History of the Connecticut Valley in Massachusetts, with illustrations and biographical sketches of some of its prominent men and pioneers, Vol. I, Part 31

Author: L.H. Everts & Co
Publication date: 1879
Publisher: Philadelphia : Louis H. Everts
Number of Pages: 700

USA > Massachusetts > History of the Connecticut Valley in Massachusetts, with illustrations and biographical sketches of some of its prominent men and pioneers, Vol. I > Part 31

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

In January, 1837, a reconnoissance of the route around the north end of Mount Tom, and thence up the Manhan River, through Easthampton and Southampton to Westfield, was made by the engineers; but as the route was six miles longer than by way of Springfield, and as the charter required the crossing of the Connecticut at the latter point, this line was abandoned.

The line from East Brookfield to the Connectient River, as since constructed, was approved by the directors in the spring of 1837, and it was definitely located, and, with the exception of two miles next the river in Springfield, put under contract in June of that year.

At first it was intended to grade the road and build bridges for a single track only, but subsequently this plan was changed, and the deep cuts, heavy embankments, eulverts, and bridges were generally made for a double-track road.

Extensive surveys and examinations were made in finding the best route from the Connecticut River to the State line. The Green Mountain range was thoroughly examined for a distance of 22 miles, north and south, including a careful sur- vey of every important depression and the valley of every considerable stream. The northern route, as surveyed by Mr. Baldwin in 1828, was from the first considered the most favor- able; but there was a strong feeling also in favor of a route via Lee and Stockbridge, and it was accordingly surveyed by R. P. Morgan, beginning at the village of Westfield and pass- ing by the valley of the Little River, ascending the slope of Sodom Mountain to Loomis' Gap, Mount Pisgah, and Cobble Mountain, with a tunnel of 600 feet ; and thence to the Bland- ford line, and, by Bush Hill, to Spruce Swamp Summit, 1470 feet above the beach mark on Connecticut River, and about 30 miles from it; thence down the western slope through East Otis, by Great Pond, Nichols' Pond, and Greenwater Pond, to the valley of Hop Brook, through the corner of Tyringham to

Stockbridge Plain and West Stockbridge to the State line, a distance of 62.38 miles from Connecticut River at Spring- field, and with no grade exceeding 80 feet per mile.

The difference between the northern and southern routes, west of the river, was only jeg of a mile by the measurement, but the equated distances gave about five miles in favor of the north route. There were five summits on the south line, and four on the north. The estimated cost of grading and bridg- ing the north line was $1,259,100.87, and of the south line $1,232,905.45, showing a difference in favor of the south line of $26,195.42. The engineers had reported in favor of the north line, probably because the average of grades was the best ; but before this was known to the parties the Board of Directors, at their request, gave the friends of each route a hearing at Springfield, June 25, 1837.

After an examination of both routes by members of the board, and a full consideration, on the 10th of August in the last-mentioned year, they decided in favor of the northern route through Pittsfield, and ordered it to be definitely located, reserving, however, a few points for further examination.

But during these proceedings very little had been done toward completing that portion of the road between Albany and the State line.

The Hudson and Berkshire Railroad, from Hudson to the State line, at the Canaan Gap at West Stockbridge, 33 miles, had been graded during the year 1837, and the track laid with flat- or strap-iron, and the road opened for use in 1838.

The city of Albany had also, on the 3d of October, 1836, through Erastus Corning, Esq., its mayor, subscribed $250,000 to the stock of the Albany and West Stockbridge Railroad Company, but thus far nothing had been paid upon it. Ex- tensive surveys and estimates had also been made upon the last-named road by several routes in 1836, but nothing had been done toward constructing it up to the close of the year 1838.

The financial revulsion of 1836-37 had a serious effect upon the building of the Western road ; and at the close of 1837, out of six assessments, amounting in the aggregate to $900,000, only a little over $600,000 had been collected. The estimates of the engineers for the whole line in Massachusetts were $4,000,000, exelusive of engineering, depots, and general ex- penses. The funds provided for, if the stoek was all paid up, would be only $3,000,000.

At this stage of affairs a general meeting of the stockholders was held on the 23d of November, 1837, when it was decided to call on the Legislature for assistance, to the amount of eighty per cent. of the whole stock, in State scrip, having thirty years to run at five per cent., payable in London, Eng- land, with warrants for the interest.

