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% --
H I S T O R L^RARY
JUREAU OF RAILWAY ECONOMIC^
WASHINGTON, D. C,
KOOS AC TUNNEL
BY E. S. MARTIN.
NORTH ADAMS. MASS.
E. D. ANGELL, STEAM BOOK & JOB PRINTER, STATE STREET.
1877.
e i-i-V ■'
Copyrighted by E. S. Martin.
ONLY A TUNNELER.
BY E. A. WRIGHT.
"Only a tunneler" passing your door
In the solemn hearse to-day;
And the bark from life's rough shore
Launched in the unknown bay.
" Only a tunneler " killed last night,
Blown up about twelve o'clock.
There's no one to blame. The fellow was ti
And couldn't endure the shock.
"Only a tunneler," nothing more,
Gone to get his pay ;
He ought to have given his notice before.
In a decent, sensible way.
Tom Lynch was known by all his gang
As one of the boys "that is tough;"
Which simply means, translated to slang,
A diamond .yet in the rough.
Tom used to work on the first night shift,
And at twelve his work was done;
But often, to give his brother a lift,
He stayed in the shaft till one.
His brother Joe was a family man,
With children a dozen or more;
And they used to work on the mutual plan
"To keep the wolf from the door,"
Tom knew there was trouble ahead that night,
For the careless "glycerine cuss"
Had so "tamped" a hole that it wouldn't light.
Which always creates a fuss.
'Tis a risky job to draw a charge
Of glycerine well "tamped " in ;
For the man that tries it, the chance is large
That life will be brief for him.
t
Tom knew that the job had got to be done,
And that Joe would have it to do;
For Joe came to work with the gang at one,
And the shift was nearly due.
So the cage went up, leaving Tom alone,
In the shaft, so dreary and dark.
A low deep rumble: 'tis all that's known
Of the launch of the tunneler's bark.
Oh, good friend, did you stop to think,
Ere you uttered your heartless jest,
That in life's great chain this rusty link
Has .held the very best.
For the tunneler's heart was true and brave,
And cherished no selfish thought ;
And in giving his life another to save,
His mission he faithfully wrought.
I've somewhere read, in days gone by,
That our life is at best but a span,
And the fittest place for a man to die
Is where he dies for man.
*-
HOOSAO.
COMMENCED
1851.
COMPLETED
1874.
A royal pathway lias at last been made live miles
in length through Hoosac Mountain by the Common¬
wealth of Massachusetts, by Which New England may
more readily receive the products of the farms and
mines of the West and North, and send in return the
productions of her vast and numerous manufactures.
The reader can get something of an idea of the im¬
mense amount of work necessary to accomplish this
great undertaking, from the fact that more than a mil¬
lion tons of rock have been excavated, and, in portions
of the tunnel where arching became necessary, more
than twenty millions of brick were used in its construc¬
tion.
At seven minutes past 3 o'clock on the afternoon of
November 27th, 1873, the final blast between the two
headings of the Hoosac Tunnel was fired, and an open¬
ing eight feet square was made between the Central and
Western Sections. Thus an uninterrupted passage was
effected through Hoosac Mountain. Long years of
weary toil, untiring perseverance and extraordinary en¬
gineering skill were this day crowned with success, and
as the deafening thunder from the explosion died away,
a shout announcing the successful opening between the
headings rang from the crowds assembled in the sec¬
tions. The wildest enthusiasm prevailed ; a headlong
rush followed, each eager to be the first that should
step through the opening. An event of such im¬
portance, both from a commercial and engineering
IIISTORY OF THE
point of view, deserves a careful and extended account.
Although to write a history of the Hoosac Tunnel in all
its details, would be an almost endless task. The legis¬
lative bills and hearings, the reports of committees, re¬
monstrances and private pamphlets on the subject, if
stacked up in an orderly pile would rival the size of the
mountain itself.
