PROGRESS IN VARIOUS SECTIONS.
NEW ENGLAND AND NEW YORK RAILWAYS.
THE following was reported to be the result of the operations
of the prominent Massachusetts roads in 1839:
Of the receipts, $682,387 were derived from passengers, and
$343,240 from freight. The fact that these roads commenced paying
liberal dividends at an early date, thus affording proof of financial
success, did much to awaken a hope that similar results would
be secured elsewhere. The line of greatest significance in New
England in 1839 was the Boston and Worcester, and its proposed
extension, the Western, which, combined with other links, subsequently
became the Boston and Albany, and thus furnished a link, with
portions of the existing Vanderbilt system, by which Boston expected
to secure superior rail connections with the lakes and the Western
states. Of the existing Boston and Albany system, 118.96 miles
were completed in 1839.
A message of the Governor of the state of New York stated that
at the close of 1839 the railroads of that state consisted "of
a continuous line of railroad from Albany to Auburn, 170 miles,
(which was owned and operated by four distinct companies;) a similar
line from Lockport to Lewistown and Buffalo, 47 miles; a railroad
from. Rochester to Batavia, 35 miles; a railroad from Schenectady
to Saratoga Springs, 21 miles; a railroad from Troy to Ballston
Spa, 25 miles; a railroad from New York to Harlem, 8 miles; a
railroad from Brooklyn to Hicksville, on Long Island, 27 miles;
a railroad from the termination of the west branch of the Chemung
Canal to the Tioga, Railroad, in Pennsylvania, 14 miles; a railroad
crossing the ridge between the Susquehanna at Owego and the Cayuga
lake at Ithaca, 29 miles, and a railroad from the line of Massachusetts
at West Stockbridge to the city of Hudson, 30 miles. These roads
have all been constructed, and are managed by companies."
The state of New York pursued a peculiar policy in reference
to railways at that time, inasmuch as it was unwilling to permit
rivalry with the Erie Canal, and lines located near that canal,
which were subsequently incorporated into the New York Central
system, were at first not permitted to carry any freight. Subsequently
they were allowed to carry freight on condition that they paid
on it precisely the same tolls that would have been due to the
state if it had been carried on the canals. After years of persistent
efforts to secure state aid for railways the friends of the New
York and Erie finally secured the passage of an act in 1837 providing
that the commonwealth should furnish $3,000,000 towards construction,
in the ratio of dollar for dollar, or with the understanding that
as the company expended $100,000 they were to receive $100,000
from the state. Previous or up to 1840 the company had received
$400,000 under this arrangement, and at that time 222 miles of
the road were under contract. Portions of the route now occupied
by the New York Central were then either operated or being constructed
by nine companies. Some of these companies had achieved remarkable
financial success. The Mohawk and Hudson, notwithstanding its
deprivation of freight traffic, and the extra expenditures arising
from the fact that it had been an experimental line, with unnecessary
inclined planes, was dividing 12 per cent. per annum, and accumulating
a surplus. The Utica and Syracuse had realized a net revenue of
10 per cent. during the six months ended December 31st, 1839.
NEW JERSEY IMPROVEMENTSTHE CAMDEN AND AMBOY.
The progress of the transportation movements in New Jersey
is set forth in a report of the joint board of directors to the
stockholders of the Delaware and Raritan Canal, and Camden and
Amboy Railroad and Transportation Companies, presented at a meeting
held on January 29th, 1840. After labors continued during a period
of ten years this was the first detailed report issued, and it
not only announced that the canal and railroad were completed,
but that the pecuniary results and prospects were eminently satisfactory.
It is scarcely to be expected that stockholders of the present
day would be entirely satisfied if detailed statements were only
submitted at intervals of ten years, especially while construction
was progressing, but it has rarely happened that equally profitable
results have been announced, either at long or short intervals.
The report invited the closest scrutiny into expenditures of millions,
and the cost of the works is reported to be $6,064,953.42, while
the share capital was $2,900,000, the balance being borrowed at
an average interest of 6 per cent. Of the public results secured
it says: "Formerly the passage between Philadelphia and New
York occupied from eleven to twenty hours, and was performed with
great personal discomfort and no small hazard of limb and life.
Merchandise was transported from city to city at great expense
of insurance as well as of freight, and subject to all the difficulties,
uncertainties, and danger of a coasting voyage. Now passengers
are carried from city to city, during the most inclement seasons,
in from six to seven hours, and with nearly the same comfort as
they enjoy at their own firesides. Merchandise is transported
in less time, with less expense, and with an entire saving of
insurance." The Delaware and Raritan Canal was referred to
as a work of 65 miles in length, which was adding year after year
greatly to the value of the agricultural interests of New Jersey,
and which Would probably have its revenues materially increased
after the completion of the Reading railroad to the anthracite
coal region. Of the financial results the report states that during
the previous six months there was a profit of 7 per cent., and
a table was published to show that during the previous seven years
there had been in annual increase of the profits of the companies
of 20 per cent., and that if this ratio continued during the succeeding
seven years, a dividend of 28 per cent. per annum would then be
earned.
