USA > Massachusetts > Worcester County > Historical collections: containing I. The Reformation in France; the rise, progress and destruction of the Huguenot Church. Vol II > Part 35
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5
100×20
Union
N. Y. and Penn.,
108
2,500,000
23,150
32
4
76×9
Del. & Raritan feeder.
New Jersey, 66
43
2,844,103
66,150
75
7
100×24
Morris and Essex.
Del. & Maryland,
131
2,750,000
203,703
66
10
110×22
Chesapeake and Ohio.
Maryland, Ohio,
307
4,695,824
15,000
40
4
90×15
Miami.
178
3,750,000
21,067
Sandy and Beaver ...
Virginia,
147
5,020,050
34,150
40
60
4
Illinois and Michigan ...
Illinois,
102
8.654,337
84,846]
60
6
Total length and cost.
3,278|
$87,491,283
Many of these canals, like that of the Erie in New York, having been enlarged, both in capacity and cost, are now much greater than here appears.
CANALS. COMPARISON OF SEVERAL IMPORTANT CANALS NOW EXISTING.
Names of Canals.
Length.
Height of Locks.
No. of Locks.
Erie Canal,
363 miles.
693 feet.
84
Chesapeake and Ohio,
307
3,129
398
Schuylkill, -
108
610
129
Delaware and Hudson,
109
1,073
110
Rideau (Canada),
132
445
66
47
Welland,
41
330
37
Du Midi (France),
150
66
828
66
100
Burgundy,
141
1,585
66
191
Berry,
66
186
756
110
Rhone to the Rhine (France),
203
66
1,208
60
164
Nantes to Brest,
218
(4
1,711
288
North Holland,
50
66
Level.
2
London to Liverpool,
265
1,439
185
Liverpool and Leeds,
127
66
901
§ Not ascer- tained. 1
Caledonia,
25
188
..
28
5 90x11
Schuylkill.
108
2,500,176
3,100,000
39,693
32
4
100×24
Chesapeake & Delaware.
191
10,000,000
52,356
70
6
Ohio and Erie
76
1,500,000
19,722
90×15
100×15
Wabash and Erie ..
Indiana,
379
90
3,057,120
33,968
45
3
75x812
Delaware and Hudson .. enlarged
108
6,500,000
60,200
44
6 100×15
North Branch (exten.).
90
3,528,302
39,208
23,149
36
4
82
101
James River & Kanawha
Pennsylvania, 66
434
SOUTHBRIDGE.
The Suez canal is 100 miles in length from the Mediterra- nean to the Red sea; but a direct line is but about 70 miles ; over 60 miles of this canal runs through small lakes and swampy ground.
Its dimensions are 246 feet width at base, and twenty-six feet in depth of water ; the surface of water is 328 feet in width. The two principal ports are Port Said, at the entrance of the canal on the Mediterranean, and Suez, on the entrance into the Red sea. The length of sections are, to wit : Suez to Bitter lakes, about '15 miles ; thence through these lakes 25 miles ; thence through a ridge of highland to Ismailia, 10 miles, a town half way on the line, on Lake Timsah ; thenee through the highest elevation, by a cut of 150 feet, about 10 miles, to a range of flats and lakes that extend to Port Said, on the Mediterranean sea, a distance of about 40 miles.
The principal excavations are on a length of about thirty miles at three different points. The line of way, after making the three ents as aforesaid, was found to be nearly on a level from one sea to the other.
The whole cost of this ship canal is reported to be about $60,000,000.
This great work was commenced on the 1st of April, 1859, by the removal of the first earth, and the whole line completed for the grand opening celebration, which was commenced on the 17th of November, 1869. The order for celebrating the opening by passing vessels through the canal was by five divisions, in the following manner :
"First Division-Yachts of crowned heads, princes, and ambassadors.
"Second Division-Naval ships.
" Third Division-Steamers belonging to commercial companies.
"Fourth Division-Trading steamers not belonging to commercial companies.