The Hoosac Mountain is a part of the Green Moun¬
tain range, extending through the western part of Mas¬
sachusetts, and lias up to the time of the opening of
the Tunnel formed a natural barrier between the states
of Massachusetts anil Now York. The Tunnel was first
proposed in 1819, but at this time nothing of import¬
ance was done. In 1825 a board of commissioners was
appointed by the legislature to select a route for a
canal extending from Boston to the Hudson river; in
1826 they reported favorably, stating that no unusual
difficulties presented themselves excepting the tunnel¬
ing of the mountain. But the lirst railroad in America,
built in 1825, having been put in operation and proved
a success, the canal project was abandoned. The idea
of tunneling the mountain however was not entirely
given up. In 1842 the Boston & Albany road was
completed: this road was built running over the moun¬
tain about 20 miles south of the tunnel line. It was
constructed on grades unequalled in the history of rail¬
way building up to that time, and owing to this fact
the running expenses and tariff's were and are still nec¬
essarily very high, Boston capitalists were not satis-
lied, and from time to time the subject of building a
more direct route between Boston and the west to com¬
pete with the Boston & Albany road was agitated. In
1843 the Fitchburg road running through the northern
part of the state was completed, and the Vermont and
Massachusetts, which is a continuation of the Fitch¬
burg, to Greenfield was completed about three years
after. In 1848 a railroad company known as the Troy
and Greenfield was incorporated for the purpose of
>±4 — — — |jg
IIOOSAC TUNNEL. 7
constructing a road from a point at or near Greenfield,
through the mountain to Wiliiamstown, there to con¬
nect with a road leading to or near the city of Troy, N.
Y.Tthus forming with the Fiteliburg and Vermont &
Mass. another through line to the west. It was compar¬
atively an easy road to build, except for the great moun¬
tain barrier that separated the valleys of tiie Deertiehl
and Iloosae. One of the most important questions
which arose when the tunnel was projected concerned
the geological character of the mountain. Prof. Ed¬
ward Ilichcock of Amherst College, who had been
studying the formation of the Hoosac for many years,
came before the legislative committee and gave his
opinion—said that he had been examining the moun¬
tain with special reference to a tunnel, and in his opin¬
ion there would scarcely anything else lie found but
mica slate with occasional seams of quartz. The ground
he thought would tie found easy to drill, and that put
very little would lie encountered which would require
arching. The prognosis of Prof. Hitchcock was in most
particulars found strikingly correct. It was modified
in some respects however, as at the west end a now
and unexpected formation was encountered, occasion¬
ing much delay and a heavy additional expense.
The reader will notice by referring to the profile of
the mountain, that directly above the tunnel there are
two summits, with a wide valley intervening, the west
summit being 1,718 feet above the tunnel, the east 1,429
feet. A great portion of the line over the mountain is
covered with forests, the earth averaging about 10 feet
deep. In portions of the valley the land is swampy.
The rock through which the tunnel passes is principally
mica slate, with occasional veins of quartz. Now and
then, in portions of the tunnel, rock was encountered,
which could not be distinguished from granite, and often
exceeded it in hardness.
The stratilicat.ion dips eastward at an angle of from
60 to 80 degrees from the horizontal, changing two
* %
©■
8
HISTORY OF THE
miles from the east end to a dip of from 22 to 30 degrees,
which continues for the next half or three-quarters of a
mile. At this point the dip changes to the westward,
and lies at an angle of from 20 to 30 degrees.
In 1851 work was tirst begun on the tnnnel with a
ponderous and costly boring machine, with which it was
the intention of the company to cut or bore a hole
through the mountain the full size of the tunnel. This,
together with other machines of a similar character
which were tried, proved a failure, and the company,
finding the undertaking more formidable than had been
imagined, ceased work until 1854. At this time the
State voted a loan of $2,000,000, and took a mortgage
on the company's property. The work went slowly on
until 1861, when the funds gave out, and in 1862 the
State foreclosed its mortgage at the desire of the com¬
pany. Commissioners were then appointed by the
State to prosecute the work, and made new appro¬
priations. After six years' management by Commis¬
sioners, the Legislature, weary of making constant ap¬
propriations, and, seeing small results, authorized the
Governor and Council to make a contract with some one
for the entire work of completing the tunnel. Soon
after, a contract was made with Messrs. F. Shanley &
Co. of Montreal. Up to this time—January, 1869—the
amount of work done by various contractors and State
Commissioners was as follows: East end, advanced
5,283 feet; west end, 4,055 feet; west shaft sunk to
grade, 318 feet; central shaft sunk to a depth of 583
feet. Thus it will be seen that up to this time but little
more than one-third of the work necessary for the com- I
pletion of the tunnel had been done. And the actual 1
amount of money expended by the State and contractors I
thus far, not reckoning interest, was more than $7,- I
000,000.
The contract made with the Messrs. Shanley required
them to complete the tunnel, of which there still re¬
mained to be opened 15,743 feet; the central shaft to be
©■
«
H OOS AO TUNNEL
9
sunk to grade, a depth, in addition to what had already
been done, of 445 feet, for the sum of 34,594,268.
Under this contract the work was successfully and vig¬
orously prosecuted. Obstacles and difficulties even
greater than any that had heretofore been encountered
through the indomitable energy and perseverance of the
contractors were overcome, and, on February 9th, 1875,
the first train of cars passed through HoosacMountain.
