TRAVEL AND TRANSPORTATION, STEAM ENGINES, MANUFACTURES, MACHINERY, &c. -~~~~~~~~~~~~~~~~~~~~~iF 2- -~ -7, ~ USMAIL A jj' ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ c- -Y~. IMPROVEMENTS IN TRAVEL AND TRANSPORTATION ILLUSTRATED. TRAVEL AND TRANSPORTATION. CHAPTER I. tant. In such a state of affairs the roads are very imperfect, and the carriages of the NATIONAL. rudest description. It is conceivable that the first step from the pack-horse and its OF all the marvels that have marked the pathway, to the two-wheeled cart and a road present century, those which manifest them- was a very great advance-nearly as much selves in the development of the means of as from the road to the railway. And this locomotion and transportation are among improvement has by no means been of so the most wonderful. With the emancipation distant a date as at first we might imagine. of the states from their colonial condition, Not only is the construction of good roads and the formation of a federal government, of very recent date, but up to the present a -most extraordinary activity seems to have moment a very large portion of the world been imparted to the inventive faculties called civilized is without them. Certain of the American people, and to which side parts of Europe, the French colony of Algiers, soever we direct our attention, we find and the United States alone possess them. that all the great and useful creations of In other words, but little more than one-genius take date from that auspicious event. quarter of the inhabited part of the globe The art of transportation has, as it were, is provided with roads. In China a large part been created. Not that our fathers were not of the internal land transportation is upon possessed of the means of transportation by human backs; With the exception of one or land or water, but those means were so im- two important communities, the extensive measurably below those now in use, thatitmay empire of Russia, with 60,000,000 inhabibe fairly claimed that a new art has been tants, is without roads; communication is created. When our fathers landed on these kept up only in the winter, when the ground is shores, it is easily understood that they frozen, by sledges. Spain is little better off found no roads, or carriages, or other means than Russia, and Italy has, few of such imof moving from one place to another. In- provements. deed, the countries they had left were at The condition of affairs in this country that time but poorly provided with such before the construction of roads is evident means, as compared with what they have at to the hardy pioneers of the western fronpresent. tier, and has been at times common to every The first attempts to exchange the prod- part of the country. The first settlers on ucts of labor, which mark the nascent com- arriving here, it is certain, found no roads, merce of a people emerging from barba- and were not skilled in following an Indian rism, are developed through manual labor, trail. They built their houses upon the and the application of the strength of ani- summits of hills, as well to avoid the miasmals in a rude and imperfect way. The mata of swamps as to get notice of the appeddler with his pack, and progressively his proach of hostile savages. The connection pack-horse, are the instruments of intercourse between these houses was by foot-paths that in an infant society. From village to vil- became horse tracks, and with the progress lage, pathways are formed, wheel-carriages of events were enlarged into wagon roads. are invented to gather the fruits of harvests, These, ultimately fenced in, became the highand they wear their own paths upon the sur- ways, running irregularly over the face of face of the soil, and finally the road is con- the country, as they were prolonged by settlestructed, more or less perfect, as a means of ments. The science of road making never transport between places more or less dis- guided their direction, nor would farmers EARLY ROADS-POST ROADS-MACADAM-NATIONAL. 173 permit the squareness of their fields to give river. At a subsequent period he received place to the straightness of roads. These the thanks of the Virginia House for his highwa:ys are made in the general idea of report on the results of his examination of making the passage of a vehicle between the valley of the Ohio. And the war had no any two given points possible, and various sooner closed than we find him, in 1784, preexpedients are resorted to, to overcome ob- siding at a commission sitting at Annapolis, stacles at the smallest expense. The plough on behalf of Maryland and Virginia, to conturns up the sides, and the scraper draws the sider the improvement of the navigation of earth to the summit, which is levelled off to the Potomac, which improvement ultimate-) be hardened by travel. The reduction of ly, in after years, became a canal to Pittsburg. hills or the filling in of swamps is not resorted General Washington, as an engineer, always' to in new settlements, but the latter are took an active interest in works of internal mostly made passable by laying down logs improvement. When'the Dismal Swamp across the track, and parallel with each canal, connecting the Chesapeake, at Norother. This (cordw'oy) road is better than a folk, Va., with Edenton, Albemarle Sound, swamp, but offers so great resistance that a North Carolina, a distance of 28 miles, far less load can be drawn over it than over throughthe vast Dismal Swamp, was projecta smooth, level road. The roads of the ed and executed at the expense of individuals whole country, encountering these natural with some government aid, he took some difficulties, took their character from their of the stock. One certificate of this stock, location, and transportation in each district originally issued to him for ~300, or $1,000, was more or less difficult, according to cir- was sold in 1825, at auction, in Alexandria, cunrstances. The best roads of the day for $12,100, to Judge Washington. Pennwere such as would now nowhere be tol- sylvania, nearly at the same time, appointed erated; as a general thing, the water-courses, commissioners to explore routes for connectso abundant in the country, were the main ing the Delaware with the lakes. They arteries, and most roads were directed toward reported in favor of the Juniata, partly by these, or in the neighborhood of a large city canal and partly by river. The result was a they converged upon it as a common centre. charter of the Schuylkill and Susquehanna The number of even these roads at the Company, in 17,89, and the Delaware and date of the formation of the government Schuylkill in the following year, with $400,was not large, nor was their quality to be 000 capital. In New York the active mind admired. The streams and water-courses of GouverneurMorris had already projected were well supplied with small craft, that the Erie canal. In Massachusetts, the Middelivered goods and produce between distant dlesex canal, 30 miles, was authorized in points, but where the route left the water, the 1789, and navigated in 1804. In South transportation became difficult and expen- Caroliha the Santee canal was finished in sive. The war and its success had deeply 1802. These, with many other events, show stirred the public mind, and imparted full the activity of the public mind at the date activity to the independent genius and en- of the birth of the Union, in relation to terprise of the people. Those 3,000,000 means of transportation. It will be reof souls occupied, as it were, but a foothold membered, however, that the people were on this immense continent, to the ultimate then few in number. They were heavily in possession of the whole of which they al- debt. Their productions were small and ready looked forward. The means of trans- trade limited. There was no surplus capital portation were the first object and desire to carry out those magnificent ideas, which that presented themselves to thinking men,. were in advance of the times. The natural Steam, as a power of locomotion, was un- water-courses of the country ran through known, and the science of road making the finest farms and delivered most of the little developed. Canals, therefore, pre- produce upon noble bays, which were well sented themselves almost simultaneously to provided with ships to transport it abroad leading men in various sections. General for sale. This natural traffic absorbed all Washington had, before he attained his the commercial capital of the country, but twenty-first year, crossed the mountains and it was so profitable that in the course of a given his careful attention as an engineer to few years it supplied accumulations for the subject of canals, more particularly the other objects, anid it was left for a few years connection of the Chesapeake with the Ohio later to witness the prosecution of great en11 174 TRAVEL AND TRANSPORTATION. terprises. The roads of the country were in A systematic connection of every town in the a terrible state, however, and since the new whole thirteen states, by state routes under constitution had empowered Congress to one organization, completed the means of establish post-offices and post-roads for the communication and established passenger conveyance of the mails, it became its duty routes. The statistics of the post-office to look to the roads, and this was the first afford a very good indication of the progress practical bond of union between the states. of that kind of transportation:MAIL SERVICE. No. of Miles By stages. Sulkies and horses. Steam. Rail. Annual. post offices. post roads. Miles. Miles. Miles. Miles. Miles. 1791.... 89 1,905 89,650 756,818.... 846,468 1811. 2,403 37,031 2,534,102 3,058,960.... 5,592,652 1833.. 8,450 115,176 17,693,839 8,531,909 628,737.. 26,854,485 1859.. 27,977 260,052 23,448,398 27,021,658 4,569,962 27,268,384 86,308,402 This table gives the transportation of the ton to New Orleans; and in the frontier mail in the first year of its operation; in states, numerous roads were constructed by 1811, when steamboats began to run; in the troops under the direction of the war 1833, when railroads began to claim a share; department. and in the past year, when all these means It was thus that the federal government have been more fully developed in all sec- imitated imperial Rome, which in the days tions of the country. There are thus three of its power clearly understood that that distinct periods of transportation: 1790 to power was to be maintained only by the rap1810 were 20 years of common roads and id march of its legions. From the "eternal sail vessels; from 1810 to 1830 were 20 city," noble causeways ran to the remotest years of canals and steamboat progress; and corners of the then world. These were milisince 1830 there have been 30 years of rail- tary routes simply, and intelligence was conroad progress, which has produced immense veyed upon them from station to station with results, throwing an entire net-work over the great rapidity. On the fall of the empire, surface of the country between the Atlantic those noble works, instead of being preservand the Mississippi, and superseding other ed for the uses of commerce, were in a great means of transportation. It is to be ob- measure demolished by small states, as a served that in the first year of the opera- means of preventing invasion. Nevertheless, tions of the post-office department, there those Roman roads remained the best roads were but 1,905 miles of post-roads, and in England down to the present century. that on these, nine-tenths of the service was WVhat is called Ermine street connected Lonon horseback. the stage service being very don with Carlisle, in Cumberland. Another is small; but as the roads were improved up known as Watling street. Apart from to 1811, the stage service came nearly. to those old works, the roads of England were equal the horse service. From that date no better than those of this country up to steam began to take the mails that ran on or the present century. In this respect there near water-courses, and subsequently to is great difference between the works of the 1830 the railroads began to compete with Romans and those of the United States. the stages on land; since that time the stage Those old Roman roads had no competitors. service has increased but six millions, while During 1,400 years they continued the in the previous 20 years it had increased best means of conveyance. The United over fifteen millions of miles. The extension States roads, on the other hand, were hardly of post routes has been in 70 years, it done before the inventive spirit of the age appears, over 258,000 miles in the whole set up a successful rival in the giant railway, country, and the federal government has which has become the trunk road. The taken an active part in the extension of French government, under the empire, saw roads.. The most important work of this the necessity of roads, and began a system kind undertaken was the Cumberland or for Europe. The noble way over the Simnational route across Ohio, Indiana, and plon was the first of these. With the fall Illinois to St. Louis. For this purpose, of the empire that system became confined large annual appropriations were made by to France, but has since been vigorously Congress. Other roads in many directions pushed-$20,000,000 per annum was exwere projected, particularly from Washing- pended for many years in their construction. EARLY ROADS-POST ROADS- MACADAM —NATIONAL. 175 There were in 1815, 3,000 leagues of " roy- and at the same time allow the largest loads al" roads, and these had increased to 10,000 to be drawn by horses. The better the road in 1850. 2,000 leagues of departmental, or the larger will be the load that a team, or two county roads had, in the same time, increas- horses, can draw at a given speed, and of ed to 12,100, and town roads were extended course, the cheaper the transportation. It is by 15,000 leagues. These extended means to be understood, however, that the road of communication have imparted to French must be equally good for the whole distance prosperity much of its strength. that a load is to be drawn, since if there is a In the United States the impulse given to space where great difficulties are to be enroad building by the federal government was couintered, the load must be gauged to meet taken up by the several states, if not direct- that difficulty, no matter how good may be ly at the public expense, yet by laws which the remainder of the road. If a highroad compel inhabitants to work on the local leading through one township is not kept up, roads. These regulations are different in it neutralizes the public spirit of those addifferent states. The essential features of all joining; hence the necessity of a general the laws are nearly the same as in the state system to insure continuous cheap transporof New York, where the directing power is tation. To effect this, science has devoted its in " commissioners of highways," who are attention, but with little effect in the manchosen in each town. Under these over- ner that country roads are marle and kept in seers are also chosen. The commissioners repair. The requisites of a road are: 1st, direct as to the grade of the road, general straightness, because straight lines are the shape, drainage, etc. The overseers sum- shortest; 2d, it should be as level as mon the persons who are to work, see that possible, because every ascent causes a loss they do actually work, collect fines and com- of power. Thus, if a horse draws on an ormutation money. Every person owning land, dinary level road two tons, and comes to an and every male over twenty-one years, is as- ascent of one foot in every twenty, he cansessed to work. The whole number of days' not ascend, because, in addition to the work shall be at least three times the num- draught, he must lift up 200 pounds, or oneber of inhabitants in each town. Under this twentieth of the whole weight through the system the roads are never very good. The whole height. To make the road level, and commissioners workl gratuitously, and skill, save this labor and expense, the road must labor, and time are never to be had for that wind round the hill. There is little lost by price. The overseers, being changed every this, because generally it is no further round year, are never experienced in the undertak- than over. To prove this, cut an egg in half ing. The men they summon go to it as a half longitudinally, and set it upon the table; the holiday, and the work the overseer