HOW TO PAY
FOR THE
HOQSAC TUNNEL,
B Y
FIXIAG THE TEKMINUS OF THE TUNNEL LINE
I ON THE SOUTH BOSTON FLATS BELONG¬
ING TO THE COMMONWEALTH.
liU EDWARD ATKINSON.
W] ,
I 3..X
BOS T () N :
A. WILLIAMS & COMPANY.
1 8 7 3.
HOW TO PAY
FOR T- II E
HOOSAC TUAAEL,
R Y
FIXING THE TERMINUS OF THE TUNNEL LINE
ON THE SOUTH BOSTON FLATS BELONG¬
ING TO THE COMMONWEALTH.
Jiy BUWAJil) ATKINSON.
BOSTON :
A. WILLIAAIS & COMPANAL
1 8 7 3.
LIBRARY
ftUREAU OF RAILWAY ECONOMICÉ-
WASHINGTON, D. C.
MAR 30 1911
THE TEllMINUS
OF THE
HOOSAC TUNNEL LINE.
The discussiou of the tuiiDel question last winter, before the rail¬
way comiuittoe and the Lcgislrture, proceeded upon an implied ad¬
mission that the only feasible terminus of the tunnel line upon deep
water was upon the north side of Boston and as to merehandiso on
the Mystic river, — hence the complication in rçgard to the Fitch-
burg and Lowell Eailroad corporations.
If western produce is brought to tide-water on the north side, it
must be delivered ou the wharves beyond Charles river, that can
only be reached from the business centre of Boston through the nar¬
row and crowded streets of the north end and by crossing bridges. It
may also ju'ove that the terminal grounds on the north side will be
wanted, within a few years, for western tratlic coming over the
northern or Ogdensburg routes and for northern and eastern business.
Hence'it follows, that if the ample grounds upon deep water at
South Boston, about to be filled on behalf of the State and other
owners, can be reached by the construction of a few miles of con¬
necting railway, by which both the tunnel and the Boston and Albany
traffic can be brought there, the preference should be given to South
Boston as the best terminus of the tunnel line.
The oliject of this paper is to prove that the construction of a
junction road is perfectly feasible at a very moderato cost ; tiiat
by it the property of the Commonwealth in tiie Iloosac Tunnel, the
Boston, Hartford & Erie 11. 11., and in about seven hundred acres of
4
flats at South Boston may be united, and through such niiLon the
Commonwealth may escape loss on its raili'oad and tunnel invest¬
ments, at the same time realizing the public benefit expected from
these enterprises.
The proposed junction line would lie within the fourth and eighth
mile circles from Boston City Hall as to its termini, and will con¬
stitute a broad curve from Dorchester to Weston and Waltham.
It may he traced on any map of Boston and vicinity, by the follow¬
ing description ; (also on the accompanying map by the letters
indicating the several points) : —
Beginning at a point (B) upon the Blackstone division of the Hart¬
ford & Erie R. R. in Dorchester, at or near the Mt. Bowdoin Station,
thence in the direction of and north of Forest Hill Cemetery, crossing
the Providence R. R. by a bridge above grade, a little to the north of
Forest Hill station (C) ; thcucc through a deep gorge in the Bussey
flirm (or, if a hill on the north side of the Bussey farm shall prove to
he gravel, then around and noj-tli of the Bussey farm) ; thence across
the ^Feld farm on_,a meadow level, to Newton Highlands, on the
Woonsocket division of the Hartford & Erie R. R. (E.)
The length of the section (B to E) would be about seven and a
half miles, the up grade not exceeding fifty-three feet to the mile
going west, and not over twenty-seven feet to the mile coming east.
The construction will be free from difficulty, and free from any extra
expense, except in crossing Jamaica Plain and bridging the Provi¬
dence R. R.
A line may he found upon a- cheaper route as to cost, between
substantially the same points, passing to the south of Forest Hill
Cemetery, across the Providence Railroad, between Spring street
and Jamaica Plain and to the west of the Bussey farm, hut it would
be somewhat longer.
The construction of the section (B to E) would unite the two di¬
visions of the Hartford and Erie R. R. at the point nearest Boston,
at which such union can he made without an excessive cost, and it
would open an area of very beautiful country, in which a large way
business wmuld be speedily developed.