"Fifth Division-Private ships."
The distance apart of the divisions in the order of sailing, was fixed at one kilometre; and the distance between each
435
SOUTHBRIDGE.
ship in a division was to be three cable lengths ; maximum speed not over five miles an hour, and where the canal was crooked, four miles.
Punctually at 8 o'clock, November 17, A. M., her imperial majesty the Empress Eugenie's steam-yacht, the Algie, moved forward and entered the canal amid the discharge of cannon, shouts of the people, and music.
LIST OF VESSELS.
The following is the order in which the vessels moved in the line of procession going through the canal :
Name.
Tonnage.
Description.
1. Algie,
800
Carrying Empress Eugenie and suite.
2. Steam Yacht,
700
66 the Emperor of Austria and suite.
3. « 66
700
the Archduke of Austria.
4. Garguano,
700
a German Prince.
5. Steam Yacht,
525
§ Carrying the Crown Prince of Prussia and suite.
6. 4
670
Royal flag of Prussia, with Prince Louis of Hesse.
7. De Valk,-
650
Prince and Princess Henry of the Netherlands.
8. Psyche,
725
British Ambassador Elliot and Admi- ral Milne.
10. Rapid,
700
11. Newport, 700
12. Dido,
650
13. Actif,
700
14. Forbin,
800
15. Latif,
2,500
Egyptian Frigate.
16. Vulcan,
1,000
Austrian Lloyd's Company.
17. Pluto,
1,200
18. Peluse,
2,000
Messageries Imperiales.
19. Thabor,
1,500
20. Hawk, 900
Alexandria and Malta Telegraph Com- pany.
21. Europe,
2,500
Marc Fraisinet et fils, Marseilles.
22. Lynx,
500
Dispatch Boat.
23. America,
1,500
Austrian Lloyd's Company.
24. Russian Steamer
. ...
25. 66
....
Brindisi Line of Steamers.
27. Principe Tomaso,
1,000
28. S cilia,
909
66 ..
9. Orontes, 1,000
Russian Ambassador, General Ignatieff. Her Britannic Majesty's Sloop. 66 66
French Corvette.
Odessa and Alex. Russian Company. .6
26. Principe Oddone, 1,200
436
SOUTHBRIDGE.
LIST OF VESSELS-CONTINUED.
Name.
Tonnage.
Description.
29. Italia,
900
Brindisi Line of Steamers.
30. Scylla,
1,000
Trieste
66
31. Godavery,
1.800
Messageries Imperiales.
32. Delta,
2,500
Peninsular and Oriental.
33. El Mase,
2,000
Egyptian Government.
34. Fayonne,
1,500
،،
35. Turkish Steamer,
1,500
Ottoman Empire.
36.
66
1,500
66
37.
66
1,000
6.
38. Steam Yacht,
Private British.
39.
66
40.
66
Swedish.
41.
66
. ...
Norwegian.
42.
....
Austrian.
There were some other large vessels that soon followed this procession. It arrived at Ismailia on the evening of the 17th, the half-way station. This is a town created en- tirely by the necessities of the canal. Here center three canals ; the Maritime, the Sweetwater, and the canal from Zagasig to Ismailia, which runs through ancient Goshen to Suez. This is an auxiliary canal, running from Ismailia to Suez. The Sweetwater is also auxiliary, and runs in the op- posite direction, from Ismailia, to Port Said, on the Mediter- ranean. These two, while they supply fresh water, also allow the transit of a class of light boats or barges. After a cele- bration at Ismailia, the procession proceeded to the Port Suez, on the Red sea. The inaugural voyage through the canal was made with great satisfaction to all parties present.
At the time of the completion of the Erie canal there was perhaps as great an excitement in the different sections of this country for penetrating its vast interior, and drawing from it the advantages of its prospective trade, as at any period sinee.
Canals were the leading mode for effecting this object, but where apparently insurmountable barriers presented them-
437
SOUTHBRIDGE.
selves to prevent this character of facilities, resorts were receiving consideration for other means of effecting similar results.
