REPORT
THIRD HEAEING
HOOSAC TUNNEL CONSOLIDATION,
BEFORE THE
COMMITTEE ON KAILWAYS.
February 4, 1873
BOSTON : WRIGHT & POTTER, STATE PRINTERS,
No. 19 Province Street,
1873. \ — .
THIRD HEARING.
Mr. S. M. Bates, associate counsel for the Vermont and Massachusetts Railroad, stated that he wished to introduce certain statements by a competent engineer, Mr. Edward Appleton, who, in an experience of thirty years, had had more or less to do with the different railroads in the Common- wealth. Mr. Appleton's Statement.
Mr. Edward Appleton, a civil engineer of thirty years' experience, and who has had more or less to do with all the railroads in the Commonwealth, offered the following tables of statistics and comparative distances :
The Boston and Albany Railroad in 1872 brought from other
* States, ...... - . 1,536,471 tons.
Carried to other States, . • . . . 243,792 "
Total, 1,780,263 tons. Of this was coal, not to be counted as West- ern business, 260,266 "
Leaving as probable business between New England and the West, .... 1,529,997 tons. Tonnage from Albany to Boston, 556,202 Tonnage from Boston to Albany, 112,071 668,273 «
Remainder distributed in the interior, 861,724 tons
Carried to Boston, 809,339 tons; 68 per cent. Western business. Taken from Boston, 439,754 tons; 25 percent Western business. The average rate of freight to and from other roads is given as 1-ffa cents per ton per mile. At this low rate, the above business to and from the West paid the Boston and Albany Kailroad $23,561.95 per mile, as far as it was all carried, and
it appears by the above figures that nearly one-half of it, 43 per cent., was carried the whole length of the road.
Average weight of freight trains, including locomotive and tender, 423 tons. Average weight of locomotive and ten- der, ...... 50 tons, Average weight of long box-cars 9
tons, average number 17 per train, . 153 " 203 «
Leaving average tons of freight trans-
. . ported to a train, . . .220 tons.
The total expenses of operating the road averaged $1.41 per train mile. Dividing this by 220 tons, we have the cost per ton per mile $0.0064, leaving $0,009 as net profit per ton per mile, which on above amount of Western business amounts
to $13,769.98 per mile, as far as it was all carried. Increase in through tonnage in five years, 197 per cent.
Comparison of Grades. As three-quarters of the business to and from the West comes eastwards, the ruling grades of the traffic are those ascending eastwards. On the Albany road, from Albany to
Pittsfield, the ruling grade is 45 feet per mile ; on the line
6 from Troy to North Adams, 39 T^. The same engine would probably take 30 tons gross Aveight more in a train from Tro}^ to North Adams, than it could from Albany to Pittsfield.
ruling is From Pittsfield to Springfield the grade 75J- feet per mile ; from North Adams to Greenfield 40. Here the same engine which could take the average train on the Albany road (373 tons freight and cars) could take 2Q2 tons more from North Adams to Greenfield. From Springfield to
Worcester the ruling grade is 60 feet per mile ; from Green- field to Fitchburg 48v On these corresponding sections, the — — — — —
same engine can take 90 tons more on the Northern line. For the remaining distance from Worcester or Fitchburg to Bos-
ton, there is practically little difference, the grade descending
tor most of the distance. What little difference there is would be about 15 tons in favor of the Albany line. The difference on the whole line is evidently much in favor of the Northern line. Still, as Mr. Laurie says in his report, this
saving of expense arising from lighter grades is probably not more than one-sixth of the gross expenses of working the road. The saving of distance of 10 miles would reduce the cost of maintenance of way, and would also reduce somewhat the amount of fuel required.
Increase of Business. Fitchburg Railroad 9 1862 to 1867—Freight, 80T^ per cent. ; Total, 89TVo per cent. 3 1867 to 1872—Freight, 28 er cent - Total 22 er cent - T oV P 5 > iVo P 4 In the ten years Freight, per cent. ; Total, 137 per cent. — 132-j^ T\ o Vermont and Massachusetts Railroad
1862 to 1867—Freight, 148-^fo per cent. ; Total, 113t% per cent, 3 1867 to 1872—Freight, 20t^ per cent. ; Total, -20-^\ per cent.
In the ten years—Freight, 199^^ per cent, ; Total, 157^^- per cent. Troy and Boston Railroad
1861 to 1866—Freight, 134^ per cent. ; Total, 136^ per cent, Fell off about 25 per cent, in next four years.
