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1 2 3

REPORT

ON TlIK

YOEK & CUMBERIANB RAIL EOAD,

ITS

ADVANTAGES AND PROBABLE KEVENUE,

WITH STATISTICS OP THE COST AND TRAFPIO

NEW YORK & MASSACHUSETTS RAIL llOADS,

BY A. C. MORTON,

CONSULTING ENGINKEK.

PORTLAND:
FOSTER & GElilllSH, PRINTERS.

ADVKUTISKR OJKI(,'E.

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REPORT

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ON TUX

YORK & CUMBERLAND RAIL ROAD,

>, ITS

ADVANTAGES AND PROBABLE REVENUE,

WITH

STATISTICS OF THE COST AND TRAFFIC

VARIOUS ROADS IN THE UNITED STATES,

BY A. C. MORTON

CONSULTINO ENGINEER.

"!*»»i.

PORTLAND:
FOSTER & GERRISH, PRINTERS.

ADVERTiaSR OmCB.

1849.

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REPORT.

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' Portland, August 18th, 1849.

To the President and Director's of the Ywk
and Cumberland Bail Poad Company,

Gentlemen : —

In compliance with your request, I have carefully examined the
line of your road, the maps, profiles, dec, and have collected such
statistical information as the short time allowed me would permit,
and now have the honor to submit a Report relative to its general
characteristics and the present state of the work, together with
some observations on its connexion with other roads, the resources
of the country, and the probable amount of trade that may be
derived thtrefrom. i\i o r , • . ; i j . > ?•;.■ w- ■

At an early day the route of your road was regarded as the
most favorable for forming a railway connexion between Portland
and Boston, and a charter was granted by the Legislature of Maine,
for this purpose.

From a variety of causes, which it is not necessary to mention,
its construction was delayed till after the expiration of the time
flamed in the original Act for its commencement. • '>

On the commencement however, of the great system of railways
in this State, the manifest advantages of your line, and the impor-
tance of an intericr route from Portland to Boston, by which the
large trade of York County and a portion of Cumberland shduld be
accommodated, became apparent, and the friends of the enterprise ^
applied for a Charter, which was granted by the Legislature of
1846. This charter is similar to that of the Atlantic and St. Law-
rence Rail Road Co., and is regarded as liberal in all its provisions.

The requisite amount of stock having been subscribed for that

■I

purpose, the Company was organized on the 20th of July 1S48,
and soon thereafter the whole line was placed under contract and
the work commenced.

DfiCRir-'.ON OF THE ROUTE.

Commencing at the foot of Preble Street in the City of Portland,
your line follows a Southwesterly course passing through the towns
of Weslbrook, Gorham, Buxton, Hollis, Waterborough, Alfred
North Berwick and Berwick to Salmon Falls, a distance of about
49 miles, where it unites with the Boston and Maine Rail Road.

The topographical features of the country along your line, are
somewhat irregular, yet the changes in the surface are gradual,
and the uplands are of such gentle slopes, as to add much to the
beauty of the country, and the value of the soil ; while they inter-
pose no serious obstacles to a favorable location of the road.

Traversing the country as your road does, in a direction nearly
parallel to the coast, the principal water courses whi' , convey the
drainage of the country to the sea, have generally a transverse
direction to that of your line. This would seem to indicate an un-
favorable feature in the topography of tha country, precluding in
a measure, the location of a road which should possess the essential
requisites of favorable allignment, easy grades, and economy in
construction. This, however, from ti.e peculiar formation of the
country, and the moderate elevation of the grounds dividing these
streams, constitutes no material objection to a favorable location of
your road. On a portion of the Middle and Western Divisions of
the road, the line passes over e. succession of sandy plains of mod-
erate width and elevation, skirted by uplands of great fertility, and
retaining all the gei<o 2I characteristics of those on other portions
of the route. *

The soil on that portion of the line between Portland and Gor-
ham is mostly clay, but ca attaining the more elevated grounds at
that place and descending to the valley of 'he Saco river, ii is of a
more favorable character; sand and gravel predominating for a
considerable portion of the d'stance. West of that stream the soil*
on, and in the immediate vicinity of the line with some exceptions,
is of a sandy character.

The line for a short distance in the town of HoUis, and also ap-
proaching Mousam river, passes over ground requiring cuttings of
considerable magnitude, with indications of clay and rock.

The rock throughout the whole extent of your line, is of prim-
itive formation, and probably more of this material will be encoun-
tered at the above mentioned points, than on all other portions of the
route. More extended surveys will doubtless partially relieve this
part of the line of its asperities.

The amount of earth work to be done on the whole line, when
a careful location shall have been made, will be about the same
as on other roads of medium cost in New England. This will also
be the case with the iuochanical work, and although a number of
bridges are required, yet they are generally favorably located, of
moderate elevation, and there are no indications of unusual difficul-
ties in their construction.

The line crosses the Presumpscot river at Congin, and re-crosses
at Saccarappa, the bridge at the former point has one span of 140
feet, and at the latter, two spans of 170 1-2 feet each, making a
total length of truss bridging on the Eastern Division of 4S3 linear
feet.

The bridge for crossing the Saco, which properly belongs to the
Middle Division of the road, will be about 450 feet in length.

Its axis will vary somewhat from a right angle with the course of
the stream, and it will be located at a point, where rock, or other
favorable materials will be found for the fouhdations. The other
bridges on the line are of less importance ; the largest of which is
required for crossing Mousam river, having a span of about 120
feet.