Railroads to be used by horse-power were seriously contem- plated, following the plan of the English tram-roads, which had been in use there in connection with transportation from the coal-mines as early as the year 1676; suggested no doubt by the discovery of the ancient roekways in use by the Egyptians, for conveying the immense blocks of stone for the Pyramids, and the extensive Roman highways, formed of blocks of stone closely fitted together to present a smooth hard surface for carriage-wheels.
There was a movement in the Massachusetts Legislature in February, 1825, in contemplation of a canal from Boston to the Hudson river ; Loammi Baldwin was engaged to examine the country and make surveys, and having per- formed this service presented his report and plans in favor of such work.
This plan was not adopted, no doubt from the known suc- cess of the Darlington and Stockton railroad at this time, before referred to.
This successful demonstration of the English railway, and the test on the same by an engine called the Active was now claiming attention, witli the hope that a successful effort might soon give steam, as a motor, an advantage over other known powers then in use on railways. Under this state of the progress of internal improvements, the Legislature of Massachusetts, on the 14th of June, 1827, appointed commis- sioners to examine and survey one or more routes between Boston and Albany, for a railroad; one via Northampton, called the northern route, and another by way of Springfield called the southern; the latter only was surveyed. This was divided into two sections ; the first extended between Boston and Springfield, and the other from the latter place to 29A
438
SOUTHBRIDGE.
Greenbush on the Hudson. A report by this commission was made to the Legislature, on the 29thi of January, 1828, favora- ble to this plan of way. The greatest altitude of hills repre- sented by this survey and plan did not exceed 80 feet to the mile.
The estimated amount for freight between the two extreme points, per annum, was 84,360 tons, and the number of pas- sengers for a year was set at 30,000. But the commissioners predicted that it was quite probable the sources of business might be increased to give a more favorable result, by devel- oping new business on the line; and a further inducement was the contemplated great increase of the value of real estate in its vicinity ; probably more than the entire expenditure for the work when completed. This report was signed by Nahum Mitchell, and Samuel McKay, commissioners, and James F. Baldwin, engineer.
The Legislature now referred this report to an able and more extensive committee, of the following names: Levi Lincoln, Nathan Hale, Stephen White, David Henshaw, Thomas Walter Ward, Royal Makepeace, George Bond, William Foster, and Edward H. Robbins, Junior, who sub- mitted their report (which was quite voluminous) to that body, January 16, 1829.
The southern route was selected by this committee, and by survey was 198 miles in length ; the elevation of the line on the ridge between Worcester and Springfield was found to be 918 feet, and that between Springfield and Pittsfield was 1,440 feet, and the ridge beyond Pittsfield 966 feet.
The plan of construction adopted by this commission was a continuous stone wall laid sufficiently deep as not to be affected by frost, and with a granite cap twelve inches in height and same in width, for the support of a flat iron rail for the car-wheels to run upon.
The average estimated cost per mile for such track was $6,1434.17, making a total cost of the road from Boston to
439
SOUTHBRIDGE.
Albany $3,254,876.46. Cost of freight was estimated at $1.97 per ton over the whole road, and for passengers 82} cents; this estimate was based upon stationary engines; and without the stationary engine, using only horse-power, $1.0,5 per passenger; then for support of road, and to yield an income on cost of construction, $2 was added for toll, making a passage, through, cost $3.05. The committee add, for explanation, that, considering the difference of cost of coal in favor of English roads, compared with the expense of coal for steam-power in this country, they decided in favor of horse- power.
Such was the result of the knowledge then obtained be- tween the relative value of horse-power and steam-power, so late as the commencement of the year 1829, only forty-four years ago.