In nine years, from 1861 to 1870—Freight, 91^ per cent. ; Total, 72^ per cent. New York Central and Hudson River Railroad I860 to 1870—Freight increased 157-j^ per cent, Erie Railroad 1860 to 1870—Freight increased 183T% per- cent.
Tonnage of Rail and Water Lines through New York for 1871. Total Canal tonnage, .... 6,467,866 Erie Railway, 4,844,208 New York Central and Hudson Railroad, 4,532,056
Rome, Watertown and Ogdensburg, . 309,906 Ogdensburg and Lake Champlain, 352,280
Total, 16,506,316
Deduct half for way-business, leaves for through business, . 8,253,158
Half of this for New England 4,126,579 — -
Take the same proportion for the canals, New York Central, and Rome, Watertown and Ogdensburg Railroads, we should have business to and from New England, and coming to the Hudson River, 2,827,457 tons, of which the Boston and Albany Railroad took 1,529,997 tons,—about 54 per cent. It is stated by gentlemen from Oswego, that of the whole freight brought eastward on Lake Ontario, 45 per cent, goes to Montreal, and 40 per cent, to Oswego.
Table of Distances. Miles.
Boston to Johnsonville, on Troy and Boston Railroad, . 174.40 Deduct saving to be made on Vermont and Massachusetts 3.01
171.39 Johnsonville to Salisbury Centre, where two routes part, 78.77
250.16
By Rome to Oswego,
Boston to Salisbury Centre, . . 250.16 Salisbury Centre to North Bay, 51.75 North Bay to Oswego, via Midland Railroad, 46.75
Boston to Oswego, 348.66
By Boonville to Port Ontario,
Boston to Salisbury Centre, . 250.16 Salisbury Centre to Boonville, 43.00 Boonville to Port Ontario, 45.00
Boston to Lake Ontario, . 338.16 Port Ontario to Oswego, 19.00
Boston to Oswego by this line, 357.16
Boston to Albany, . 201.65 Albany to Suspension Bridge, 305.5 Suspension Bridge to Detroit, 230.
Detroit to Chicago, . • . 284.
Boston to Chicago, by Suspension Bridge. 1,021.15
Boston to Albany, . 201.65
Albany to Buffalo, . 297. Buffalo via Toledo to Chicago, 539.
Boston to Chicago by Lake Shore, 1,037.65 7
Miles. Boston to Oswego, 348.5 Oswego to Lewiston, 143.3 Lewiston to St. Catherine^, 9.5
St. Catherine's to Detroit, 219. Detroit to Chicago, 284.
Boston to Chicago, 1,004.3
Sixteen miles will be saved on the Michigan Central by the new line between Jackson and Mies, both to the Suspension Bridge and Lewiston lines. Sixteen miles more maybe saved to the Lewiston line by extending from St. Catherine's to the new line, from Buffalo to Glencoe. About twelve miles more may be saved by building about fifteen miles from Fulton, on the Midland Eailroad, directly west to join the Lake Ontario Shore Eailroad, instead of going into Oswego and out again.
Who Oppose the Petition.
The Chairman.—Are there any parties here in opposition to this petition? Mr. E. H. Derby. —I appear for the Fitchburg Eailroad Company, and appear against this petition, but not against the general feature of consolidation, but with a view to favor- ing it upon a more comprehensive scale. Col. John H. George. —I appear here for the Boston and Lowell Eailroad Company, in opposition to this petition, but in favor of another plan which shall better develop the busi- ness of the line. Mr. Mills. —I appear here to represent a road running from the Tunnel to Albany, in opposition to this petition. Mr. Bates stated that with the exception of the closing statements of Mr. Eobinson they had no more evidence to introduce. Ex-Governor Claflin said he appeared, with Mr. William B. Spooner and Mr. George C. Eichardson, for the purpose of stating their views on the general order of consolidation. Inasmuch as the time had been taken up by the presentation of statistics, and as there was a gentleman from New York present who wished to make a statement at that hearing, he would respectfully ask that a special hearing be given to them at some convenient time after the meeting of the Boston 8
Board of Trade, on Monday next ; he understood that the Board of Trade would appear there for the same purpose for which he had come before the committee. Mr. George O. Shattuck. —I don't appear here to oppose consolidation, or any efficient arrangement for doing through business between the Hudson River and Boston, but do oppose any arrangement which will give the exclusive use of the Tunnel to this line. I appear in behalf of the Massachu-
chusetts Central. In the former hearings , when the attention
of the committee was called to the seventeenth section, it was
said that it was proposed to change it. If a satisfactory
change is made we shall not oppose any longer. Mr. Bates. —We would like the gentlemen connected with the lines joining ours to consult together and see what change they require, and then we will «ay whether we will accept it.
