398 STATE HORTICULTURAL SOCIETY. 



average, it follows tliat there sboiild be somewhere about 2,500 acres in forest 

 for the maintenance of every hundred miles of track. This is equivalent to 

 a belt of woodland 12^ rods wide along the road, or about three times the width 

 of the right of way. 



On account of protection from cattle and fire, it were better that the planta- 

 tions be in i^arcels. We assume that land for this use can be bought for $20 

 an acre, and at this rate it will need the investment of $500 in land for every 

 mile of track to maintain a perpetual supply of ties for its use. This is the 

 fixed capital in land, without including the cost of planting and management, 

 nor of cutting and delivery. It would undoubtedly be a wise and proper 

 investment of money on the part of railroad companies, by thus rendering 

 themselves independent for the supply of a material as necessary for their use 

 as iron itself. There will arise, and perhaps may now be found, a class of men 

 who would undertake by contract thf> planting and care of such woodlands, 

 and this would doubtless prove the most economical mode of management. 



There are other important motives for planting by railroads that we may 

 next notice. The consolidation of embankments, and the fastening of the soil 

 upon slopes that overhang the track, can be done in no way so effectually as 

 by the roots of trees and bushes, and for this use those that have tracing 

 roots, and that are continually sending up sprouts at a distance from the par- 

 ent tree acquire great value, while they could scarcely be tolerated near culti- 

 vated grounds. The erosion of banks by streams can best be corrected by the 

 planting of alders and willows, and the ravines that are so sure to form in light 

 soils, upon steep banks, from rains, are effectually prevented, even by a dense 

 growth of bushes, but better by forest trees. 



There are other cases in which judicious planting may prove of inestimable 

 advantage, as well to railroads as to common highways, in preventing drifting 

 snows. In our Northern States and in Canada this becomes in winter a matter 

 of great anxiety to the traveler, and oJ'ten of vast expense to railroad com- 

 panies. It may in every instance be alleviated or wholly prevented by judicious 

 planting, especially on the side of the prevailing winds. A single row ol deciduous 

 trees will scarcely produce any effect ; there should be at least half-a-dozen rows, 

 and in the more exposed places twice this number, set as closely as may be 

 conveniently grown, to secure full immunity for this cause. A double row of 

 evergreens will generally serve the purpose, but it would still be well in a bleak 

 exposure to have a narrow belt of woodland on the outside to break the force 

 of the storm, and protect the plantation from injury. 



So important has this subject been proved to be, that the Northern Pacific 

 Railroad in Minnesota and Dakota has undertaken to protect its line at all 

 the cuttings and exposed places for the whole of the distance or as far as it is 

 possible to make tre^rs survive, and with the view ot continuing these planta- 

 tions at places where it is less necessary for the general benefits to be derived 

 from their presence. 



Several other railroad companies in the northern and western States have 

 given attention to planting, in some cases for shelter against drifting snows, 

 and in others for the encouragement of settlement, by proving the capacity of 

 the country for the growth of forest trees, in treeless regions on the prairies and 

 the plains. 