The next section of the junction road would be a continuation of
5
the line from Newton liighlands (E), into Weston, iniikuig a
coimectioo with the hlassachiisetts Central It. K. a tunnel line (I).
This section M'ould be about seven miles in length, and would cross
the Boston & Albany E. E. above grade, but a connection could
easily be made with this road, by a short spur in (F to J) Newton
and hieedham of about two miles in length.
A reconnoissance of this section by an engineer, and an examination
of previous surveys made for other purposes, indicate no difficulty
in its construction.
Another spur from this section, not exceeding one and a half miles
in length, would unite with the Fitchburg E. E. in Waltham, at a
point (G to K) where that road makes almost a right angle from its
previous ctnirse to come in on the north side of Boston. This connec¬
tion would be with the road over which it has been assumed that the
tunnel traffic must mainly come, and the lino thus provided to deep
water at South Boston Avould be very little longer than the distance
from the connecting point (K) to the present terminus of the Fitchburg
E. E.
A connection could also be made at little cost in Weston (II)
with a new lino fr(jm Ilopkinton via Ashland and Cochituate, for
which it is said the means of construction have been provided as
far as Weston, and which it is intended to connect with one of the
northern roads; but as the towns interested in the lino are largely
engaged in the lioot and shoe manufacture, the opportunity to bring
their traffic to Federal, Pearl and Summer streets could not be
lost.
It thus appears, by the construction of about eighteen miles of
new track, including the spurs to connect with the Albany & Fitch¬
burg Eailroads, nearly all western and northwestern traffic may be
concentrated upon the seven hundred acres of land at South Boston,
beioiwiu"' to the State. If the connection with the IMassacluisetts
O O
Central E. E. be deferred, it wdll rc(piii'o only about thirteen miles
of now track to make connections with the Fitchburg E. E., the
principal tunnel line, and the Boston & Albany E. E.
One other connection may afterwards bo made l>y which all the
possible tunnel lines may bo concentrated. A survey has been made
(5
of a lino of easy construction, from a point (L) on the Mansfield
& Framiiigliam R. R., tiirough South Natick and Needham, about
nine miles to Newton Highlands (E), "whereby a connection would
be established with the Boston, Clinton & Fitchbiirg R. R.
Another survey has been made from L to D, of a line which is a
little longer, but which, if constructed, would furnish the most direct
line from Framinghain to South Boston.
The main feature of the plan advocated in this paper is the junc¬
tion line connecting the Fitchburg, Massachusetts Central, Boston
& Albany, and M'^oousocket road.s, with the terminus at South Bos¬
ton. The connection with Framinghain is not a necessary part of
this plan.
Tiie establishment of the proposed terminus at South Boston
would serve tlie puipose of foreign traffic and of a large portion of
the domestic business, and would at the same time reduce the cost
of the distribution of the manufactures of South Boston. The two
South Boston sugar refineries now pay over $40,000 a year for the
cartage of sugar from their premises, a very large portion of which
might be saved, since the junction road would connect their works
with all parts of the country. This saving alone would be nearly equal
to the interest on a fair cost of construction of so much of the junction
road as would connect the Fitchburg, Boston & Albany and Woou-
socket roads with the Hartford & Erie main line.
But there is also a very large quantity of merchandise that must
be sorted in and distributed from warehouses in Boston proper, or
manufactured in the various works at the south end, such as lumber,
leatlier, iron, cotton and wool. To meet this need, and to save the
cost of truckage and the "ivear of streets, the following suggestion is
made.
Swett street and East Chester Park must soon be extended across
the marshes and fiats at the head of South Bay to South Boston. If
laid out upon the plan now contemplated, they will diverge at a
somewhat acute angle from a point of junction (M) at or near the gas¬
ometer of the Roxbury Gas Works, cast of Roxbury Creek. Swett
street will trend easterly to Dorchester avenue, crossing the Hartford
7
& Erie Eailroad in Sonth Bay, and East Chester Park will trend
northerly, crossing the Hartford & Erie Eailroad on the marsh.
