id="ADVANTAGES_OF_BOSTON_AND_NEW_YORK"/> THE RELATIVE ADVANTAGES OF BOSTON AND NEW YORK.

The great advantages of New York arise from the fact that it is a great emporium of exportation and importation. A very large proportion of the exports of the country have been made from New York. She has gained control of the export trade—and the export trade governs the import trade. Ships go where they can find a return cargo, and merchants follow their goods. The possession of the great bulk of the export trade, has given to New York the great bulk of importations, and equally the control of the domestic trade. How can we, in Boston and Massachusetts, get our fair share of the importing and domestic trade of the country? There is but one way—by reducing the transportation tax. In many respects Boston has great advantages for the export trade. The chief exports of the country are to Europe. We are two hundred miles nearer Europe than any of the other of the great seaboard cities. We have a harbor unrivaled on the American coast for easy entrance—for depth of water—for protection from storms.

Its great water-front, at which vessels of burden may lie to an extent (as is stated by the Harbor Commissioners) of fifty miles—every foot of which is, or may be directly connected with our railroads. There is not a wharf along the whole circuit which may not, without great expense, be made available for the export of the productions of the country, brought by the railroad car to the side of the ship, which shall convey it to the freight market. If we can secure to Boston a fair share of the export trade of the country, the import and domestic trade will follow, and we ensure the building of a city within the limits of my friend's annexation project, that will equal the greatest city of the continent.

THE EFFECT ON THE STATE OF MAKING BOSTON AN EXPORTING CITY.

It is hardly necessary to allude to the close connection which Boston holds to Massachusetts. One-third of the population of the State and one-half its valuation are combined within a circle of five miles from this building. The prosperity of Boston is inseparable from the prosperity of Massachusetts. The recent calamity of Boston was felt throughout the limits of the State. But the great benefit to the State from making Boston an exporting city is not the prosperity of the city itself. It grows out of the condition which alone can make Boston a city of export for the productions of the country.

This can only result from a reduction in the transportation tax which will make such productions relatively cheaper in Boston than in New York. In the profits of such a result the remotest corner of the State will directly share. Transportation cannot be reduced to Boston without a corresponding reduction upon every line of railroad leading to or from this city. It was with a hope of such a result that the State entered upon the project of building the Hoosac Tunnel, and it rests with us to say, now that this great enterprise is so near completion, whether this hope can be realized.

THE HOOSAC TUNNEL.

It is needless to explain at any length what the Hoosac Tunnel is. There can be no member of this board who does not know that we in Massachusetts are separated from the West by a mountain barrier extending from near Long Island Sound to near the Canada line. This barrier must be passed to bring us into connection with the West.

It has been turned on the north by the Vermont Central, on the south by the Hartford and Erie. It has been passed over steep grades by the Boston and Albany. At North Adams it is compressed into narrow limits in the Hoosac Mountain, and the bold conception was formed to pierce directly through it at this point. First, the effort was made to accomplish the great undertaking by private capital, aided by a state loan. The difficulties were underrated and the plan failed. Finally, the State assumed the enterprise and has since, with varying fortunes but unfaltering energy, prosecuted it to a successful result. Within the current year there can be little doubt of the completion of the work. The Tunnel will be opened for traffic and a new line formed between Boston and the West, shorter by eleven miles than any existing route; with easy grades, which, making the usual allowance for the obstruction caused by heavy grades to railroad traffic—will render it constructively shorter than any route by at least twenty miles, or ten per cent., between Boston and Albany.

Its cost to the State, including the Troy and Greenfield Railroad, will be at least twelve millions, raised by loans, on which the interest is paid by taxation. Since the plan of the Tunnel was formed new lines of road have been projected and built, connecting it with every part of the State, and there is scarcely a town from Berkshire to Provincetown, which does not to-day stand in position to reap its share of the benefit expected to follow the completion of this great public enterprise.

Having expended so large a sum on the Tunnel, the question arises, How shall we use it to derive the greatest good to the whole people? The State now holds, as owner substantially, the Troy and Greenfield Railroad and the Tunnel, at a cost of about twelve millions. Its value depends wholly upon the future development of business, but its relations are such to other railroad interests, that I have no doubt that, if the State desires to sell the Tunnel, notwithstanding its great cost, negotiations could be made to dispose of it at a price that would return to the State the moneys expended, but it would be at the risk of sacrificing the prosperity of its own industrial interests. There are various and conflicting opinions expressed in regard to the business that may be done. Some parties who appeared before the committee declared that the completion of the Tunnel could only be compared to the removal of a dam, to be followed by a flood of business beyond our power to properly care for; while others were equally confident that the traffic now flowing through other channels would be diverted to the new one only through the influence of time and energetic labor. All, however, agreed in the opinion that, under proper management it was destined to become, at no very distant day, perhaps, the great avenue for trade between the East and West. The eagerness with which various railroad corporations seek its control by "ways and means," if honest, should be convincing proof of the great importance of the Tunnel to the public, and if not honest, it should merit the condemnation of every honest man in the community.

POSITION OF THE COMMITTEE.

On certain points the committee were unanimous. First: That the State should own and control the Tunnel in such manner as to secure to the whole State the ultimate benefit to be derived from its construction, and to secure to all persons and corporations seeking to use it, equal rights. Second: That to attain the highest benefit to be derived from this new line, a corporation strong enough to provide sufficient equipment and terminal facilities should be formed, able to command connections with roads outside of the State and to compete with a fair share of success with the existing corporations. How best to attain these ends with a view to cheapness of transportation and efficiency of action the members of the committee differ. The majority reported a bill providing for the consolidation of the Boston and Lowell Railroad Company, the Fitchburg Railroad Company, the Vermont and Massachusetts