Accordingly, a petition was presented, Jan. 13, 1838, by Emory Washburn, of Worcester, and the same was referred to a joint select committee of both Houses. After a care- ful examination by the committee, a detailed report was made, and a bill drawn up granting the eredit of the State to the amount of $2,100,000 in serip, payable in thirty years, at five per cent. interest, interest and principal payable in Lon- don. This bill, after an exhaustive discussion and several proposed amendments, was finally passed and approved on the 21st of February, 1838.

This legislation immediately gave a fresh impetus to the work, and during the year six miles of track were laid, depots established, engines and ears purchased, ete. West of the river the line was definitely located (except through the vil- lage of Westfield), the road from Chester to the State boun- dary was put under contract, and work commenced.

But up to the close of 1838 nothing had been done upon the New York portion of the road. The authorized capital of the Albany company was $650,000. In May, 1839, the New York Legislature passed an act authorizing the city of Albany to borrow $400,000 to be used upon the road, in the purehase

101

HISTORY OF THE CONNECTICUT VALLEY.

of or subscription to its stock. The engineer of this part of the line had estimated the expense (in July, 1836) of con- structing the road from Albany to the State line at $586,280.73, including half the expense of a double track on the Hudson road.

During 1838 work on the Western road progressed so favor- ably that reliable estimates could be made upon the cost of the whole work, and in December of that year a detailed state- ment and report upon the finances was made, containing 36 pages.

From this report the following statements are compiled. Expenses to date, with estimates for completion by the resi- dent engineer :

East of the Connecticut River: Grading, masonry, bridges, and engineering .. $1,117,569,93

Superstructure ...

496,318.37

Engines and cars

87,150,00

Buildings, etc.

38,125.00

Miscellaneoos expenses.

34,652.72

Land damages, fencing, and deput-grouuds

90,913.10

Total east of the river. £1,864,729.12

West of the river :

Grading, masonry, bridges, engineering, superstructure, engines, cars, and buildings

$2,213,493.47

Miscellaneous expenses. $28,497.12

Land damages, fencing, and depots .. 84,452.02

112,949.14

Total west of the river $2,320,442.61

Total cost 116 6-10 miles.

$4,191,171.73

The funds provided were :

Six assessments at 85 each on 30,000 shares and interest ...

8910,643.30

Proceeds of State scrip at par.

2,100,000,00

$3,010,643.30

Deducting this from total expenses shows a deficiency of $1,180,528.43.

In this condition of affairs it was resolved to again petition the Legislature for additional aid in the shape of State serip for $1,500,000, which was done; and on the 23d of March, 1839, a bill for the purpose of loaning the credit of the State to the amount of $1,200,000 was passed, and approved by the Governor.

Under this fresh impetus, the work was prosecuted with vigor, and the road was opened on the 1st of October, 1839, for passenger-trains to Springfield, and for freight on the 23d of the same month. The distance from Worcester to Spring- field was 54,697 *1006 miles.

West of the Connecticut the work was also well advanced during the year, and the directors reported in January, 1840, that the funds provided would be sufficient to complete the whole line within the limits of Massachusetts.

In the mean time nothing had been done toward construct- ing the portion between Albany and the State line; and in view of the discouraging condition of that portion of the work, at a meeting of the stockholders of the Western road, held on the 12th of February, 1840, a committee was appointed to investigate the affairs of the corporation, which was done, and a report made to another meeting held March 12th fol- lowing. Upon the committee's report a body of delegates, consisting of E. H. Derby, George Bliss, A. Walker, P. P. F. Degrand, J. Henshaw, A. T. Lowe, E. H. Robbins, Lemuel Pomeroy, and Charles Stearns, was appointed to proceed to Albany and Troy, and advocate the speedy construction of that portion of the road.

A large meeting of the citizens of Albany was convened, and upon the arrival of the Massachusetts delegation they were introduced by Samuel Stevens, Esq., and addresses were made to the meeting by Messrs. Bliss, Derby, Degrand, and Walker. The meeting was very enthusiastic, and strong resolutions were passed unanimously pledging a vigorous prosecution of the work.

Subsequently a proposition was submitted by the Albany directors that the Western company should construct and manage the road, and on the 23d of April, 1840, a contract was executed in three parts by the city of Albany and the two railroad companies, by which the city agreed to subscribe

$650,000 to the stock of the Albany company, and the said company agreed to intrust the construction and control of the road to the Western company under certain restrictions and regulations. The Western company, on their part, agreed to construct and open the road as soon as it could be conve- niently done .*

Upon the consummation of this desirable arrangement the Western company appointed John Childe as resident and George W. Whistler as consulting engineer, and immedi- ately proceeded to make a careful examination and survey of various routes from the State line to Albany, which resulted in the recommendation of the engineers for an entirely new line, the Hudson and Berkshire line being considered as wholly inadequate to accommodate the anticipated business of the road.