Upon these two streets provision may be made for laying railroad
tracks as far as Washington street , crossing Albany street and Har¬
rison avenue. If tracks are also laid ujîon these streets, an immense
area may be made useful for rvarehouses for wool, cotton, leather,
flour and the like, and the lumber of the West, with the iron of the
interior, may be delivered from the cars to the shops wherein thej^ are
to be worked. A connection may also be feasible between these
tracks and the present Marginal Eailroad.
East Chester Park, if continued of its present width, would be am¬
ple, and Swett street should be laid out with a view to this possi¬
bility, in order that merchandise brought to the South Boston wharves
by sea may be carried on cars to the heart of the city.
If all the possibilities of the plans now suggested are considered,
it will be obvious that the area of business in Boston will steadily
extend southward and eastward and pass out of the region of narrow
streets to a more amjfle space. If the heavy trafflc is brought to
South Boston both by land and sea. Pearl, Congress and Federal
streets will become the great thoroughfares from State street, con¬
necting with the new-made land in South Boston across the narrow
channel that may be left open.
If the storage of cotton, leather and other bulky articles shall bo
transferred to the area before indicated, then the jobbing trade of
"various sorts must extend over Harrison avenue and over the inter¬
vening space.
Next, the way from the dwelling-houses of the west end to the
business places will bo down Kneeland, Eliot, Pleasant and Beech
streets, and the retail trade will extend southward to the wider por¬
tions of Washington street.
More easy access must then be given from Charles street to the
Lowell, Eastern and Maine Eailroads, and the lino of transfer from the
two sides of the city may be more and more through Charles street
and around the west side rather than around the east side of Beacon
hill.
Still fui'thcr to the south, but within the city limits, another short
8
extension of the junction line from Mt. Bowcloin (B) easterly to the
Old Colony E. E. at or near Savin Hill (A) would make a useful
connection with that road, and would also reach the land of the Old
Colony "Wharf Company, and the land recently known as Calf Pas¬
ture, that is now being filled. At this point (P to N) is an area
of several hundred acres fronting on deep water on the channel made
by Neponset river, accessible for large steamers. The plans of im¬
provement at this point contemplate several docks for the use of
lumber and coal vessels ; and as they can he entered without passing
any bridges, and the ■wharves will he distant from other places of
storage, they will serve a most useful purpose, because the}' will be
free from the danger of fire from outside risks, and at the same time
very easily protected at all points in case of fire upon the premises.
By such a connection as that proposed with the Junction Line,
these wharves upon Dorchester Bay would soon become the place of
distribution of coal and lumber intended for interior consumption.
The extension of East Chester Park in a direct line from its
l)resent terminus will strike the premises of the Old Colony W^harf
Co. hero referred to.
A track could also he continued across Dorchester Bay along the
south-east side of South Boston point to Section III. (Q) of the
Commonwealth flats, whenever it was required for use either in filling
or for traffic.
Tlie next question arises, how and by "svliom shall a road be built
that is to serve the purposes of various corporations, and have no
equipment of its own?
The persons most direetly interested in the matter are the owners
of the land on the line. Land within ten miles of Boston, upon the
main lines of railroad now existing, is worth five to ten fold as much
as the larger portion of that which will he opened by the junction
line ; it has been the main purpose of the surveys on which this
plan is based to open land ; not until some time after they had
been entered upon did the connection with the great through lines
suggest itself. The projectors pretend to no siaecial public spirit in
having worked up this plan, hut it Inis happened in this case, as it
9
almost invariably docs in like cases, that public and private interests
are coincident.
The area of substantially unoccupied land that will be opened by
the junction line is better suited for healthy dwelling-places than
almost any other area within ten miles of Boston. The junction
road will pass through a valley that travei'ses the western side of the
hills constituting the easterly water-shed of the Charles river ; the
general sloj^e of the county is to the south-west and west ; the sub¬
soil is chiefly gravel ; the arable land is of excellent quality, and the
supply of pure water is .abundant.
From the key point (E) at Newton Highlands the several spui-s or
branches will diverge on an average level above low-water mark of
about one hundred and twenty-five feet.
But, although the land owners have the most direct interest in the
construction of the road, they have not the means to construct it
upon as ample and comprehensive a plan as the public interest
requires, nor should such a I'oad be controlled and operated by
parties having only a special and local interest.
