bangor loan, ........ 
 
 Land bonds, $1,000,000 00 
 
 Less Massachusetts debt, . . . 200,000 00 
 
 United States Guarantee bonds, . . . . . 
 
 Massachusetts claims on United States Government, 
 
 $200,000 00 
 500,000 00 
 500,000 00 
 
 800,000 00 
 
 1,080,000 00 
 
 The necessary legal steps have been taken, and votes have been 
 passed to perfect the several mortgage securities. It is proposed to 
 place in the hands of three trustees, viz. : — Franklin Haven, Hannibal 
 Hamlin, and Henry Y. Poor — the entire body of lands conveyed to the 
 company by the State of Maine, as additional collateral security, for 
 
40 
 
 MEMORIAL. 
 
 [Jan. 
 
 the payment of the interest and the redemption of the principal of this 
 one million dollars, ($1,000,000,) of land bonds, which are also secured 
 by a first mortgage on the entire line of the railway from Bangor to 
 the boundary of New Brunswick, save only the prior lien of the City 
 of Bangor on the road from Bangor to Lincoln, 45.60 miles. 
 
 The second mortgage of the main line and its several branches for the 
 sum of two million three hundred thousand dollars, ($2,300,000,) is 
 designed to represent the amount proposed by the House Committee of 
 Congress, to be paid to the railway company as the assignee of the 
 State of Maine toward aiding the construction of the railroad. By the 
 payment of this debt of Maine, the United States is enabled to aid and 
 secure probably thereby the most important military work of the coun- 
 try, without encountering any of the constitutional objections that arise 
 to the grant of aid to railways directly by the general government. 
 By this prudential and precautionary step — placing the entire amount of 
 the claims of Maine in the hands of trustees, so that the proceeds can 
 never be diverted from their legitimate purpose, Congress will, as we 
 believe, the more readily recognize the obligation of paying an admitted 
 debt. 
 
 On the payment of this debt by Congress, the company will at once 
 discharge that mortgage, so that the whole payment will enure to the 
 benefit of the first mortgage bond-holders. The $1,000,000 which is 
 believed may be obtained on the Massachusetts claims assigned to the 
 company by the Act of May 16th, 1865, will in like manner further 
 strengthen this mortgage. 
 
 It will be regarded as a wise precaution that all the moneys to be 
 received from the sales of timber, and lands, and bonds, and from the 
 claims on the United States are secured to the building of this railway 
 in the hands of trustees. 
 
 As the proceeds of all sales of timber and lands are set apart and 
 secured, first for the payment of the interest, and after that of the prin- 
 cipal of the one million dollars ($1,000,000) of land bonds, we 
 cannot fail to recognize the fact that these bonds are doubly secured, nor 
 can we entertain a doubt, that the line of railway from Bangor to St. 
 John, will develop a business so as to become a paying one, in a few 
 years after it is opened through, and that, until the business of the line 
 is developed, the interest on the million land bonds will easily be paid, 
 from the proceeds of sales of the lands and timber, if not in fact, the 
 entire amount of principal and interest. 
 
 Sales of land and timber will only be required to the amount of 
 annual interest due on bonds issued. Beyond the two hundred thousand 
 ($200,000) of* these bonds purchased for the Massachusetts School 
 Fund, they will be retained in the hands of the trustees and only 
 
1866.] 
 
 SENATE— No. 9. 
 
 41 
 
 gradually put into the market and sold, as the work of constructing the 
 railway is proceeded with. 
 
 The withdrawal of the State lands of Maine from the market by this 
 transfer of them to the railway company, will enhance the price of all 
 timber and lands of individual proprietors in that State. Experience has 
 shown that the timber lands of Maine increase in value from year to 
 year, even when an amount of stumpage is annually taken off them 
 equal to the interest on their market value. 
 