sets them line which goes round the base is the same at is pretty sure to be that which most bene- as thht which goes over the top. The half fits his own place. The money subscribed is of an apple or arty similar body will give the not expended in the best manner. These same result. Even if it were longer, it is are all circumstances which do not favor the better to go round, since the horse can do construction of such roads as will greatly the last and not the other. The road should reduce the cost of transportation. In the never be less than a rod wide, to allow two laying out of the road in this way, a passa- vehicles to pass. The surface of the road ble track is the most aimed at. must be as smooth and hard as possible, in To admit vehicles, the track must be order to overcome as much as possible the cleared of wood by the ax-men, swamps must resistance offered by sinking in, which is be overlaid with materials, rivers bridged, very serious, because the depression creates and the route laid around hills in order little hills before the wheels. Thus, if a to avoid the difficulties of ascent. These wheel four feet in diameter sinks in one are the main points to make a road practica- inch, to overcome the resistance thus offered ble. It is very soon discovered that trans- one-seventh of the load would require to be portation on a bad road is much more ex- lifted up over it. The harder the road, the pensive than on a good, and efforts are ac- less the resistance from this source. The cordingly made by the most enterprising to greater the number of stones, hard substanimprove the bad roads. The first step is to ces, and inequalities there are to be encounmake the roads in such a manner as to ac- tered, the greater the resistance from collicommodate the greatest number of people, sion. The resistance of friction is propor 176 TRAVEL AND TRANSPORTATION. tional to the roughness of the road, and the enactments were designed to encourage the extremes of this may be illustrated by a car- use of broad. tires, as being less destructive riage wheel on gravel and a rail wheel. The to roads, but where the road is well made, as loss of power on a road, or in other words, on the Macadam plan, the breadth of the the cost of transportation, is increased in tire has no effect; on the other hand, the proportion to the increase of these resist- horses' feet do the most damage. It has ances, and inversely as they are diminished. been calculated that a set of tires will, in To overcome them many improvements have average weather, on a macadamized road, been gradually adopted, such as earth, gravel, run 2,700 miles, but that a set of shoes will broken stone, stone pavements, wood, and bear only 200 miles travel. railroads. The Macadam road, invented by a Scotch In marshy forests charcoal roads are gentleman of that name, was introduced in made. Timber from 6 to 18 inches thick is 1820. The principle is simply that stones cut, 24 feet long, and piled up lengthwise in broken into angular fragments not over a the centre of the road in such a manner that certain size, say that of a pigeon's egg, will, the pile will be about 12 feet high. This is cov- under the pressure of wheels, combine into ered with earth, taken from ditches on either a compact mass, excluding all water, and, side. When the wood is charred, the coal therefore, not subject to the action of frost, is raked down to the widthof 10 feet, with a and be as solid as the original stone. These depth of two feet in the centre and one at the have proved to be the best roads, anside. Such a road becomes very compact, swering most of the conditions, and, thereand free from dust. Such a one in Michigan fore, allowing of transportation at the smallcost $660 per mile. est cost. Good, well-made pavements, as In the older states mostly plank roads used in cities, are better, since they give litwere at one time favorites, and many hun- tle resistance, and afford a foothold to the dreds of miles were constructed at a cost of horses. In order to understand the differ$1,250 per mile. This plan has been gen- ence in value of these roads, it may be re-'erally abandoned. The roads not kept up marked that a machine has been invented are a nuisance, and many have been cornm- called a dynamometer. It resembles a spring plained of, and removed as such. balance; one end is connected with the carGravel roads have sometimes been made riage, and the other with thehorses, and the with the gravel from the shores of rivers, but power they exert is shown by the index. the resistance offered by these roads is con- By such an instrument it was determined siderable. that, on a gravel and earth road, the resistThe modes of road making here alluded ance to draught of one ton was 147 lbs.; on a to, are those which are prevalent mostly in Macadam road, 65 lbs.; on a good pavethe country districts, and where the work is ment, 33 lbs.; and on a rail track, 8 lbs. performed as a tax. These answer for cross Whence it appears that a horse can draw roads; but the great thoroughfares were three times as much on a Macadam road as taken in hand either by the state or by au- on an earth road; on a pavement, four and a thorized companies. half times as much; on a railway, eighteen Turnpike companies were chartered by times as much. most of the states, with the intention that These figures indicate the gradual advance they should construct roads having all the made in the power of transportation, since requisites of the best routes, and they were the roads, under the action of the state and authorized to make a charge to those who use federal government, and of the enterprising them. These, like most corporations, were towns and cities, gradually improved from subject to abuse; and the people were com- mere wagon ways to well-constructed roads pelled to pay tolls when they had gained noth- in those sections. where, land carriage was ing in the way of easier transportation. New most used. While individuals, companies, and England, New York, Pennsylvania, and other states thus contributed to the improvement states, authorized a number of companies of roads, the federal government entered which answered a purpose before railroads. the field with greater vigor. The New York turnpike laws enact that ve- There were two motives for the construchicles having tires six inches wide shall pay tion of roads and internal improvements by half tolls, those with nine inches, one quar- the federal government. The first was to ter, and those 12 inches, none at all. These facilitate the mails; and the second was to EARLY ROADS-POST ROADS-MACADAM-NATIONAL. 177 facilitate communication. It was obvious was much enhanced. The city of Wheeling that the,new and infant states had little was particularly influenced by it. In the year means to expend in the construction of 1828 it forwarded to Baltimore over that roads that were to be more or less for the road 3,500,000 lbs. or 1,750 tons of prodgeneral benefit. The government, therefore, uce, by over 1,000 wagons. Anticipations in organizing new states upon the national were then indulged that a small reduction territory, made provision for the construc- in the cost of transport would bring 100,000 tion of roads out of the proceeds of the pub- tons of Ohio produce over the road to Ballic lands sold within each state. The gov- timore. They did not then foresee that the ernment everywhere constructed numerous reduction in cost would be brought about roads, and after the war of 1812, when its only by rails to Baltimore. finances began to be easy, it employed the The Cumberland road by no means monopFrench General Bernard and a corps of en- olized the attention of Congress, but roads gineers in the construction of fortifications were constructed in most of the states under and roads. Among these engineers was Capt. the war department, and'in the new states Poussin. This gentleman went back to the army was employed in making them. France, carrying with him the republican Some 800 miles were thus made in Arkansas. ideas here collected. He there propagated We may allude to a few of these roads, as them with such effect that he was, in 1848, that to Mars Hill, Maine; Detroit to Fort Grawhen the Revolution chased the last Bourbon tiot, Michigan; do. to Saginaw bay; do. to' from the throne, attached to the Paris Na- Chicago; Laplaisance bay to the Chicago tional, the republican newspaper, and be- road; Fort Howard and Fort Crawford; came, in consequence, ambassador of the road to Chattahoochee; canal surveys ii provisional government to the United States Florida; road to Apalachicola; Pensacola bay in 1849. Thus, after the lapse of a quarter to Pittsburg, Miss.; road friom Jackson to Fu!of a century, returning to the scene of his ton, Mississippi; Memphis to Little Rock; early labors. Green bay to Winnebago. These few names When the state of Ohio was admitted into of roads spreading from Maine to Arkanthe Union, there were very few roads there, sas and Florida will give an idea of the exand the federal government was the chief pro- tended works of the government, which also prietor of the land. It was agreed, therefore, embraced removing obstructions of rivers that two per cent. of the proceeds of the land and improving river navigation. AL grand sold should be applied to the making of a system of internal improvements was thus road leading to the state. The same condi- developed, until its growing magnitude made tion was made when Indiana, Illinois, Mis- it a- political issue, and the whole system souri, Mississippi, and Alabama were' ad- came to an end under the Maysville road mitted, and the road was commenced. A veto of General Jackson. The principle was turnpike road from Baltimore, 170 miles to adopted by one party, that the federal gov5Wheeling, was laid out, and a similar road ernment had no power to construct any but fiom Washington, 150 miles to Cumberland strictly national works, or not any that were was constructed. From that point the Cum- entirely within a single state. The system berlandroad runs 135 miles to the east bank thus came to a violent end, after an expendiof the Ohio; of this distance, 85 miles are in ture of some $30,000,000, but not until railPennsylvania, 35 in Maryland, and 15 in Vir- roads had begun already to supersede canals ginia. This was extended west 80 miles to and roads. The federal government had Zanesville, and so through the states of Ohio, thus lent a powerful hand to the extension Indiana, and Illinois, to St. Louis. The of highways. The great thoroughfares that it road has cost the government over $3,500,- had laid open had facilitated migration and 000. Its effect upon transportation was settlement, and wherever these had taken very great. Before its construction it re- place, local roads multiplied, until we find quired, to go from Baltimore to Wheeling, that in the present year there are 260,052 8 days. This was reduced to 3 days. The miles of post-road in the Union. figures were the same for the length of The mails of the government were given travel from Washington to Wheeling. Its out by contract' to the highest bidder for influence upon the country through which it four years' service. The whole mail service ran was -great. Villages multiplied in its was divided into sections, north, east, west, Neighborhood, and the value of property and south, each being let for four years, but 1.78 TRAVEL AND TRANSPORTATION. every year one of those fell due. The moderate distances, and travelling was mostcontractors agreed to deliver the mails on ly upon horses, unless water conveyances certain routes in a given time, for a certain could be availed of. This was the common amount of money. The mail money was mode for long journeys on all the rivers. generally depended upon for the expenses of The following advertisement, from a New running the vehicles, and such passengers as York paper early in the present century, could be carried by the same conveyance gives an idea of the style of travelling in the afforded a profit. Thus the system for the youth of men now not old. circulation of letters and newspapers became " SLOOP EXPERIMENT-FOR PASSENGERS the machinery for the circulation of the peo- ONLY. —Elias Bunker informs his fiiends and ple. These accommodations were, however, the public, that he has commenced running far from being luxurious at a distance from a sloop of about 110 tons burthen, between the great cities. In these, indeed, the staging the cities of Hudson and New York, for the was conducted in a style approaching the purpose of carrying passengers only. The splendid. The eastern stages running into owners of this vessel, being desirous to renBoston, and penetrating into every part of der the passage as short, convenient, and New England, were celebrated for' their agreeable as possible, have not only taken quality' and style, as were those of New care to furnish her with the best Beds, BedYork, Philadelphia, and Baltimore, and ding, Liquors, Provisions, &c., but they have most other large cities that were the centres been at very great expense and trouble in of traffic, as well as post service. The dif- procuring materials, and building her on the ferent " lines" ran such opposition, as re- best construction for sailing, and for the acduced the fare and promoted speed. The commodation of ladies and gentlemen traveldandy " turn-out" being ready at the hour, ling on business or for pleasure. well dressed, polite, smart drivers received " Mlerchants and others' residing in the the "ribbons" with gloved hands, and the northern, eastern, or western counties, will "' team" went through with a skill that could find a great convenience in being able to calget the best time out of the nature of the culate (at home) the precise time they can road. As the traveller receded-from the great sail from Hudson and New York, without becentres, he found the "teams" worse, and ingq under the necessity of taking the:ir beds the roads to match. The mails ran fewer and bedding, and those in New York may times in the week, the vehicle dwindled from so calculate their business as to be certain the easy coach to the covered spring wagon, of comfortable accommodations up the rivto the open wagon without springs, ultimately er." to the horse, and finally perhaps to a man's This was evidently no common luxury that back, and the traveller's accommodation Capt. Bunker proffered to an admiring pubdiminished in proportion. lie. They were no longer required to " take up their beds and walk." Ladies and gentlemen travelling for pleasure could now be supplied with bedding, as well as other luxCHAPTER II. uries, on board a hundred ton sloop, and COASTERS-STEAMBOATS-CANALS. depend upon the time of her leaving. The wary Elias did not commit himself to the IN the neighborhood of the water-courses time of her arrival, however. Long experithe traveller was better accommodated by ence had made him cautions on that point. the coasting vessels. The early settlements However, to be certain of leaving was someof the country had been, as a matter of thing, since the taking of a passage had course, upon the coast and on the numerous been only a preliminary step to a voyage. streams with which the country is supplied. The completing of the freight, the waiting The roads had extended back, more or less, for a wind, and the notification by means of into the country from these settlements, a black man to be on board at an appointed where the freights accumulated at the hour, were now to be dispensed with. This landings, whence they were carried by water was a great blessing, a good way in advance for interchange with other towns, or, as the of the navigation 150 years previous, when country grew, to be exported abroad. The permission was granted to a sloop to go from wagon charge for freight was always so high New Amsterdam (New York) to Fort Oras to absorb the value of the produce at ange (Albany), provided she did not carry COASTERS-STEAMBOATS CANALS. 