The route recommended was 38-224, miles in length, and in- volved the construction of a tunnel at Canaan of 600 feet. The estimated cost of the line was $1,412,804, and the maxi- mum grades were from 40 to 44,8 8% feet for nine miles.

The Hudson and Berkshire road was subsequently purchased by the Western company upon its sale by the State of New York, which held a mortgage of $250,000 upon it for assist- ance rendered in its construction.

During the year 1840 the road was pushed rapidly forward. The unfinished portions east of the Connecticut River were completed, and the foundations for the bridge over the river were laid. West of the river 53 miles were graded, 35 miles of rail laid, and work on the mountain division well advanced. 22 miles of the Albany road-from Greenbush to Chatham Four Corners-were under contract, and work was progress- ing upon 12 miles of it.

As work progressed the company learned many things which had not been anticipated, and for which the country furnished no precedent as a guide.

In 1839 there occurred severe floods, which necessitated the raising of the track for many miles along the valley of the Agawam River, together with the enlargement of bridges and culverts, and it was found that the work on excavations, rock- cuts, and embankments would be largely in excess of estimates. Upon making up the accounts in December, 1840, it was found that the excess of expenditures over the original estimates was,-

On the Eastern division $152,240.78 891,614.17

And on the Western.

Making a total of ... $1,043,854,95

The operations of the company were considerably embar- rassed by investigations set on foot in the Legislature touch- ing its management, salaries of officers, rates of fare, etc.

A statement of the condition of the company in January, 1840, showed,-

Cost .- East of the river .. $2,016,969.90

West of the river 3,218,056.78

Albany road ..

1,412,804.00

$6,647,830,68

To meet this the following means were provided to Dec. 31, 1840 :

Two grants of State scrip.

5 $2,100,000 1,200,000

City of Albany scrip, nett 900,000

Eight assessments on $3,000,000 of stock. 1,200,000

$5,400,000

leaving a deficiency of about $1,250,000 to be provided for. Another application to the Legislature became necessary, and was accordingly made on the 4th of February, 1841.

The subject was carefully considered by the Legislature in all its bearings, and, after much debate and many different propositions and amendments, a bill was finally passed on the 12th of March, 1841, granting the credit of the State to the amount of $700,000 in further aid of the road.

* For the particulars of this contract sce Ilistorical Memoir of the Western Railroad, by Hon, George Bliss, 1863.

102

HISTORY OF THE CONNECTICUT VALLEY.

This last legislation virtually assured the completion of the road, and during the year 1841 it was rapidly forwarded. Twenty-eight miles of the line west of the river were opened to Chester on the 24th of May, and the whole line from the river to the State line was finished on the 4th of October. The bridge over the Connecticut River was completed on the 4th of July of the same year," and thus early in October the entire road from Woreester to the New York line was ready for use.

That part of the Albany road between Albany and the junetion of the Hudson and Berkshire roads, at Chatham Four Corners, was opened for use on the 21st of December, 1841, and trains commenced running between Boston and Albany on that day.

In commemoration of the completion of this important road, then the longest line in the Union, the municipal author- ities of Albany and Boston arranged for an interchange of visits ; and, on the 27th of December, the authorities of Bos- ton, together with many gentlemen from other cities and towns to the number of 125, took the train for Albany, rest- ing between two and three hours at Springfield, and arriving at Albany at 7.30 P.M., where they were received by the au- thorities and citizens, and escorted by the military to their lodgings.

On the next morning the Eastern delegation was received at the City Hall, and subsequently visited the Common Coun- cil rooms, where the members were formally welcomed by the mayor. In the evening dinner was served at Stanwix Hall to about 300 guests, the mayor presiding, who delivered a con- gratulatory address, which was responded to by Mr. Chapman, mayor of Boston. Addresses were also made by other gen- tlemen.

On the 29th of December, in response to an invitation from the Massachusetts people, a train bearing about 250 gentle- men from Albany and vicinity visited Boston, arriving about 7.30 P.M. They were welcomed by a large concourse of people, and escorted to the United States Hotel.

On the next day they visited various places of interest, and at 5.30 P.M. sat down to a sumptuous repast at the United States Hotel, presided over by Mayor Chapman. Speeches were made by the mayors of the two cities and sundry other gentlemen, including Governor Davis, of Massachusetts, and the occasion was among the memorable ones of the Puritan city. The Albany delegation returned home on the 31st.