COST OF THE ROAD — AND PRESENT STATE OF .

THE WORK.

The whole of your road is contracted to be built by Messrs.
J. G. Myers & Co., on terms which are considered favorable to
the Company.

The contract includes every item of expense except kind, buil-
dings, and machinery, and for the whole road amounts to S 955,500.

$200,000

To this must bo added the cost of the above men-
ticned items, and an allowance for the general expen-
ses of the company, in all probably amounting to the
sum of *

Which gives as 'hG total cost of the Road, - $ 1,155,500.

Averaging $23,514 per mile,[See appendix note A.] , ;. ,.

The contractors subscribe 25 per cent, of the
amount of their contract in the Capital Stock of the
Company which amounts to .... $ 238,800,

Leaving ... $ 916,700,

as the amount of meah? required from other Stock-
holders.

Up to the present time there has been subscribed
exclusive of contractors subscription, $ 135,000,

Which being deducted leaves - . . . $781,700
as the amount yet to be obtained by su scripjion, or
otherwise to complete, and put in operation the
whole Road. }

It is believed that on the completion of the Eastern division of
the road, which extends from Portland to Saco river, a distance of
17, 81-100 miles, that a handsome revenue ,wiU be immediately
derived from the locaf busipess of the country. As evety consid-
eration renders it desirable that this portion of the road should be
put in operation at the earliest practicable period, I here add an
approximate estimate of its cost based on the estimate of quantities
returned by your Engineer, and thi. contract price of Messrs. J. G.

Myers, & Co. ,^''\.'-.,^'*"r'*-«?*^'^'-^-.^>t{.-*^. .„../:./.,.„.,.

For grading, bridging, fencing and track - • $ 377,750,

Averaging $21,210, per mile.

For lands, bnildings, general expenses of the com-
pany, and machinery to operate this part of the road $ 97,000.
Total cost to Saco river, ... - $ 474,750,

Stock subscribed for by contractors, - . - 94,400,

Amount required from other stockholders, - - 380,360,

Amount already subscribed by " 135,000,

Leaving $2457350",

to be provided for, to complete the road from from
Portland to Saco river, and put it in operation.

The following shows the cost of the road from
Portland to Gorham. \ _^ . .

For grading, bridging, fencing and track,

Averaging $ 23,525, per mile.

For lands, buildings, machinery &c.,

Total cost,

Amount of contractors stock, . . • .

Amount required from other stockholders.
Amount already subscribed by

Leaving

$251,956,

$67,000,

8318,956,
63,000,

$255,956,
$ 135,000,

$ 120,956,

as the additional amount to b.e obtained to complete
and put in operation the road from Portland to
Gorham.

In reference to the above estimate, it is proper to observe, that
the cost of the several divisions has been deduced from quantities
estimated by your Engineer on a preliminary survey of the line
from Gorham to its Western terminus, and those of the located
line from Portland to Gorham. On a final location of the whole
line, the proportionate cost of the several divisions may be some*
what varied, although the total cost of the wholO road is determined
and fixod by the contract. The estimated cost of land has been
made with much care, and from the best information in possession
of the Directors, but as there is .. le uncertainty as regards the
amount required for damages, &c., it is deemed proper to provide
liberally for this item. Relative to the cost ^f buildings and ma-
chinery, there is no difficulty in making a pn per estimate. Your
station houses are supposed to be constructed of wood, and of mod-
erate dimensions. The amount of machinery embraced in the
estimate, is designed to be sufficient to commence operations with,
but probably, further additions will soon thereafter be necessary.

The work done on your road, is confined to that portiom between
Portland and Gorham a distance of 10 3.4 miles,

There have been 77,000 cubic yards of earth, and 7000 cubic
yard? of rock, removed from cuts and carried into embankments.

One of the abutments of the Congin bridge, and one of the piers
of Saccarappa bridge are carried up to the bearing line. The road
bridge west of ihe village of Saccarappa,' is completed. The total
amount of bridge masonry laid, is 750 cubic yards, and of culvert
maspnry 1300 yards. The fencing of this part of the road is in
progress, nearly half of it is completed, and the materials for the
balance delivered. • '

The iron for 10 miles is contracted for, and will probably soon
be delivered at Portland. The sleepers for the same number of
miles of track, are purchased, and a large portion delivered.

The contractors are fully prepared to press forward the work, in
the most energetic manner to completion, whenever the pecuniary
circumstances of the company shall permit. If means are provided
for the vigorous prosecution of the work, the road may be complet-
ed to the Saco river in the fall of 1850, and the whole road in the
fall of 1851.

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CONNECTIONS &, PROBABLE TRADE OF YOUR ROAD.

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The design of your road as before stated, is to connect with the
Boston and Maine road, and thus give an interior communication
between Portland and Boston and the intermediate towns, furnishing
a cheap and expeditious conveyance to market, for the trade of that
section of the country through which it passes, while it will open a
new and picturesque route for through travel. *^vt;.

But before further discussing the question of connections, we will
proceed to a consideration of the local business of your road.

To arrive at a just conclusion as to the amount of this trade, wc
must have reference to the character of the country along your line
its extent, resources and population.

I have complied the following tabular statement from the publish-
ed statistics of the General Government, showing the population and
the agricultural products of each of *>ie towns along the route, or in
its vicinity, whose trade will pass over your road.