The statement of financial results from 1833 to 1839 inclusive,
embraced the following record:
The report refers to an arrangement with the Philadelphia and
Trenton Railroad Company, made in June, 1836, "by which the
receipts of the companies were amalgamated, so as to divide on
the shares of the companies, share find share alike, and to equalize
the dividends." It states that this arrangement bad been
attended with the most beneficial results. It was one of the first
instances, if not the first, of a consolidation of railway lilies
located in adjacent states.
The report is signed by James Parker, chairman of the joint
board, and the following directors: R. F. Stockton, Robert L.
Stevens, Abraham Brown, John C. Stevens, W. McKnight, J. Kaign,
G. D. Wall, B. Fish, J. S. Green, J. W. Mickle, J. Nelson, J.
R. Thomson, E. A. Stevens.
One of the remarkable paragraphs of the report, in a personal
point of view, is the following: "Although We cannot attempt
to name all the individuals from whom we have obtained advice
and assistance during the progress of our labors, still we may
not overlook the important and invaluable aid we have received
from one of the directors, (now absent,) Mr. John Potter, of New
Jersey, formerly of South Carolina. To his enterprise, firmness,
and public spirit are the public, as well as ourselves, more indebted,
perhaps, than to any other individual for the successful issue
of your affairs."
Another feature of the report which excited much attention,
and probably had much to do with the practical abandonment of
canal construction by companies, was its explanation of the fact
that the railway had been quite profitable, while the canal had
done very little more than pay expenses. In six years the gross
receipts of the railways of the company had been $4,169,492; expenses,
$1,966,901; net income, $2,202,591. During the same period, from
1834 to 1839, inclusive, the receipts of the Delaware and Raritan
Canal were $306,895; expenditures, $210,344; net income, $96,551.
As the canal had cost $2,829,769, and the railway but little more,
it did not require much argument to satisfy investing projectors
that it was better to support a class of undertakings which bad
yielded $2,202,591 net profit during six years than a class which
had yielded only $96,551, both being managed by the same company.
Many of the statesmen of the day, however, continued to favor
canals. They seem to have always had a partiality for water routes
when questions involving expenditures of public money were agitated.
DELAWARE AND MARYLAND IMPROVEMENTS.
The New Castle find Frenchtown, the first railway in Delaware,
and one of the first in the United States, formed an important
link in a through north and south route. The Philadelphia, Wilmington
and Baltimore supplied useful railway facilities to portions of
Delaware and Maryland, as well as to sections of south-eastern
Pennsylvania.
In Maryland the Baltimore and Ohio, and the Baltimore and Susquehanna,
the latter being the progenitor of the Northern Central, had been
started by private companies, at a very early period, and liberally
aided by financial assistance in the shape of loans or stock subscriptions
of the state of Maryland and the city of Baltimore. By the close
of 1839 the Baltimore and Susquehanna had extended its lines into
Pennsylvania, and the Baltimore and Ohio had a fair start towards
the extension of its lilies to the Ohio river.
IMPROVEMENTS IN PENNSYLVANIA AND SOUTHERN AND WESTERN
STATES .
The number of miles of railway in operation, and number of
locomotives in 1839-40, in the states named below, was reported
in 1840 by Chevalier DeGerstner, who had come to this country
for the express purpose of examining the American railway system,
visiting nearly till the lines, and who was then said to possess
more information on that subject than any other person to be as
follows:
A considerable number of the railways then in operation continued
to use horses or mules as a substitute for locomotives.
The longest continuous line of railroad then in operation in
Pennsylvania (and one of the longest in the United States), extended
from Philadelphia to Greencastle, a distance of 163 miles. The
only lines in Pennsylvania on which locomotives were then used,
and the number on each, was is follows: Philadelphia, and Columbia,
36; Allegheny Portage, 17; Philadelphia, Germantown and Norristown,
8; Philadelphia and Trenton, 5; Philadelphia and Wilmington, 4;
Harrisburg and Lancaster, 8; Cumberland Valley, 8; Franklin, 1;
Beaver Meadow, 6; Hazleton branch, 3; Sugar Loaf Summit, 1; Little
Schuylkill, 5; Pottsville and Danville, 2; Williamsport and Elmira,
1; Blossburg and Corning, 2.