Statement of Mr. Comstock. Mr. Calvert Comstock, President of the Boston, Rome and Oswego Railroad Company made the following remarks and the subjoined statements :
Mr. Chairman : Coming as I do from another State I have no right and less inclination to dictate in any way what shall be done with reference to your internal management of the railroads within your State. I appear here not to say any- thing in relation to the particular shape of the action which this committee may desire to report as between the interests of the several interests of the companies which may be rep- resented here. But I do know that a large portion of the citizens of the State of New York feel a very deep interest in the general subject upon which you are deliberating. In attending the hearings before this committee last week, looking on from outside the State, it seems to me that the people of Massachusetts after long and patient effort in be- half of this great enterprise, —the Hoosac Tunnel,—were about to find the Tunnel completed before they knew what to do with it, and that question seemed to be the burden of your deliberations. In the hearings which you have had I saw that the ques- tion of the amount of business of the consolidated line of road from Boston through this Tunnel would be one of the :
9 greatest importance. And another question was how to reach this business. Upon these two points with the permission of the committee I will endeavor to submit a statement of some statistics in relation to the tonnage of the West, and some views in relation to the communication through our State, which it seems to me are general questions. In the first place, as to the amount of business. I don't know that it has been suggested here with a great deal of positiveness that there would not be business enough to make the consolidated line through the Tunnel a paying line. Now to us who live beyond the mountain which you are piercing, that is a new icle^. We have never doubted on that subject, but have supposed that when that Tunnel was completed there could be no question that the line running through to the great commercial centre of New England would be one of the great trunk railroad lines of this country. As pertinent to that question, and in relation to the amount of tonnage which can be attracted to this road, I desire to lay before you cer- tain tables which I think will be very convincing upon this point
Statement of the tonnage of the Canals of the State of New York, and of the Railroads running East and West in the same State for the year 1871.
Tons.
Total tonnage of the New York Canals, . . 6,467,888
of Erie Eailroad, . . . 4,844,208 of N. Y. Central & H. E. E. E., 4,532,056 of Eome, Watertown and Ogdens- burg Eailroad (branches to Os-
wego and Cape Vincent, . 309,906 of Ogdensburg and Lake Cham-
plain Eailroad, . . . 388,837
Total tons in 1871, . . . . . 16,542,895
The tonnage reports for 1872 are not yet perfected. The reports of the N. Y. C. and H. E., and of the Erie Eailroads, are not yet filed in the State Engineer's office. The canal tonnage is given for 1872 at 6,652,000 tons.
2 —
10
Assuming the railroad tonnage as in 1871, and adding the increase of canal tonnage, gives for 1872 as follows :
Tonnage of 1871, 16,542,895 Increase of Canals. 182,112
Total tonnage for 1872 16,725,007 >i( i
11
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12
From these figures we learn that, although there have been
some fluctuations,—occasionally a year falling oflf from the preceding year, especially in the canal tonnage,—yet compar- ing 1853 with 1871 there was an increase of the aggregate canal and railroad tonnage of 10,605,260 tons, —equal to over 202 per cent, for the 18 years, and equal to an average increase of about 11 per cent, per annum. If we compare 1861 with 1871 we find the annual increase for the last 10 years over 12 per cent. But when we look at the railroad tonnage embraced in the preceding table separately, we see illustrated the tendency of the age in matters of transportation.
• The tonnage of the two roads named rose from 991,039 tons in 1853 to 9,376,264 tons in 1871—being an increase of 846 per cent, in the 18 years—equal to an average annual increase of about 45 per cent. Comparing 1861 with 1871 the increase of tonnage for the last 10 years on the two roads has been about 28 per cent, per annum.
Boston and Albany Railroad. Increase of tonnage since consolidation. Tonnage in 1868, 1,319,059 in 1869, 1,613,940
in 1870 (10 months), . . . 1,531,149 in 1871, 2,209,332 in 1872, 2,732,907
The above figures show the increase of. tonnage since con- solidation to have averaged about 1,000 tons a day each year over the immediately preceding year, and that the increase of 1872 over 1871 was almost 1,500 tons a day. The company's report, just published, states that the ton- nage of 1872, compared with that of 1867 (the year before consolidation), shows an increase of 162 per cent, during the five years.