 Maine, some fifteen years ago, adopted a liberal policy in reference to 
 the settlement of its public lands, and there is still left a portion, if not a 
 very large quantity of farming lands, now open to settlement under 
 existing laws, which will induce further immigration into Aroostook, as 
 soon as the railway shall be found moving in that direction. In addition 
 to the 108 miles of main line to the boundary in the direction of St. 
 John city, tfie railway company have authority for, and contemplate a 
 branch line to the Aroostook and Upper St. John, a distance of more 
 than one hundred miles from the main line, in the Valley of the Matta- 
 wamkeag. 
 
 The value of a trunk line of railway to St. John in extension of, and 
 in connection with existing lines from Boston to Halifax is no longer a 
 matter of question or doubt. The public voice and the public interest 
 unite in demanding its early construction. Everything favors the 
 immediate commencement and rapid prosecution of the enterprise to 
 final completion. Maine and Massachusetts are again working in har- 
 mony, in efforts to build up and develop that region of “ The Eastern 
 Lands,” which friendly co-operation formerly so important to the settle- 
 ment of that country was, for a time, interrupted by the adoption of the 
 policy of “ timber licenses,” by Massachusetts. These matters were 
 heard before the railway committee and the legislature at the late 
 session. That committee unanimously reported a Bill, granting a loan 
 of the State credit. It failed to pass, with that feature in the Bill, from 
 the fact that the strength of the railway company was not sufficiently 
 established. The project itself had the support of the leading capitalists 
 and business men of Boston, and the unanimous endorsement of its 
 Board of Trade. 
 
 The friends of this International Railway, believe that no railway of 
 equal length upon the continent holds out surer inducements for the 
 investment of capital than this one from Boston to Halifax, from the 
 favorable character of its line, the agricultural, mineral, and commercial 
 resources and manufacturing facilities on its route. All readily admit 
 its necessity as a means of social progress, by the facilities it will afford 
 for an increased transatlantic travel, as well as a means of material 
 development to New England and her Provincial neighbors. 
 
 6 
 
42 
 
 MEMORIAL. 
 
 [Jan. ’66. 
 
 From Boston to St. John by railway will be 444 miles, and to Halifax 
 706 miles. Of this distance 401 miles are now in operation, leaving 
 306 miles of unfinished line ; 196 miles of it between Bangor and St. 
 John, and 109 miles from Moncton to Truro, between St. John and 
 Halifax. 
 
 The Province of Nova Scotia voted an annual subsidy, in the form of 
 a four per cent, interest on a cost of forty thousand dollars ($40,000) 
 per mile, for twenty years on the line in that Province. New Brunswick 
 donates ten thousand dollars ($10,000) per mile for her portion of the 
 line, which is an outright gift to the party constructing it. 
 
 For that portion of the line between Bangor and St. John a contract 
 with responsible parties has been made, on conditions that promise its 
 completion within four years. An offer to complete the section from 
 Moncton to Truro was made by the International Contract Company of 
 Great Britain, and the respective heads of the two Provincial Govern- 
 ments proceeded to England in June last, secured the consummation of 
 the contract, so that the completion of the line to Halifax may be looked 
 for within the next four years. 
 
 We deem it unnecessary to enlarge upon the importance of this work 
 to Massachusetts and to Boston, as the facts and reasonings presented 
 to the legislature in the memorial of the railway company, covering 
 the whole ground are familiar to all. 
 
 The large expenditures toward the construction of this line by the 
 people of Bangor and the Penobscot Valley, before it assumed its 
 present proportions, show how fully they appreciate the importance of 
 this railroad ; and though a loss to individual contributors was incurred, 
 the expense itself was not lost to the enterprise. Their interest in the 
 railroad still continues, and the railway company proceed, upon the 
 assurance that a half million of dollars of local subscription is yet to be 
 made to it, before the work of construction is acted upon. 
 
 By order of the Directors. 
 
 JOHN A POOR, 
 
 President E. N. A. R. Co. of Maine . 
 
 Bangor, July 29th, 1865.