That the land owners will ere long take measure for the construc¬
tion of the portion of this line lying between West Roxbury and
Newton Highlands, and thence possibly through Necdham aud South
Natick to South Framingham, can hardly be doubted ; but this
would serve no great public need.
The questions now at issue are the larger ones, to wit ; —
1st. Is it for the interest of the State and of the mercantile com¬
munity that the junction road should be built and the connection of
the tunnel with South Bo.ston flats perfected?
2d. In what manner and by whom can this be accomplished?
The first question must bo decided upon the facts as herein stated,
or as they may be found to be upon further investigation and upon
a more complete survey.
The second question will bo treated purely as a question of profit
or loss to the State ; not as a method of promoting commerce, regu¬
lating railroad charges, or of building up the business of Boston.
The simple and possibly the only true method is to put the plain
questions : How can the State render the tunnel useful or profitable ?
10
IIow can tlio State save itself Ifom loss on the bonds of the Hartford
& Eric R. R. held by it? How can the State make useful and,
therefore, marketable its lands and flats at South Boston, amounting,
iiccordiiig to the estimates of the Harbor Commissioners, to about
seven hundred acres, represented on the map as Sections I., II., III.,
and including no flats on the south-cast .side of South Boston?
It has been admitted that the land owners on the line of the pro-
])osed junction road have a great interest but the paramount interest
is tliat of the Commonwealth of jMassachusetts, because it is the
owner of the tunnel, of S3,GOO,000 of the so-called Berdcll bonds of
the Hartford & Erie E. R., and of the South Boston flats.
The tunnel when completed will have cost somewhere about
$12,000,000, including interest, according to the official estimates,
all of which will have been paid in money, and for rvhich the State
is now indebted. If all coutiugent expenses should be charged, the
tunnel will, doubtless, have cost more than this when completed,
but the writer is informed that this is about the sum at which it will
stand charged upon the books of the State.
The State has not yet paid any money for its interest in the Ber-
dell bonds. It issued State bonds, and took the Berdell bonds as
collateral for the payment of the State bonds by the R. R. corpora¬
tion ; but at the time of the transaction the State received $600,000
in money from the R. R. as a sinking fund, and the payments of
interest oil its bonds have not yet exhausted that sum.
Now, the State, by virtue of the foreclosure under the Berdell
bonds, has become a stockholder in the New York and New England
R. R. corporation, and the stock in this corporation can only be
made valuable by sueh development of traffic as shall enable it to
pay the interest upon the mortgages. To this end the construction
of the junction line would surely tend, provided it was built bj^ oí¬
as a part of the N^ew York and New England R. R. from B to E, so
as to connect the Woonsocket and Blackstoiie divisions now scp
arated.
It may depend upon how the State shall treat the New York and
New England R. R., whether the bonds issued to the Hartford &
Erie R. R. in exchange for the Berdell bonds shall be paid by taxa¬
tion, or from the receipts and value of the railroad itself.
1
11
The State may, -without any immediate cost or ultimate risk, take
measures to assist the New York and New England E. E. to build
so much of the junction line as lies between Mt. Bowdoiii on its
main track, and Newton Highlands on its Woonsocket division. A
sale to the Boston & Albany E. E. of so much of the Woonsocket
division as lies between Brookline and Newton Highlands, about six
miles, would furnish a large portion of tiie means required. The
construction of this portion of the junction line as a part of the New
York and New England E. E. will make that road a unit, and give
it the control of all its business. (B to E.)
It would then be obviously for the interest of the Boston &
Albany E. E. to build a section across from Newton Highlands to
its main track at Eivcrsidc station, three miles, or to connect with
its Newton branch.
It would then remain only for the Eitchburg and the Massachu¬
setts Central to build very short connecting tracks and the main
elements of the junction would be complete ; leaving only the con¬
nection with the Boston, Clinton & Eitchburg road, which portion of
the plan is of minor importance.
The pass to South Boston is now by Avay of the New York and
New England, late Hartford & Erie track, and it would be no more
than the exorcise of fair business judgment and rigiitful control on
the part of the State, as chief owner in that road, to cause the con¬
necting lines to pay such tolls for traffic over the junction line and
through that pass, as should add to the value of the franchise in
Avhicii it has so large a stalcc, at the same time assuring payment of
any sum advanced for its construction. Such a course could not fail
to make it easier for the road to raise funds for its cquipmcjit.