It was estimated by this able commission that the total annual receipts of the road would amount to $203,000 ; com- paring this with the first annual receipts of the railroad in 1842, when embracing only the Western railroad from Worcester to Albany, which was 512,688, it gives a further idea of the very imperfect knowledge had at that time in regard to the effect of this class of roads for developing business .*
* See Records of Department of State, Boston. Also, see Report of the Commissioners of the State of Massachusetts presented to the Legislature January 7, 1826, on the survey of different routes for a canal from Boston to Hudson river, by that board, signed by Nathan Willis, Elihu Hoyt, and H. A. S. Dearborn, Canal Commissioners.
Also, see the report of the Board of Directors of Internal Improvements on the practica- bility and expediency of a railroad from Boston to the Hudson river, and from Boston to Providence, submitted to the General Court, January 16, 1829, which contains profiles and plans of the routes, signed by Levi Lincoln, Nathan Hale, David Henshaw, Thomas W. Ward, Royal Makepeace, George Bond, William Foster, and Edward H. Robbins, Jr.
It will be noticed that the estimated business that was expected to be done by a railroad on this line and the result that followed by the road in full operation were widely apart. First, the cost of the road was much greater than estimated, and the business developed far exceeded the expectation. This, however, is not surprising when it is considered that no such business had ever before been known, and that all was an experiment-an untrod path.
440
SOUTHBRIDGE.
But while much effort was expended by the labor and thought of many intelligent minds, with the endeavor to in- fluence public opinion, and to obtain a grant by the Legisla- ture favoring its construction at the expense of the State, which failed of success, private enterprise was effectively at work at the same time in another direction, which established the principle in Massachusetts of excluding works of internal improvement from the expense and control of the State, except on the principle of aid to individual labors, and that by receiv- ing ample security.
The charter of the Granite railroad was granted by the Legislature in 1825, and finished and opened for business in 1827.
This was the first railroad constructed in the United States. It connected the granite quarries at Quincy, Massachusetts, with the Neponset river ; about three miles in length. It had the flat iron rail, 3 inches wide by 3 inch thick, laid upon wooden sills, but stone sills were substituted afterwards. This road had an inclination of 27 feet to the mile, with a plain of 380 feet in length, having an inelination of one foot to four and a half feet. With the exception of the plain where the descending cars drew up the empty ones, it was worked by horse- power.
It is reported that the first locomotive engine used in this country was made in England, at Stourbridge, in Worcester- shire, and first run on the Honesdale railroad, that was owned and constructed by the Delaware and Hudson Canal Company, for bringing coal from the mines to their canal.
The first locomotive engine built in the United States was at New York, by the Kembles, at their shop in West street, for the railroad connecting Charleston with Hamburg on the Savannah river, through South Carolina, in the year 1830.
This now brings the subject to the time when the trial was made to test the relative value of horse and steam power, by
441
SOUTHBRIDGE.
the trial of locomotives, October, 1829, on the Liverpool and Manchester railway.
For rapid traveling, railways were now to supersede canals, but by no means to take their place for transportation of freight, in point of economy in expense. The necessity and valne of water communication is as well recognized every- where now as heretofore. Great efforts are at this time being made in Europe, on a large scale. Some of these contem- plated works are canals connecting Berlin and Dresden, and Berlin and Frankfort-on-the-Main, and other important points. And the time, it is here predicted, is not distant when, by the enlargement of the Erie canal, and a similar work between the great lakes and the Mississippi river, ordinary sloops and brigs will be enabled to pass from Hudson river, via the canals, the lakes, and the Mississippi, to New Orleans, and thence to New York.
The year 1830 may be taken as the commencement in the United States of the railroad system for the use of steam as a motor applied to the locomotive or traveling engine. Large enterprises of this character were now commenced in nearly all the old States.
The idea of constructing a work between Boston and Al- bany, for securing a share of the trade of the Great West, for the emporium of New England was still continued.
A charter was granted, March 15, 1833, for a road between Worcester and Albany, to continue the road then in progress from Boston to Worcester. It was organized, Jannary 7, 1836, and completed and opened for use early in 1842. By some, its snecess appeared unfavorable, when P. P. F. Degrand, its friend and able financier made the following judicious re- marks at the annual meeting, March 15, 1843 :
* See History of Railroads in United States, by Henry V. Poor, N. Y .; also, see Hay- den's Dictionary of Dates, and George P. Putnam's World's Progress, on subject of Rail- roads and Steam-Engines.