Upon the completion of the entire road, in December, 1841, Mr. Thomas B. Wales resigned the presidency of the com- pany, which position he had held sinee 1836. Mr. George Bliss also resigned his office as agent of the company, and on the 1st of March, 1842, was chosen president, John Howard, Esq., having acted as president pro tem. since the resignation of Mr. Wales.

On the 4th of March, 1842, the respective executive officers and Legislatures of the States of New York and Massachusetts, upon invitation of the board of directors, met at Springfield to exchange congratulations and reciprocate courtesies on the occasion of the permanent union of the two States by the iron rail. On the day named the Boston party arrived at Spring- field at 12.30 P.M., and the Albany party at 1.30 P.M., and both bodies were escorted to the Masonic Hall, where Gov- ernors Davis and Seward were introduced by the Hon. Josiah Quiney, Jr., president of the Massachusetts Senate, who pre- sided, when Governor Davis welcomed the delegation from New York to the State of Massachusetts in an appropriate ad- dress, to which Governor Seward responded in his usual happy manner.

An hour or more was spent in introductions and social in-

tercourse, when the assemblage repaired to the town-hall, where the members partook of a grand dinner.

President Quincy, presiding at the banquet, gave as a toast, " The Western Railroad Corporation," which was responded to by Mr. Bliss, president of the company, who closed with a sentiment to the State of New York, which was responded to by Mr. Paige, acting president of the New York Senate.

Speeches were also made by Mr. Walley, speaker of the House of Representatives of Massachusetts, Dr. Taylor, speaker of the New York Assembly, and Gen. Root, the father of the New York Senate, who gave, "The happy union of the stur- geon and the codfish; may their joyous nuptials efface the melancholy recollections of the departure of the Connecticut River salmon !"

The independent road of the Albany and West Stockbridge company, between Chatham Four Corners and the State line, was completed on the 12th of September, 1842.

The following data are from the report of Jan. 4, 1843 :

The length of the Western road, from its junetion with the Boston and Worcester road, at Worcester, to the east abut- ment of the Connecticut River bridge, 54 miles, 3680 feet ; thence to the State line, 63 miles, 568 feet ; making a total of 117 miles, 4248 feet. The Albany and West Stockbridge road, from the State line to the face of the Greenbush dock, 38 miles, 1180 feet. Total, 156 miles, 148 feet.

Total from the passenger depot in Boston to the Hudson River, 200 miles, 468 feet.

Total from passenger depot in Boston to Albany Shore, 200 miles, 883 feet.

Elevations above base-line of Worcester road on the mill- dam: Boston :+ Western depot, at Worcester, 474 feet ; Charleton summit, 909 feet ; depot at Springfield, 71 feet ; Washington summit, 1456 feet ; track at State line, 916 feet ; summit at Canaan, 955 feet; depot at Greenbush, N. Y., 26 feet.

The heaviest grades include about 13 miles, varying from 74 to 83 feet. The highest grades on the Albany and West Stockbridge road are 40 to 44,88 11% feet for about 93 miles.

Length of straight line on the Western road, about 63 iniles ; on the Albany, about 18 miles.

The entire eost of the Western road to Jan. 1, 1843, paid out and estimated or contracted for, was $5,814,807.52; of the Albany and West Stockbridge road, $1,751,984.05. Total for both roads, $7,566,791.57.

The mountain division of 13,89% miles cost $980,000, or over $70,000 per mile ; and a single mile cost $219,929.87.

The summit section, in Washington, 175 miles, cost $241,- 311.39, or per mile, $134,000.

A curious phenomenon (which has since become quite common, especially on the Michigan Central and Baltimore and Ohio roads, in Michigan and Indiana) was the sinking of about 1100 feet of the road-bed in the Richmond swamp to the depth of from 75 to 90 feet below the natural surface.

The first locomotives used on the road were seven of the Winans ( Baltimore) manufacture, purchased upon the recom- mendation of Maj. Whistler, at a cost of $11,000 each.#

Maj. Whistler entered the service of the Russian govern- ment in June, 1842, as superintendent of the great St. Peters- burg and Moscow Railway, 420 miles in length.

The Winans engines caused a considerable controversy to arise respecting the merits of various manufactures of locomotives, and they were gradually superseded by others, so that the last one disappeared from the road before 1850.

The total earnings of the road for a series of years were as follows : 1842, $512,688.28; 1843, $573,882.51; 1844, $753,- 752.72; 1845, $813,480.15.

* The first bridge cost $131,612.12. The new iron structure, erected in 1x72 cost $262,000. The bridge over the Hudson at Albany, built about 1868, cost $227,606.83.