In Pennsylvania, in 1839, $18,050,450 had been expended on
railways, of which sum about one-third represented the cost of
the state railways, the Philadelphia and Columbia, and the Portage
road. This was considerably more money than had then been expended
for railways in any other state. The bulk of the private capital
had been invested in roads leading to or from the anthracite coal
regions, and most of these undertakings, in turn, were comparatively
short lines, connecting the mines with canals. The most extensive
of the new coal roads, however, the Philadelphia and Reading,
of which 54½ miles were opened in 1839, and 15 more then
graded, was a much more ambitious undertaking, inasmuch as it
aimed at carrying coal by rail from the Schuylkill region to Philadelphia,
in competition with the Schuylkill Canal, which had previously
monopolized that traffic, and on account of this threatened competition
the stock of the Schuylkill Navigation Company had declined greatly
in market value. Independent of the coal roads and the state roads,
the Philadelphia, Germantown and Norristown; Cumberland Valley;
West Chester; Philadelphia and Wilmington, which formed the link
in Pennsylvania of the Philadelphia, Wilmington and Baltimore;
the Philadelphia and Trenton, which formed the Pennsylvania branch
of the New Jersey railway system; the Harrisburg and Lancaster,
now part of the Pennsylvania Railroad, and Williamsport and Elmira,
connecting a portion of northern Pennsylvania with southern New
York, were in operation. The Cumberland Valley, and Philadelphia,
Germantown and Norristown, although finally very successful, were
at an early stage of their history regarded is very unpromising
enterprises. Of the Philadelphia, Wilmington and Baltimore it
was reported in 1839 that its net income was $194,503, which was
considered sufficient to justify a liberal dividend. Philadelphia
had also built three railways within her limits, to be operated
chiefly, if not exclusively, with animal power, which had an aggregate
length of six miles. The Philadelphia and Columbia Railroad had
cost $48,780 per mile, and the Allegheny Portage road $50,450
per mile, and they were two of the most expensive roads that had
then been built in the United States. The estimated cost of the
Reading was also unusually large, being at the rate of $45,000
per mile. But nearly all the other roads were comparatively cheap
and the estimated cost per mile of all the railways in Pennsylvania
then finished, and in process of construction, was $27,130 per
mile.
RAILWAYS IN SOUTHERN AND WESTERN STATES.
Of the railways in operation in Virginia, North and South Carolina,
and Florida in 1839, all used locomotives except two shortlines.
While the mileage then in operation in those states was 994, there
was ail additional mileage of 301 graded, and 380½ projected,
making the total mileage in those states, completed and contemplated,
1,675½. The amount of capital that had been expended on
construction was $18,442,000, and the estimated additional amount
necessary for completion was $7,770,000, making the total cost
$26,212,000, and the average cost per mile $15,644.
These lines were the first to form continuous systems of considerable
magnitude, one of which extended from Fredericksburg, Va., to
Wilmington, N. C., a distance of 304, miles, and another from
Fredericksburg to Raleigh, N. C., a distance of 227½ miles.
The railroads in operation in Alabama, Louisiana, Mississippi,
Tennessee, and Kentucky in 1839 had an aggregate in mileage of
195, but 421 additional miles were graded, and 5321 projected.
The amount of capital already expended was $9,621,000, and the
estimated amount necessary to complete the unfinished lines was
$9,613,000, a total of $19,234,000, and an average cost per mile
of $16,750.
The length of the railroads in operation in Ohio, Indiana,
Michigan, and Illinois was 196 miles; additional mileage graded,
533; not yet constructed, 2,092½, and the aggregate length
of the projected systems was 2,821½ miles. The amount of
capital expended had been $5,523,640, and the estimated additional
amount necessary for completion was $27,114,500, making the total
cost $32,638,140, and the average cost per mile $11,568. Of the
completed mileage of these states, 56 were operated with horse
power, and on 140 miles locomotive engines were run.
THE GENERAL RESULTS.
It will be seen that up to 1840 no continuous road of considerable
length had been completed by any single company, and most of the
mileage existing it the end of the fourth decade represented detached
enterprises, which either served purely local purposes or acted
as connecting links between natural or artificial water-courses
The germ of great systems, however, had been established, and
notably of the Pennsylvania, New York Central, and Baltimore and
Ohio. A number of the lines constructed by private companies had,
at the outset, greatly disappointed the expectations of their
projectors, and proved unprofitable. Some schemes, after being
well advanced, were abandoned for years on account of financial
stringency arising from the panic of 1837. In some of the cases
where state or city aid had been granted, peculiar difficulties
had sprung up, and in other cases the results were no entirely
satisfactory for various reasons. It seems to rarely require much
experience to convince some of the parties interested that railways
are not invariably an unmixed blessing.
