CHAPTER XIX.

RAILROADS OF NEW ENGLAND.

A RAILROAD map shows that the New England States are covered with a perfect network of railroads. They are all, however, short roads, each one extending only a few miles in length. All the long lines, such as the Boston, Hartford and Erie, the Vermont Central, and the Western of Massachusetts, as well as the lines from Boston to Ogdensburg and from New Haven to Montreal, are composed of short links, constructed at different times, by different corporations, and with different and often conflicting interests in view. Generally, when a consolidation of these short roads was proposed, it has been found very difficult, and sometimes impossible, to reconcile these conflicting interests.

. We have heretofore given a complete list of these short roads, and need only refer to the list here. The history of these roads affords very little of interest to the reader. They were generally well built, and were moderately supplied with rolling stock of the best construction. Previous to the year 1845, the railroads of New England were almost exclusively of this character. By that time, indeed as early as 1840, the necessity of having direct railroad communication with the West, became apparent. The Vermont Central Rail

road was thereupon built, connecting Boston with Ogdensburg on the St. Lawrence River, and making a line three hundred and eighty-two miles long. Or rather, four railroads, which had been built a short time previously, were consolidated, and formed the line from Boston to Ogdensburg. These were, first, the road from Boston to Concord, seventy-five miles long, which had been built a number of years, and had always enjoyed an immense local traffic; second, the road from Concord to Montpelier, one hundred and thirteen miles, which had also been in operation for some years, and was doing well in connection with the road to Boston; third, the road from Montpelier to Rouse's Point, seventy-six miles long, a road which soon became a favorite with travellers, on account of the fine scenery along its route; and fourth, the road from Rouse's Point to Ogdensburg, one hundred and eighteen miles. The whole of this line was completed and in operation in 1851.

The country through which the greater part of this road passes is not remarkable for its fertility. Indeed, compared with the rich soil of the western country, or even with that through which the New York and Erie and New York Central road passes, it is a barren and sterile region. And yet the local business of the line has increased year after year, and the local traffic of the whole line is now profitable. The design in opening the line as a through route, was to draw western produce, arriving at Ogdensburg from Buffalo and Chicago, to Boston; and this object was attained to a reasonable extent.

Another line, which was constructed about the same

time, is the "Western" Railroad, as it is called, extending from Boston to Albany, a distance of two hundred miles. This line, also, is formed by the consolidation of four short roads, namely, first, the Boston and Worcester road, forty-four miles long; second, the Worcester and Springfield road, fifty-four miles long; third, the Springfield and Pittsfield road, fiftythree miles long; and fourth, the Pittsfield and Hudson River road, seventy-five miles long, and terminating at Albany. This line runs across the whole length of the State of Massachusetts, and is exclusively a Massachusetts road. It was built mainly by Massachusetts capital; and Massachusetts men are justly entitled to the credit of the enterprise. The object of the consolidation of the four roads was to form a connection with the New York Central road; and in this it has been remarkably successful. Passengers from Chicago to Boston find in the great depot of the Illinois Central Railroad at Chicago, a train of cars made up, with this sign alongside: "These cars for Boston." Once in these cars, they are all right. They are whirled along on the Michigan Central road to Detroit; thence, on the Great Western Railroad of Canada, to Niagara Falls; thence, after crossing the Suspension Bridge, on the New York Central road, through Rochester, Canandaigua, and Syracuse, to Albany; and thence, crossing the Hudson River, on the Western Railroad of Massachusetts, to Boston. Freight from the West to Boston, of course, took the same route; and, very soon after it was opened, the Western Railroad of Massachusetts became profitable. Its local business, particularly between Boston

and Pittsfield, has always been good. Its affairs are managed with a great deal of tact and ability. The officers of the Company are C. W. Chapin, President; C. O. Russell, Superintendent; and J. B. Chapin, Assistant Superintendent.

Some time afterwards, the line from New Haven to Montreal was opened, to run in connection with the Grand Trunk Railroad of Canada, from Detroit. This line was made up by consolidating no less than seven different short roads, namely, first the road from New Haven to Hartford; second, the road from Hartford to Springfield; third, the road from Springfield to Bellows Falls; fourth, the road from Bellows Falls to Lebanon; fifth, the road from Lebanon to Montpelier; sixth, the road from Montpelier to Rouse's Point; and seventh, the road from Rouse's Point to Montreal. The business of this road has been fair, and on the whole satisfactory, but not equal to some others. There are too many conflicting interests connected with it, which are as yet unharmonized. It runs, however, through the richest and most fertile portion of New England, and its revenues, large as they are, can be probably doubled.

The Boston and Maine Railroad, extending from Boston to Bangor, in Maine, was constructed at a later period, and at once became remunerative. It passes through Portsmouth, Portland, and Augusta, and its local and through traffic are both very large.

The Boston, Hartford and Erie Railroad Company, of which I shall speak in detail presently, applied to the legislature of Massachusetts during the winter of 1867, for some material aid. Their interests were very ably

managed by an eminent lawyer whom they had retained for that purpose. In the course of his argument before the legislature, he gave the following reminiscences in relation to that and other railroads in Massachusetts:

"I have spoken freely, Mr. Chairman and gentlemen, of the present state of things in this Commonwealth, because I have very decided opinions on the subject, opinions founded on a careful consideration of facts and fortified by the observation of thirty years, while engaged in active business in this city, and because it is well for us to look at the other side of the fancy picture so constantly presented to us. We all take pride in the material prosperity of the Commonwealth, and are fond, perhaps too fond, of making comparisons between our own position and that of less favored communities. But are we not dwelling a little too much on this, or rather are we not resting too confidently on the laurels won in former years, on the prestige secured for us by the efforts of eminent men who have now passed away? Those who have carefully watched the course of legislation and of business operations for the past ten years, and have instituted a comparison between this Commonwealth and some other States in the Union, are by no means so confident of our position as men who never go abroad even with their eyes and who are content to let well enough alone. To stand still in these matters is to fall behind. Let us glance a moment at the State of Maine, the daughter of Massachusetts and bound to us by many other ties than those of mere business relationship. We shall find