WRITTEN TWENTY-FIVE YEARS Add BY OLIVER WENDELL
When publishers no longer steal,
And pay for what they stole before,
When the first locomotive wheels
Roll through the Hoosac Tunnel bore;
Till then let Cummings blaze away,
And Millers' saints blow up the globe ;
But when you see that blessed day,
Then order your ascension robes.
Up to 1865 the drilling had been done by hand power,
and ordinary black powder used in blasting, by which
means the tunnel advanced but slowly. About this
time the Commissioners became interested in machine
drills, driven by compressed air, they at this time being
successfully used on the Mount Genis Tunnel, which was
being built under the Alps, between Italy and France.
The first air compressors used on the tunnel were built
by James Hunter & Son of North Adams, Mass, These,
together with a large number manufactured by the Bur¬
leigh Rock and Drill Company, were used up to the time
of the completion of the tunnel.
HOLMES.
2
10
HISTORY OF THE
[Burleigh Air Compressor.]
The Deerfield river, a stream which flows down
through the Deerfield valley, passing near the eastern
entrance o'f the tunnel, was dammed at a point three-
quarters of a mile above, and the water brought by
canal, with a fall of 30 feet, to within a short distance
of the tunnel. It was at first thought that sufficient
power could lie obtained at this point necessary to run
the drilling machines and other machinery used in carry¬
ing on the work at the east end, central shaft and the
west end. The air compressors being located at the
east end, it was proposed to run a line of iron pipes
from them, over the mountain, to the central and west
end sections, through which to convey the compressed
air, thereby supply power necessary to carry on the
work at these points. The dam supplied, however,
sufficient power for the east end work only, and at the
HOOSAO TUNNEL.
11
central and west end sections steam power was em¬
ployed. Tlie drilling machine tirst used in 186G was
complicated, costly, and failed to do the work. A short
time afterward, a company was formed, known as the
Burleigh Rock Drill Company, at Fitchburg, Mass.,
who perfected a machine which was lighter, less expen¬
sive, more easily repaired, and proved far more effective.
These machines were used up to the time of the com¬
pletion of the tunnel. In the headings, eight drilling
machines were kept constantly at work, except when
the men were employed in blasting and clearing away
the rock. They were mounted on
frames, or what were more commonly termed a drill
carriage on wheels, two of which were used, each mount¬
ing four drills. The machine consisted simply of a cyl¬
inder and piston, the drill being faste ed to the end of
the piston, which moved back and forth in the cylinder,
propelled and operated by compressed air, like the pis¬
ton of an ordinary steam engine. They were arranged
on the carriages so as to b<? easily adjusted to any angle,
[Brill Carriage.]
I%_ — —.»B
12 HISTORY OF THE
thereby enabling the miner to drill a hole in any direc¬
tion desired. A hole from four to Ave feet deep could
be put down in one hour. One of the machines used in
the west heading was at one time kept running for a
period of three months without repairs, during which
time the total depth of holes drilled was equivalent to
one hole a mile in length and two inches in diameter.
This remarkable fact is 110 doubt owing in a great meas¬
ure to their simplicity of construction.
The air, after being compressed, was taken into a
tank or air chamber, and from this conveyed into the
tunnel through iron pipes about 12 inches in diameter,
on which the pressure was from 55 to 60 pounds to the
square inch ; connection between the permanent iron
pipes and drills being made by a rubber pipe, which could
be easily disconnected when the drill carriages were to
run back for a blast. The method of construction was
to drive a heading 8 feet high by 24 wide. Back of this
some 500 feet, another gang of men were employed en¬
larging the tunnel to its full size, 22x24. Thus it will
be seen by keeping the heading several hundred feet in
advance of the enlargement, that nearly twice the num¬
ber of men were employed that could have been had the
tunnel been made full size as fast as carried forward into
the mountain. During the time of the Shanly contract
from 800 to 900 men were employed, 500 being kept
constantly at work in the tunnel. The tunnel men con¬
sisted of two classes—the miners, who done the drilling,
and the "rock men," whose business it was to clear
away rock after blasting. They were divided into three
gangs or shifts, each working eight hours in the twenty-
four. Work was carried on continually, night and day,
Sundays excepted. In the headings, usually from 10 to
15 holes were drilled and blasted during a shift. As I
have before stated, up to 1865 the principal explosive—
in fact the only one—used was the ordinary black pow¬
der. But about the time that machine drilling was be¬
ing introduced in 1866, experiments were being made
ft. ^
——— —
HOOSAC TUNNEL. 13
with nitro glycerine. It was used but a short time later,
in 1867. Prof. George M. Mowbray, a gentleman who
liad about this time become considerably interested in
this explosive, came to North Adams at the request of
the Commissioners, they having become fully convinced
from experiments that had already been made that
double the progress could be made with glycerine over
that with powder and at a less cost. A contract was
made with Mr. Mowbray to supply glycerine for the
work, and in December, 1867, a factory was completed
for its manufacture near the west shaft. From early in
1868 up to the completion of the tunnel, more than a
half million pounds of this powerful explosive was used.