Now, suppose the roadway at South Boston is Avidcned so as to give
ample access to the South Boston wharves, that the South Bay marshes
on each side of the present track are lllled and used for side tracks,
shops and works, and that elevators, cmigrant-stathms and Avarehouses
are erected, can it be doul)tod that the largo area of land over and
above such uses will bo brought to the full value of choice city lands
for sale ?
Let it be admitted that the State has an investment of $12,000,000,
12
in the tumiol, $3,GOO,000, in the New York and New England
E. E. (late Hartford & Erie E. E.), and that it may be called upon to
guarantee bonds on the junction-road for $1,400,000, — a sum assumed
to be ample to cover the entire plan proposed in this paper, holding the
junction track as special security therefor, — then its total investment
will be $17,000,000 in railroad property. If by the construction of
the junction road, the whole traíEc indicated shall be carried to
South Boston, and the Commonwealth lands shall thereby be brought
to an average value of GO cents per foot above the cost of filling, the
sum accruing therefrom will be more than $17,000,000, and then
the tunnel, Bcrdcll bonds and junction road might all be charged to
profit and loss, or dedicated to public use, free of charge, except
for maintenance.
In any event the sum or credit I'cquired to be lent to the New
York and New England E. E. for the construction of the junction
track, from Mount Bowdoin to Newton Highlands, or to W"althani
and lYeston so as to complete a tunnel connection at once, could
not fail to be recovered from immediate sales of land, and the pros¬
pect of recovering the cost of the tunnel in this way would surely
be far better than it would be "to attempt to make the tratSc through
the tunnel pay even small interest on its cost.
The question as to the tunnel is, how to get the most benefit with
the least loss ; and if an}'- method is possible, other than the one now
proposed, it has yet to be presented.
If olijection is taken to any further guaranty or investment on the
part of the State in railroads, may not the flats themselves be
used as a bonus, to induce private capital to undertake the work?
If even one-half the land at South Boston, or say three hundred
and fifty acres, were set aside for the use of the several connecting
roads, without charge, provided they would cause them to be filled
and occupied and build the junction line, it could not be doubted
that the revenue of the New York aud New England E. E., from its
connecting traffic, would assure the payment of the State debt there¬
for, while the three hundred and fifty acres of land that would still
be left would need only to rise to a value of eighty cents per foot,
to reimburse the,State for the cost of the tunnel, say $12,000,000.
\
13
The surveys aucl levels, on which the main features of the plan
presented in this paper are based, have been taken at various times
and for different purposes ; they have been combined and the possible
connections exhibited, by Mr. Herbert .F. Keith, Civil Engineer,
without whose heart}' co-operation, rendered without charge so far as
the public part of the work is concerned, the writer would have
been unable to submit this plan and statement.
The writer has never before undertaken to suggest or propose
any railroad enterprise, and woidd not have presented the present
plan except after consultation with many gentlemen of great experi-
ence in such matters.
If the suggestion of further State aid shall be deemed inconsistent
with his views of the unfitness of the State to own, equip, or operate
railroads, he desires to call attention to the fact that it is only for the
purpose of recovering what is for the moment a bad investment, and
purely as a question of profit and loss, that he now presents the case,
and he would be heartily glad if wiser heads shall suggest better
methods for compassing the objects treated in this paper.
If the plan cannot be considered without including State operation
of the tunnel line or any other line of-railway, he would as earnestly
oppose that plan as ho now confidently pro[)oses a method of recover¬
ing the State's investment in an enterprise as yet unprofitable.
At the risk of repetition let it bo considered that it now needs
only eighteen miles of junction railroad to concentrate western and
northwe-stern traffic at the south side of Boston ;* that the northern and
eastern traffic now reaches deep water on the north siile ; that the
two termini are or may bo connected in the city by the Mai-ginal
Railway, and that the side tracks on Chester Park and Harrison Avenue
will give direct railway communication from the very ccnti-c of trade
with all parts of the country, —and it needs only to conceive of the
resulting traffic to predict the future prosperity of the State and of its
*If the connection with the Massacliusetts Central U. R. bo deferred for tlio present,
it will require butlittle morotlian thirteen miles to unite tlic Ritehbur¡r, lioston & Albany
and Woon-socket Railroads with the track of tlio Hartford & Erie R. R, at Mount
Bowdoin.
