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City Document.—No. 77.
u:iirx i©® Ü © gj's ® KG
REPORT
ON THE SUBJECT OF A
RAILROAD TRACK
ON THE MARGINAL STREETS OF THE CITY.
In Common Council, December 4, 1851.
Ordered, That the Committee on the Marginal Rail¬
road have authority to report in print.
Sent up for concurrence.
FRANCIS BRINLEY, President.
In Board of Mayor and Aldermen,
December 8, 1851.
Read and concurred.
JOHN P. BIGELOW, Mayor.
CITY OF BOSTON.
In Common Council, October 9, 1851,
Ordered, That Messrs. E. Lincoln, Minot and Calrow,
with such as the Mayor and Aldermen may join, be a
Committee to consider and report upon the expediency
of applying to the Legislature for authority to build a
Railroad track on the marginal streets of the City, to
connect the several Railroad depots with the various
wharves in the City proper, to be used with horse pow¬
er exclusively for the purpose of saving the transporta¬
tion of heavy goods across the City—said Committee
to have power to employ the City Engineer to make
plans, estimates, &c. for the proposed track.
Sent up for concurrence.
FRANCIS BRINLEY, President.
«UfitAS Or RA:_£0
«AS Or SAI'-A'a" ECONOMICS,
MAY 26 1916
UNIV, OF wisg.
1851.] CITY DOCUMENT.—No. 77.
3
The Joint Special Committee appointed by the City
Council to consider and report upon the expediency of
constructing a Marginal Railroad in the City, to con¬
nect the depots of the several railroads with each other,
and with the various wharves, have attended to the
duty assigned to them, and ask leave to submit the fol¬
lowing report :—
REPORT.
The short time allowed to the Committee before the
close of the present municipal year, has obliged them
to compass the subject submitted to them by more
summary investigations than they could have desired.
Indeed, in approaching the matter, the first thought
which presented itself to their minds, and which they
believed would most naturally occur to our citizens
generally, was that the enterprise seemingly belonged
to individuals composing the mercantile community, or
to the several railroad corporations, whose interests will
be materially subserved by the success of the project in
question, rather than to the City itself in its corporate
capacity.
But the order passed by the City Council originated
with those who believed that they had seen that large
expenditures from the City Treasury were annually
made and to be made to accommodate the public with
new and wider avenues (to be kept always in repair)
in those portions of the City where the heavy trade of
Boston must pass, the public conveniences for which
4
MARGINAL RAILWAY. [Dec.
trade, a railroad, such as is suggested in the order of the
Council, would provide for much more effectually, and
when the probable revenue of the same is taken into
account, at a lesser cost to the City itself.
The Committee were aware in the outset that several
of the large Cities in other States had either tried the
experiments of similar railroad facilities within their
streets, or had permitted individuals or corporations to
provide and make use of them ; and they were im¬
pressed with the belief that, while by such facilities in
those Cities the transportation of goods through their
streets was made much easier than by the means
employed in our own City, such transportation was
very considerably cheapened, and the trade of these
Cities thereby largely enhanced. The investigations
which have been made have confirmed this precon¬
ceived opinion.
The investment of so many millions of the wealth
and capital of Massachusetts in the construction of the
railroads to the North and West, and to connect with
the great lakes, has unquestionably had for one great
aim, the making Boston the Capital of Massachusetts,
the great receptacle and depot for the immense products
of the vast regions through which these railroad routes
pass directly, and the more remote regions upon which
they may draw ; and, when these products are so
gathered here, to furnish additional employment for
our numerous vessels to distribute them along our
coast, or to foreign ports, and reciprocally to receive
and transmit to the interior the imported articles which
are needed there.
The competition among the several Cities on the
Atlantic Coast for this inland trade is now so great and
so close, that the time is almost at hand when it may
1851.] CITY DOCUMENT—No. 77. 5
be said that the difference of a small fraction of a dol¬
lar per ton upon the cost of depositing this heavy
freight conveniently at deep water, may determine the
direction and point upon the seaboard where the great
bulk of a valuable trade may tend.