I would here state that the explosive invented and man¬
ufactured by Prof. Mowbray is known as tri. nitr. gly¬
cerine, and is still being manufactured by him at North
Adams. Men were employed, usually three on each
shift, called "blasters." After the holes were drilled,
the glycerine was brought into the tunnel by them from
the magazine in copper cans, and from these poured
into tin tubes, about two inches in diameter, varying
in length according to the depths of the holes drilled,
they varying in depth from eight to twelve feet. In a
hole ten feet deep a cartridge or tube from three to four
feet long would be inserted, containg three pounds gly¬
cerine. into the end of each cartridge an electric fuse
or explorer was inserted, to which were attached con¬
necting wires. After loading the holes, the wires run¬
ning from each were then connected with the leading
wires, after which the blasters, retiring back some 300
or 400 feet, would connect the leading wire with a fric¬
tion electric machine, from which a spark of electricity
sent over the wires exploded all the charges simultane¬
ously. After the introduction of glycerine, numerous
experiments were made with other new explosives, all
of which failed to do the required work. The number
of accidents attending its use were considerably less in
proportion than during the time that ordinary powder
was used.
!©
14
HISTOKY OF THE
The number oí lives lost during the whole time foot
up a total of 136, which, when one considers the mag¬
nitude of the work, the time occupied in its construc¬
tion, and the number of men to whom it gave employ¬
ment, was comparatively small, as, during the con¬
struction of the Mount Cenis Tunnel, nearly 1,000 lives
were sacrificed. One of the saddest accidents on the
Hoosac took place at the central shaft October 19th,
1865. Some time previous to this experiments had been
made with an apparatus for lighting the shaft with gaso¬
line, but, being considered unsafe, its use was aban¬
doned. New contractors took hold of the tunnel work
at this time, and were trying to utilize the old appara¬
tus, when the gasoline confined in a tank near the en¬
gine took fire from a lamp. The fiâmes, spreading
rapidly, drove the engineer from ids post. Then all
chance for the thirteen poor fellows below to be hoisted
to the surface was cut off. All the buildings over the
shaft were soon in flames. Tons of steel drills, together
with burning timbers, were precipitated into the. shaft,
no doubt killing many of the men outright, while the
remainder were probably either suffocated or drowned
by the rapidly rising water. The shaft at this time had
been sunk to a depth of 583 feet. The following day, a
brave miner—Tom Mallory by name—was lowered into
the shaft, but was soon hauled to the surface in an in¬
sensible condition. He recovered after a short time,
reported from 15 to 20 feet of water in the shaft, but no
traces of the unfortunate miners. Work at this point
was abandoned for a year, after which it was resumed,
the shaft in the meantime having filled with water
nearly to the top. This was pumped out, the bodies
recovered, a few of which were identified. Altogether,
twenty-four lives were lost in this part of the work.
It is in connection with this sad side of the work that
I would especially speak of the contractors, Messrs.
Shanly, for here they have shown a tender and sympa¬
thetic care for the sufferers seldom seen. I have been
m
m
*■
HOOSAO TUNNEL.
15
informed that during the time they were connected with
the work, that the total amount of money expended for
the relief of the sufferers reaches nearly $ 10,000.
The central shaft, which is located near the centre of
the tunnel, as will be seen by referring to the Profile, is
1,028 feet deep. Work was first begun here in Decem¬
ber, 1863. The chief advantage that was expected to
be derived from this was that it would serve as a venti¬
lator to the tunnel, and it was also thought it could be
sunk in time to be of great use in expediting the work,
as, after being sunk to grade, two more headings would
be afforded from which to work the tunnel. As a vent¬
ilator, some are of the opinion that it is of no practical
value; others that it is. After sinking it to the tunnel
grade, going west an advance was made of 2,006 feet;
going east, 1,563—thus undoubtedly shortening the
time of construction of the tunnel some few months.