It
capital city. It is surely probable, if not absolutely certain, that this
may all bo done "with profit in actual money to the Commonwealth.
The writer has received so much aid and suggestion from many
persons that it would be fruitless to name them. Ho has only com¬
bined the suggestions of his friends in what he hopes may be a toler¬
ably clear and comprehensive description.
The proposal for State aid to the New York and New England
IÍ. II. is made without any previous knowledge of the writer's inten¬
tion to make it on the part of the managers of that corporation.
The several parts of this plan have developed themselves from
time to time during the past few months and as each new possibility
presented itself, the writer lias been obliged to consult with men of pre¬
vious railway experience, lest he should find that he had been dazed by
thegrcatncssof theopporlunity. Ilenowasks that his suggestions shall
be considered fully and fairly, without regard to, or prejudice on
account of, the private interest of himself or any other land owner.
The only fear is that, because of the vast scope of the improvements
and changes that may now or never be adopted, the possibility of
compassing the whole will be lost.
Therefore, let the main point, to wit, the junction line from Dor¬
chester to Newton Highlands, bo considei'ed on its own merits, and
the other suggestions, as possible addenda.
It may not be amiss, in this connection, to point out the fact that
the Busscy farm in "West Roxbury, through which it is jDroposed to
cany the Junction Railroad, covers nearly four hundred acres, and
that it lies but a very little west of the geographical centre of the
area covered by Boston proper, Dorchester, West Roxbury, Broojr-
line and Brighton. "Within that area there is no other parcel of
land so well tittcd for a public j^ark.
This farm is now owned by the corporation of H.arvard College
for the purposes of an agricultural school. It has not yet proved to
be very useful, but it cannot be sold. It could, however, be con¬
demned under an enabling act for public use, and it may be suggested
that a very moderate award of money might furnish a better basis
for instruction in the sciences that have relation to agriculture than
the land can ever become.
15
If all these towns should be annexed to Boston, as a poition have
been, the Junction Eailroad might also become the means of access
to the future Central Park, through which it would pass in a suiikcu
way, Avbere it would do no injury.
The gravest question, however, now at issue in Boston, next to
water supply and sewerage, is this very one of railroad approaches
and terminal facilities upon deep water. No one, except the few
who have made a complete investigation of the case, can be aware of
the urgent need of a comprehensive plan for the settlement of this
question before it is too late.
"iPestern cities are now moving to secure ample railway approaches,
while New Yoilt is snifering because the need was not foreseen in
season.
"When the gauge of the Grand Trunk lîailway is changed, and all
the connections are made in the east and north that are now contem¬
plated, it cannot be doubted that all the water front on the IMystic
Eiver, in East Boston and in Charlcstown, including the Navy Yard, will
be needed for the traffic of the cast and north. And unless the plan ad¬
vocated in this paper, or a better one, shall now bo decided upon, it
will soon be too late, except at an enormous cost, to provide suitably
for the railway traffic on the south side of Boston. If nothijig more
is done than now to take the land and lay a single track, for the
mere ¡purpose of preventing the way, now substantially oj)en, from
becoming obstructed by a dense population, that much ought to be
done. It must not be forgotten that the now traffic, soon to come, is
to consist of the most Inilky commodities, requiring gieat spaces for
handling and storing. Nor should the great fact be lost sight of,
that the area of Boston, West Eoxbury, Brooklino and Brighton,
will, within a very few years, l)e the homo of half a million people.
