WESTERN RAIL-ROAD. 1. ORIGIN OF THE ENTErprise. THE route from Boston through Worcester, Springfield and Pittsfield, was surveyed by James F. Baldwin, at the expense of the State, in 1827-8, and under commissioners of their appointment. The commissioners recommended that the legislature should construct the road as a State work; but they declined. After the Boston and Worcester Rail-road was in progress of construction, a charter was granted to N. Hale and others, dated March 15, 1833, to construct a rail-road from that, crossing the Connecticut river in Springfield, to the western boundary of the State. Provisions. Capital stock not less than one, nor more than two millions. After ten years from completion, a right in the legislature to reduce the rate of tolls on certain conditions. After twenty years, legislature may purchase the road, by paying cost, and 10 per cent. net annual income. No other rail-road to be granted from Worcester or Milbury to the county of Hampden, or from Springfield to the county of Berkshire, within thirty years; with power to make branches from the main road to any places in the towns through which the road passes, or the towns adjoining the same; also to make a branch to the southern boundary of the State, to meet a road from New Haven and Hartford. In 1835, private individuals made extensive surveys from Worcester to Springfield, and collected statistics of business and freight. In June, 1835, books for subscription to the stock were opened in various parts of this State, and in New York, Hudson and Albany. Great efforts were made for several weeks, but little was subscribed. In the autumn of 1835, public meetings were held in Faneuil Hall and other parts of the State-the patriotism of the whole community appealed to-each town was divided into districtscommittees were appointed in each, and personal application made to every citizen. In December, 1835, two millions of stock had been subscribed. January, 1836, the Corporation was organized, and the stockholders directed an application to the legislature for aid. April 4, 1836, the capital stock was increased to three millions, and the Treasurer of the State directed to subscribe for one million of the stock, and to pay the State's share on each assessment, when 75 per cent. of the same assessment had been paid by individuals; one-third of the Directors to be chosen by the State. 2. PROGRESS OF OPERATIONS. Surveys by the Corporation commenced April, 1836. October, 1836, road for twenty miles from Worcester ordered located. Twenty miles put under contract for grading about January 1, 1837. Twenty miles of work commenced about February 1, 1837. 1837, January, road ordered located from East Brookfield to Length of road from Worcester to Connecticut river, 54 miles. Highest grade on do. (for a short distance) 50 ft. per mile. Smallest curve, (for 1,600 ft. only,) 1,146 ft. radius. 1838, January 1, twenty-seven miles are fully graded, and ready for superstructure. With proper means applied, 22 miles more may be graded by August 1st, and the residue in about one year from this time. The grading is now going on, (though with reduced force,) for the whole unfinished distance, except two miles adjoining Connecticut river. The superstructure cannot be commenced till after the winter of 1838-9, unless the timber can be contracted for and cut this winter, and means provided to pay for it. The contracts thus far are executed within the estimates. West of Connecticut River. Most of the year 1836 was spent by two parties of engineers in numerous surveys; of a north route by Pittsfield, and the south route by Lee; and several months in 1837, on a re-survey of the south route. The engineers recommended the northern route. July, 1837, the Directors decided in favor of the northern route by Chester, Washington, Hinsdale, Dalton and Pittsfield. These two routes were of about equal lengths, and involved about equal expense. The north one has much less high grades, and much the least curvature. The distance by this route, from Connecticut river to the west line of the State, is about 62 miles. The highest grade is 79 to 80 feet per mile. The shortest curvature about 1,000 feet radius. The whole length of the road from Worcester to the west line of the State, is about 116 miles-and is perfectly feasible for locomotive power. From the western termination of the road to the Hudson river, two rail roads are contemplated. One to the city of Hudson, thirty-three miles, is now graded, excepting for about half a mile, and the rails are now laying down. This will be in ope ration Aug. 1, 1838. The other is to Albany, about 38 miles. And assurances are given that it will be commenced the coming spring, and finished before the Western Rail-road. Both these are feasible for locomotive power. The whole distance from Boston to Albany will not exceed 200 miles, and may be travelled ordinarily in 12 hours. From Albany to Utica, 96 miles, a rail-road is in operation; and from Utica to Buffalo roads are now in progress, which will doubtless be in operation by the time of completion of the Western Railroad, making about 500 miles of continuous rail-road to the lake navigation-or about 32 hours travel. The New Haven and Hartford Rail-road is now constructing, and a charter is granted to extend it to the Western Rail-road at Springfield. 3. FINANCIAL DEPARTMENT. The stock (20,000 shares) was originally subscribed for, by over 2,200 individuals, principally in small sums, from one to twenty shares, in various towns in eight different counties in the State, and in the State of New York. There are now about 2,400 stockholders, mostly men of moderate property, and in active business. In nearly every case, the subscription was made, not as an investment for profit, but as a contribution to a great public enterprise. The two first assessments were collected in full before the work commenced, and the greater part of the third was collected early last year. Upon these three the State paid their share, being $150,000. The fourth assessment was payable April 16, 1837, and on account of the pressure of the times, and the difficulty of collecting it, it was suspended till Sept. 1837. After great labor and persevering personal applications for several weeks by the treasurer and other officers, 75 per cent. of this assessment has just been collected, and the State have now paid $50,000 thereon, making $200,000 in all. All the officers agree, that without a prospect of extraneous aid, it will be impracticable to collect 75 per cent. on another assessment. These four assessments make the collections about $600,000. It is estimated by the treasurer and agent, that the unexpended balance of this sum will be entirely exhausted by the payments for the work done the present month, and other outstanding claims against the corporation. About Aug. 1837, the pressure of the times and the state of the treasury compelled a reduction of the work and of the expenditure fully one third. Since that time the force has been gradually still farther reduced, as low as is possible, without actual loss to the contractors or the corporation. The directors are resolved not to bring the corporation in debt beyond means at command to pay. And without further aid, they must, in the course of February, order the work to be discontinued. 4. CONSEQUENCES OF SUSPENDING THE WORK. The whole corps of engineers, which is of the first character for intelligence and efficiency, must be dismissed. The contracts, mostly made when labor was low, will be relinquished, to be renewed, if ever, probably on higher terms. The execution of the first half of each contract is by itself profitable to the contractor-as "the haul or draught is shortthe price per cubic yard being the same on the whole section. Of course the last half by itself is onerous in proportion. If the contractor is stopped when the section is partly finished, he has full pay for the part thus done. And when the work is resumed, the residue must be let at a greatly enhanced price. Much of the work being finished, will get in a dilapidated state by want of care. Most of the laborers now on the line, with their families, will be transferred to the alms-houses-at least during this winter. If the work is entirely abandoned, There will be a loss to individual stockholders of $400,000 to the State of 200,000 This amount of capital will be virtually annihilated. The farms and lots on the whole line will have been cut up, to their great injury, and without benefit to any body. Great injustice will be done to those land-owners who have given their lands for little or no compensation, and who lose the equivalent, expected to be realized by the construction of the road. |