The Messrs. Shanly were obliged to put in a pump¬
ing system, at an expense of $80,000 or more, to carry
off the immense amount of water that flowed in. These
pumps were principally manufactured by James Hunter
k Son, North Adams, Mass. And, taking into consid¬
eration the expense of sinking, it is a question whether
its great cost was money wisely expended. The west
shaft, which is now partly filled, is located 2,500 feet
from the west portal. At the western entrance, the
engineers and contractors had to contend with great—
in fact, almost insurmountable—difficulties. Rock,
termed mica schist, was encountered here, which, by
the action of air and water, formed what was called
"demoralized rock" or porridge. This could not be de¬
pended on for walls or roof. Consequently, through
this ground, which extended in some 2,000 feet, it was
found necessary to construct a brick arch, 26 feet wide
by 24 high, varying in thickness from 7 to 12 courses.
The progess at this point was necessarily very slow,
and to facilitate the work it was deemed advisable to
sink the west shaft. They reached grade in 1861.
*•
16 HISTORY OF THE
Finding the rock Arm at this point, the tunnel was
pushed westwards towards entrance and eastwards
under the mountain. Mules were lowered down the
shaft, where they remained some four years, and were
employed in hauling loaded cars from the headings to
the shaft, where the cars were run into cages and hoisted
to the surface by machinery above.
To one not acquainted with the principles or details
of engineering as applied to tunnels, it is difficult for
them to understand how a tunnel of five miles in length
could be worked from either end so accurately that the
holes projected should exactly meet. After the main
line is located, the methods adopted for keeping the men
working in at the ends on this line are much more sim¬
ple than one would at first suppose. The reader will
notice by referring to the Profile, as I have before stated,
that directly over the tunnel there are two summits,
When the tunnel was determined upon and the surveys
made, upon each summit was built, in solid masonry,
what Wim called signal houses. From the top of these
were erected iron poles, 15 feet in height, 2 inches in
diameter, these being placed exactly on the proposed
tunnel line. By the use of a transjt instrument having
a powerful telescope, a straight line was drawn from
one of these poles to the other. Eastward this line was
extended beyond the proposed east portal across the
Deerfield river to a point on the hill beyond known as
Row's Head, where another pole was erected. West¬
ward, in the same manner, this line was extended across
the Hoosac Valley to a point on what is known as
Notch Mountain, where another signal house was built.
Thus a line drawn from the centre of the pole estab¬
lished on Row's Head, which lies several thousand feet
east of the east portal, to the one on Notch Mountain
would pass directly through the centre of those on the
east and west summits of the Hoosac. From these the
portals of the tunnel were not visible, and for that rea¬
son the line was extended to the points named, as from
rA
HOOSAC TUNNEL. 17
these tliey could be readily seen. Now the miner, for
instance, at the West End wanting a centre to work
from, the same transit instrument being placed in po¬
sition on Notch Mountain the engineer draws a line
from the pole on the West summit of the lfoosac down
to the Western Portal when another instrument point
was established. As the tunnel advanced into the hill
it became necessary to extend this centre line into it,
which was done by placing the transit in position at
the point last named, from this point or centre were
established inside the tunnel at intervals of 25 or 30
feet, by setting hard wood plugs in the roof of the tun¬
nel into which were driven iron hooks, these being
placed exactly in the centre of the tunnel line, after
the tunnel had been pushed into the mountain so far
that it was no longer possible to establish centres from
the portal, by suspending a plummet lint? from the most
advanced hook and another from the hook back of it
the transit being placed in position ahead of these and
the engineer getting both in the line of his sight readi¬
ly established another point further ahead. In this
manner the lines were extended into the mountain,
East and West, as the tunnel advanced up to the time
of meeting the Central Shaft headings.
The funnel had brought out engineering work which
in point of accuracy has not been approached 011 simi¬
lar works either in this country or abroad. After the
Central Shaft was sunk to grade in August, 1870, the
question of how to project a centre line from the top
of the mom tain to the bottom of the shaft, 1028ft, be¬
came quite an important one as it was quite essential
that headings run East and West from the shaft meet
exactly those coining from opposite directions. This
was a work requiring much nicety and exactness, and
there were employed some unusual devices entirely dif¬
ferent from any heretofore used on similar works. They
were originated and patented by Carl O. Wederkincb,
engineer in charge of the Central Shaft work, and
"A
«
ïs
HIívTOR if Oï' THE
have sinew been used on other tunnels in California
with equal success. 75 feet from the shaft on either
side of the tunnel were instrument piers. From obser¬
vations made at these points, with a transit brought
into exact line with the poles on the East and West
summits, which as I have before stated represented the
true tunnel line, it was found that in projecting a line
to a point nearer the shaft for the purpose of establish¬
ing another centre that observations made at different
times would not agree. In consequence of which it
was found necessary to project lines at different times
noticing their variation.
