and I have endeavored to give it. I have brought the facts, carefully assured, to show that there is a good way for a good road, and a good country to sustain people to protect and support it- and law and gov ernment to guard it and settlements nearly all the way already begun, and to multiply with magic rapidity. Then let us begin — take the first step, which is always the most difficult. My plan is, to get this substitute bill passed, which Congress may pass without constitutional scruple, confined as it is to territorial domain, giving to the citizens whose names it contains, their successors, associates, and assigns, a right of way in one mile wide through the public lands in Kanzas and Utah, on each side of the road, and a year's delay to obtain that practical information which business men must always have before they undertake any great enterprise-building the road at their own expense, and without other aid from the federal government than that of its custom, paying for its accommodation by an arrangement not yet matured. I repeat, I am willing to vote the same privilege to any other company, but have no idea of squandering the public lands upon speculators, either to make a bubble stock upon the exchange of New York and London, or to build a private road for themselves at the national expense, and then tax the nation for travelling upon it.

I do not expatiate upon the home advantages of a railway to the Pacific; it has become a necessity, the urgency of which is universally admitted. I enforce another advantage, not so immediate, but obvious to the thinking mind, and important to America, Europe, and Asia; and which, in changing a channel of rich commerce, may have its effect upon the wealth and power of nations, and operate a change in the maritime branch of national wars: I allude to the East India trade, (already incidentally touched upon,) and the change of its channel from the water to the land; and the effect of that change in nullifying the maritime supremacy of naval powers by making continents, instead of oceans, the great theatres of international commerce. No events in the history of nations have had a greater effect on the relative wealth and power of nations, than the changes which have been going on for near 3000 years in the channels of Asiatic commerce. During that time nations have risen and fallen, as they possessed or lost that commerce. Events announce the forthcoming of a new change. The land becoming a facility and the ocean an obstacle to foreign trade, must have an effect upon Europe conterminous upon Asia, and upon America separated from it by a western sea over which no European power can dominate. I confine myself to the American branch of the question, and glance at the past to get an insight into the future. I look to former channels of this Asiatic commerce - their changes the effects of the changes and infer from what has been, what may be from what is, to what will be.

um.

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I. The Phoenician Route.-Tyre, queen of cities, was its first emporiThe commerce of the East centred there before the captivity of the Jews in Babylon, upwards of 600 years before the coming of Christ. Nebuchadnezzar, King of Babylon, conquered Tyre and razed it to its foundations: but he was no statesman — merely a destroyer - and did not found a rival city; and the continuance of the India trade quickly restored the queen of cities to all her former degrees of preeminence and power. Alexander the Great conquered her again. He was a statesman, and knew how to build up, as well as how to pull down, and looked to

commerce for exalting and enriching that magnificent empire which his war genius was conquering. He founded a rival city on the coast of Egypt, better adapted to the trade; and the prophecy of Ezekiel became fulfilled on Tyre! She became a place for fishermen to dry their nets. II. The Jewish Route. — In the time of Solomon and David, the Jews succeeded to the East India trade, made it a leading subject of their policy, and became rich and powerful upon it. Jerusalem rivalled Nineveh and Babylon; and Palmyra, a mere thoroughfare in their trade, in the midst of a desert, became the seat of power and opulence, of Oriental magnificence, and the centre of the arts and sciences. The Jews lost that trade, and Jerusalem became as a widow in the wilderness, and Palmyra a den for foxes and Arabs.