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The preceding statistics excepting the valuation, were collected
in 1840, ard arc probably much below the actual products at the
present time. ? » '' ' " ' ^

The valuation was made out in 1844, for the purpose of assessing
J^f'^ the State tax, and this, it is well known, is at leastjaMiiHpiiaiA per
cent below the present actual value of personal and real estate in
these towns. I have also collected from reliable sources in several
of these towns, valuable statistical information relative to the busines
and probable amount of tonnage from each. The towns whose
trade will be tributary to your road, a;.e generally in a high stale of
cultivation, having a thrifty and enterprising population.

The streams along the line furnish an almost inexhaustible
amount of water power, which is already improved to some extent,
and will come into immediate use, as soon as the facilities of reach*
ing market are offered by the completion of your railway.

Taking up the question of its local advantages for business 1
would remark that soon aAer reaching the flourishing village of Sac-
carappa, your road will have a very considerable income.

Here the Presumpscot river has a fall of 32 feet, and the water
power caused thereby is adequate to operate 100,000 spindles, and
at Congin, one mile below Saccarappa, and within a slight distance
of the line of your road, there is a fall of 17 feet. Within 6 miles
of the City of Portland, you bring into immediate use an extent of
water power as great as that now in use at Saco and Biddeford.

It appears a matter of surprise that so great and valuable a water
power, so convenient to tide water as this, should remain till this
time comparatively unused. There is no other Atlantic City in the
United States, (unless perhaps we except Baltimore) that boasts of
such unrivalled advantages for manufacturing industry in its imme-
diate vicinity, as the City of Portland.

The Presumpscot river is discharged from Sebago Lake 17 miles
from Portland. The latter is elevated 260 feet above tide water,
and covers a surface of 100 square miles. Between this Lake and
the sea, there are no less than 15 distinct falls, varying from 10 to
32 feet each, having an aggregate of 228 feet. All of these falls
are capable cf being made valuable for manufacturing purposes.

nil

and it is not asserting too mach, to say that a continuous manufac-
turing village will eventually extend from where your railway
reaches the Presumpscot, to the Outlet of Sebago Lake. There is
an even and uniform flow of water in the Presumpscot, from the
capacity of its great natural reservoir, Lake Sebago, that insures
against the damages of sudden floods, or the evils arising from se-
vere drought in the summer. In this respect, it has capacity and
advantages beyond most streams in New England, at present in
use, and from the proximity of its water-falls, to a large seaport,
may claim to posses advantages no where surpassed.

The only surprise is, considering the density of the population
upon the line, the wealth of the inhabitants, and its favorable loca-
tion for business, that it has not before been brought into greater
notice by means of a railway.

To see a Lowell, or a Manchester, within six miles of Portland,
at an early day, it needs only the prevalence of the same spirit of
enterprise, and thb same forecast that has given to the other manu-
facturing towns af New England their importance.

At Saccarappa there are at present in operation 3 Cotton Mills,
having 8700 spindles and employing 350 persons. There is also
1 power loom Harness Factory — 1 Flouring Mill — 2 Shingle and
Lath Mills — 2 Machine Shops — 1 Lock Shop — 1 Iron Foundry
— 4 Saw Mills, and various other kinds of machinery. There are
also 18 Stores.

W;,hin the limits of the free grammar school district which ex-
tends one mile in each direction from the bridge, there are 2O0O
inhabitants. It is estimated by intelligent timber merchants that
the Saw Mills manufacture 8,000,000, of feet of lumber annually.
There are nine lines of Stages running through this place, and an
Omnibus running twice daily to Portland. ^..

At Congin, there are 2 Paper Mills — 1 Veneering Mill, and I
Store.

The present amount of freight from these places amounts to
over 15,000 tons annually.

Above Saccarappa there are in use several valuable water pow-
ers operating 20 Saws — 1 Cotton Factory and other machinery.

^!l

The next important point on the line is Gorham, a rich agricul-
tural town, having a po[/ulation of over 3000 inhabitants, and con-
taining 12 Stores — 1 Academy, and 1 female Seminary. -

From this place to Sebago Lake, the distance is about seven
miles, and the construction of a branch;, from your road to this
point, will connect with a Steamboat navigation of 30 miles, in ex-
tent, thereby securing the travel of this favorite route to the White
Mountains, and the trade of the surrounding towns. There are at
the present time, 6 Stage Coaches passing daily throngh this place.

Your road reaches the Saco river in the town of Buxton, which
with lue town of Hollis on the opposite side of the river, will fur-
nish for the road a large amount of trade. Bar Mills are situated
about a half a mile below the road, where the river has a fail of
20 feet.

At Salmon Falls, about 1 mile below Bar Mills, there is a foil
of 30 feet at one point, and an additional fall in a distance of half
a mile of probably 30 or 40 feet, the former being improved to
some extent. When it is known that the amount of water flowing
in the Saco river at these places is very nearly equal to the same
stream at Saco, where with a fall of 38 feet it uow drives about
100,090 spindles and a large amount of othef machinery, some
idea niay be formed of the value of the water power at the places
above mentioned.