442
SOUTHBRIDGE.
" MR. PRESIDENT -- Did you ever hear of Clinton's big ditch ? and are you aware that men are now living who, after predicting (in relation to the big ditch), that internal improvement was but another word for eternal taxation, have nevertheless witnessed in fifteen years the payment of the whole cost of that whole work, principal and interest, from its own earnings, and have seen its receipts swelling with a mighty tide, from,
$14,338 in 1821, when 81 miles were opened, to
64,072 in 1822, when 116 ..
152,958 in 1823, when 160
340,761 in 1824, when 280 66
566, 112 in 1825, when it was completed and opened its whole length of 363 miles from Albany to Buffalo.
762,003 in 1826. 859,058 in 1827. 1,056,092 in 1830, and to. 2,033,504 in 1841.
"Mr. President, don't you see by this statistical detail that the gross revenue of the Erie canal, in 1825, the first year after its completion, was about the same as the gross revenue of the Western railroad during its first year ? and don't you perceive that in 1826, its second year, the Erie canal gave a gross revenue of $762,000 ?
"Mr. President, are you not aware that the Western railroad is but the continuation of the Erie canal, by the best channel of communica- tion with the best customers for Western produce, who are the very men who can furnish, most economically, the manufactures, the products of the fisheries, which the West desires in return ?
" Are you not aware that the actual value of the articles transported on the Erie canal, exceeds in amount the value of the whole of our domestic exports to foreign countries from the whole United States ? and that the Western railroad gives easy access to this immense trade?
" Are you not aware that, at the lock just west of Albany and Troy, one boat passes on an average, night and day, every eleven minutes during the whole season of navigation?
" And are you not aware that a fair share of this immense trade belongs, of right, to the wide-awake people who live at the eastern end of Albany long wharf, or if you prefer, at the eastern end of Buffalo long wharf?
" I say belongs of right; because the laws of trade are immutable. The produce of the West will seek its best market, which is New Eng- land, and will seek it through the best, the most secure, the quickest channel, which is the Western railroad; and again the same immutable law will give the return trade to the New England man; because he is the person who can most economically, either manufacture or fish out of
443
SOUTHBRIDGE.
the sea what the West wants. The law of trade is immutable. That race of men will take the trade which can transact the business the cheapest, and that race of men is the New England race. What nature has denied to New England, as to soil and climate, has been supplied by the unceasing industry and inventive faculty of its inhabitants. They seek in every nook and corner of the earth whatever may find a market in any other place on the globe.
"Looking at these facts, and looking at the trade pre-existing be- tween Boston and Albany, and between Boston and the great West, is it not fair to presume that the success of the Western railroad will tread in the footsteps of its illustrious predecessor, the Erie canal ? Is not the success clearly written in the result of the operations of 1842? Is it not there written that the success of the Western railroad, like that of the Erie canal, will, in a few years, far exceed the most sanguine predic- tions of the most sanguine. Let $512,000, the receipts of the Western railroad for 1842, being the first year of its life, after reaching Albany ; let these $512,000 increase in like progression of the receipts of the Erie canal, and our annual income, in 1847, will be $1,000,000, from which take estimated expenses and interest on the loans and sinking fund, for the increase of business-say, 650,000, and there will remain, net. $350,000, which is 11} per cent. on the stock of the road."
The following table of receipts and expenses shows the actual result of the business of the Western railroad, for fourteen years, proving the remarkable correctness of the prediction of Mr. Degrand, made at the annual meeting, in 1843:
Year.
Receipts.
Expenses.
Net Receipts.
Year.
Receipts.
Expenses.
Net Receipts.