179 more than six passengers. This was the vy, "the country's right arm of defence," mode of reaching most of the large cities. by means of this great innovator. NeverFrom any point of the eastern coast the best theless, the spark of genius had kindled the mode of reaching Boston was by the lumber flame of invention, and the public were beor other coasters. In these the passengers, coming absorbed in it. Each new steamer exmale and female, were stowed away in a few ceeded the previous ones in build and style, berths in the cabin, or sprawled around upon and the machinery underwent as rapid imthe uncarpeted floor. Sometimes these ves- provement. As usual, however, the public sels, when the freight earnings were eked out were slow to be convinced. It was admitby a fair number of passengers, as from Ban- ted, when it could no longer be denied, that gor, Portland, or other cities, were raised to steam would answer for the river, but it was the dignity of a "packet," when a few ex- held to be idle to attempt the Sound navigatra berths were decorated with a red bomba- tion in those new-fangled concerns. This zette frill of rather a scanty style. In the problem was decided in the Fulton by Capt. rainy seasons, spring and fall, these were al- Bunker, possibly our enterprising friend of most the only modes of travelling. It may the sloop. The "Hell-gate" passage was, be suppossd that passengers were not very in those days, an object of terror. An Engabundant. The vessels, however, improved lish frigate had been lost there in the old in size and accommodation, and the number war, and there were not a few who still held of passengers still, even in these railroad the idea that "the devil only could beat days, conveyed by them is, perhaps, as large those English who had beat the Dutch." as ever. The speed of these vessels was not The East River rushing up the Sound at pargreat, and the uncertainty of arrival such as ticular times of tide pours a tremendous flood now would by no means suit ideas of busi- between Ward's and Long Islands. The ness. In those seasons of the year when the passage narrows to a few yards, and the tide roads were generally good, the stages would rushes past the "hog's back" and the "gridmake four miles per hour and arrive in fair iron," turns at right angles, and forms a time. Such arrangements did not permit foaming whirlpool around the "pot-rock," frequent visits for the purchase of goods, which, even with the surface of the water, and most business was done fall and spring, is fatal to any vessel that touches it. when the goods followed the water-courses Through that "gate of Hell" the steamer as far as possible, and then paid from 15 to was to pass, and the operation was described 30 cents per ton per mile, according to the by a passenger as follows:difficulties of the route. Even the mail "I remember the long-agitated question, charge was from 6~ to 25 cents per single let- whether steamboats could be made capable ter, or a letter on one piece of paper, being of sea navigation, or so constructed as to trav181 cents for any distance between 150 and erse our sounds, bays, and coasts in safety. 400 miles-envelopes, of course, were not This question was put to rest by the enterused. Those charges were continued down prise and skill of Capt. Bunker. In the Fulton, to 1845, when the reduction took place. constructed, I am told, with a view to crossing The tonnage employed in the coasting the Atlantic, he undertook the navigation of trade had increased from 68,607 in 1789, to Long Island Sound, an arm of the sea in 420,362 in 1812. Inasmuch as but little which the most severe tempests are often change had taken place in the speed and encountered. During a season of no extrabuild of the vessels, the increase indicates ordinary moderation, including the two equithe progress of business. In 1807 the en- noctial gales, Capt. B. lost but a single trip. terprising sloop owners who, like Captain Another doubt remained to be removed. It Bunker, had conceived the idea of furnish- was supposed impossible to pass the celebrated berths for the accommodation of the pub- ed passage of Hell-gate against the tide, at lie, were struck aghast at the success of Ful- the strength of the current. This was reton's " Clermont"-named after the country served for Capt. Bunker to remove, and I seat of Chancellor Livingston-steaming up happened to be on board at the time of the the river at the rate of four miles an hour un- novel and interesting experiment, returning der all circumstances. The conservative inter- southward from New Hampshire. A numests were loud in demonstrating the utter ruin ber of respectable passengers witnessed the that was to overtake river craft, the occupa- performance. It was in the boat Connectition of boatmen, and, consequently, the na- cut, built with all the strength to be obtained 180 TRAVEL AND TRANSPORTATION. and careful workmanship. The machinist North River boats continued to improve, (McQueen) was accompanying his engine to and the time of the Clermont-36 hours to prove its powers, with careful and ingenious Albany-was, in 1820, reduced by the Parassistants, and some of the owners were on agon to 20 hours. In 1823, however, the board also. The first attempt to pass the time from New York to Providence, 200 point of greatest pressure of the contracted miles, was 20 hours, and the stage to Boston stream was unsuccessful, and the boat was completed the route, 40 miles, in 6 hours compelled to retreat into an eddy and in- more, making 26 hours. At that date steamcrease her steam. With renovated power ers were multiplying on all the Atlantic rivers the effort was repeated, every man fixed im- and bays, and on the western rivers, as well as movable at his post, the passengers properly on the lakes. In 1819 the first steamer crossed stationed in different parts of the boat, the theAtlantic from Savannah, Georgia, to Engengineers employing their utmost diligence land. In 1825 the Chief Justice Marshall had to force the passage. They were again de- reduced the time to Albany to 14 hours 30 feated by the supposed resistless stream, and minutes. The progress in speed may be seen again retreated, racked, strained, and shiver- at a glance in the following figures: ing, from the contest. After a short pause 1811, Clermont's timeto Albany, 4 s. perh., 36 hs. and fresh preparation, it was resolved by the 1820, Paragon, " " 27 parties concerned to make a third endeavor, 1825, Chief Justice Marshall, " 14.30 and test the strength of the machinery by 1840, Knickerbocker, " 9.33 the greatest trial it could ever be expected 1860, average time 18 miles per hour, 8 to bear. After a severe struggle, in which With the opening of the Erie canal in a weaker vessel would have been disjointed 1825, the quantity of goods going and comand torn to pieces, the headstrong current ing much increased the demand for transyielded to the giant power of steam, and the portation, and barges in tow of steamers betriumph of art over nature was effected. A gan a new era in that buisness. That goods few moments of greater breathless anxiety could be carried west on the canal, and so I scarcely ever witnessed. Mechanical sci- by continuous water-courses on the lakes ence achieved a victory over elementary and their affluents, induced more passengers force, and overcame an obstacle heretofore by the same route. In 1841 the improved deemed in this manner altogether insur- method of propelling by screw was introdumountable. The courage and perseverance ced by the patent of Capt. Ericsson. The iron of Capt. B. were so conspicuous on this screw steamer R. F. Stockton, of 72 tons, occasion, that I can never forget the impres- came from Liverpool under the command of sion made on all present. We have since Capt. Crane, and became a tug on the Rarifound it as easy to traverse our sea-board, tan canal. Those steamers now gradually navigate the Mississippi, and cross the At- gained ground in public favor. The speed lantic, as it was to find America after Colum- was long not so great as that of the paddle bus had broken the egg." wheels. This has been gradually overcome To- those who now so frequently make by improved models and forms of screw, that dire passage without knowing it, this until in the month of October, 1860, two animated description must afford surprise as propellers of 100 feet length were launched well as amusement. It is suggestive, not so for the North River trade, and made time much of the temerity of the " bold naviga- 18 miles per hour, being the fastest boats tors" of that day, as of the feeble nature for their length afloat. This class of vessels of the boats then built. The passage, to be may ultimately be exclusively used in the sure, has now been deprived of some of its European trade. "horrors" by the removal of the pot-rock, The settlers who had crossed the mounwhich has been broken by gunpowder tains in the early times of the government blasts to a depth which leaves it no longer had located mostly on the great streams, dangerous. The noble steamers of the pres- within easy reach of the means of conveying ent day pass through at all times of tide, the surplus to points of sale. They were without apparently feeling the current, in- not provided with vessels of a very expensive stead of butting at it three times " strained construction; and flat boats were the chief and shivering." The steamboat, after per- means of descending the streams. These forming this feat, passed up the Connecticut Vessels, designed only to go down stream,:iver for the first time to Middletown. The were composed of such material as, after Xp L L'LP- T rT.1 ru-l-; zp 4 pi W~~tS He V0~-~ - ff - j 13a 2.06 TRAVEL AND TRANSPORTATION. however, some 15,000,000 acres of the rich- $18,150,000, as a security for $17,000,000 est land in the heart of the state, for which of construction bonds; 250,000 acres were there was no sale, because it was not acces- added to the interest fund to meet any desible to market. Experiencing, however, the ficiency of means from other sources apgreat results from the canal grant, which not propriated to interest on the construction.only laid open great tracts to market, but bonds; and 345,000 acres were held in by local expenditure in construction, brought reserve, but were finally the basis of$3,000,settlers and money upon the vacant lands, 000 "free land bonds," issued and redeemed it decided-a nupon a similar grant to the by conversion into company stock. The state in aid of the Central railroad. Accord- 2,.000,000 acres were placed in the hands of ingly, in September, 1850, Congress made a trustees, who alone have power to give title grant of lands to the state of Illinois of every to purchasers, and who are required, whenalternate section, six sections in width, on ever the funds accumulate to the amount of each side of the road and its branches, and a -bond, to buy and cancel it. No land can if any land so situated should be taken up, be sold, unless bonds to the same amount then any vacant land elsewhere might be are cancelled. It was estimated that the selected in room of it, within fifteen miles of bonds thus issued would build the road, and the line of the road. The same law con- leave the entire work free of cost to the ferred upon the states of Alabama and Mis- stockholders. It was found requisite, howsissippi similar grants for the extension of ever, to create 170,000 shares, representing the road from Cairo to Mobile city. In $17,000,000 capital. On this instalments the following February the state of Illinois have from time to time been called in. The incorporated the Illinois Central Railroad $200,000 deposited with the state was asCompany, with a capital of $1,000,000, to sessed $20 on 10,000 shares, and the amount be extended to an amount not exceeding the has since been increased to $26,000,000, on cost of the road. The company on its which 80 per cent. has been called, making organization was to pay over to the state $20,800,000. In April, 1852, $4,000,000 of treasury $200,000, and receive from the state the 7 per cent. construction bonds were isthe entire grant of lands made by the federal sued at par, and the subscribers to this loan government, together with all that remained had the privilege of subscribing ten shares of of the old Central road, right of way, etc. stock for each $1,000 bond. The company The company was to have fifty miles com- purchased their iron, 72,000 tons, in 1852, pleted within two years, under forfeit of the when it was very low, or less than half the $200,000 deposited, and which was to be re- price to which it rose soon after, when the turned to the company on the completion of railroad fever developed itself. In October, the fifty miles within the time. The road was 1852, the whole line was put under contract, to run from Cairo to the western end of in divisions, and 10,000 men were employed the Illinois canal, and thence branch to at an expense of $3,700,000 per annum, at Galena on the river, and to Chicago on the work along the line, twelve hours per day, lake. The cqmpany was to pay to the state stretching a great highway through fertile annually five per cent. on the gross income plains never before opened, conferring value of the road. These were the leading items on them, wealth to the farmers, and strength of the grant, and the conditions were all to the state. As the work progressed, it elicarried out. The location and survey of the countered difficulties from cholera, and the route showed the company entitled to demand forlabor which the growing railroad 2,595,000 acres of land to be selected by the mania caused. The road was opened in company. This vast tract of land, amount- 1 854, and its earnings for its first year, 1855, ing to an area larger than the whole state of were $1,532,118. It sold of. its lands 528,Connecticut, was all to be selected from 863 acres for $5,598,577, and the sales have good farming lands, not an acre of waste in sincereached 1,267,627 acres for$16,230,326, the whole, but all of the richest prairie soil, leaving on hand 1,327,372 acres. These lands of the same character as that in the neigh- are quite as valuable for farms as those sold. borhood of St. Louis, which for two hundred The Illinois Central railroad is the longest years had given to fresh settlers annual crops, continuous line of road under the control of without in any degree deteriorating appar- a single corporation in the United States. ently. These lands of the company were It owns 112 locomotives (of which number appropriated, 2,000,000 acres, valued at twenty-five burn coal), seventy first-class pas RAILROADS-LAND GRANTS-EXTENT AND COST. 207 senger cars, twenty-four baggage and express The sales were double the quantity sold in all cars, and 2,295 fieight cars. It has ex- the states in the previous year. The whole tensive workshops for the manufacture and interest of the government in Illinois was repair of machinery at Chicago, Centralia, speedily closed out. For lands which had and Amboy, with one or two smaller es- been valueless to it before the completion of tablishments at other places. The road is the road, it realized over $9,000,000. This intersected by and makes connections with was the effect of transportation upon those sixteen distinct lines of railroad. At its lands. northern terminus-Dunleith-on the Mis- The first land grants of the government, sissippi river, the cars make connections as we have seen in a preceding chapter, were with the boats of the Minnesota Packet Com- in aid of canals. The grant to the Illinois pany for the upper Mississippi. The comrn- railroad was followed by others, and the agpany have recently erected a grain elevator gregate grants are as follows to each state:at Dunleith, by which grain will be trans- Grants for internal Railroad ferred from the boats to the cars at a con- improvements. grants. siderable saving in labor and expense. Ohio...... 1,243,001.77.... Aht Cairo the southern terminus of tile Indiana.......1,609,861.61 At Cairo, the southern terminus of thellinois........ 500,000.00 2,595,053 road, the cars make direct connections (by Missouri....... 500,000.00 1,815,435 steamer to Columbus, Ky.) with the Mobile Alabama..... 500,000.00 2,332,918 and Ohio railroad for IMemphis, Natchez, Mississippi..... 500,000.00 1,687,530 Vicksburg, New Orleans, and other southern Louisiana...... 500,000.00 1,162,580 Michigan......1,250,000.00 3.096,000 cities. In Chicago the company's facilities Arkansas...... 500000.00 1,465,297 for receiving and forwarding freight are un- Florida........ 500,000.00 1.814,400 surpassed. Sleeping cars are run on all its Iowa........1,385,078.22 3,456,000 night passenger trains. Wisconsin.... 1,069,371.99 1,622,800 The land department is the most interest- California..... 