Wiihin the limits of these two towns, there are 23 Stores, 30
Saw Mills, 5 Grist Mills, 1 Cotton and I Woolen Factory, 4 Lath
and 2 Planing Mills, and a considerable amount of other machinery.
The amount of lumber annually manufactured exceeds 20 millions
of feet, and there is an extensive business carried on in the manu-
facture of Shingles, Pails, Tubs, Sugar Boxes, Heading, &c. -

The value of the articles manufactured being mostly products of
the forests, exceeds $ 400,000 annually. It will also be observed
by reference to the proceeding tabular statement, that the agricul-
tural products and the number of neat cattle and other animals in
these towns are large, and compare favorabh> yith other towns in
the County of York. In the town of Hollis there are extensive
quarries of granite of great beauty and value for building purposes,

and large quantities will undoubtedly be transported to market
when a cheap conveyance is furnished. It is estimated by intelli-
gent business men, that the total amount of freight which will be
furnished by these two towns, with the present trade, will exceed
M,000 tons annually.

The Saco river has its principal source in the Notch of the
White Mountains, and flowing in a Southeasterly direction, its vol>
ume is increased in the distance of a few miles by its mountain
tributaries to that of a large and powerful stream. In its whole
length it receives the drainage of a section of country of 650
square miles in extent. AAer it emerges from the highland district
it runs for a distance of 60 miles through a rich agricultural coun*
try opening a beautiful and fertile valley through which a large
trade flows.

The aggregate amount of fall available for manufacturing pur*
poses at various places, within a distance of 21 miles above the
pomt where your line crosses it, exceeds 200 feet.

k furnishes a highly favorable route for a branch to your road,
the construction of which would further develope the capabilities of
the country by bringing into use the whole of its valuable water
power, and building up manufacturing towns along its banks. The
day is probably not far distant when this branch will be extended
up the valley of the Saco in a direct line towards the White Moun-
tains, as far as Conway, New Hampshire, where it will meet a line
already surveyed from Meredith to the same point, thus connecting
your road by another attractive route with the roads of New Hamp-
shire and Vermont.

The towns bordering the Saco and Ossipee rivers, which are
tributary to your road, possess great natural resources and at the
present time furnish a large and valuable trade. But when your
road shall have been opened, it will like all similar works, materially
increase the value of lands and the amount of trade, for the rea-
son that it will give to the agriculturalists of this comparatively
secluded district, nearly the same facilities of reaching the market,
as those more favored towns in the immediate vicinity. It will call
into existence new branches of trade, by furnishing a cheap and rap-
id means of transportation for heavy and bulky articles which at

present ar3 comparatively shut out of market from the great ex-
pense of conveyance. The effect of railways is to equalize trade,
and the value of commodities in different sections of the country ;
to reduce the cost of articles drawn from the cities of the seaboard
by remote towns and increase the value of the products of the in>
terioa: by lessening the cost of their delivery in market.

After crossing the Saco 'river, your road will pass through an
agricultural country for the whole distance. On reaching Alfred,
the Shire town of York county, you are in the midst of an exceed*
ingly fertile and populous district. It is from this point that I would
propose a Branch line, to which allusion will hereafter be made ;
extending Westerly to Winnipiseogee Lake. ,. i

The superiority of Portland, as a market, over any town East of
Boston, for York county and the whole region to the North of your
lint both in Maine and New Hampshire, will with this branch tint,
secure to your road nearly the whole of this valuable tradet In
Berwick, at Salmon Falls, the point where your road unites with
the Boston and Maine road, and in Somersworth on the opposite side
of the river, are several Cotton Mills, having at present 37,000
spindles, and a Capital of over one million of dollars. At Great
Falls, a short distance above, there are extensive manufacturing
establishments, where there are 60,000 spindles in operation. /.>.i

The large population and extensive manufacturing interests at,
and in the immediate vicinity of the Western terminus of your road
will naturally add much to the intercourse with the interior, and
doubtless contribute largely to your business.

It is unnecessary to pursue the subject of the local trade of your
line, further than briefly to allude to some of the leading articles
which will constitute the bulk of its freight business. " '

Among the various advantages which indicate the great superi*
ority of your road, the principal consideltition is the fact, that for
nearly its whole extent, the country is thickly populated, the soil
fertile and in a high state of cultivation.

The surplus productions of agriculturalists must therefore com-
pose a very considerable portion of the tonnage of the road. Large
quantities of pressed hay, grain, beef, potatoes, cattle, sheep, 6sc.,
will be forwarded to market by this conveyance.

Catt
this St

Year.

1844
1845
1846
1847

1848

Cattle in great numbers are annually driven from various parts of
this State, through York county to Brighton market, which together
with those forwarded from that county, will of itself constitute a
most important branch of business.

Experience both in this country and Europe shows, that the cost
of transporting cattle on railways, is small in comparison with the
loss of weight, and the time and expenses when driven. Dealers
are enabled to take advantage of a favorable state of the market ,
and deliver their cattle at a given point, arriving with the great-
est certainty, and in a saleable and fresh condition.

Immense numbers of cattle are now annually transported to
various Atlantic cities of the United States, by railways, and this
trade must continue to increase as new avenues are opened and
more remote sections of country furnished with these facilities. It
only requires the proper accommodations and a reasonable tariff of
charges, to insure to your road a large revenue from this source.

Another important article of trade on your road, will be ship
Timber, large quantities of which are sent to market annually.
It is only the great expense of transportation by teams, that pre*
vents a more extensive trade in this article at the present time. The
rapid increase of ship building in the district of Portland, shows the
importance of this branch of business, and the great demand for
ship timber.

The following table exhibits the tonnage of Shipping owned and
built in the State of Maine, and also the same for the District of
Portland, from 1844 to 1848.