The suggestion for further State aid to any railroad is made with
many misgivings in view of the liistory of the tunnel and the Hart¬
ford & Erie corporation. If any combination could possibly be made
for its construction between the several coriioratious-which would use
this junction road, it might be fur more expedient for the State to
grant a largo portion of the flats as an inducement for such combi¬
nation ; but it is evident that such a line must of necessity be under
16
the spcciiil management of some one corporation, else it would need
separate linos of rail for each connecting road. As the New York &
New England E. E. (late Hartford & Erie E. E.) has the most
direct interest in the matter, and now holds the pass to South Boston,
that corporation seems to bo the one most fit to have this manage¬
ment, but unfortunately it cannot move in the matter without the aid
herein proposed. This aid may be more fit in this case than it would
otherwise be, because the State, as a stockholder in that line, is now
bound to protect its property, as such stockholder, without any
special regard to the previous history of the road. "What is now
needed is to take warning from the past, and if the aid is granted to
support the present managers, or others of equal character, so tliat it
shall not be stolen or squandered, and also to provide that the
ultimate repajnnout of the loan shall be secured by traffic guaranties
with all connecting lines whereby a certain and large ¡Dfoportion of
the freight money on all through business shall be set aside, in ad¬
dition to the regular tolls, as a fund for the payment of the principal
and intc-rest of the bonds that may be advanced by the State.
Hoping that the crude plans herein proposed may lead to a better,
and even more comprehensive solution of a great question, the
writer respectfully submits them to the Legislature.
EDWAED ATKINSON.
November, 1873.
EXPLANATION.
PROPOSED MAIN JUNCTION LINE,.
CONNECTIONS AND BRANCHES,-
RAILROADS IN OPERATION OR NEARLY SO,
LOCATED AND STOCK SUBSCRIBED, 1 j | | 1
SCALE OF MILES.
i
FOR THE COlííNECTIOlS^ OF THE
WlSTTíElMlíd Am ^©[MirilOWlSirilKl
INCLUDING THE
HGOSAC TUNNEL LINES.
with DEEP WATER at SOUTH BOSTON on the LANDS of the COMMONWEALTH.
BT
HERBERT F. KEITH C.E.
TABLE OF DISTANCES.
LENOTH OF MAIN JUNCTION L.1NC B.C.D.E.F, C &H.
TOTALS.
. II.I MILES. II.I M
».Wik#)*«)!} ^ »»» ■« « ■ M
BOSTON. CLINTON & FITCHBURO CONNECTION AT D, 13.1 MILES. . _
„ 4 WOOOSOCKET OIV OF THE N.Y. St N. E. CON NECTT AT L, 9.6_„
AND ALBANY CONNECTION AT F 2.6—,, 21.S-.,-
1.6—,,—2S.I-,,-
,, H —— ^3—,, —
„_H _ 32.9_,,_
¿HEsínÉR PARK & ALBANY 'STREET LINES. 1.2—,, 3A.I
_FITCHBUBO-
„ ^„—MASSACHUSETTS CENTRAL-,
„ „—HOPKINTON
COMPARATIVE DISTANCES OVER JUNCTION LINES 4 THE N.Y. & N.E. R.ft. FROM MT BOWDpiN TO THE
SAME POINT AT X IN BOSTON HARBOR OR PRESENT DEPOTS WITH N.Y. & N.E.
BOSTON. CLINTON & FITCHBURC ROUTE CONNECTING AT—D 0.8 MILES FARTHER TO SUMMER 8T. THAN TO B »A.DEPT
— /, -It ij », ,,—E 1.1—„ „ „ j-fi—ji—
WOONSOCKET DIVISION OF THE N.Y. & N. E._,, „ — E 1.4- „ „ „ „
BOSTON 4 ALBANY „ ,,—F 3.9—„ LESS „-S.BOSTON. ,, „-E.BOSTfWF
_C 3. „ FARTHER,, „ ,, PRESENT ROUTE
H I.T-
H 0.0
590 ' sao!—STÖ 56Ö SöÖ siö 53Ö 520 510 50Ö ÎSÔ 4?ÖO 4?70 Í60 $3Ö ÎÎÔ Î30 Ï20 «Ö ioö 39Ö 3Ô0 57Ö 36Ö 330 3ÎÔ 330 320 310 3O0 | 290 2flO 2TÖ Q6Ö 250 p
WESTON I NEWTON Iw.ROXEíl BROOKLINE I
2TO 260 250 230 220 210 200 180 160
170 160 160 MiO 130
WEST ROXBURY
HO IOC
50 -to 30
BOSTON
.K.GARDNER. UTH. BOSTON.
V».