500,000.00 ing branch of the company. It is divided into three bureaus-the cashier's office, the 10,897,313.59 25,464,013 sales room, and the contract room. The whole force employed in it comprises about The grants for internal improvements intwenty-five clerks, one of whom is a brother elude the canal grants to Ohio, Indiana, and of Charles Dickens, the distinguished novel- Illinois, as well as for river improvements. ist. He is on the sunny side of thirty, is a The railroad grants, it appears, amount to quiet, unassuming gentleman, and, it is said, nearly 25.500,000 acres. These grants have writes considerable for some of the leading been applied to that purpose by the several literary publications in this country. But states, not always, however, with the best to return to the lands of the Illinois Central success. The state of Wisconsin was unforrailroad. They comprise an area covering tunate in the grants of the state rights, and 4,055 square miles, nearly as large as the the land has been withheld in some cases. territory of the state of Connecticut, twice Minnesota founded a railroad system upon as large as Delaware, more than half as large her lands, but up to the present time disaster as Massachusetts, about the same size as the only has attended it. The system was pushelectorate of Hesse-Cassel, three-fourths as ed to its extent in 1857, and then suffered a large as the grand duchy of Baden, and half severe revulsion. With the improved deas large as the grand duchy of Tuscany. mand for farm produce, migration may be The most marvellous result of this great expected to be renewed, and the value of the work was manifest in the report of the land grants to be restored. United States land commissioner. The lands The land grant of the federal government through which the road ran had been offered to Alabama for the Mobile and Ohio road on an average of 15 years at $1.25 per acre, was to the extent of 1,120,000 acres, and it without finding a buyer. All those lands became the basis of a sinking fund for the were withdrawn while the company made aid granted to the states of Tennessee, Missisits selections. When that was done, the sippi, and Alabama. The road is to extend lands were again brought into market,in June, from Mobile bay, in a line nearly due north, 1852, and these in the next twelve months to the mouth of the Ohio river, opposite soldin Illinois 298,861 acres for cash, at $2.50 Cairo, a distance of 594 miles. Thence by per' acre, and 2,509,120 for land warrants. the Illinois Central it will connect with Dun 208 TRAVEL AND TRANSPORTATION. leith, on the upper Mississippi, 928 miles, and Chattanooga to Cleveland, Tenn., by the Clevealso with Chicago and the eastern lines. land and Chattanooga railway............29 The road was commenced in 1851, and was Cleveland to Knoxville, Tenn., by the East Tennessee and Georgia railway........... 83 pushed through Tennessee to West Point Knoxville to Bristol, Tenn., by the East Tenin 1857; it is by the law of that state nessee and Virginia railway............... 130 entitled to a guaranteed state credit of Bristol to Lynchburg, Va., by the Virginia and $8,000 per mile, which will carry it to the Tennessee railway......................204 Lynchburg to Alexandria, by the Orange and Kentucky line. The work is one of the most Alexandria railway..................... 169 important in the whole country. Alexandria to Washington, D. C., by the WashThe Memphis and Charleston railroad ington and Alexandria railway........... 6 connects Memphis, on the Mississippi, with Washington to Baltimore, Md., by the BaltiCharleston, by the way of the Nashville more and Ohio railway.......39........... ahndCarlesttanoogathe roa this road hnets Baltimore to Philadelphia, by the Philadelphia, and Chattanooga road. This road connects Wilmington, and Baltimore railroad........ 98 Charleston and Savannah with the leading Philadelphia to New York, by the Philadelphia cities of the Mississippi river. It is 271 and New York railroad line.............. 87 miles long, and forms part of the great through New York to New Haven, Conn., by the New line from Washington to New Orleans. It York and New Haven railway............74 New Haven to Springfield.........62... is well built, and pays 1 2 per cent. dividends. Springfield to Worcester, by the Western railIts cost was $6,351,752, of which $2,258,115 way................. 55 is capital, and $2,.594,000 bonded debt. Worcester to Boston, by the Boston and WorThe New Orleans, Jackson, and Great cterailway........................ 4 Boston to Portland, Me., by the Eastern and Northern road forms the southernmost linl Portland, Saco, and Portsmouth railways.... 107 of the great chain which stretches 2,000 Portland to Bangor, Me., by the Penobscot and miles on the Atlantic coast to Bangor, thus Kennebec, and Androscoggin and Kennebec connecting codfish with sugar, the Maine law railways..131 with New Orleans rum. The road runs from Total.............................1,953 New Orleans to Canton, Mississippi, 206 miles. It has, as a matter of course, an ir- This vast chain of railways is composed of mense through business as well as a large nineteen independent roads, costing in the local traffic. Its cost has been $8,949,183, aggregate, for 2,394 miles of road, $92,784,of which $4,320,618 is capital, and $3,185,- 084, or nearly one-tenth of the whole rail000 bonded debt. way system of the United States, of which There were completed in January, 1860, 1,953 miles are used in this continuous line. the last two links in the great chain of rail- The roads from Washington city to New ways from Maine to Louisiana-the first, the Orleans, embracing a distance of 1,249 miles, last twenty-five miles on the Mississippi Cen- have had the contract for the great through tral, and the second, of sixty-one miles be- mail to New Orleans once a day since July tween Lynchburg and Charlottesville, on the 1, 1 858. Orange and Alexandria railroad, popularly The state of Michigan, in 1836, conknown as the Lynchburg Extension. This templated the construction of three railroads route, as will be seen by the following table to cross the state: the Southern, from of distances, is within a fraction of 2,000 Monroe to New Buffalo; the Central, from miles in length, from Bangor to New Or- Detroit to St. Joseph; and the Northern, leans, of a continuous rail track, with the from Huron to Grand River. For these roads exception of four short ferries, viz.: the Hud- a state debt of $5,000,000 was contracted; son river, the Susquehanna, the Potomac, and, in 1838, 28 miles of the Central road and the James river at Lynchburg, the last had been put in operation, which was extwo of which will soon be supplied with tended to 146 miles, at a cost of $2,238,289, bridges. and the Southern road, 68 miles, at a cost of $1,125,590, when the state failed and reNew Orleans, Jackson, and Great Northe rnpudiated its debt. As a step toward reNew Orleans, Jackson, and Great Northern railway........................ 206 covery, a bill was passed, at the suggestion Canton to Grand Junction, Miss., by the Mis- of Mr. Charles Butler, of New York, called sissippi Central railway................. 165 the " Butler act," by which the state sold Grand Junction to Stephenson, Ala., by the the Central road to a Boston company for Memphis and Charleston railway-........ 219 Stephenson to Chattanooga, Tenn., by the Nash- $2,000,000 of its own bonds, and the Southrille and Chattanooga railway......., 38 ern road for $5,000,000 to another company. RAILROADS-LAND GRANTS-EXTENT AND COST. 209 Little was done, however, until 1849, when tions of the state. The state guarantees Mr. Butler and others reorganized the South- $8,000 per mile for the purchase of iron and ern company, and the road was pushed to epuipment, upon the condition that the corncompletion. As it approached the Indiana panies prepare the road bed and defray the line, an old Indiana state charter was pur- charges of construction. The state retains chased, enabling the company to carry their a lien upon the whole property. The roads work through that state to the Illinois line, have been well built. whence, under the general law of that state, The state of Missouri had done little it was pushed on to Chicago. The dis- toward the construction of roads until the tance from Monroe, on Lake Michigan, to session of 1851, when it agreed to lend its Chicago, is 246 miles, and the work was aid to two great lines: the Pacific road, completed for $5,000,000, or $20,000 per commencing at St. Louis and running across mile in running order, the level nature of the state, on the south side of the Missouri the country being very favorable to the river, and the Hannibal and St. Joseph road, construction of railroads. The work was extending 206 miles across the state from eminently successful, but became involved river to river, connecting the two cities through its connection with lateral jobs, named. This last has also a land grant of which covered it with liabilities greater than 600,000 acres, made the basis for $5,000,its business, large as it was, could carry. It 000 of the company's bonds. The state was, like the Erie canal, and indeed many subsequently enlarged its plan, and agreed other railroads, overlaid with useless and ill- to issue some $24,000,000 of its bonds in judged expenditure. The company expend- aid of the railroads. The panic of 1857 ed $1,312,534 in aid of other roads, many supervened before the issue was completed, in nowise connected with it, and in keeping and many of the roads became embarrassed. up a ruinous competition. The company The most important of these roads is the Pathus became hopelessly involved in 1857, cific. It has received state aid, direct and when its cost had risen to $19,595,407. contingent, to the extent of $7,500,000, and Its struggles increased its liabilities, while has also a land grant of 1,127,000 acres. its business declined. Its main line, Monroe The main line, St. Louis to Kansas city, is to Chicago, is 246 miles, and six branches 282 miles, running nearly parallel with the raise the length to 509 miles, to which 30 Missouri river, and the south-west branch is miles leased are to be added. 283 miles-together, 565. The route open The Michigan Central reached the lake is 63 miles to Syracuse. The cost is $11,in May, 1849, and was also pushed to com- 701,516, of which $3,319,835 is capital, and pletion, going round the foot of Lake Michi- bonded debt $8,303,000. gan, where the Illinois Central put out a In the following table of the leading railhand to meet it. The connection is thus roads of all the states, with the capital paid in 284 miles Detroit to Chicago. The cost of and the funded debts outstanding, there are this road was $14,548,411. The road was many roads which run through several states. laid with T rail, and was very prosperous. These are given, the whole in those states The capital of the company is $6,057,844, where their greatest length is. Thus the Bosand the debt $8,284,063. The road is an ton and Maine road has three miles in Maine, important link in the line of connection but the whole is put down in Massachusetts. between Boston and the western country. The titles of roads in Italics show the landThe state of Tennessee has an important grant roads. The figures are from returns system of railroads extending to all see- | a year earlier than those above. RAILROADS OF THE UNITED STATES-PROJECTED LENGTH AND MILES COMPLETED, WITH THE CAPITAL PAID IN, AND FUNDED DEBT. Total length Length roads Capital. Funded Corporate titles of companies. of Roads. completed. Debt. Androscoggin....36.1 36.1 $151,833 $444,638 Androscoggin and Kennebec.................... 55.6 55.6 457,900 1,748,451 Atlantic and St. Lawrence...................... 149.2 149.2900 Branch.................................... 1.5 1.5. Bangor, Oldtown, and Milford................. 12 3 12.3 Branch.................................... 0.5 0.5,000 Carried forward...................... 255.2 255.2 3,239,633 5,665,095 210 TRAVEL AND TRANSPORTATION. Corporate titles of companies. Total length Length roads Funded of roads. completed. Capital. debt. Brought forward........................ 255.2 255.2 $3,239,633 $5,665,095 Baring and Lewy's Isndd. 17 2 17.2 226,500 Calais and Baring............................. 6.0 Branch.................................... 5.5. 224,113 Great Falls and South Berwick................. 6.0 6.0 175000 Kennebec and Portland....................... 63.0 63.0 1,287,779 1,280,000 Bath branch............................... 9.5 9.5 Machiasport... 7.5 7.5 100.000 Penobscot.................................. 33.0 180,497 300,000 Penobscot and Kennebec...................... 54.7 54.7 555,228 1,206,800 Portland and Oxford Central.................... 28.5 21.5 430,000 Portland, Saco, and Portsmouth................. 51.3 51.3 1,500.000 Somerset and Kennebec............. 39.0 39.0 169,200 556,900 York and Cumberland......................... 55.0 18.5 370,000 450,000 Total Maine............................ 631.4 554.9 8,457,980 9,458,495 Ammonoosuc Valley.......................... 20.8 20.8 371,037 Ashuelot....... 23.1 23.1 246,018 150,000 Boston, Concord, and Montreal.................. 9 3. 0 1,800.000 1,050,000 Cheshire.............. 53.8 53.8 2,085.925 738,200 Cocheco........... 37.0 28.5 389,047 420,853 Concord...................................... 34.5 34.5 1,500,000 Contoocook ~alley............................. 14.6 14.6 200,000 Eastern..................................... 16.8 16.8 492,500 42,795 Great Falls and Conway 46.3 20.5 166,748 209,927 Manchester and Lawrence...................... 26.8 26.8 863,400 33,800 Merrimac and Connecticut Rivers............... 53.8 53.8 595,587 383,400 Northern New Hampshire.. 69.2 69.2 Bristol Branch............................... 12.8 12.3 3,068400 299,500 Peterboro' and Shirley........................ 10.5 10.5 245,643. Portsmouth and Concord....................... 46.8 46.8 250,000 Sullivan..................................... 24.7 24.7 500,000 750,000 Wilton and Nashua........................... 10.3 10.3 232,227 Total New Hampshire................... 594.8 560.5 13,206,532 4,078,475 Connecticut and Passumpsic Rivers..... 110.3 90.7 1,200,000 800,000 Grand Trunk of Canada..,. 17.3 1.7.3 345,000 Rutland and Burlington........................ 119.6 119.6 2,233,376 3,145,001 Rutland and Washington...................... 44.8 44.8 950,000 Rutland and Whitehall.......................... 6.8 6.8 255,706 Branc.............................. 1.5 1.5: Vermont and Canada.47.0 47.0 1,350,000 Vermont Central............................. 118.0 118.0 853 000 Branch................................... 4.0 43,85.2000100 3 Branch.~~~~ ~~~~~~~~~4.0 4.0)000 Vermont Valley.23.7 23.7 516,164 793 200 Western Vermont............................. 54.0 540 332000 Branches.................................. 10.5 10.5 Total Vermont......................... 557.5 537.9 12,182,246 9,291,201 New York and Boston air-line.................. 23.3 153,312 New York, Providence, and Boston.............. 50.0 50 0 1,508,000 306,500 Providence, Warren, and Bristol................ 13.6 13.6 287,917 109,937 Total Rhode Island..................... 86.9 63.6 1,949,229 416,437 Danbury and Norwalk......................... 23.9 23.9 279,100 85,000 Hartford, Providence, and Fishkill............... 197.5 122.4 1,936,739 1,810,500 Housatonic............................ 74.0 74.0 2,000,000 232,000 Naugatuck................................... 57.0 57.0 1,031,800 287,300 New Haven and Hartford...................... 55.5 5.5 Branches.................................. 10.6 10.6 2,350,000 New Havwn, New London, and Stonington....... 61.5 61.5 960,748 866, 000 Carriedforward......................... 480.0 404.9 8,558,387 4,244,800 RAILROADS-LAND GRANTS-EXTENT AND COST. 21l Total length Length roads Funded Corporate titles of companies. Capital. e of roads completed. Debt. Brought forward........................ 480.6 404.9 $8,558,387 $4,244.800 New Haven and Northampton.... 46.4 46.4 9 Branches.... 8.8 8.8 9227500 700,000 New London, Willimantic, and Palmer........... 66.0 66.0 510,900 1,052,500 New York and New Haven.................... 62.3 62.3 2,980,839 2,219,000 Norwich and Worcester........................ 59.0 590 Allyn's Point Extension......................o 2,122,500 7.014,998 Total Connecticut....................... 729.5 654.4 15,095,126 8,331,298 Belvidere Delaware............................ 64.2 64.2 977,700 2,049,500 Burlington and Mount Holly................... 7.1 7.1 120,000 Camden and Amboy......... 63.0 63.0 Branch............................ 31.0 31.0 3, 798 400 6 882 000 Brands..31.0 ~~~~~~~~~~31.0 Camden and Atlantic....... 60.0 60.2 657,351 1,006,800 Central of New Jersey.................. 