PORTLAND DISTRICT.

All omBR Distriotd in Statk.

Yeu.

Ships owned,
Tonoago.

Per cent,
increue
from year
to year.

Ships

bult

Tonnage.

Pr. ct.
Increase

from
year to

year.

Ships
owned.
Tonnage.

pr. ct
increase

from
year to

year.

Ships built
Tonnage.

1844
1845
1846
1847

1848

57,347
64,191
66,236
74,046
82,361

3,995
7,976
9,889

14,413

100
25

250,084
255,868
291,887
310,312
369,967

2^
14

16,205
23,129
39,858
54,511
75,561

Per cent increue Ships owned 45
• " " " built S6I,
in four years.

Per cent inc. of Ships owned 48
Per " '« •» Built, 366,
in four years.

The preceeding table shows that the Tonnage owned in Portland,
is 18 1-4 per cent — and the Tonnage built is 16 per cent, of all,
owned and built in the State. 'nf- • - i.' o v -.^ -,

The transporiation of Lumber on your road will be a still more
important branch of trade, than that of Ship Timber. *

It is estimated by dealers in this article, that the total amount
manufactured on the Presumpscot river, is from 8 to 9 millions, and
the Saco, 30 to 40 millions of feet.

An immense amonnt of lumber must pass over your road in each
direction from these rivers. To these great productions of the for-
ests must be added, fire wood, headings, shocks, hoop>poles, wood-
en ware, &c., ^., in large quantities.

Fruit composes one of the articles of trade, of several of the
towns, and it is estimated that 5000 barrels of apples are annually
sent to market from one town only. The amount of merchandise
transported by merchants in the several towns tributary to your
road, will not at the present time fall short of 7000 tons annually.

Manufactured goods, together with the raw material will furnish
freight in both directions, which now amounts to several thousand
tons annually.

With this view of the character, resources, and productions of
the country to which you look for local trade, I am decidedly of
the opinion that the advantages of your road in this respect, are
equal to, if not superior to most of the roads of New England.

Relative to the revenue that you may derive from the transpor-
tation of passengers, I will observe that the position and connexions
of your road, the character and extent of the population along the
route, are such as to give the strongest assurance of a large income
from this source. ^ ' ,,

In addition to the great number of Stage Coaches and private

conveyances ^vhich arrive at and leave Portland in this direction
daily, there are numerous cross lines at Buxton, Alfred and other

points which will concentrate the travel from a large section of the

country to your road. • ,ii!i m ;: { m ■; ^ ^'^-i

On its completion, many of the lines will change their relations,

new routes will be opened, extending further into the interior, and

> f

running to particular stations on your line. By thts means a large
population will be brought to the support of the road, and the num-
ber of passengers greatly increased.

Tha total population of the towns along the route of your road,
it will be seen by referring to the statistical table, is as per census
of 1840 — 41,000. To this should be added the population of the
towns at and in the immediate vicinity of each terminus of the
road, which probably is not less than 25,000, making a total popu*
lation of 65*000 iahabitants, on and near your road, who will con>
tribute to its business. ^

The rollowing tabular itatement ihowi the comparatWe density of population of the let-
tled portions ordiflbrent Counties of this Stale at the periods named.)

' • —

1800.

1820.

1840.

Counties.

Square

Den-

Square

Den-l

Square Deri'

Milet.

sity.

Miles.

sity.

Miles. 1 sity.

York, -

817 42

817

■ •Cumberland,

955 33 1

988

liincola,

950

Kennebec,

9S5

1047

Waldo.

440

812

Penobscot,

390

1143

1649

Oxford,

623

1228

1540

Average detuitg of population of country tributary to the road including; Portland, is •
01 per tquare milt

l^rom the above statement, it will be perceived that York County
from thet^year 1800 to the present time, has maintained a great supe-
riority in the density of its population ; no other county reaching it,
up to 1848, [leaving the population of Portland out of Cumberland]
except Lincoln. Again if we include the population of Portland
tivate I ^"^ t^6 portion of Cumberland, Oxford and York Counties showed on
iction I the map as being tributary to your road we find that the average
lother I density of population is greatly superior to any other equal portion
if the I of the State.

Comparing the population of this district of Maine with that of
Itions, I the State of Massachusetts, we find that the average density of the
r, and | former 91, and that of the latter is 9jr per square mile.

'i.

' Not iacludiug Portland.

It appears from the reports of thj various rail road corporations
in the State of Massachusetts for 1848, that the total number of
passengers trt ,orted by the main lines only, running out of Bos-
ton was over five tinries the population of the whole State, and that
the freight transported by these and other lines within the limits
of the State was equal to about 1 3-4 tons to each inhabitant.

There is no very great difference in the character of the inhabi*
tants generally of Maine and Massachusetts, and makings <i!l due
allowance for perhaps a less developement of ihe resources, and
less intercourse in the former, it would appear safe to assume that
the number of passengers transported on your road will amount to
I ealy twice the number of the inhabitants tributary to it, or equal to
an ti|rjTiegait! of 120,000 through and way passengers annually.
From my knowledge of the resources of the courary which will
contribute to the trade of vour road, f^nd the result of rail road en-
terprises in Maine r;^ vvell as in Massac! asetts, I am led to believe
that it will do a large freighting business, and that the amount
of this trade \n'ill soon reach 60,000 ♦ons per annum.