25 feet either side of the shaft stone piers were built,
ou each of which were placed and securely fastened an
instrument consisting of slides, divided scales, motion
screws, clamps, etc., for recording iînd establishing
each and every line projected. A great number of lines
were Obtained; these were averaged and the mean com¬
puted, thus the true tunnel line was established at these
points near the top of the shaft, The instruments
above referred to being set on this line, two parallel
steel wires were stretched across the shaft from one to
the other, the intervening space of about a twentieth
part of an inch representing the line above referred to
exactly between these wires not touching either, were
suspended plummet wires of copper on each side of the
shaft, 11| feet from the centre; to the end of these were
attached" plummets weighing 15 pounds each; these
were suspended down the shaft about 1000 feet, the
wires were encased iu wooden boxes 8x8, the plummet
suspended In buckets of water, for the purpose of pro¬
tecting them from the disturbing influences of air cur¬
rents and drops of water; thus shielded the oscellation
never exceeded 1.100 part of an inch.
The buckets stood on a floor thrown across the shaft
two feet above the roof of the tunnel. Observations
were made at different times, the oscillation of the
wires on a scale placed in front of them carefully record-
«
A
f HOOSAO TUNNEL. 1!)
ed, these were averaged, the mean computed, which
was taken as the true tunnel line, thus two points or
centres were established near the bottom of the shaft,
23 feet apart. By suspending plummet lines from
these two points into the tunnel directly below, the
centre line, as the headings advanced East and West,
was carried forward in the same manner as those at
the East and West ends of the tunnel which I have al¬
ready described. A communication from Consulting
Engineer, Edward S. iPhill trick, published sometime
since in the Boston Adrevtimr, developes some inter¬
esting facts in relation to the engineering work of the
tunnel. He reproduces portions of a report written by
one the engineers upon the Mount Cenis Tunnel, in
which the meeting of the two headings is there described.
The two axes meet annost exactly, there was barely
half a yard error, the level 011 our side was less than
three-f|uarters of a yard too high. But after thirteen
years continued work who could even hope for so per¬
fect a result.
The methods used in producing the lines at the
Mount Cenis differed in some important details from
those pursued at the Hoosac Tunnel, where the processes
inaugurated by Thomas Doaue, have been followed out
try his successor, Mi'. Benjamin I). Frost. The superi¬
ority of the American plan is illustrated by a compari¬
son of results. Thus although the Mount Cenis Tunnel
had advanced 20,000 feet before meeting, their error
was half a yard—eighteen inches—or nearly one inch
for every 1000 feet advance while we here found
our largest error in line at the points of meeting to
lie only nine-sixteenths of an inch in an advance into
the mountain of 10,000 feet, which.is a deviation of
less than one-sixteenth of an inch for a thousand feet ad¬
vance, and therefore only one-fifteenth of the angular
deviation developed at the Mount Cenis. But with the
great achievement of the Hoosac Tunnel by which Mr.
Wederkinch laid a horizontal line with such accuracy
*
©
20 HISTORY OF THE
from the bottom of a shaft over 1000 feel deep, the
Mount Cenis Tunnel can offer no comparison, being
without shafts, and indeed Mr. Philbrick says, "this
achievement is unique and challenges comparison in
its way, so far as I am informed." The Hoosac Tunnel,
including the 44 miles of R. R. owned by the Common¬
wealth of Massachusetts has cost the State, after adding
the interest on the investment up to the present time,
1877, about 17,000,000 dollars, a much larger sum than
it would now cost to build it. After years ol engineering
experience in tunneling, which was comparatively in its
infancy when this work was begun with improved'meth¬
ods by machine drills, more powerful explosives, simul¬
taneous blasting by electricity, cheaper labor, etc. Yet
while the cost of the tunnel to the State has been great,
it is the opinion of many far seeing railroad men that
if retained and properly managed by the Commonwealth
until its value can be fairly estimated, that it will be
found to be worth to the State much more than it has
cost. It is now under the control of the Governor and
Council, who employ the able and efficient manager,
Jeremiah Prescott, to superintend and look after the
interests of the State both in the work of construction,
which is now about completed, and in the operation of
the road. The road is directly operated by the Fitch-
burg R. R. Co. from Greenfield to North Adams, and
by the Troy & Boston from North Adams to .the State
line. Under a system of tolls authorized and regulated
by the Governor and Council soon to be changed to a
system of proportionate rates of gross earnings. The
business of the road is rapidly increasing and bids fair
to exceed the expectations of its most sanguine friends.