At the close of 1839 there was no extensive continuous internal
improvement of a single given character and ownership extending
through a number of states except the National road, a superior
turnpike, which had been constructed by appropriations of the
United States government, made during period of about thirty years.
The only other extensive continuous systems under a single management
were the New York canals and the main line and branches of the
Pennsylvania system of internal improvements, which incidentally
included two railways that were about 120 miles in length. But
the necessary means for both these undertakings were obtained
from state treasuries, and mainly through the proceed of the sale
of state bonds. No private company up to that time possessed sufficient
capital or credit to construct a continuous railway of considerable
length, and in the absence of state aid it would then have been
useless to attempt to build such lines. The longest route of continuous
land travel, interspersed with occasional steamboat trips and
staging, but made up largely of railway links, was on the great
north and south mail route, extending from Boston to New Orleans,
near the Atlantic seaboard and gulf of Mexico, but ambitious effort
were then, as in all subsequent periods, generally directed to
wards the improvement of lines and systems extending west ward,
and the prominent competitors for western traffic, to be won by
railway extensions included Boston, New York, Philadelphia, Baltimore,
Charleston, and Savannah.
A distinguished Frenchman, Monsieur Chevalier, who visited
this country in 1838, said of the great public works then progressing
in the United States that "they must have for their objects:
First. To bind the shores of the Atlantic with the country
west of the Allegheny; that is to say, to connect rivers, such
as the Hudson, the Susquehanna, the Potomac, the James river,
or bays, such as the Delaware or the Chesapeake, either with the
Mississippi or its tributary, the Ohio, or with the St. Lawrence,
or the great lakes, Eric and Ontario, whose waters are conveyed
by the St. Lawrence into the sea.
Second. To establish communications between the valley
of' the Mississippi and that of the St. Lawrence; that is to say,
between one of the great tributaries of the Mississippi, such
as the Ohio, the Illinois, or the Wabash, and lake Erie or lake
Michigan, which lakes of all those which have an outlet by the
St. Lawrence extend furthest south.
Third. To connect the north and south poles of the Union,
New York and New Orleans.
Independently of these great systems of public works, which
are in progress of construction, and even in part executed, there
exist secondary groups of lines of transportation, having for
objects either to facilitate access to centres of consumption
or open outlets to certain centres of production. The first of
this class of cases embraces different works, canals, or railroads,
which leave the great cities as centres, and radiate in different
directions around them. The second comprises such works as have
been executed to bring into market different coal fields."
The first single line in the United States to attain considerable
length was that of the South Carolina Railroad Company, or the
South Carolina and Hamburg road. In 1833 it had 137 miles in operation,
and it constructed the first continuous 100 miles of railway that
were built in any part of the world. In 1834 active efforts were
being made to extend its system to Louisville and Cincinnati.
The largest amount of mileage embraced in any of the continuous
existing systems which was finished in 1839 was that reported
by the New York Central, consisting of 179.78 miles, but at that
time this mileage was owned and controlled by a number of distinct
companies.
A much larger amount of the mileage now controlled by the Pennsylvania
was in operation in 1839, and it includes the following lines,
viz: Cumberland Valley, 68.32; Elmira and Williamsport, 24.20;
Harrisburg, Portsmouth, Mount Joy and Lancaster, 35.54; Jeffersonville,
Madison and Indianapolis, 22.00; Northern Central, 65.70; Philadelphia
and Columbia, etc., 93.89; Philadelphia and Trenton, 26.44; Philadelphia,
Wilmington and Baltimore, 103.66; United New Jersey Railroad and
Canal Company, 132.11; West Chester, 5.20; total, 444.95 miles.
The Baltimore and Ohio mileage in 1839 consisted of 84.50 miles
on its main line and 31 on the Washington branch.
The Boston and Albany mileage was 118.96.
It would be idle to attempt to describe the particular events
that made up the history of any of the lines that gradually familiarized
the inhabitants of one section after another with a tangible idea
of a railroad. Wherever engineers and contractors prosecuted their
labors vigorously the process of filling up valleys, making deep
cuts in elevated regions, and bridging streams and rivers, excited
wonder and led to a variety of incidents and complications. The
changes effected and foreshadowed were so numerous and momentous
that in many localities a new point of departure in rural chronology
was furnished by the time the railroad was built. There were a
variety of trials and vicissitudes, industrial revolutions, fortunes
made and lost, distressing accidents, some parties highly pleased
and others terribly indignant, and often an influx of immigrants
who followed in the wake of the advancing line, some of whom became
permanent residents. For some communities and individuals the
railway did much, for others comparatively little, and to a few
it may have been a positive injury. But there was no line which
did not serve one of the chief ends of modern life by promoting
the greatest good of the greatest number affected.
Transport Systems
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