Applying about the present rates of fare between Portland and,
Boston, and a low rate for transportation of freight, and we have
the following results.

PROBABLE REVENUE OF THE ROAD

45,000 Through passengers at 85 cts. - • $ 38,250,
75,000 Way do " 75 " - - 66,000,

60,000 Tons Freight carried over half the length '

of the road, at $ 1,25, - - - 75,000,
Mails, &c. • • • - • - • 5,000,

Total receipts, .
t Deduct 50 per cent, for eyp«nses,

S 174,250,
S7,!25.

Net receipts, - - $87,125,

Which is 7 1-2 per cert on 1,155,500, the cost of the Road.

Relative to the cost of operating the road, I may observe, that
vhe expenses of operating the Porta^nd, Saco and Portsmouth rail

road for several years past has baon, only abuu. 36 per cent, of its
r.eceipts, which speaks well of the management of that road.

The expenses of the Boston and Maine road in 1847, were 43
per cent, of its receipts ; this road however, carried a much larger
amount of freight than the road abovementioned.

SLould your road be operated with equal economy at least to that
of the Boston and Maine road, the net income with the above
amount of trade will be $ 99,323, or over 8 1-2 per cent en the cost.

In submitting the above estimate, 1 have had reference not only
to the present trade, but to the increase which immediately follows
the opening of a new line of railway. Illustrativo of this subject,
I annex the following tabular statement of several railways in
Massachusetts showing the estimated number of passengers before
each road was built, and the number transported at different pe-
riods after they were put in operation.

EstimatedNo.

No. passen-

. 'Vame of Road.

passengers

gers soon af-

gers carried

before opened.

ter opened.

in 184S.

Boston and Worcester,

23,500

262,830J

807,143

Boston and Lowell,

37,400

400,886*

525,764

Fit'jhburg,

71,790

327,034t

745,825

Easlorn,

121,700

488,026t

1,021,169

Boston and Mtune,

460,426*

1,057,669

A very great increase of business in every portion of Massachu-
setts has followed the introduction of railways, and notwit! •'^'»r>A,
ing many of them are competing lines yet the revenue of all has
continued to increase rapidly (Note B.)

The new lines have developed the resources and increased the
business of the country in a greater ratio than they have provided
means for its accommodation.

The amount of travel between Portland and Boston at the -'sent
time is very large, yet is small compared with what it will be, when
the numerous linfes now in progress shall have been completed.

*For the year 1846.
jFor the year 1848.
tFor the first whole year after the road was completed.

VouT road will not only add materially to this amount of business,
but it will be one of the great thoroughfares over which the rapidly
increasing travel of the east and north will pass. It is a fact wor-
thy of notice, that the two main lines running easterly from Bos-
ton, transported during the last year 2,078,738 passengers or 39 per
cent of the whole number carried by all the lines running out of
Boston.

When the great north-western line, reaching to Montreal, and
the other trunk lines penetrating the interior of the State of Maine
in several directions and extending on towards the Lower Provin*
ces are completed, there will be a vast accession tu the trade and
travel in the direction of Boston. ' '" '

It is necessary to anticipate but a few years when these extended
lines will be in successful operation all converging to Portland as
the chief commercial city of the State, and the important relations
which your road sustains in connecting the great railway system
of Massachuseiui with that of Maine and Cana^^a, w M at once be
seen. It perfects and forms part of a great litu ti .ing two
important cities, to each of which, railways converge from almost
every direction, concentrating an immense amount of travel.

At the eastern terminus of this line, the benefits of a more lecent
$5 stem of railways are but just beginning to befell, but as this
system is fast developing itself, a rich and an abundant harvest will
soon be provided for the railways connecting Maine and Massachu*
setts.

Allusion has been made in another part of this report, to a prO'
posed branch line to your road, which in its influence, upon your
trade and the value of your stock, is scarcely second to your advaa-
tages at either terminus. This is a connection with the roar'v of
New Hampshire and V ^mont, running westerly to Lake C .«■ "
plain and northwesterly to the Canada line.

The most natuTal point of divergence from your line to form tbi.
connection appears to be in the town of Alfred, a distance of about
33 miles from Portland and running as nearly in a westerly direc-
tion as the ground will permit, to the south end of Winnipiseogce

Lake in the town of Alton, thence along its southwestern shcre to
Gilford, wheu it would bear more westerly and probably intersect
the Boston, Concord & Montreal Railroad near Meredith.

From this point, looking to a still moie westerly connection, the
above mentioned road would probably be followed for a number of
miles to a point in the town of Northfield, where a branch could be
constructed, connecting that wiih the Northern road at a point in
the vicinity of the village of Franklin. This would perfect a di-
rect westerly line of railways from Portlrnd to Burlington on Lake
Champlain.

This must be regarded as an important connection and one which
not only brings Lake Champlain nearer to Portland than Boston,
but also the upper Connecticut and Passumpsic valleys, through the
Boston, Concord & Montreal road to Haverhill.

The project of a road from Montpelier, Vermont, to the Connec-
ticut at Wells river village or Bradford, has been much discussed.
Should this be constructed, uniting with the Boston, Concord ic
Montreal road at or in the vicinity of Haverhill, by constructing
the other link from the last mentioned road at Winnepiseogee Lake
to your road in Alfred, another and more direct line of railway
communication fromr Portland to Lake Champlian at Burlington,
would be completed.