up that

III. The Alexandrian Route. This was opened by Alexander the Great its course along the canal of Alexandria to the Nile river to Coptus-thence across the desert with camels to the Red Sea and down that sea to the neighboring coasts of Asia and Africa route chosen with so much judgment that it made Alexandria and Egypt the seats of wealth, power, learning, the arts and sciences; and continued to be the channel of trade for a period of 1800 yearsfrom 300 years before Christ to the close of the fifteenth century when the Portuguese discovery of the passage by the Cape of Good Hope annihilated the Egyptian route, and transferred to Lisbon the glories of Alexandria. But not without a great contest. Solyman the Magnificent, then Sultan of the Turkish empire, fought the Portuguese for the dominion of routes - carried on long and bloody wars to break up the Cape of Good Hope route, assisted by the Venetians, because of their interest in the Egyptian route, and menacing Christendom (this alliance of Christian and Saracen against Christians, according to the Abbé Raynal, indorsed by the philosophic historian Robertson) with the "most illiberal and humiliating servitude that ever oppressed polished nations." From this calamity Christendom was saved by the valor of the Portuguese, and the talents of their renowned commander, Albuquerque; but the contest shows the value which all nations placed on the possession of this trade; and the reversed conditions of Alexandria and Lisbon—of Egypt and Portugal - upon the defeat of the Turks and Venetians, shows that that value was not over-estimated.

IV. The Constantinopolitan Route. - This became fully established in the time of the Greek empire, and during the 200 years of the Crusade irruptions; and to which the enlightened part of the Crusaders greatly contributed. For, while a religious frenzy operated upon the masses, the extension of their trade with India was the systematic, persevering, and successful policy of all liberal and enlightened minds, availing themselves of that frenzy to promote and establish the commerce upon the possession of which the supremacy of nations depended. It was fully established; and the long and tedious transit across the Black Sea to the mouth of the Phases, up that river to a portage of five days to the Cyrus, down that river to the Caspian Sea, across it to the mouth of the Oxus, up it 900 miles to Samarcand, (once Alexandria,) the limit of Alexander's march to the north-east; and after this long travel, an overland journey of 90 days on the Bactrian camel, to the confines of China, commenced. Such was this extended route. Yet it was upon this route, so extended and perilous, that Europe was supplied with East India goods for several

centuries the profits of the trade being so great that after its arrival at Constantinople, it could still come on to Italy, and even round to Bruges (Brussels) and to Antwerp. It was upon this route that the Genoese established their great commerce, gaining permanent establishments, with great privileges, at Constantinople, (its suburb Pera,) and in that Crimea, then resplendent with wealth, since impoverished, now the scene of bloody strife; and of which the issue would be fortunate, if it restored the Crimea to what it was when Caffa was as celebrated as Sebastopol is now, and celebrated for streams of commerce instead of streams of blood. But to this route of Constantinople the Cape of Good Hope passage became as fatal as it was to that of Alexandria.

V. The Ocean Route. It has been the line of the East India trade since the close of the fifteenth century, and must have continued to be so forever, if a marvel had not been wrought, and the land become the facility the ocean the obstacle to commerce. All the powers that have land for distant communications must now betake themselves to the steam car. Why contend with ships for the dominion of the sea, when both the ships and the sea are to be superseded? Take the case of Russia. She has been 150 years building up a navy — to become useless the first day it was wanted. Not only useless, but an encumbrance and a burden requiring impregnable forts, and vast armies, and murderous battles to protect and to save it save it from going to swell the enemy's fleet, and be turned against its builders. Why build any more ships when there is the land to carry commerce, without protection, to every part of Europe, and to Asia, and to America, (by Behring's Straits,) rendering fleets inoperative and harmless? But I confine myself to our own commerce and our own land. There is the road to India, (pointing west,) half the way upon our own land, and the rest on a peaceable sea, washing our shores, but separated from Europe by the whole diameter of the earth. Can we not cease wrangling over an odious subject of domestic contention, and go to work upon the road which is to exalt us to the highest rank among nations, and make us mistress of the richest gem in the diadem of commerce? Can we not cease contention, and seize the supreme prize which lies glittering before us? Make the road! and in its making, make our America the thoroughfare of Oriental commerce- throw back the Cape and the Horn routes to what Tyre became when Alexandria was founded, and what Alexandria became when the Cape of Good Hope was doubled - making Europe submissive and tributary to us for a transit upon our route, and dispensing us from the maintenance of the fleets which the ocean commerce demands for its protection?

