be more than two hundred and twenty million dollars. Passing the increased value of lands, look at the equally vital question of increased values of crops. Take first the crops that would be raised on lands not cultivated today but which would be cultivated in a day of good roads. Look at Virginia, where only one-third of the land is being cultivated; the value of crops which it is certain would ultimately be raised on land that is now unproductive would amount to at least sixty million dollars. The general passenger agent of the Oregon Railway and Navigation Company said recently that his lines were crying out for wheat to ship to China; "we have about reached the limit of our facilities; twelve or fifteen miles is the only distance farmers can afford to haul their wheat to us. Make it possible for them to haul it double that distance and you will double the business of our railway." And the business of local nature done by a railroad is a good criterion of the prosperity of the country in which it operates. Crops now raised on lands within reach of railways would of course be enhanced in value by good roads; more loads could be taken at less cost; weather interferences would not enter into the question. But of more moment perhaps than anything else, a vast amount of land thus placed within quick reach of our towns and cities would be given over to gardening for city markets, a line of agriculture immensely profitable, as city people well know. "The citizens of Birmingham," said the mayor of that city, "enjoy the benefits of fresh products raised on the farms along these [improved] roads. The dairymen, the truck farmers, and others ... are put in touch with our markets daily, thereby receiving the benefits of any advance in farm products."