63.0 63.0 2200000 3186000 Extra track................................ 48 0 48.0 Fleminoton............................ 11.8 11.8 238,513. Freehold and Jamesburg....................... 17.0 11.0 220,666.. Millstone and New Brunswick................. 6.6 6.6 111,11.4 Morris and Essex.............................. 92.0 53.0 1,157,800 340,000 Newark and Bloomfield......................... 6.0 6.0 101,387 New Jersey.......33.8 33.8 3,749,000 188,700 Northern New Jersey............. 21.7 21.7 154,157.. Paterson and Hudson........................ 14.5 14.5 630,000 Paterson and Ramapo........................ 15.0 15.0 248,225 95,00 Sussex..................................... 12.0 12.0 357,078 Warren.................................. 18.7 18.7 1,024,600 600,000 West Jersey................................. 60.0 13.0 216,794 Total New Jersey....................... 645.6 553.6 15,982,785 14,348,000 Agricultural branch........................... 28.4 15.1 312,828 Amherst and Belchertown.................... 43.0 19.5 295,337. Berkshire.................................. 21.2 21.2 600,000. Boston and Lowell......................... 26.7 26.7440000 267f 1,830,000 440,000 Branch................1.8 1.8 Boston and Maine......................... 714.3 74.3 41076.....4.3 Branches................... 8.8 8.8 Boston and New York Central................. 74.5 74.5 3,692,144.. Boston and Providence........................ 43.5 43.5 Branches............................... 12.1 12.1 3,160000 174,200 Boston and Worcester......................... 44. 44.8 Branches.............................. 24.3 24.3 Cape Cod branch............................. 46.1 46.1 Branch...........0............... 681,690 190,000 Connecticut River.................. 50. 01 50.0 Chicopee branch............................ 2.4 2.4 1591100 252,500 Danvers..................................... 9.2 9.2 203,150 Dorchesterand Milton..................... 3.3 3.3 136,789 Eastern................................... 44.1 44.1 2853400 2030500 Branches~~~~~~~~~~~4.. 3 5 }0. 2,853,400 2,030,500 Branches.................................. 30 5 30.5 Easton branch.............................. 3.8 3.8 56,353. Essex......9..................9 19.9 Branch............................ 1.4 1.4 299,107 280,261 Fairhaven branch............................. 15.1 15.1 396,085 Fitchburg................................... 50.9 50.9 Pitchbug... ~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0.9 5 f. 3,540,090 100,000 Branches........................ 16.8 16.0 3540090 100000 Fitchburg and Worcester...................... 14.0 14.0 214,296 62,900 Grand Junction.............................. 9.0 9.0 1,895,402 Hampshire and Hampden...................... 24.9 24.9 298,951 303,014 Hartford and New Haven...................... 5.9 5.9 369,218. Horn Pond branch............................ 0.7 0.7 12,000 Lexington and West Cambridge................. 6.6 6.6 250,357 Lowell and Lawrence.......................... 12.4 12.4 200,000 100,000 Marlboro' branch............................. 3.9 3.9 156,185 Carried forward........................ 775.3 737.7 31,621,456 4,433,375 212 TRAVEL AND TRANSPORTATION. Total length Length roads Funded Corporate titles of companies. of roads. completed. Capital. debt. Brought forward........................ 775.3 737.7 $31,621,456 $4,433,375 Medway branch.............................. 3.6 3.6 32,554.. Middleboro' and Taunton....................... 8.1 8.1 149,496.. Nashua and Lowell....................... 14.4 14.4 600,000.. New Bedford and Taunton................. 20....1 20.1 500 Branch...................................6 1.6 Newburyport................................ 26.9 26.9 220,240 221,600 New York and Boston air line.................. 32.0 8.6 223,176 675,000 Old Colony and Fall River..................... 5 79 9.5 134500 Bridgewater branch..........................8 3,015,100 Peterboro' and Shirley......................... ]4.1 14.1 265,327.. Pittsfield and North Adams..................... 18.6 18.6 450,000 Providence and Worcester.................. 43.4 43.4 1,510,200 300,000 Salem and Lowell............................. 16.9 16.9 243,305 226,900 South Reading branch......................... 82 8.2 298,94.. Branch....................................3 0.3 South Shore................................ 11.5 11.5 259,685 153,290 Stockbridge and Pittsfield..................... 21.9 21.9 448,700.. Stony Brook................................. 13.2 13.2 267,364.. Stoughton branch............................. 4.1 4.7 94,944.. Taunton branch.............................. 11.1 11.1 313 156 Branch.................................... 6 0.6.. Troy and Greenfield........................... 36.5 36.1 385,206 219,000 Vermont and Massachusetts................ 69.0 69.0 Branch.................................... 8.0 8.0 2 Waltham and Watertown, horse................. 2.2 2.2 18,978 Westernl................................... 156.1 156.1 5,150,000 6,125,520 West Stockbridge............................. 2.7 2.7 39,600 Worcester and Nashua................ 45.7 45.7 1,141,000 194,500 Total Massachusetts.................... 1,474.8.1,384.2 49,462,563 13,681,565 Albany and Susquehanna............. 140.0.. 275,792 Albany and West Stockbridge.................. 338.0 8 0 1,000,000 1,289,933 Albany, Vermont, and Canada................. 31.9 31.9 495 005 Branch.......................... 0.8 0.8 1,55,091 Black River and Utica........................ 108.5 34.9 804,648 700,000 Branch...................................... 2.6 2.6 Blossburg and Corning........................ 14.8 14.9 250,000 220,000 Buffalo, Corning, and New York................ 142.3 142.0 680,000 2,592,221:Buffalo and New York City................... 910 91.0 B~~~~ranch.g~~~~~~1.5 5 1755,709 1,720,000 Branch.................................... 1.5 1.5 Buffalo and Pittsburg.......................... 75.2.. 133,167 Buffalo and State Line......................... 68.3 68.3 1,934,850 1,049,000 Canandaigua and Elmira...................... 69.8' 69.8 500,000.. Canandaigua and Niagara Falls................. 98.6 98.6 16300,000 -195 832 Branch..................................... 1.6 1.6 Cayuga and Susquehanna...................... 34.6 34.6 687,000 411,000 Chemung................................... 17.4 17.4 380, 000 70, 000 Erie and New York City................. 63.2 352,741 14,000 Genesee Valley............................... 16.0.. 75, 689 165,000 Ilicksville and Cold Spring..................... 4.1 4.1 52,000.. Hudson and Boston........................... 17.0 17.0 175,000 ]Hudson River................................ 144.0 144.0 3,758,466 8,842,000 Lake Ontario, Auburn, and New York.......... 73.8.. 71,000 Lake Ontario and Hudson River................. 182.0.. 2,715,186 870,000 Lebanon Springs.............................. 22.5.. 324,448.. Long Island.................................. 95.0 95.0 1852 715 636997 Hempstead branch.......................... 2.5 2.5 New York and Erie................. 446.0 446.0 Newburg branch............................ 19.0 19.0 Newburg branch.. ~~~~~~~~~~~~~~~~~~~~~~~~~~ 19.0 19.0 11,000,000 25,326,505 New York and Harlem........................ 130.8 130.8 I Morrisania branch.................... 2.1 2.1 New York Central............................ 297.7 2971.7 24 153 000 Branches, &c............................... 258.2 258.2 1 4,333, Niagara FallY and Lake Ontario................. 13.2 13.2 393,721.. Carried forward........................ 2,724.0 2,057.4 59,837,237 67,112,637 RAILROADS-LAND GRANTS-EXTENT AND COST. 213 Total length Length roads a Funded Corporate titles of companies, of roads. completed Capital. debt. of roads. completed. C~iadebt. Broughtforward...................... 2,724.0 2,057.4 $59,837,237 $67,152,637 Northern, Ogdensburg......................... 118.0 118.0 3 900 1500000 Branch~~~~~~ ~~~~ ~~~~..38 3.8 3,077,900 1,500,000 Branch.................................... 3.8 3.8 Oswego and Syracuse...................... 35.9 35.9 396,340 213,500 Plattsburg and Montreal....................... 20.6 20.6 347,775.. Potsdam and Watertown.................... 75.4 75.4 754f 665,419 911,00.0 Branch................................ 2.3 2.3 665,419 911,000 Rochester and Genesee Valley.................. 49.71 18.5 557,560 150,000 Rensselaer and Saratoga................. 25.2 25.2 610,000 140,000 Sackett's Harbor and Ellisburg........... 18.0 18.0 167,485 278,400 Saratoga and Schenectady............... 21.0 21.0 300,000 85,000 Saratoga and Whitehall...................40.9 40.9 500000 39500 Rutland branch............................. 6.6 6.6 Sodus Point and Southern...................... 35.0.. 35,289.. Staten Island........................... 26.0 26.0 115,000 Syracuse, Binghamton, and New York....... 80.0 80.0 1,200,130 1,643,26 Troy and Bennington...................... 5.4 5.4 75,370 171,200 Troy and Boston....................... 34.7 34.7 604,911 806,500 Troy and Greenbush....................... 6.0 6.0 275,000 Troy and Rutland........................... 17.3 17.3 380,.818 Troy, Union, and Depot....................... 2.0 2.0 7,611 680,000 Union, Ramapo.............................. 0.2 0.2 50,000 Union, Syracuse............... 1.3 1.3 77,414 Watertown and Rome.................. 96.8 96.8 1,498,500 685,000 Total New York........................ 3,520.4 2,786.3 70,674,768 74,811,371 Delaware and Maryland....................... 84.0 84.0 361,478, 931,500 Newcastle and Frenchtown..................... 16.0 16.0 744,520 Newcastle and Wilmington..................... 5.0 5.0 93,000 Total Delaware......................... 105.0 105.0 1,198,998 931,500 Annapolis and Elkridge........................ 39.0 39.0 462,000. Baltimore and Ohio........................... ~~~~Baltc~~imore and Ohio...379.0 379.0 10,011,800 13,881,833 Branches.................................. Washington line............................ 30.0.. 1,650,000.. Ioffman's Mines branch.................. 11.0 11.0 500,000.. Cumberland and Pennsylvania................. 22.0 22.0 800,000 George's Creek Canal and Iron..... 21.0 21.0 600,000.. Northern Central........................ 138.0 138.0 2,260,000 5,578,800 Branches.......... 01................ Western Maryland............................ 14.0 14.0 300,000. Sundry coal railroads, say...................... 40.0 40.0 800,000. Total Maryland...................... 694.0 694.0 17,383,800 19,7460,633 Alexandria, London, and Hampshire............. 122.0 41.3 1,403,018 36,188 Manassas Gap.............................. 105.0 77.8 2,969,861 775,500 Norfolk and Petersburg........................ 79.0 79.0 1,500,124 590,610 North-western Virginia........................ 103.0 103.0 468,605 5,719,229 Orange and Alexandria........................ 149.0 88.0 1,981,167 2,316,879 Fredericksburg and Gordonville................ 45.0 45.0 231,573 Petersburg and Lynchburg..................... 123.0 123.0 1,365,300 1,851,500 Petersburg and Roanoke....................... 59.0 59.0 883,200 102,500 Richmond and Danville....................... 140.0 140.0 1,980,997 907,491 Richmond, Frederick, and Potomac.............. 75.0 75.0 1,041,880 643,960 Richmond and Petersburg...................... 22.0 22.0 835,750 204,808 Richmond and York River..................... 24.0 24.0 657,812 85,000 Seaboard and Roanoke........................ 80.0 80.0 844,200 472,811 Virginia Central............................... 178.0 178.0 3,132,445 1,485,346 Virginia and Tennessee.................. 204.0 204.0 3,353,672 3,247,500 Winchester and Potomac................. 32.0 32.0 300,000 120,000 Total Virginia.......................... 1,540.0 1,3711 22,949,604 18,559,316 Atlantic and North Carolina................... 95.0 95.0 1,545,225 400,000 North Carolina............................... 223.0 223.0 4,000,000 Carried forward.................. 318.0 318.0 5,545,225 400,000 214 TRAVEL AND TRANSPORTATION. Corporate titles of companies. To tal length Length roads Capital Fundebt. 3Broughtforward................... 318.0 318.0 $5,545,225 $400,000 Raleigh and Gaston........................... 97.0 97.0 973,300 126,200 Roanoke Valley.............................. 22.0 22.0 450,073 Western, coal................................. 43.0 Wilmington and Manchester.................... 161.0 161.0 1,127,511 1,060 000 Wilmington and Weldon....................... 162.0 162.0 1,340,217 791,055 Total North Carolina.................... 803.0 760.0 9,436,322 2,377,255 Blue Ridge............................. 183.0 13.0 1,916,515 217,577 Charleston and Savannah...................... 102.0 55.0 706,365 195,266 Charlotte and South Carolina................... 109.0 109.0 1,201,000 384,000 Cheraw and Darlington........................ 40.0 40.0 400,000 200,000 Greenville and Columbia.................143.0 143.0 1429008 1,145,000 Branches.................................. 21.0 21.0 King's Mountain....................... 23.0 23.0 200,000 Laurens.................................... 32.0 32.0 400,000 106,218 North-eastern.............................. 102.0 102.0 685,743 960,410 South Carolina..136.0.................... 136.0 136.0 417945 2770,463 Branches. 106.0 106.0 Spartanburg and Union........................ 67.0 25.0 1,000,000 Total South Carolina.................... 1,064.0 805.0 12,418,106 5,978,934 Atlanta and West Point....................... -87.0 87.0 1,250,000 250,000 Augusta and Savannah........................ 53.0 53.0 733,700 298,500 Barnesville and Thomaston................... 160 16.0.. Brunswick and Florida.................... 67.0 24.0 151,887 Central of Georgia............................ 191.0 191.0 3,750,000 106,267 Georgia and Bank...... 232 0 232.0 4,150,000 373,000 Macon and Western........................... 102.0 102.0 1,438,800 23,000 Main Trunk (Atlantic and Gulf).................. 4 0 4.0 63,767 Milledgeville and Gordon......................17.0 17.0 17.0 212,500 Milledgeville and Eatonton..................... 22.0 22.0 275,000 Muscogee.................................... 50.0 50.0 669,950 249,000 Rome and Kingston........................... Savannah, Albany, and Gulf................... 68.0 68.0 1,275,901 10,200 South-western............................. 228.0 228.0 2,921,900 396,500 Western and Atlantic......................... 138.0 138.0 5,901,497 Total Georgia........................... 1,275.0 1,222.0 22,794,902 1,582,467.Forida.......................... 154.0 62.0 2,500,000 Florida and Alabama........ 45.0 32.0 191,485 195,000 Florida, Atlantic, and Gulf Central.............. 60.0'32.0 205.1781 204,600 Pensacola and Georgia......................... 253.0 29.0 800,000 Tallahassee............. 22.0 22.0 425,000 Total Florida........................... 534.0 177.0 4,122,266 399,600 Alabama and Florida......................... 135.0 65.0 877,953 503,500 Alabama and Mississippi Rivers................. 88.0 30.0 355,010 109,500 Alabama and Tennessee Rivers.................. 168.0 109.0 1,067,006 777,777 Marion........................... 14.0 14.0 290,000.. Miobile and Girard............................ 222.0 57.0 1,500,000 Mobile and Ohio.............................. 518.0 362.0 3,481,791 4,717,497 Montgomery and West Point.................... 116.0 116.0 1,419,769 922,622 Nrorth-east and South-westAlabama.............. 209.0.. 650,000.. Tennessee and Alabama Central,................ 26.0.. 65,184.. Total Alabama................... 1,496.0 753.0 9,646,723 7,030,896 Baton Rouge, Gros Tote, and Opelousas........... 17.0 17.0 225,000 Clinton and Port Hudson....................... 22.0 22.0 750,666 Mexican Gulf........................... 2.0 27.0 662,911.. Milnesburg and LakePontchartrain.............. 6.0 6.0 212,398.. Ca'rriedforward....7......,,..,.. 72.0 72.0 1,950,975 RAILROADS-LAND GRANTS-EXTENT AND COST. 215 Corporate titles of companies. Total length Length roads Fundied Corporate titles of companies. of roads. completed. Capital. Debt. Brought forward........................ 72.0 72.0 $1,950,975 $ New Orleans and Carrollton.................... 13.0 13.0 497,220 New Orleans, Jackson, and Great Northern........ 258.0 80.0 1,002,959 2,121,000 New Orleans, Opelowsas, and Great Western..... 411.0 206.0 4,437,990 2,817,000 Vicksburg, Shreveport, and Texas........... 189.0 21.0 882,922 58,744 Total Louisiana......................... 943.0 392.0 8,672,066 4,996,744 Mississippi Central............................ 236.0 236.0 2,000,961 2,554,732 Mississippi and Tennessee....................... 99.0 71.0 798,285 456,949 Southern Mississippi.......................... 143.0 83.0 1,000,000 1,400,000 Grand Gulf and Port Gibson............. 