Pass the substitute which I propose, and you have the opinion of men whose names are in it, and whose opinions are worth attention, that these great and glorious consequences will ensue.

ROUTES TO THE WEST

FOR THE EMIGRANT AND THE TOURIST.

GREAT WESTERN RAILROAD ROUTE.

AMONG the different routes from Boston to the Western States, the shortest, most direct, and popular railroad route is via Worcester, Springfield, Albany, and Rochester. At Rochester is a diverging point, one going via Buffalo and along the southern shore of Lake Erie to Cleveland, where there are numerous railroads running into the interior of the States of Ohio and Indiana. Also, a route extending on from Cleveland to Toledo, and thence over the Michigan, Southern, and Northern Indiana Railroads to Chicago, where it connects with the different railroads running into Illinois and Iowa. The other route goes from Rochester to Suspension Bridge, and thence by the Great Western Railway to Detroit, thence via the Michigan Central Railroad to Chicago, where it connects with railroads running to Galena, Dubuque, Rock Island, Burlington, Peoria, Springfield, and St. Louis.

There is but little difference in these two routes in point of time, although the one via Suspension Bridge and Detroit is a few miles the shortest. The price of tickets to Chicago, and points west of Chicago, are the same by either route.

Table of Distances from Boston to the various Points in the Great West, via Worcester, and Western, and New York Central Railroads.

Via Worcester, and Western, and New York Central Railroad.

Distance from Boston to Albany,...

200

Distance from Boston to Cleveland,..

Cleveland to Cincinnati via Columbus,.

Table showing the comparative Distance from Boston to Buffalo between the different Routes.

From Boston to Buffalo via Wor., and Western, and N. Y. C. RR. 500 "Fitchburg and Rutland,.. 568

66

66

66 64

"New York and N. Y. & Erie RR.... 654

Thus it will be seen that the route via Worcester, and Western, and New York Central Railroads is sixty-eight miles shorter than that via Fitchburg and Rutland, and one hundred and fifty-four miles shorter than via New York City.

By the Worcester and Western route, baggage is checked through from Boston to Buffalo or Suspension Bridge, thus saving the passenger trouble and expense, and is not checked through to those points by any other

route.

The running time is so arranged as to form a continuous line, and the usual time from Boston to Chicago is forty-eight hours; from Boston to Cincinnati thirty-six hours.

This is the only line in Boston via Worcester and Western Railroad where passengers can have their choice of all the lines west of Albany and Buffalo. Through tickets for sale at 19 State Street, or Ticket Office Boston and Worcester Railroad, Albany Street.

These rates are subject to changes. We give them merely to present some idea of the expense.

ROUTE TO THE WEST VIA FITCHBURG, CHESHIRE, RUTLAND AND BURLINGTON RAILROADS.

From Boston to Fitchburg via Fitchburg Railroad, from Fitchburg to Bellows Falls via Cheshire Railroad, from Bellows Falls to Rutland via Rutland and Burlington Railroad, thence to connect with New York Central Railroad from Rutland to Schenectady via Saratoga, or to Troy, New York, via North Bennington, or to Albany via Eagle Bridge, and from Schenectady, Troy, or Albany, west, via New York Central Railroad, or from Bellows Falls to Burlington via Rutland and Burlington or Vermont Central Railroad, thence to Ogdensburg and west. The prices of tickets west, as well as freight, are as low as by any other route. The present prices to Albany are, for freight, 1st class 35c., 2d class 30c., and 3d class 25c. per 100 pounds; and for tickets, 1st class $5.00, emigrant $3.00. The prices west are subject to changes by various routes, classes, &c., and cannot be given for any definite period.

The price of tickets from Albany to Suspension Bridge or Buffalo is, 1st class $6.00, emigrant $3.00.

ROUTE FROM NEW YORK TO ST. LOUIS.

From New York via the Hudson River Railroad to Albany, Central