1842
$512,688
$266,619
$246,069
1849
$1,343,810
$588,223
$755,487
1843
573,882
303,793
269,909
1850
1,366,252
607.549
758,703
1844
753,752
314,074
439,678
1851
1,355,894
597,756
758,138
1845
813,480
370,621
442,859
1852
1,389,373
656,687
732,686
1846
878,417
412,679
467,738
1853
1,525,228
778,487
746,741
1847
1,325,336
676,689
648,649
1859
1,767,068
938,792
828,275
1848
1,332,068
652,357
679,711
1867
4,086,707
2,837,411
1,162,150
Year.
Total Cost.
Income.
Expense.
Net Income.
Interest.
Dividend.
Per Cent.
1843
$7,566,791
$573,882
$303,973
$269,909
1853
9,953,758
1,525.228
1859
11,030,279
1,767,068
778,487 938,792
746,741 828.275 1,162,150
$350,179 266,397
$478,096 895,753
8
1867
12,692,361
4,086,707
2,837,411
10
444
SOUTHBRIDGE.
The capital of the Western railroad, at first, was $2,000,000. This stock was subscribed for by over 2,200 persons, which shows the further doubt of large capitalists in the success of this enterprise. The first directors, chosen at its organization, were Thomas B. Wales, Edmond Dwight, George Bliss, William Lawrence, Henry Rice, John Henshaw, Francis Jack- son, Josiah Quincy, Junior, and Justice Willard. Major William Gibbs McNeil was chief-engineer, and Captain H. Swift, resident-engineer.
At the organization of the directors, Thomas B. Wales was president ; Josiah Quiney, Junior, treasurer ; Ellis Gray Lor- ing was appointed clerk ; and George Bliss, of Springfield, general superintendent. The new estimate of the cost was $3,000,000. During the winter of 1836 the Legislature in- creased the capital stock to $3,000,000, and directed the treasurer to subscribe $1,000,000 to the stock of the road.
Of the nine directors now, six were by law chosen by the stockholders, and three by joint ballot of the two houses of the Legislature.
The length of the road was as follows :
From Worcester to Springfield,
54 miles, and 3, 680 feet.
Springfield to State Line,
63
568
66
State Line to Hudson River,
38
1,180
,,
Distance from Worcester to Albany, -
156
..
148
..
From Boston to Worcester, -
44
1,635
..
Length from Boston to Albany,
200
1,883
6.
The extreme elevations are: Charlton summit, 906 feet; Springfield center, 71 feet ; Washington summit, Berkshire county, 1,456 feet ; State line, 916.
The highest grade at Washington summit is 80 feet to the mile.
Twenty miles of this road, commencing at Worcester, were
445
SOUTHBRIDGE.
put under contract in January, 1837, and the work began in February, following.
In June, the same year, the balance of the road from East Brookfield to Springfield was put under contract, and work began in July following. On the 1st day of October, 1839, this road was opened for travel between Worcester and Springfield. The total cost of this part of the road was $1,972,985 ; or, $36,135 per mile.
At the commencement of the year 1842 the whole line of this road, except fifteen miles, run on the Hudson and Berk- shire road, was completed to the State line; and the road through the State of New York to Albany, from the line, was finished on September 12, 1842.
The entire cost of the road as now finished was $7,566,791; and, with the improvements to 1853, the total cost was $9,953,758.
It is no doubt, true, that there was as much economy in the expenditure for the construction of this road as in that of any other railroad in this country, and that the rates paid for loans were more favorable than that of any other. Mr. P. P. F. Degrand* was the financial agent, who was noted for his skill and ability in matters of finance.
RAILROAD FROM SOUTHBRIDGE TO BOSTON.
This line of railroad, now forming a direct daily communi- cation between Southbridge and Boston, has been the result of the union of several distinet railroad corporations.
* Peter Paul Francis Degrand died at Boston, December 23, 1855, aged seventy-five, He was a native of Marseilles, France, and came to Boston about 1803. His principal business was as merchant and banker. In May, 1819, he issued the first number of a commercial paper, called The Weekly Report, which he continued for ten years.
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