The report states such a* surprising increase in the grain trade, and of the increasing commerce of Boston in that line, that I prefer to present the language of the report, as follows :
''Prior to the date of consolidation no separate account of the grain business to Boston was kept. In comparing, however, the amount of that business in 1868. the first year after consolidation, with — —
13 that of last year, we find that while in the former year we carried 794,930 bushels to Boston, in 1872 we brought 6,915,895 bushels, an increase of 6,120,965 bushels, or about 770 per cent, in four years."
Population (according to Census of 187 0) of the several towns through which the Boston, Rome and Osiuego Railroad will run, starting at Johnsonville, on the Troy and Boston Railroad, and terminating at North Bay, on the New York and Oswego Midland Railroad. Rensselaer County,
Pitt st own, population, 4,094
Schaghticoke, . 3,126 7,220 Saratoga County Stillwater, population 3,405
i i Malta, . 1,213 Ballston, a 2,180 a Milton, . 4,946 Galway, a 2,174 13,918 Fulton County,
Broadalbin, . population, 2,493 Mayfield, a 2,230 Johnstown, a 12,273 Ephratah, a 2,207 a Caroga, . 828 Oppenheim, a 1,951 Stratford, a. 1,164 23,146 Herkimer County, Salisbury, population 1,993 Fairfield, a 1,653 Norway, .i 1,117 a Russia, . 2,220 6,983 Oneida County, Deerfield, a 2,049 Trenton, a 3,156 a Floyd, . 1,209 f a Rome, . 11,000 a Vienna, . 3,182 20,596
Total, 71,863 2* — —
14
Brought forward, ...... 71,863
Add towns on line of Midland Railroad from North Bay to Oswego.
Oswego County, Constantia, population, 3,445 West Munroe, 1,306 Hastings, 3,061 Schroeppel, 3,978
Valney, . 6,566
Scriba, . 3,065
Oswego City, . 20,938 42,359
114,222 Comparative Distances.
Starting at Johnsonville on the Troy and Boston Road, the distance to Rome and Oswego, via Troy and the New York Central, or via Boston, Rome and Oswego Railroad, compare as follows :
Miles. Johnsonville to Troy, 17
Troy to Rome, via N. Y. C, . 114 Total, 131
Johnsonville to Rome, via B., R. & O. R R., 113 Saving via R., B. & O. to Rome, 18
Johnsonville to Rome, via Troy & N. Y. C, 131
Rome to Oswego, via N. Y\ C. . & Syracuse, 74 Total 205
Johnsonville to Rome, via B., R. & O., 113
< Rome to North Bay , " < North Bay to Oswego, via Midland, 47 Total 1741
Saving via B., R. & O. to Oswego, 301
The distances from Boston to Rome and Oswego, via Boston and Albany and New York Central, compare with those via —
Hoosac Tunnel and Boston, Rome and Oswego Road, as follows :
Miles. Boston to Albany, 201 Albany to Rome, .... 109 Total, 310
Boston to Johnsonville, . 174 Johnsonville to Rome, via B. R. & O. 113 Total 287
Saving to Rome, via Tunnel and B., R. & 0. 23
Boston to Albany, 201 Albany to Syracuse, 148 Syracuse to Oswego, 35 Total, 384
Boston to Rome, via Tunnel as above, 287 Rome to Oswego, via North Bay, 611 Total, 34%
Saving- to Osweeo, via Tunnel and B., R. &0., 35^
The foregoing figures show that the saving of distance from
Boston to Lake Ontario or the West by the tunnel route is mostly on the Boston, Rome and Oswego line, from Johnson- ville, via Rome to North Bay. The saving of the tunnel line via Troy is only five miles over the Boston and Albany line to a common point (Schenectady) on the New York Central.
By the construction of the Rome line Boston is brought almost as near Lake Ontario and the commerce of the West as New York.
Miles. Boston to Oswego, .... 3481 New York to Oswego, via Albany & Syracuse. 326
Difference in favor of New York, 221
And Boston is 200 miles on the way from New York to Europe. —
16
Extension to Niagara River. The Ontario Lake Shore Railroad from Oswego to the Ni- agara River, at Lewiston,—connecting across the river by a new bridge with the Canada Great Western Railroad,—is now in process of construction. Fifty-five miles are already fin- ished, and the residue is under contract and will be completed during the present year. The distance from Oswego to Lew- iston is 144 miles. The distance from Boston to the Niagara River, at Suspen- sion Bridge via Boston and Albany, and New York Central roads is
Miles.