This materially reduces the distance below that by the way of
the Northefti and Central road to Montpelier as above described,
and as it strikes the Connecticut valley at a point from 30 to 40
miles above any other road leading from Lake Champlain to the
seaboard, it enjoys unusual advantages. It not only presents a much
shorter route for the Western trade, but its manifest tendency is to
intercept the trade of the upper Connecticut and Passumpsic val-
lies, turning it into a new and more direct channel to an Atlantic
market. Your road would then constitute the last and most im-
portant link of this great chain over which the accumulated trade
of several of the rich ist districts of New England could reach the
seaboard. With this view of the question, it appears a proper sub-
ject of investigation as showing the favorable position and ad'-mta-

i^m

ill

ges of your line for the western trade, and involving considerations
of much interest to every friend and stockholder of the road'

For a more perfect illustration of the advantages of this route,
its relative position to the country it is designed to accomodate, and
to other channels of trade, I refer to the map accompanying this
repo't. • • "■■ -'■ " •'" ^

The beneficial effects of rail roads on the value of lands, is a
subject with which all are familiar and to which I need hardly here
allude. These benefits are not confined to the immediate vicinity
of rail roads but extend to large districts of country, considerably
remote from the line, where the increased value thus jiven to lands
often far exceeds the cost of the roads.

In the State of Massachusets, the immense increase in the value

of real estate, has resulted mainly from the introduction of rail

(.ads, and equally favorable results have followed their constructionr

other parts of the country. The increased valuation of real and
personal estate in the city of Boston only, from 1840 to 1848, most
of which may be ascribed to the efiTects of her rail ways, was about
sixty millions of dollars, or more than the cost of all the roads
in the State.

To the city of Portland, your road will bring advantages far be .
yond what most of its friends can estimate at this time, not only
securing the rich trade of the western part of the State, now in
danger of being drawn from us by competing lines, bj^t opening to
her a new and favorable route to other States, competing success-
fully with the most fortunate lines to Boston from the Connecticut
valley and Lake Champlain. From her real estate owners and
business men, and in fact, from all classes of her citizens, your
road should receive a hearty and a liberal support.

Railways have been the great agency that has given to New
England her present commercial and political importance. Boston
and the State of Massachusetts have given examples in this respect
which are worthy of imitation. But we need not go beyond the

limits of our own State for proof of prosperity clearly attributable
to the influence of rail roads. The most casual observer cannot

fail to be impressed with the evidences of prosperity at Portland
and along the line of the new roads entered upon in Maine within
the last four years. The results already reached are but the
promises of greater ones yet to come, and hold out to the citizens
of Maine the most flattering prospect for the future, and encourage
them to perseverance in the noble work of perfecting a great
system of railways within her own borders.

Maine has been regarded as behind her sister States in enter-
prise and capital, mainly from the fact that she has done less for
rail roads than most of the States similarly situated. Various
causes have conspired to hold in check the spirit of railway enter-
prise, elsewhere so successful, and among others the want of sym-
pathy between the people of the State and the parties constructing
them, has been one chief cause. At the present time however, a
different feeling prevails, but it will take years to achieve in Maine
what has been done elsewhere as will be seen by the following
table showing the comparative extent, populatton and miles of rail
roads finished and in progress in the six New England States.

Name of

Sqtiare

Population

H.E. built

a. Ji. iu

States.

miles.

1840.

miles.

prog, mils

Maine,

32,628

501,793

159

N. Hampshire,

9,491

284,574

296

190

Vermont,

10,212

291,948

142

199

Massachusetts,

7,500

737,699

928

Connecticut,

4,764

309,978

336

100

Rhode Island,

1,340

108,830

If however, Maine is behind others in the amount invested in
railways she is not wanting in enterprise or public spirit.

With vast commercial and manufacturing advantages she only
requires the extension of railways into the remote portions of the
interior to become among the first in commercial and political im-
portance. Alrear^y she is in advance of every State in the Union
in the comparative extent of her interests in shipping and ship
building. [Note C] ,

With this examinatior. of the merits and advantages of your road

t I

the beneficial effects it will have on the towns and country in its
vicinity and the State at large, I can state with great confidence,
that I believe it will be among the best paying roads of New Eng-
land, that its trade will continue to increase till all your great lines
are completed and your connections with Canada and the Lower
Provinces are perfected. , . . , , , ,

I have the honor to be , ». ■, , '^^ ,,^

•' ' Gentlemen, ,. ;.

Your obedient, servant,

A. C. MORTON,
^ '' - Consulting Engineer.

•ii-<iSSi'' ■• ' . ;',,

.s.-v^','-^:i 7::;j?

■■;u

,' J ■

* r-*.'

: ; .. ■ '>h

t.i

i'^* *t7

i ■ '< ' \

y ,■

' <i

./ ^'a iS.^'

^aWM

'#■

NOTE A.

COSTS OF VARIOUS RAIL ROADS IN MASSACHU-
SETTS.

-Name of Road.

Berkshire,
Boston and Lowell,
Boston and Maine,
Boston and Providence,
Boston and Worcester,
Cape Cod Branch,
Cheshire,

Connecticut River,
Eastern,
Fall River,
Fitchburgh,
Lowell & Lawrence,
Old Colony,

Providence & Worcester,
Western,

Miles
Double
Track.

25J
13^
16^
44^

16
17

Total
length Sf
branches.

21,13
27,62
79,84
47,60
66,62
27,80
53,64
52,35
58,07
42,24
56,12
12,35
45,00
43,50
117,80

Total cost.