8.0 8.0 200,000 Raymond.................................... 7.0 7.0 95,000 West Feliciana................................ 26.0 26.0 620,000 Total Mississippi............. 519.0 431.0 4,714,246 4,411,681 Cairo and Fulton................... 78.0 12.0 50,493 327,000 Hannibal and St. Joseph........................ 206.0 206.0 1,770,612 8,768,000 North Xissouri................................. 236.0 168.0 2,620,000 3,250,000 Pacific..................................... 311.0 182.0 3,330,657 8,203,000 South-western branch....................... 283.0 19.0 66,974 1,400,000 St. Louis and Iron Mountain.................... 8.6 8.6 1,999,300 3,276,000 Total Missouri.......................... 1,200.0 673.0 9,838,036 25,224,000 Breckenridge, coal............................. 8.0 8.0 312,000 Covington and Lexington....................... 80.0 80.0 1,582,169 2,930,000 Lexington and Big Sandy....................... 133.0 20.0 694,024 sold for 26,000 Lexington and Danville......................... 35.0 13.0 694,444 71,000 Lexington and Frankfort...................... 29.0 29.0 514,409 130,000 Louisville and Frankfort..................... 65.0 65.0 741,069 456,519 Louisville and Nashville................ 185.0 2151430 2300000 Lebanon branch............................ Maysville and Lexington.. 90.0 19.0 575,000 Paducah and Mobile........................... 26.0 26.0 800,000 Portland and Louisville... 5.0 5.0 100,000.. Total Kentucky....................... 740.0 450.0 8,164,545 5,887,519 Central Northern............................. 48.0 48.0 300,000 Cleveland and Chattanooga... 30.0 30.0 867,210 Edgefield and Kentucky...................... 47.0 30.0 333,204 612,000 East Tennessee and Georgia.................. 30.0 30.0 1,289,673 2,020,000 East Tennessee and Virginia................... 148.0 130.0 536,654 1,902,000 Memphis and Charleston........................ 311.0 300.0 3,809,949 2,659,000 Memphis and Ohio............................ 306.0 300.0 570,000 1,361,000 Memphis, Clarksville, and Louisville.......... 130.0 70.0 298,721 740,000 Mississippi Central, and Tennessee............... 50.0 60.8 317,447 632,500 Mississippi and Tennessee............. 100.0 59.0 798,285 554,949 McMinnville and Manchester................... 41.0 41.0 144,894 406,000 Nashville and Chattanooga..................... 202.0 159.0 2,256,479 1,524,000 Tennessee and Alabama....................... 62.0 46.0 595,922 860,000 Manchester and Alabama...................... 38.0 30.0 216,962 413,000 Total Tennessee........................ 1,543.0 1,346.0 12,335,390 13,684,449 Memphis and Little Rock (Arkansas)........ 146.0 38.0 351,524 446,000 Sacramento Valley (California).................. 22.0 22.0 785,950 729,000 Burlington and Missouri..................................... 286.0 75.0 752,733 665,000 Chicago, Iowa, and Nebraska................... 86.0 86.0 516,072 860,000 Dubuque and Pacific........................... 319.0 50.0 838,086 965,000 Iowa Central air-line.......................... 438.0 245,000 755,000 Keokuk, Fort Desmoines, and Minnesota......... 140.0 38.0 921,449 570.000 Keokuk, Mount Pleasant, and Muscatine......... 68.0 11.0 548,216 414,000 Mississippi and Missouri....................... 419.0 107.0 Total Iowa....................... 1,756.0 367.0 3,821,556 4,229P000 216 TRAVEL AND TRANSPORTATION. Corporate titles of companies. Total length Lcompleted Capital. Funded of roads. com pleted.al Debt. Ashtabula and New Lisbon.................. 84.8.. $600,000 Bellefontaine and Indiana.................. 118.2 118.2 1,859,813 $1,267,078 Carrollton Branch............................ 11.5 11.5 225,000 Central Ohio...................................137.0 137.0 1,628,356 3,673,000 Cincinnati, Hamilton, and Dayton............... 60.3 60.3 2,155,800 1,411,000 Cincinnati and Indianapolis Junction............. 99.1 37.0 1,000,000 Cincinnati, Wilmington, and Zanesville.......... 162.8 131.8 2,441,176 3,032,000 Cleveland, Columbus, and Cincinnati............. 135.4 135.4 4746,100 38 000 Branches, &c.......................... 5.8 5.8 Cleveland and Mahoning.....1................. 75.0, 67.0 580,000 1,202,300 Cleveland, Painesville, and Ashtabula.............. 95.4 95.4 3,000,000 1,667,000 Cleveland and Pittsburg........................ 101.0 101.0 Tuscarawas extension........................ 32.0 32.0 Hanover branch............................. 1.5 1.5 3,942,368 4,918,325 Beaver extension............................ 22.0 22.0 Wheeling extension....................... 47.0 47.0 Cleveland and Toledo, N. div.................... 109.2 109.2343 812 384220 " it " S. div...179. 79.4 Cleveland, Zanesville, and Cincinnati............. 114.0 61.4 369,673 575,250 Clinton Line.................................. 55.3.. 1,000,000 Clinton Line extension......................... 94.6.. 1,983,000 Columbus, Piqua, and Indiana.................. 103.0 72.0 750,000 1,600,000 Columbus and Xenia.......................... 54.6 54.6 1,490,000 290,700 Dayton and Cincinnati, tunnel................. 53.2.. 2,000,000 Dayton and Michigan.......................... 144.0 144.0 2,108,380 2,513,400 Dayton and Western........................... 36.6 36.6 289,692 700,000 Dayton, Xenia, and Belpre..................... 63.0 16.0 437,838 422,658 Eaton and Hamilton........................... 45.0 45.0 469,7 162 728,853 Four Mile Valley.............................. 34.0.. 300,000 Fremont and Indiana....................... 120.0 36.0 1,000,000 Greenville and Miami......................... 32.0 32.0 300.000 473,000 Iron...............0.................... 47.0 13.0 118,865 50,000 Little Miami............................... 83.4 83.4 2,981,293 1,399,000 Marietta and Cincinnati....................... 173.8 173.8 1399000 1,405,911 Hillsboro' branch.......................... 21.6 21.6 Ohio and Mississippi........................... 192.3 192.3 6,584,681 9,880,000 Pittsburg, Columbus, and Cincinnati........... 11.0 111.0 Cadiz branch. 8.0 8. 1,906,136 2,400,000 Pittsburg, Maysville, and Cincinnati............. 225.0.. 390,933 Sandusky, Dayton, and Cincinnati................ 13.9 153.915 Old line.................................. 0 52.0 2,69,090 2,134,000 Findlay Branch....................... 16.0 16.0 Sandusky, Mansfield, and Newark............ 116.0 116.0 828583 1,402,572 Huron branch............................ 9.0 9.0 Scioto and Hocking Valleys............... 130.0 55.5 403,975 500,000 Springfield and Columbus....................... 43.0 19.5 193,000 150,000 Springfield, Mount Vernon, and Pittsburg........ 112.0 49.0 1,000,000 1,050,000 Tiffin and Fort Wayne......................... 102.7.. 150,000 Toledo, Wabash, and Western.................. 243.0 243.0 3,573,000 7,650,000 Total Ohio........................... 4,282.0 3,060.0 62,326,631 61,376,763 Detroit and 1Milwaukee....................... 188.0 188.0 2,950.009 4,250,000 Detroit, Monroe, and Toledo.................... 51.0 51.0 1,202,821 Grand Rapids and Indiana........ I........... 183.0.. Iron Mountain, N. Michigan.................... 25.0 25.0 600,000 Michigan Southern and Northern Indiana......... 246.0 246.0 Constantine branch.......................... 4.0 4.0 Old Goshen branch.......................... 10.0 10.0 Michigan City branch...................... 14.0 14 0 St. Joseph Valley railroad.................... 8.0 8.0 Jackson branch............................. 42.0 42.0 Goshen air-line.............................. 120.0 120.0 Toledo section....3......................... 3.0 3.0 Ohio section of D. M. and T. Railroad......... 7.0 7.0 Erie and Kalamazoo......................... 30.0 30.0 Carried forward........................ 931.0 748.0 13,728,230 13,593,000 RAILROADS-LAND GRANTS-EXTENT AND COST. 217 Corporate titles of companies. Total length Length roads Capital. Funded of roads. completed. debt. Brought forward........................ 931.0 748.0 $13,728,230 $13,593,000 Michigan Central............................ 284.0 284.0 6,057,844 87284,063 Port Huron and Milwaukee............. 89.8.. 500,000 Flint and Pere Marquette.............173.0...... Total Michigan......................... 477.8 1,477.8 1032.0 20,286,061 21,877,063 Chicago and Cincinnati........................ 104.0 Cincinnati and Chicago. 108.0 108.0 1,196,679 1,006, 125 Cincinnati, Peru, and Chicago. 102.0 29.0 1,000,000 Evansville and Crawfordsville.......... 109.0 109.0 986,061 1,219,100 Evansville, Indianapolis, and Cleveland........ 155.0.. 835,000 Indiana Central............................... 72 4 72.4 611,050 1,166,000 Indiana and Illinois Central..........7........ 70.0.. Indianapolis and Cincinnati..................... 89.8 89.8 1689 900 1362 284 Cincinnati extension......................... 20.2 20.2 Indianapolis, Pittsburg, and Cleveland........... 84.0 84.0 835,971 1,025,700 Jeffersonville................................ 78.0 78.0 1,014,252 681,000 Knightstown and Shelbyville................... 27.0 27.0 188,000 Lafayette and Indianapolis............... 64.0 64.0 1,000,000 600,000 Madison and Indianapolis....................... 86.0 86.0) Martinsville branch.......................... 26.0 26.0 1,647,700 1,336,816 Mi~artinsville branch. ~~~ ~ 26.0 26.0 1,647,700 1,336,816 Shelbyville branch.......................... 23.0 23.0 New Albany and Salem........................ 288.0 2.88.0 2,800,000 3,000,000 Peru and Indianapolis........................ 74.0 74.0 1,100,000 820,000 Rushville and Shelbyville....................... 20.0 20.0 120,000 Shelbyville Lateral............................ 16.0 16.0 160,000 Terre Haute and Richmond...................... 73.0 73.0 1,381,450 * 230,000 Union Track, Indianapolis...................... 3.5 3.5 265,033 Total Indiana........................... 1,692.9 1,290.9 16,831,096 12,447,025 Chicago, Alton, and St. Louis.................... 220.0 220.0 3,500,000 4,500,000 Chicago, Burlington, and Quincy................ 138.0 138.0 4,631,540 3,158,000 Chicago and Milwaukee....................... 45.0 45.0 988,000 762,865 Chicago and Rock Island....................... 181.8 181.8 5,603,000 1,397,000 Chicago, St. Paul, and Fond du Lac............... 196.0 196.0 2,000,000 7,369,000 Fox River Valley. 33.2 33.2 1,000,000 580,000 Galena and Chicago Union...................... 121.0 121.0 Fulton and Iowa line........................ 105.5 105.5 Beloit branch............................... 21.0 21.0 6,026,400 3,783,015 Elgin branch............................. 1.5 1.5 St. Charles branch........................... 10.5 10.5 Great Western................................ 178.0 175.6 1,600,000 3,088,426 Illinois Central............................... 308.0 308.0) Chicago branch.......................... 250.0 250.0 10,249,210 20,000,000 Galena branch.............................. 146.0 146.0 Illinois Coal................................... 4.0 4.0 100,000 Illinois and Indiana Central..................... 4.5.. Illinois River.................................. 81.5 Joliet and Chicago............................. 35.0 35.0 750,000 Joliet and Northern Indiana.................... 45.0 45.0 1,300,000.. Mound City.................................. 3.0 3.0 60,000 Ohio and Mississippi........................... 148.0 148.0 1,780,295 3,292,402 Peoria and Bureau Valley. 46.0 46.0.. 600.000 Peoria and Hannibal.......................... 129.0.. 200,000 Peoria and Oquawka.......................... 94.0 94.0 Eastern extension........................... 92.0 92.0560889 2200000 Quincy and Chicago............. 100.0 100.0 800,000 1,200,000 Quincy and Eastern............................ 43.0 43.0.. Rock Island Bridge............................ 1.0 1.0 200,000 Terre Haute, Alton, and St. Louis........ 168.5 168.5 St. Louis branch............................ 25.0 25.0 3,026,903 5,035,615 St. Louis branch.. ~~~~~~~~~~ 25.0 25.0 3,026,903 5,035,615 Belleville division........................... 14.8 14.8 Tonica and Petersburg......................... 120.0.. 500,000 Total Illinois........................ 3,177.4: 2,772.4 45,885,237 56,966,324 218 TRAVEL AND TRANSPORTATION. Corporate titles of companies. Total length Length roads Capita. Funded ofroads. completed. Cpitl de bt. Alleghary Valley............................. 181.0 45.0 $ 1,660,000 $400,00 Beaver Meadow................... 20.0 20.0 1,410,900 2,000 Catawissa, Williamsport, and Erie... 63.0 63.0 1,700,000 2,271.536 Cuamberland Valley.................. 52.0 52.0 981,900 245,500 Delaware, Lackawanna, and Western............ 193.0 193.0 3,360,872 6,070,125 East Pennsylvania... 36.0 36.0 386,121 365,500 Erie and North-east............................ 22.0 22.0 600,000 400,000 Harrisburg and Lancaster...................... 55.0 55.0 1,087,100 661,000 hempfield.................................. 32.0 32.0 1,809,563 Huntingdon and Broad Top.................... 46.0 42.0 425,015 1,000,000 Lackawanna and Bloomrsburg............ 69.0 69.0 710,000 1,000,000 Lehigh Valley,.......... 45.0 45.0 1,966,350 1,500,000 Little Schuylkill............................... 46.0 28.0 2,256,100 942,500 Lehigh Coal and Navigation.................... 24.0 20.0 2,479,900 3,619,304 Mine Hill and Schuylkill Haven. 145.0 72.0 2,800,000 North Pennsylvania........................... 75.0 66 0 3,155,820 2,787,000 Pennsylvania................................. 386.0 386.0 13,249,125 16,932,517 Philadelphia and Baltimore Central............... 79.0 12.0.. 250,000 Philadelphia, Germantown, and Norristown....... 240 24.0 1,208,500 374,800 Philadelphia and Reading.. 151.0 151.0 11,737,041 12,195:950 Philadelphia and Trenton.. 28.0 28.0 1,000,000 Philadelphia, Wilmington, and Baltimore.......... 104.0 98.0 5,600,000 2,498,435 Pittsburg and Connellsville...................... 147.0 60.0 1,753,864 1,500,000 Pittsburg, Fort Wayne, and Chicago.......... 467.0 467.0 6,266,278 8,895,457 Pittsburg and Steubenville..................... 31.0 31.0 1,221,277 280,000 Schuylkill and Susquehanna.................... 54.0 54.0 1,258,700 97,000 Schuylkill Valley............................. 39.0 24.0 568,150 Shamokin Valley and Pottsville... 33.0 28.0 500,000 821,447 Sunbury and Erie............................... 148.0 148.0 4,506,920 4,369,070 Tioga................ 29.0 290 97,550 396,000 WVestchester and Philadelphia............... 26.0 26.0 682,170 944,169 Williamsport and Elmira........................ 78.0 78.0 1,500,000 2,361,973 Total Pennsylvania................. 2,928.0 2,044.0 57,939,216 73,181,283 Kenosha and Rockford........................ 176.0 55.0 800,000 700,000 Lacrosse and Milwaukee......... 199.0 199.0 10,872,000 10,414,066 Milwaukee and Chicago................ 40.0 40.0 1,000,000 600,000 Milwaukee and Horicon........................ 42.0 42.0 1,101',200.Milwaqukee and Mississippi...................... 260.0 234.0 3,696,693 4,047,000 Milwaukee, Watertown, and Baraboo.. 130.0 130.0 345,861 132,000 Racine and Mississippi................... 142.0 136.0 2,705,720 1,417,000 Wisconsin Central..................... 65.0 10.0 600,000 Total Wisconsin......................... 1,054.0 846.0 21,121,474 17,310,066 Buffalo Bayou................................ 190.0 32.0 Galveston, Houston, and Henderson.............. 240.0 56.0 Houston and Brazoria.......................... 125.0 50.0 275,000 240,000 Houston and Texas Central.................... 125.0 70.0 455,000 975,000 San Antonio and Mexican Gulf................... 135.0 25.0 Southern Pacific.............................. 784.0 28.0 Total Texas............. 1,824.0 251.0 730,000 1,215,000.Minnesota and Pacific................. 620.0.... 600,000 Soutlhern Minnesota............................ 175.0.... 575,000 Minneapolis and Cedar Rapids.................. 112.0.... 600,000 Minnesota Transit............................. 200.0.... 500,000 Root River Valley........... 60.0.. Total Minnesota.......................... ],167.0... 2,750,000 There is, in addition to the roads here grand result is over 28,000 miles of road, mentioned, a considerable length, probably which have cost, in capital and funded debt, 2,000 miles in all, employed in mining dis- $1,066,866,284, which has been expended tricts, and not used for general traffic. The in the period since the first road was begun. RAILROADS-LAND GRANTS-EXTENT AND COST. 219 RECAPITULATION BY STATES. Corporate titles of companies. Total length Length roads Capital. Funded of roads. completed. Cebpital. ht. Maine..................................... 631A4 554.9 $8,457,980 $9,458,495 New Hampshire................................ 594.8 560.5 13,006,532 4,078,475 Vermont..................................... 557.5 537.9 12,182,246 9,291,201 Rhode Island..................... 