New England has a railroad mileage greater in proportion to its population and area than any section of the United States. Indeed, it is greater than that of any European country. In 1895, there were 11.77 miles of railroad for each one hundred square miles of territory, and 14.11 miles for each ten thousand inhabitants, the proportion in Massachusetts rising to 26.35 miles for each one hundred square miles. The same year, the number of employés engaged in railway traffic in New England was 60,593. On January 1, 1840, New England had only 426 miles of railway. January 1, 1895, it had 7,398 miles of road, which reported gross earnings of $82,845,401, and 116,069,178 passengers transported during the previous year. The significance of these facts is apparent to the casual traveller through New England as well as to the economist. Nerves of steel and iron have bound urban and rural populations together, made the cities and towns accessible to the inland trader, farmer, and producer, and the country districts accessible to the wares of the merchant and manufacturer, and to the lover of nature. Suburban residence for the urban toiler has been made possible and cheap, while New England, as a whole, has been transformed from an agricultural and seafaring section to one with great and most varied manufacturing interests. Boston has come to be next to the largest centre for exports in the country, and the commercial and industrial as well as the intellectual capital of New England. From the standpoint of æsthetics, the railroad station in the average New England town is a monstrosity, although in all fairness it should be said that within a decade there has been a notable improvement in this respect. But from the standpoint of economics and social science, the railway station is subordinate only to the church and the school in its service to society; and the degree of civilization in any community may be accurately computed by the volume and variety of the traffic done with its station agents. If one is desirous of studying the New England town, let him frequent the platforms of the railroad station and the freight-house, ascertain how large a proportion of its inhabitants leave town daily to do business in the adjacent city, how many travel even farther in pursuit of pleasure or on business, how many depart on outings that imply thrift and a desire for recreation and rest. Let him study the bulk of the raw material as it comes from the wool-markets of Europe and America, from the cotton fields of the South, and from the mines of Alabama, Pennsylvania, and Minnesota, and then inspect it as it goes forth again, converted into manifold forms of useful tools, machinery, fabrics, etc., and he will not lack for data respecting the status of the community. If he finds that pianos, organs, books, pictures, the latest devices of sanitary science, bicycles, etc., are arriving, he may justly infer that the inhabitants are in touch with the