New roads are being projected both East and West of
the tunnel to connect with this line and in all probabil¬
ity will soon be built which will give it every desirable
connection with the great railroad systems of the West
and North and with the seaport towns of New England.
When this is accomplished we may expect to see the
^
HOOSAC TUNNEL. 21
Iloosue Tunnel route not only one of the most popular
lines for passenger travel, but from its easy grades and
shorter distances, one of the best freight lines between
the East and the "West.
Three express trains leave the Fitehburg depot at
Boston daily, passing through the tunnel to Troy, N.
Y., there connecting with trains for the West. The
same number leave Troy for Boston upon the arrival
of trains from the West. One of the best ways to visit
the tunnel, for parties coming from the East, is to leave
the cars at Greenfield, from there drive up through the
charming Deertield valley to the East End of the Tun¬
nel, from this point the highway passes up through for¬
ests of birches and beaches to the Eastern summit of
the lloosac, from which there is a grand outlook, to
the Eastward over the outlaying spur of the mountain,
the valley stream and railroad below. From this
summit the road descends sharply into the high val¬
ley that stretches along the mountain top and runs
through a dozen rocky farms where the owners de¬
rive a good living from stock growing and potato
raising. On the West slope of the valley about one
mile South of the main highway is located the famed
Central Shaft. Descending the Western summit, however
familiar one may be with the finest mountain scenery
on the continent, he will exclaim with delight at the
striking beauty of the scene that lies below and beyond.
A lovely green valley contains the village of North
Adams. The great, greyish green hulk of Greylock
Mountain, the highest peak in Massachusetts, rises
across the valley; these are the chief features of the
picture whose charming details it would take long to
describe. North Adams, lying on the line of the road,
is a flourishing manufacturing town of some 12,000 in¬
habitants, about 15 minutes drive, from the Western
Portal.
>5 >±<
1. Application of Wings. •>. Tool House. 3. Caboose, -i. Ai
plication of Plow t<. Car. 5. Ri nke for Extending Wings
HE YWOOD'S
PATENT SNOW PLOW
For Single or Double Tracks.
With Safety Wings and Flange Cleavers ; safe to run at
full passenger train speed, leaving the track and
flanges entirely free from ice and snow.
Reference may be made to the following Railroads,
where they have been fully tested:—Fitchburg, Vt. &
Mass., Flushing & North Side, Flint & Pere Marquette,
Chicago & Michigan Lake Shore, Inter Collonial, Wis¬
consin Central, Boston, Clinton, Fitchburg and New
Bedford, Boston, Barry, Gardner and Monadnock Rail¬
roads.
Indianapolis and Cincinnati Railroad, 1
Master Mechanic's Office,
Cincinnati, Ohio, November 28,1865. )
Mr. C. L. Heywood, Boston, Mass.
Your letter requesting me to give an opinion relative
to the merits of your Snow Plow and Scraper, is received.
It affords me pleasure to say that while engaged on the
Fitchburg Railroad I had an opportunity to examine it
carefully, and witness its operation. It is the best ma¬
chine I hâve ever seen, not only for clearing ice and
snow from the track, but at the same time removing it
deep enough so that the flanges suffer no impediment
whatever. The great speed at which it can be run with
perfect safety, gives.it an advantage over any other ma¬
chine nowused forthat purpose. Its simplicity and du¬
rability renders it a desirable machine for any railroad
obstructed by Snow or Ico. Yours truly,
H. M. BRITTON, Master Mechanic.
The following gentlemen fully concur in the- above
statements ;—G. A. Coolidge, Supt. of Motive Power,
Enos Varney, Supt. Car Dept., L. J. Spaulding, Road
Master, Fitchburg Railroad.
Arrangements made to have the Plows made at the
Car.Works of the different Railroads. Apply to.
C L. HEYWOOD, Boston, Mass.
MANSION HOUSE, - - - OREEN FIELD, MASS.
G. T. C. HOLDEN. Proprietor.
This House., wliieh is entirely new furnished and renovated throughout, offers
superior inducements to the traveling public.
I< &
TROY HOÏÏSB,
TROY, N. Y.
Tlie leading and only first class house in the eity, re¬
furnished. Table supplied with delicacies in their sea¬
son. Courteous employes all striving to please and
make at home the guests of the house. Free Buss to and
from the house. H. AY. STEARNS, Prop'r.
R %
© St
YOUNGS' HOTEL.
EUROPEAN PUAN.
Head of State St., - - Boston, Mass.
HALL & WHIPPLE, Proprietors.