86.9 63.6 1,949,229 4! 6,437 Connecticut.................................. 729.5 654.A 15,095,126 8,331,298 Massachusetts................................ 1,474.8 1,384.2 497462,563 13,687,565 New Y'ork................................... 3,520.4 2,786.3 70,674,768 74,811,371 New Jersey.................................. 645.6 553.6 15,982,785 14,348,000 Pennsylvania.................... 2,928.0 2,044.0 57,939,216 73,181,283 Delaware......................... 105 0 105.0 1,198,998 931,500 Maryland.................................... 694.0 694.0 17,383,800 19,460,633 Virginia............................. 1,540.0 1,371.0 22,249,604 18,559,316 North Carolina................................ 803.0 760.0 9,436,322 2,377,255 South Carolina................................ 1,064.0 805.0 12,418,106 5,978,934 Geo rgia..................................... 1,275.0 1,222.0 22,794,902 1,582,467 Florida...................................... 534.0 177.0 4,122,262 399,600 Alabama..... 1,496.0 753.0 9,646,723 7,030,896 Louisiana................................... 943.0 392.0 8,672,066 4,996,744 Mississippi.................... 519.0 431.0 4,714,246 4,411,681 Missouri..................................... 1,200.0 673.0 9,838,036 25,224,000 Kentucky.................................... 740.0 450.0 8,164,545 -5,887,519 Tennessee.................................. 1,543.0 1,356.0 12,335,400 13,684,449 Arkansas..................................... 146.0 38.0 351,524 446,000 California................................... 22.0 22.0 785,950 729,000 Iowa........................................ 1,756.0 367.0 3,821,556 4,229,000 Wisconsin.................................. 1,054.0 846.0 21,121,474 17,310,066 1M\innesota...........1............... 17167.0 2,275,000 Texas........................ 1,824.0 251.0 730,000 1,215,000 Illinois.............................. 3,177.4 2,772.4 45,885,237 56,966,324 Indiana..................................... 1,692.9 1,290.9 16,831,096 12,447,025 Michigan................................... 1.477.8 1,032.0 20,286,061 21,877,063 Ohio....................................... 4,282.2 3,060.1 62,326,631 61,376,763 Total.............................. 40,224.1 28,007.8 $569,865,924 $497,000,360 The expenditure of such an enormous sum 799,797, mostly purchased in exchange for of money, amounting to $54 per head for bonds. In the six years endingwith 1857 there the average population during the 30 years were opened 14,335 miles of railroad, which in which they have been building, is mar- required 1,304,485 tons. In the same period vellous in so young a country, which, 40 there were imported 1,289,787 tons. Thus years before this outlay occurred, was mostly the quantity of domestic required was 14,698 destitute of capital. The railroads, however, tons in addition to the renewal of old rail. A exist, and capital is now, at this moment, good deal of iron was bought at very high more abundant for general purposes than it prices proportioned to the estimated values of was before the construction of the railroads. the bonds. That some of those bonds have not It is, in fact, cheaper in the general market, been paid is true, and also that iron was very and in this we recognize the vast utility of bad. The iron has been, therefore, a posithe works in developing capital. The opera- tive advance to the capital of the country, tion,has been to bring the production of to be paid out of the products of the earth millions of acres into general circulation, newly opened to market by its means. In more than supplying the absorption that the illustration of the value conferred by the railroad building occasioned. It is to be means of transportation, we may take the considered that a considerable amount, prob- Philadelphia coal fields; these were discovably $300,000,000, has been borrowed in ered as fuel in 1820. The quantity that has Europe. For the, in round numbers, 26,000 since been delivered is seen in the following miles of road built since 1840, there would table have been required very nearly 2,600,000 Tons. tons of railroad iron, which, at an average 1820 to 1840......21 ears.6,847,1 79 price, was worth $104,000,000. There was 1840 to 1850.......22 034 imported in the same time, 1840 to 1849,, inclusive, 1,714,343 tons, at a cost of $69,- Total tons coal........84, 624,140 220 TRAVEL AND TRANSPORTATION. This, at an average value of $5, gives $423- is, including the quantities used locally, 120,760. If this coal is assumed to have $40,000,000. This sum is added to the been transported 100 miles average at the floating capital of the country as a consecost of transportation on common roads, the quence of the $127,330,044 absorbed in conexpense would have swallowed up the whole structing the roads. In other words, the value, but there have been built, running into cost of construction is repaid in three years the anthracite region, the following works:- nearly, and a perpetually increasing fund Miles. cost. flows down for the promotion of trade, 11 canals................. 815 $40,556,775 since coal is as much a purchasing power 40 railroads..............1,564 86,773,269 for goods as is gold. What those roads Total................. $127,330,044 have done for coal have the southern roads done for cotton. Formerly the water-courses Under the supposition that the coal trans- were the only means of transportation; and ported pays the interest on this cost, which when they were dry or shallow cotton acwould be $8,690,000 per annum, then the cumulated at the landings until the next 7,626,000 tons brought to market last year, flood. The iron arms now stretch out in all at a value of $38,000,000, paid $1.12 per directions, and not only is all the cotton ton, or 22 per cent., thus bestowing a clear grown added to the marketable value, but value of $29,000,000 per annum upon those new lands are brought into action. The effields. "The Cumberland coal fields also de- feet of railroads upon cotton is seen in the liver over the Baltimore and Ohio road following table, which shows the miles of 617,010 tons per annum. The annual sale railroad open in 10 cotton states, and the of coal from those regions of Pennsylvania quantity of cotton produced:Miles of Cotton crop. Miles of Cotton crop. road. Bales. road. Bales. 1841............. 662 1,634,945 1851.............. 1,560 2,355,257 1842.............. 791 1,683,574 1852.............. 2,010 3,015,029 1843.............. 848 2,378,875 1853.............. 2,515 3,262,882 1844.............. 932 2,030,401 1854.............. 3,040 2,930,027 1845....... 1.....,109 2,394,503 1855.............. 3,362 2,847,339 1846.............. 1,169 2,100,537 1856...... 3,809 3,527,845 1847.............. 1,303 1,778,651 1857........... 4,165 2,939.519 1848 1..............1,319 2,347,634 1858... 4,751 3,113,962 1849.............. 1,415 2,728,596 1859.. 5,552 3,851,481 1850............. 1,415 2,096,706 1860.. 5,914 4,675,770 Total.............. 21,174,422 32,519,111 The value of the 5,914 miles of roads in each year, and the bushels of grain rebuilt is not far from $150,000,000, but the ceived in Chicago for corresponding years:value of the cotton produced and brought Milesof railroad. Grinreeipts. to market has been inl the 20 years $2,900,- Illinois. Wisconsin. Bushels. 000,000. The increase in the value during 1841........22.. 40, 000 the last 10 years over the former decade has 1852........1..... 141 been $800,000,000. That vast sum has 1853.............. 296 50 6,412181 1854....1.........1,200 200 12,932,320 poured out upon the markets of the world 1855............1,,884 240 16,633,700 as a purchasing power, stimulating industry 1856........... 2,241 285 21,583,221 at home and abroad to produce the equiva- 1857.............. 2,571 559 18,032,678 lents to give in exchange, and which have 18589.......... 2,678 93 20,035,166 1859.............. 22,774 838 21,736,147 been consumed by the southern cotton pro- 1860..........2,811 951 40,000,000 ducers. In the western country the results are still The cost of the Illinois and Wisconsin more marked, since a country which was a railroads has been $141,283,691, most of it wilderness has, under the influence of rail- furnished by the eastern states and by Euroads opening the way, become the source rope. In the same period there have been of immense wealth. This influence upon sold by the federal government, in Illinois, the grain business of Chicago is seen in the 15,000,000 acres of land, and the canals and following table, which shows the number of railroads have sold 3,000,000 acres. This miles in operation in Illinois and Wisconsin, land now sends forth, it appears, over these RAILROADS-LAND GRANTS-EXTENT AND COST. 221 railroads, 40,000,000 bushels of grain, at a cost of the railroads, and a permanently invalue of $60,064,575 per annum, as esti- creasing affluence of wealth from that region. mated by Col. Graham, of the United States The railroads of the other sections bordering Engineers, and Chicago sends back, in re- the Lakes have not been less efficient. turn, a value of $60,608,779. Two years and As an illustration take Chicago as a great a half of such production gives the whole railroad centre:Passengers. Freight. Mail and Mis. Total. Chicago and Milwaukee..... $145,580 84 $46,363 40 $12,235 91 $204,186 15 Racine and Mississippi...... 41,151 80 114,017 85 155,229 65 Lacrosse and Milwaukee.... 205,745 19 269,941 10 16,767 45 492,453 74 Chicago and St. Paul....... 102,876 26 194,608 50 12,824 92 310,319 68 Milwaukee and Mississippi.. 305,305 93 557,900 20 17,479 89 383,176 01 Galena and Chicago........ 1,022,141 65 472,269 13 53,150 45 1,547,561 33 Mineral Point.............. 14,015 77 37,487 05 1,552 52 53,055 35 Chicago and Iowa.......... 15,379 29 32,817 86 2,555 08 50,853 24 Chicago and Burlington..... 533,034 75 103,421 97 34,252 92 1,600,709 63 Dubuque............. 30,900 17 29,468 83 1,200 00 61,578 00 Burlington and Missouri.... 46,377 58 -42,869 46 1,975 06 91,222 10 Chicago and Rock Island.... 449,526 02 439,152 32 43,101 66 081,789 00 Mississippi and Missouri.... 90,280 02 124,162 51 3,400 00 717,842 53 Chicago, Alton and St.Louis 417,800 26 424,734 84 24.753 32 967,288 52 Illinois Central........... 819,829 87 975,904 87 180,804 28 1,976,578 52 Pitts.,Ft. Wayne,andChicago 742,372 04 699,053 79 126,354 35 1,567,780 18 Michigan Southern........ 920,366 53 849,528 36 269,452 08 2,039,346 97 Michigan Central........... 1,013,062 24 931,753 98 71,370 63 2,016,186 85 Total.............$....................................... $15,297,156 85 This gives a value of $15,297,155 earned $14,517,246 in tolls and freights, and $5,823,by roads running into Chicago from almost 262 from passenger traffic. This has been every point of the compass. A large por- the sum of the progress in transportation tion of the earnings were derived from pas- across the mountains east and west. The sengers who had been connected with rail- vast lines of railroads now in operation are road building and land speculation. probably more than the present wants of all While all these rivers, canals, and roads parts of the country may require, but the have been busy bringing down produce from glance we have made at the past shows that swelling numbers of settlers, the traffic of the country will very soon outgrow this supthe great outlets has been equally as active. ply of rails, and call for a completion of those We are to bear in mind that in 1825, when projected. the Erie canal opened, there was no transpor- This immense length of continued rail now tation of produce from west to east of the enables an individual to travel from one exmountains. Bearing that in mind, we shall tremity of the Union to the other without inspect the following table with interest. fatigue; not only are the distances shortIt shows the tonnage and revenues of the ened, but every appliance for comfort five great outlets, for the year 1859, as fol- makes the journey, even to invalids, comlows:- modious. For this purpose there have been THROUGH TONNAGE. recently introduced on the long lines, sleepGoing East. West. Total ing-cars, wherein the passenger takes his natGoing East. tonnage.in-a New York canals.............. 2,121,672 317.459 8,781,684 ural rest while the iron horse is whirling New York Central............ 234,241 113,833 834,379 New York and Erie............ 200,000 60.000 869,072 him toward his destination at the rate of 30 Pennsylvania railroad....... 129,767 10.,839 1,170,240 miles an hour. This is an improvement upon Baltimore and Ohio railroad.. 135,127 66,470 891,496 the invention introduced by Captain BunTotal...................,820,807 667,601 7,552,871 ker, as we have seen on the Hudson river RECEIPTS. Total sloops in the early part of the century, Freight. Passengers. receipts. whereby gentlemen and ladies could be acNew York canals(tolls)..$1,723,945 with beds. New York Central....... 3,857,148 $2,566,369 $6,200,848 commodated with beds. They were probNew York and Erie...... 8,108,248 1,154,088 4,394,527 ably more necessary in that day, however, Pennsylvania railroad.... 3,419,494 1 412.608 5,3628 necessary 55 Baltimore and Ohio...... 2,92,,411 690,207 3,613,618 when it might have been necessary to while away the time in their berths. The rail cars Total............. $14,517,246 $5,823,262 $19,571,348 a do not go the less rapidly that the passengers Thus these five routes collected in 1859 are well accommodated. There have been r., 222 TRAVEL AND TRANSPORTATION. many instances not only of berths provided " with the same expedition as above," that but of births taking place in the cars. Such is, it appears, from Monday morning to an event happened on the Long Island cars, Tuesday night, if Ruben Fitzrandolph's which were going at the speed of 40 miles boat did not get aground or becalmed, or per hour, and a grave difficulty sprang up weather-bound, or driven off, in either of as to where the young gentleman was born, which cases the time of arrival was dubious. a problem not easily solved, when towns But honest John "with his waggon," was passed at the rate of a mile in 90 seconds. soon "cut out." Those "Yankees," immorWe have seen that the passenger of the talized by Knickerbocker, came down from present day does not occupy much time in the north and innovated even upon so adperforming long distances, and that these mirable an arrangement as was here devised passages are by no means costly as compared in the tap-room of the "Death of the Fox," with the inconvenient mode of locomotion in Strawberry-ally, under the administration of the olden time. Twenty years since it was Jefferson. Ruben's boat with its vicissitudes recorded as a marvel that a gentleman made was abandoned, notwithstanding the attracthe distance from Chicago to Albany in 154 tions of the " Kill van Kull" passage, and a hours, or 6 days and.10 hours, and 24 days land route through adopted. The attractions from New Orleans to Baltimore was recorded of this route were set forth as follows:as matter of wonder. Now, 89 hours from " FOR PHILADELPHIA AND BALTIMORENew York to New Orleans is an easy pas- SWIfTSURE MAIL STAGE.