+ These elevations are given in round numbers, leaving off fractions of feet, or adding when over one-half.

# During the construction of the road the company had used some of the engines of the Lowell Loeks und Canal Company.

103

HISTORY OF THE CONNECTICUT VALLEY.

Between 1843 and 1850 the value of the stock of the eom- pany fluctuated between 402 and 1143.

Up to the time when Maj. Whistler resigned his position, in 1842, he had filled the offices of engineer and superintendent. Upon his resignation the directors ordered that the duties of engineer and superintendent should devolve upon the presi- dent, thereby concentrating in one individual the duties of president, agent, engineer, and superintendent.

In September, 1842, upon the urgent request of the presi- dent, the board of directors appointed James Barnes, aeting master of transportation, as engineer, with authority to assume certain duties as superintendent.

On the 21st of March, 1843, Edmund Dwight was elected president, and his salary fixed at $500 per annum. On the 7th of April following, James Barnes was elected superintendent and engineer, the president having been relieved of the duties of those offices. In 1844, George Bliss was again chosen presi- dent, and by a vote of the board was also made general agent of the company. He was also re-elected in 1845.

The Hartford and Springfield road was opened in the latter part of the year 1844, and the road between Springfield and Northampton in the following year. These roads added eon- siderably to the traffic of the Western road.

In 1845 two dividends of three per cent. each were made, besides paying into the sinking fund 850,000, and the stock of the company advanced in the same year from 90} to 1043.

The Pittsfield and North Adams Railroad Company was chartered in March, 1842, revised in 1845, the capital sub- scribed and the road built in 1845-46. The work was done by the Western company, which took a lease of the new line for thirty years, agreeing to pay an annual rental of 6 per cent. upon the cost. This road was not a paying one, but has since been connected with the Vermont system at Bennington.

On the 3d of January, 1846, after a service of ten years, President Bliss notified the company of his intention to with- draw as a candidate for re-election, on account of the state of his health. Mr. Addison Gilmore was chosen in his stead in February following.

Upon the organization of the new board in February, 1846, an old controversy with the Woreester company was amieably adjusted, and satisfactory arrangements were made by the two companies by the signing of a contraet to run three years.

The affairs of the Western company were in a flourishing condition at the elose of 1846. The total earnings of the road for that year were $954,417.89, and the expenses $412.679.80. Net earnings, $541,738.09.

By an act of the Legislature passed April 24, 1847, the com- pany was authorized to increase its capital stock to an amount not execeding $1,600,000. This step was taken with a view to enable the company to increase its facilities in the way of an additional traek, new engines, ears, etc. The increase, under this act, brought the capital up to $4,000,000.

The total receipts for 1847 were $1,325,336.06, and the ex- penses $676,689.75, leaving net earnings $648,646.31. The dividends amounted to $302,000.

During 1847, 20 ten-ton engines and 100 freight-cars were added to the equipment, and 28 twenty-ton engines and 400 freight-ears were ordered, and abont 12 miles of second traek were construeted. The market price of the stoek had ruled during the year at from 99 to 1142.

At the beginning of 1848, IIon. Josiah Quiney retired from the treasurership after a service of twelve years, and Stephen Fairbanks, Esq., of Boston, was chosen to succeed him. An- sel Phelps, Jr., of Springfield, was appointed solicitor.

By an aet of the Legislature passed May 9, 1848, the eom- pany was further authorized to increase its capital stock to the amount of $1,000,000, to be appropriated to construction and for the purchase of engines and cars.

During the year 1848, 32 miles of second track were laid with seventy-pound rail, and 400 freight-ears and 25 engines of

twenty-three tons each were added to the equipment, making a complement of 70 engines. A large freight-building was also erected at Greenbush, costing, with land, tracks, ete., $115,000.

The gross earnings of the road for 1848 were $1,332,068.29, and the expenses $652,357.11, leaving the net earnings 8679,- 711.18. The heaviest receipts of the road from the time of its opening, in 1841, to 1862, were in the year 1856, when they reached a total of $2,115,820.05. The receipts of 1862 were 82,095,922.50.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of the Connecticut Valley in Massachusetts, with illustrations and biographical sketches of some of its prominent men and pioneers, Vol. I, Part 31

Author: L.H. Everts & Co Publication date: 1879 Publisher: Philadelphia : Louis H. Everts Number of Pages: 700

Author: L.H. Everts & Co
Publication date: 1879
Publisher: Philadelphia : Louis H. Everts
Number of Pages: 700