Cost per
mile.

600,000
2,013,687
3,571,832
3,031,106
4,650,392

587,116
2,584,143
1,588,184
3,095,393
1,145,982
2,945,630

283,248
2,080,903
1,873,895
7,975,452

28,395

72,907 ^

4{.,019

63,678

69,804 ^

21,119

48,177

30,337

53,304 '

27,130 ■ i

52,488 i

22,935

46,246 i

43,078 ^

67,703

Average cost per mile of

the above roads, .... 50,621
those without double track, 32,403

\ t

-■«*l*Vfl -.-.■•*•***'

i . i

NOTE B.

STATEMENT SHOWING THE INCREASE OF
ON VARIOUS ROADS.

Western Railroad,

Passengers.

Income 1842, S266,447
" 1848, 551,038

Increase k six years, 284,591
Total, 819,290, or 160 per cent.

Beston and Worcester, Income 1840, 170,855

" 1848, 332,885

Increaae in eight years, 162,030
Total, 448,737, or 168 per cent.

Boston and Providence, Income 1840, 134,651

" 1848, 231,262

Increase in eight years, 96,611
Total, 151,772, or 75 per cent. ,

Eastern Railroad Income 1841, 257,734

,, " 1848, 378,068

Increase in seven years, 120,334
Total, 179,583, or 60 per cent.

Nashua and Lowell, Income 1844, 47,165

" 1848, 72,858

. *4 ''•"'^"y-L

Increase in four years, 25,703
Total, 74,700, or 79 per cent.

Boston and Lowell, Income 1840, 127,005

" 1848, 201,218

Increase in eight years, 74,213
Total, 229,773, or 99 per cent.

RECEIPTS

Freight.

$246,351
781,030

634,600

96,691
383,398

286,707

67,950
123,111

55,161

41,839

101,088

59,249

47,421
97,418

48,997

104,569
260,129

155,560

Note B continued.
Boston and 3Iaii^, Income 1846, 223,191

. .-..:. " " 1848, 332,161

Increase in two years, 108,970
Total, 162,493, or 47 per cent.

Fitchburg, v, Income 1846, 128,738

" 1848, 220,198'

Increase in two years, 91,460
Total, 199,619, or 69 per cent.

Baltimore and Ohio, Income, 1847, 403,812

" 1848, 445,254

Increase in one year, 41,442
Total, 111,145, or 10 per cent.

125,943
179,466

58,52a

157,906
266,065

108,159

647,509
717,212

69,703

TABLE SHOWING THE INCREASE OF PASSENGERS
ON VARIOUS ROADS.

JVumber

u;^umber of

wVo

...

Per

JVamcsof Roadn.

Year

of Pat-

Vtar 1 Fatten-

Increase.

tengert.

girt.

yrs

Boston and Lowell,

1846

400,886

1848

,5W,764

124,918

Fitchburg,

1845

196,669

745,885

549,156

280

Weatern,

1842

190,436

405,614

215,178

113

Boston & Worcester,

1843

262,830

807,144

644,313

2o7

Old Colony,

1846

213,144

552,203

339,0.59

159

Eastern,

1842

431,000

1,021,169

590,160

119

Boston & Maine,

1846

460,426

1,057,569

597,143

129

Boston & Providence,

476,526

569,127

92,612

119

Utica & Schenectady,

1843

147,868

270,413

122,645

Utica and Syracu»e,

114,843

216,807

101,964

Anburn & Syracuse,

83,316

154,216

71,899

Auburn & Rochestr,

105,190

209,259

104,069

Tonavvanda,

67,604

148,443

80,839

120

Attica and Buffalo,

68,896

146,236

77,339

112

Baltimore and Ohio,

149,533

270,616

121,083

i i

w
w

I >

NOTE C.

TONNAGE' OF SHIPS BUILT IN THE PRINCIPAL SHIP
- — - BUILDING STATES.

Year.

Penn.

N. York

Mass.

Maine.

Maine
exceeds
Penn.

Ma\ne
exceeds
NTork

Maine

exceeds

Miiss.

1845

~ 1846

1847

1848

15,819
15,784
24,126
29,638

29,842
33,753
50,994
68,434

25,961
24,321
27,769
89,366

31,105
49,747
63,548
89,974

15,286
33,963
89,422
60,336

1,763
16,494
12,554
21,540

6,144
25,426
35,779
50,608

Total 4 ys

85,367

182,023

117.417 234,374!149,007|52,861

116,957

i Total amount built by these four States m four years, 619,181.
;- Of which Maine has built 234,374— equal to 38 por cent, of the
whole.

TONNAGE OF SHIPPING OWNED IN THE PRINCIPAL

COMMERCI^ SfTATES FROM 1839 TO 1848,
iNCLUSrVB.

Name of State.

; > i

'■' -.^

- ' - i'^

i - ''■

*•?«,

' ,

ijy

New York,

Massachusetts,

Maine,

Louisiana,

Pennsylvania,

188

*— ^

468;5&8
526,364
282,285
109,076
112,359

1M4~

588,576
501,207
307,431
161,769
128,341

625,875
524,994
320,059
170,625
147,802

1846 i 1847

656,695
541,520
358,123
181,268
148,069

747,024
577,310
384,353
213,638
182,997

I 1848

845,788

641,288

456,666

227,009

211,652

■¥S^,V,.

..■.■a.-.