This favorite Hotel is unsurpassed in all its comforts,
luxuries and appointments, situated in the heart of the
business portion of the city, it oilers superior induce¬
ments to the pleasure seeker, commercial traveler,
tourist and business man.
Geo. A. Hai.l, J. B. Whipple,
* JUN 2 1 1941:
ps * íyB "'•ù
FHOmil
— —-
Y-,/ v
CENTRAL SHAFT
WEST SHAFT.
Eca/nrs sugyjlied onhg hgE. S. Martín, £24 Washington St Boston.
7 liT JBimr O. ZdZRTTN
CGFZRZCHTEZ) Hi 7
OF WEST PORTAL
VIEW
VIEW OF EAST PORTAL
WEST END.
EAST END.
FROM WEST END TO CENTRAL SHAFT 12244 FEET.
TOTAL LENGTH 25081 FEET.
FROM CENTRAL SHAFT
TO EAST END 12837 FEET.
GRADE AT-PORTAL S , 766 Feet ABOVE TIDE WATER
« PER MILE FROM PORTALS,TO CENTRAL SHAFT 26.4011
ROAD CHARTERED IN 1848
FIRST WORK OF TUNNELING COMMENCED 1851
OPENED BT COMMONWEALTH OF MASSACHUSETTS HP TO
BEGINNING OF SHANLY CONTRACT JAN 1800 EAST END
5283Feet . WESTEND 4055ET CENITAL SHAFT SCNK583Í4
TOTAL LENGTH OF TUNNEL OPENED BY F SHANLY A GO.
MONTREAL : 15748 FEIET.
KU] LEYS MADE AND PRESENT TUNNEU LINE ES TAB
LISHED BY THOS. DOANE C.E.IN1863.
DISTANCE FROM BOSTON TO TUNNEL
THROUGH
« TUNNEL " TROY 50 «
TOTAL « BOSTON " " 191 "
ENGINEERS EMPLOYED BY COMMONWEALTH OF NIAS S-
ACHUSETTS, UNDER SHANLY CONTRACT.
CHIEF ASSISTANTS.
F.D.FISHER, in change at West End
AW. LOCKE " " 11 East "
C.O WEDERKINCH « « » Central Shaft.
CHIEF ENGINEER.
B.D. FROST.
LOCATED IN NORTHWESTERN MASSACHUSETTS, ON LINE OFTROY AND
GREENFIELD R.R. CONSTRUCTED BY COMMON WEALTH OF MASSACHUSETTS
Manaber, J. PHESGOTT.
Chief Engineer, \\71». GRANGE It.
Treasurer, AUSTIN 1IOND.
Secretary, KWD. HAMILTON, f
Designed and Published,by Edward S.Martin, HE -/-LY- Washington Street, Boston. Mass.
I Q.B. RICHAftDS »CO.LITH.W WASH.ST BOSTTO
7573 Feet
142!)
TOTAL LENGTH OF BRICK ARCHING
AVERAGE THICKNESS OF ARCH,6 RINGS OR
WEST SUMMIT ABOVE TUNNEL
EAST " " "
FIRST TRAIN OF CARS PASSED THROUGH TUNNEL,FEB. 041875.
« PASSENGER TRAIN » » " FROM BOSTON,
TO TROY, OCT 13'» 1875.
FIRST THROUGH FREIGHT FROM THE WEST, CONSISTING OF 22,
CARLOADS OF GRAIN,PASSED THROUGH TUNNEL APR 5'»1875,OVER
FITCHBURG RR CONSIGNED TO, J.CUSHING&CO FITCHBURO,Mass.
DEPTH OF CENTRAL SHAFT, 1028 Feet.
WEST " 318
WEST SHAFT PARTLY FILLED
CENTRAL SHAFT, REMAINING OPEN FOR PURPOSE OF
YE .VITIATING TUNNEL.
SIZE OF WEST SHAFT 1014 SIZE OF CENTRAL SHAFT 15 27.
AMMOUNT OF WATER Running through, Dnnn out West End ah Umnelß00 GallPrMki
« " " « « * East " " " 1(X) « i* U
THE PRINCIPAL EXPLOSIVE EMPLOYED WAS TRI NITRO
GLYCERINE of which 434755Lbs. were used during
WILSOIsr HOUSE.
FIRST CLASS IK ALL ITS APPOINTMENTS.
F. E. SWIFT, Prop'r, S. C. FLEMING. Manag'r.
NORTH ADAMS, MASS.
Fifteen Minutes Drive from the Tunnel.
JfrW First Clai
Flagq's Livery,