108 STATE BOAED OF AGRICULTUKE, 



are of immense importance, and have done onr country an incalculable amount 

 of good ; but is it not possible, with our great desire for railroads, to entirely 

 lose siglit of the more important interest? Eailroads are expensive, and we can 

 afford to place them only on our most important thoroughfares. Common 

 roads alone must be relied on for all ordinary business matters. No man is 

 content until a road passes near his door, though the majority are contented 

 with a very poor road. So far as the quantity of road is concerned, the people 

 are generally very alert, but the consideration of the quality is frequently en- 

 tirely neglected, 



AYitli our railroads we have reached a high degree of perfection : we have 

 reached a point far ahead of even the conception of the jiossible 50 years ago. 

 In 1825, Wood, in an article on railroads, says: "Nothing can do more harm 

 to the adoption of railroads than the promulgation of such nonsense as that we 

 shall see locomotive engines traveling at the rate of 12, IG, 18, and 20 miles 

 per hour.' ' Yet you all know how it is now. Even 20 years ago, Ritchie in 

 an article on railroads, states that an express train on the Great Western Rail- 

 way (England), drawing 59 tons, has traveled for three hours at the rate of 63 

 miles per hour." And to-day no place of great importance is vdthout its rail- 

 road. Mile upon mile has been crowded into existence, until our country pos- 

 sesses at least 00,000 miles, — enough to double track the whole globe at the 

 equator and give 10,000 miles for other purposes. We have carried railroad- 

 ing to such an extent that instead of keeping our railroads within the pale of 

 civilization, we have pushed them far beyond the borders of the settled country, 

 miles and miles into the unbroken wilds. 



A few years ago travellers on the plains used to tell us that the vicinity of a 

 settlement was unmistakably shown by the presence of what was then known as 

 the "signs of civilization," viz., the whisky-bottle and newspaper. It is differ- 

 ent now, though it is doubtful if tlie influence of either the bottle or the news- 

 jjaper has in any way been lessened, but the railroad has outstripped them both, 

 and stands with iron rails and telegraj^h lines, a silent sentinel, far beyond the 

 borders of civilization, yet ever pointing to the region of intelligence from 

 whence it came. 



So much we can say for our railroads. How much can we say for our com- 

 mon roads? 



It is true they outnumber the railroads, and exceed them, in length. But they 

 fall so far below them in quality and in excellence that there are but few miles 

 of really good road in this State. This difference between the comi:)arative 

 merits of railroads and common roads is readily explained when we notice the 

 different methods of building and keeping in order. 



Erom first to last the railroad is the development of a systematic 2>lan, the 

 workings of which is shown not only in its location and construction, but also 

 in the constant labor which keeps it in working order. What would you think 

 the condition of a railroad would be which employed no trackmen, but kej^t the 

 track in order by annually making a "bee," and throwing the whole force of 

 employes to "fixing track" for a few days? Such a road Avould be in a bad 

 condition, — probably like some of the southern roads who advertise "two tiips 

 weekly." That is, they go up one week and try to get back the next. 



Such a system would make every railroad in our country a failure at once. 

 It is absurd to even think of applying such a system to railroading ; yet it is the 

 only system we have in this State for mending common roads, and they are cer- 

 tainly more essential to the welfare of our people. 