-A new line has sage, and Cincinnati is reached in 36 hours. removed from No 2 Courtlandt street to No. A passenger is booked through from Bangor 116 Broadway, and is now running between to New Orleans in less time than was em- New York and Philadelphia, through a ployed to go from Boston to New York. beautiful country, and on the short and From New York, as the great centre, lines pleasant road through Newark, Springfield, radiate in all directions, bringing the most Scotch Plains, Bound Brook, Somerset, distant cities within a more convenient dis- Arnwell, Coryell's Ferry, Cross Road, tance than was Philadelphia in the past Crooket Billet, and Jenkintown to Philacentury. delphia. It is instructive to look back at the "To start from New York every day at 10 changes the means of locomotion have o'clock, A. M. (Sundays excepted,) lodge at wrought in the views of passengers. At the Somerset, and arrive at Philadelphia next close of the last century enterprising con- day afternoon. The Swiftsure is the only tractors advertised as follows:- opposition stage from this city to Philadel"PHILADELPHIA STAGE-WAGGON and NEW phia and Baltimore." YORK STAGE-BOA'r, performs their Stg.res There does not appear to have been much twice a Week. John Butler, with his wag- time saved by this new plan, any further gon, sets out on Mondays from his House, than that the vicissitudes of the boats were at the Sign of the Death of the Fox, in exchanged for those of muddy roads. Spring Strawberry-ally, and drives the same day to coaches had, however, supplanted honest Trenton Ferry, when Francis Holman meets John Butler's wagon, since travellers had him, and proceeds on Tuesday to Bruns- become more dainty. A few years more wick, and the passengers and goods being brought steam into competition for the use shifted into the waggon of Isaac Fitzran- of travellers, and the number multiplied to dolph's the same day, where Ruben Fitz- such an extent, that, on the occasion of the randolph, with a boat well suited, will great semi-centennial jubilee anniversary receive them, and take them to New York of the National Independence, held July 4, that night. John Butler returning to Phil- 1825, it was recorded in The Philadelphia adelphia on Tuesday with the passengers Gazette, that 300 New Yorkers were said to and goods delivered to him by Francis have been in Philadelphia. There were Holman, will again set out for Trenton passengers enough to fill 35 coaches! Great Ferry on Thursday, and Francis Holman, &c., doings, that, in the travelling way! What will carry his passengers and goods, with the would Francis Holman have done with the same expedition as above to New York." crowd between Brunswick and Trenton. By this remarkably ingenious plan and Travelling had clearly outgrown his arrangediction of John Butler, everybody got to ments. Well, 35 years more passed on, and his journey's end in the course of time; railroad connections being constructed, the RAILROADS-LAND GRANTS-EXTENT AND COST. 223 papers of the day contained a new adver- then there is 15 cents to be divided between tisement of a trip to Philadelphia. It was no the city consumer and the producer. The longer "John Butler with his waggon," but comparative influence of a railroad in effectthat " John Brougham with his company" ing this result over a common road is great. would perform as usual in the evening at Another very important development of the New York theatre, then proceed by the Irailroads has been for city service. It is cars to Philadelphia and perform at the now nearly 30 years since, the city of New theatre there in the same evening, and re- York having spread over a greater surface turn to New York to sleep. Thus two per- of ground than it was convenient to walki formances were had in two cities 90 miles over, lines of omnibuses were started to run distant, and the passage made both ways in on the great thoroughfares, to carry passenthe same evening by rail! The ordinary pas- gers. The price was, at first, 12- cents for sage is some 4 hours, and the expense $3.00. a ride any distance on the line. This was The fare is reduced to $2.25, if the passenger gradually reducedcto-6 cents. About the year does not care about an hour or so of time. 1852, however, the plan of horse railroads The influence of these great improve- was proposed, and one was laid down the ments in travel has been in an eminent de- Sixth Avenue, to the lower part of the city. gree to consolidate population in cities, and This was at once eminently successful. The these grow the more readily that the dis- advantages accruing to the general benefit tance within which perishable food can from the development of this system may be be brought to market is so much increased briefly enumerated as follows:-The quickby rapidity of travel. The elements of est, cheapest, and most agreeable facilities of growth of a city are supplies of food; fuel, travel to all parts of the city; the surprising and water. Unless these are abundant and increase of the value of property upon the cheap, the disadvantages thence arising will outskirts, now easy of access at all hours of counterbalance the geographical and commer- the day and evening; the spreading of the cial advantages of a city. To supply food the laboring population to the suburbs, and the circle'of country about the city which supplies consequent rapid extension of the city; the market-gardens, dairies, etc., must be fertile opening of new branches of occupation by and accessible. The width of this ring, the necessity created for conductors and or, in other words, the area thus devoted, is drivers, and the building of cars; and, lastly, determined by the speed with which the the creation of an extensive and profitable produce can be transported. The distance investment for capital, the stock of some of of its extreme limits must not be greater these lines of railway being eagerly sought than will permit the products to reach the as safe and lucrative. It resulted, that centre in time for use; any improvement others were put into operation. The plan that enables a larger space to be gone over was soon adopted in Boston, and in: Philain the same time increases the area of dwell- delphia, which is, from its broad and rectanings and market-lands. The area thus gular streets, well adapted to railroad travel. commanded increases as the square of the From there the system has spread to Baltidistances. Thus, if the speed is doubled, the more, Pittsburg, Cincinnati, St. Louis, New area is four times as large, if it is tripled, the Orleans, and other cities. The extent of the area adapted to city supplies is nine times as roads is as follows:great, consequently there will be nine times No. Miles. Cost. as much milk, butter, vegetables, food, and Boston................ 5 30.4 $968,943 produce as before. Steamboats opened a New Yorkand Brooklyn. 7 56.8 5,212,586 market in New York for large quantities of Philadelphia...... 18 154 8 8,550,000 early southern fruits and vegetables that Total.........30 242.0 14,731,529 compete with those coming by rail from a country before secluded. If the city is thus The amount of traffic on these roads is benefited, so are the distant farms, the immense. In New York, the number of value of which, as compared with those near, passengers carried in a year more than equals becomes equalized. It wheat isworth $1.00 the whole population of the United States. in the city, and it cost 25 cents to get it Thus while the railroads favor the settlethere from a certain farming district, the ment of cities, by concentrating in them a producer will get'75 cents only. If the cost large manufactaring and commercial popof transportation' be reduced to 10 cents, ulation,. which can draw cheap food from 224 TRAVEL AND TRANSPORTATION. every section of the Union, they at the same The comparative cost of the roads by antime circulate that city population cheaply other authority is as follows:and speedily, enabling them to occupy a Miles. Cost. Cost per larger space of ground, and at the same time United State..e.28,037 $1, GUnited States....28,037 $1,056,865,399 $38,800 concentrate the manufacturing operations in Great Britain.... 8,297 1,487,916,420 179,000 a manner to facilitate the greatest production France.......... 4,038 616,118,995 152,000 of commodities that are reciprocally re- Germany........ 3,213 228,000,000 71,000 quired by the producers of food. In no coun- Prussia......... 290 145,000,000 63,000 Belgium......... 1,095 98,500,000 90,000 try have railroads been availed of to the ex- British Provinces. 826 41,600,000 50,000 tent which the United States exhibit. Under Cuba............ 359 16,100,000 41,000 the free action of the national energy, the Panama......... 47 7,000,000 150,000 roads have multiplied in a marvellous man- South America... 60 4,500,000 75,000 ner, but it is to be remembered that this Russia...5 422 42,000.000 100,000 Sweden......... 7 75 7.500,000 100,000 has had an immense tract of rare and fer- Italy. 7 17,000,000 100,000 - Italy............170 17,000,000 100,000 tile soil to respond to the operations of the Spain........... 60 6,000,000 6100,000 roads, and the country has been taken up, Africa.......... 25 3,100,000 125,000 step by step, by an immense immigration. India.......... 100 15,000,000 150,000 Such a state of affairs cannot exist in Europe. Total.....48,114 $3,823,200,814 $79,000 There are no new lands and crowds of immi. grants, the resources of which need only the Although the territories of the'United railroad to be developed. There the money States abutting on the Pacific coast and the put into railroads is a positive investment, north-west were the scene of Air. Astor's enhere it calls into activity a sum larger than its terprise early in the century, California, up own amount. The gross income of 257 to the Mexican war in 1846, was an unknown roads in the United States, for 1859, was region. That war resulted in an acquisition $111,203,245 freights and passengers, or of territory, that was no sooner annexed, $4 per head for each soul in the Union. This than the inquisitive settlers discovered those was for goods transported and for travelling. gold treasures that set the world in a blaze, The roads of the United States, as compared and made that region the centre of migrawith Europe and Great Britain, will be seen tion for many years. The route thither was in the following tables of the number of by Cape Horn, on a voyage of many months, miles in operation throughout the globe at or across Central America, by a perilous the commencement of the year 1857:- journey. That was not to be suffered long by a people who had learned the art of railUnited States......................28,500 miles. road building, and the Panama railroad, 48 Canada and British Provinces........ 1,465 " miles, was constructed at a cost of $8,000,Cuamaica............... 10 " 000a; $4,973,000 capital, and $2,427,000 New Granada n.ada.................. 49 " debt. This road, connecting on the Atlantic Brazil............................ 53 " side with New York by a steam-line, and on Peru.......................... 22 " the Pacific side with San Francisco, by ChiEngland and es................ 6,426 another, became at once the great route, EngScotland and Wales................. 426" and its revenue last year was $1,925,444. Scotland........1...................1,138 Ireland.......................... 1,012 " The facilities of trade thus afforded, caused. Spain............................. 263 " a rapid multiplication of people on the northFrance........................... 3,712 " west coast, the more so that new discoverBelgium.......................... 1,119 eIuollasd.422............. l., 1 " ies of gold were being made. Meantime the aolland.......................... 422 Denmark.................. 188 " public mind was awakened to the necesNorway and Sweden............. 67 " ity of an inland route by rail, not only to Russia and Poland............... 6317" shorten the transport trade from India, but as Prussia................ 2,309 " Smaller German States...... 4..... 23509 " a means of support, in case of war, and also Smaller German States.............. 4,235 ". X Austria and Hungary. * 1,697 "....as a bond of union. The undertaking was Switzerland................ 167 " regarded with hesitation, even by those who Italy............................. 812 " had seen the active progress of great works Egypt...........132 " among us. It was supposed impossible to ABuitish India...........3131 build a road 2,000 miles to connect St. Australi a........................ 39 Louis with San Francisco, across the mounTotal of railways in the world in 1857.55,256 " tains, although the map shows a line be. RAILROADS-LAND GRANTS —EXTENT AND COST-SHIP CANALS. 225 "ween St. Louis and New York, and between road that would serve their necessities, but SNew Orleans and Brazos. What is there more which could not be enlisted in favor of one difficult in one than in the other? It is said that would be of no direct benefit. If, therethe country is unsettled! What was the fore, the government should give authority country between Detroit and New Orleans, for the construction of three roads, with a through which there are now 1500 miles of grant of six-mile sections along the route of road, 25 years since? The settlement of the each, and in addition aid each by a grant country goes on at a railroad pace. The of $50,000,000 of 5 per cent. bonds, taking frontier line of the colntry is 1,600 miles. a first lien upon the road, the local interests Along this the population advance west, at of each section would complete the balance. the rate of 1,000,000 souls pelr annum. The Migration will follow these lines of comdemand for a railroad in 1850 came from munication.settling the best lands, until 20,000,000 people, without any answering those coming east will meet those proceedreply from beyond the Rocky Mountains. ing west, and a continuous line of settlement The demand is now prolonged by 30,000,- will follow the rising sun from New York to 000, to whom 500,000 voices from the San Francisco, and the entire Union be Pacific coast respond. Before the roads can united with the waters of the Pacific, that be constructed, if now undertaken, 40,000,- bring the commerce of Asia on the east, 000 on the east of the mountains will be and with those of the Atlantic, that float its eager to communicate with 1,000,000 on commerce with Europe on the west. the western slopes. These vast numbers The Pacific railroad, though long diswill be pressing toward each other, so as to cussed, was not definitely located, nor the shorten the purely through route, increase company incorporated, till July 1st, 1862, and the local traffic at both termini, and a ter- acts amendatory of it were passed July 2d, minus which shall be 500 miles south of 1864, March 3d, 1865, and July 3d, 1866. one centre and 500 miles north of another, By this act, the right of way, to the extent of will not suffice. The mind at once be- 200 feet in width on each side of the railcomes impressed with the necessity of road, was granted to the company; and also having three. Let us revert thirty years, to every alternate section of public land, to the the connection of the Atlantic with the amount of five alternate sections per mile, Mississippi river- Suppose the necessity of except mineral lands; and also provided for a railroad connection had then been agitated issuing thirty-year government bonds, to to run 12 or 15 hundred miles to St. Louis; tbhe amount of $16,000 per mile, for every that one connection would have ill supplied section of forty miles completed, to the comthe numerous routes that now cross the. pany, such bonds constituting a first mortcountry between Canada and Charleston. gage on the road. Under this act and its A parallel case will soon present itself with amendments, the road was commenced from the western slopes, and three routes will both termini, and has been vigorously prose — be found by no means too many, either to cuted. On the 1st of January, 1867, there answer the purposes of communication or to were completed about 305 miles of the accommodate the travel. The requisites of eastern division, extending to within 200 a road are shortness and cheapness. These miles of Denver, Colorado; and it was proare relative. The road which is shortest gressing at the rate of from one to two miles and cheapest to connect the Columbia river per day. Of the western division, 156 miles with the great northern interests, including east from Sacramento, to the state line, was those of Canada, which concentrate round to be finished by July 1st, 1867, and to Lake Superior, is not the shortest and Salt Lake, 675 miles from Sacramento, by cheapest mode of reaching New Orleans 1869. It is expected to be completed in its from San Diego; nor would a route between whole extent by 1870. The completion of the two latter at all accommodate those this road will bring the carrying trade benorthern interests. The Pacific railroad ex- tween Europe and Eastern Asia through the tended from St. Louis to San Francisco would United States, and will greatly facilitate be the shortest and cheapest for those central the development of the~vast mining interests interests, but it could not advantageously of the Rocky Mountain and Pacific regions. do the business of the other sections. Each of these sections has large means that can be applied to the construction of a \~Y~I ____ ____ ____ ____ -~ —-- -'I'~E SECOND'EXPERIMIENTAL BOAT OF JOIHN FITCI-I. Finished in May, 1787, and run at the rate of four miles per hour on the Delaware. Cylinder twelve inches in diameter, stroke three feet. THE FIRST S'L'EAIBOIAT EVLER BUILT TO CARRY PASSENGERS. Constructed by John Fitch, and finished April 16th, 1798. Cylinder eighteen inches in diameter, speed eight miles per hour in smooth water. The following year this boat was run to Burlington regularly as a passenger boat