Boston to Albany, .... . 201
Albany to Suspension Bridge, . 304 Total, 505
Distance via Hoosac Tunnel and B., R. and O
• from Boston to Oswego, . . . 3481
Oswego to Lewiston via Ontario L. S. R. R. . 144 -
492§
Deduct saving by a cut-off from Fulton toI)
Hannibal, ...... 15 Total, 4771
Saving from Boston to Niagara River in favor
of Tunnel and Rome route, . . . 271
Mr. Joy, President of the Michigan Central Railroad, states that the distance from Lewiston to Chicago is to be shortened down by improvements now in progress and contemplated, to 447 miles. When this is done, Chicago, by the tunnel line, will be brought within 924 miles of Boston. The present distances,—as given by the railroad guide- books,—are by the Michigan Central 1,018 miles, and by the Lake Shore and Michigan Southern 1,037 miles. The immediate associations and business interests of the New York Central are with the latter line.
Oswego.
Oswego is the principal lake port and harbor on Lake On- 17 tario. It has ten grain elevators, of an aggregate storage capacity of over two millions of bushels. Some seventy vessels engaged in the lake trade,—of a ton- nage of about 15,000 tons, are owned there. Its grain receipts are about 15,000,000 bushels per annum, and its lumber receipts about 300,000,000 feet per annum. Saying nothing as to construction of a ship canal around Niagara Falls on the American side,—the enlargement of the Welland Canal, now determined on, will bring a larger class of vessels down into Lake Ontario, and greatly increase the commerce of that lake. Oswego has a magnificent water power, extending from the city ten miles up the Oswego River. Her flouring mills and those of Fulton, further up the river, have a capacity of man- ufacturing over 8,000 barrels of flour a day, and she produces more flour per annum than any other place in the country except St. Louis.
« Further Remarks.
Having finished reading his statistics, Mr. Comstock made a few explanations in regard to the detail of their line of road, stating its proposed future connections and intersections, and showed its position with regard to the present tunnel line.
In the matter of business he said : It seems to me that the matter of the amount of business could not be unsettled. The facts to which 1 have called your attention show that instead of there being any doubt about the supply of business for the consolidated tunnel line, it would be continually crowded with traffic which would naturally seek it. I sup- pose it will do to stand at the western line of your State simply to receive business, but it will be for your benefit to do as business men and other railroads do,—take measures to secure more than will naturally come to you. By this con- solidation you will reach into Troy, and, of course, it will be your aim to obtain a line that shall reach directly through
New York to the Lakes and the West. I don't know, gentle- men, whether you will be satisfied with my position, but it does seem to us that you should occupy a stronger position in this matter than has yet been here proposed. If you would become masters of the situation and make Boston the great
3 18 commercial point which it is destined to become, you should take into your own control the commerce of the West and of
Lake Ontario. You may ask, What is all this coming to ? I auswer, that I appear here not wholly as a disinterested party.
Our line Nof road has been built with the supposition that the State of Massachusetts would not be content with stopping at the Hudson River ; but that they would wish to reach towards and through New York by the shortest possible route of railway, and for that reason we have anticipated your action somewhat, and in 1871 organized a company to supply the only missing link which is wanting for the purpose of carrying your road through New York. After pointing out the route and reviewing the tables presented, Mr. Comstock said : Such is our road as we propose to have it through the State of New York. We believe it is a valuable adjunct,—a valuable supplement to the line which you contemplate to consolidate. The question is,
Can it be built? Now, how does that matter stand? We don't claim any more strength than -we have, but I want to say that with simply our local aid we shall not be strong enough to
build the road. We can furnish part of the money ; probably we can raise enough to grade it, and could probably subscribe $1,500,000 to the stock. After the road is established, probably the local business would support it ; but it is not a local road that we want to make. It was for a through line that we made our plans, and in order to complete it as such, we shall need your aid. So far as the State of New York is concerned, all the necessary legislation has been provided in order to enable us to cooperate with you. But in examining the bill here the other day,—I speak now from my own con- victions,—it seemed to me that if Massachusetts wants to reach across the State of New York and control the commerce of Lake Ontario and the business of the West, you should put a clause into this bill which will enable this great consolidated line to aid in some way the construction of a line through New York, or to obtain in some way that important connec- tion for the benefit of the State or its commerce. It only needs your action to make the necessary legislation complete.
The hearing was then adjourned till Wednesday morning, February 5th.