The policy which Boston has entered into so largely
must, of necessity, compel her to the alternative of
being a smart competitor for this trade, or of sinking a
large portion of the capital which has been so profusely
invested in the railroads above referred to. In the
opinion of the Committee, it should be taken for
granted that this trade is to come to us, and that provi¬
sion must be made for it. In« making such provision,
by ordinary means, Boston is (comparatively with other
Cities) unfavorably situated. In the first place: the
original territory of the City proper was circumscribed,
and the possible encroachments upon the tidal area in
the vicinity of the business streets have all been made.
In the second place : the streets are narrow. And last¬
ly : the grades of the streets for transportation across
the City are too great for heavy loads.
The trade of our City, as it is, furnishes an amount
of trucking for heavy goods which, in the course of a
single day, will several times clog many of our princi¬
pal streets, and so entangle the numerous vehicles that
happen to be gathered at such times, as to occasion a
great waste of time in relieving the temporary diffi¬
culty, and great general inconvenience to our citizens
in the transaction of their business.
Again : the amount of freight received from and de¬
livered at the several railroad depots daily, brings so
many vehicles together at each station, as to delay par¬
ties sometimes an hour or more in getting at the goods
they are to handle and remove ; and where large quan-
tí
MARGINAL RAILWAY. [Dec.
tities are to be moved thereto and therefrom, the weight
of each load, added to that of the heavy vehicles 011
which they are moved, makes an amount of five or six
tons bearing upon a single pair of wheels, which very
soon, in passing over, destroy the road surface - of the
business streets, especially in all those places where
local repairs have been made necessary in arranging
for gas, water, or drainage.
The increase of the difficulties above enumerated
consequent upon the increase of trade to our City, will
demand a remedy.
The clogging of the streets by vehicles in business
hours can only be relieved by the widening of such
streets ; and the value of land is so great in places
where this clogging occurs, as to make it almost im¬
practicable to effect such widening. A table, exhibit¬
ing the entire expenditure for widening streets since the
adoption of the City Charter, is given in the Appendix,
marked B.
The increased passage of heavy vehicles over our
streets, will cause more frequent repairs to be made in
the paving, and enlarge an expenditure for that pur¬
pose, which now as will be seen by a table given in the
Appendix, marked C, makes a very considerable por¬
tion of the tax assessed each year.
The Committee are of opinion that a large propor¬
tion of the amount of money which it will be found
necessary to appropriate hereafter from year to year for
the widening and repairing of the business streets, may
be saved by the construction of the railroad contem¬
plated in the order under which they have acted. So
large a proportion in their judgment as to make it ex¬
pedient for the Corporation to take the initiative in the
enterprize ; while beyond this saving, a very considera-
1851.] CITY DOCUMENT.—No. 77.
7
ble income may be derived from the use of the track,
and at the same time the cost of transporting goods
across the City and to the various wharves and the dam¬
age of the goods in handling, will be much less than
it is under the present modes of transportation.
The advantages to the business community beyond
those to the Corporation, above suggested, taking the
experience of the cities of New York and Philadelphia
and Baltimore, will, it is believed be very great. In
the City of Baltimore where from 500 to 600,000 bar¬
rels of flour are received per annum, and passed through
the streets to the stores of the various dealers—the
street tracks are very highly valued. The delivery of
this great amount of heavy freight is effected with the
greatest ease, the distribution is made by a very few
men, and the necessity of building large depots at the
terminus in the City, of the Baltimore and Ohio Railroad,
is superseded, the cars themselves serving as depots until
the flour is landed at the stores of consignees. In the
opinion of leading merchants, the removal of these
tracks, would not only embarrass the distribution of
freight within the City, but in all probability would
have the effect to close up a number of flour mills, by
increasing the cost of each barrel of flour at the ship¬
ping point, so much as to enable dealers in other places
to undersell the manufacturers in these mills. The
main tracks in the City of Baltimore are owned by the
Railroad Company, and the lateral tracks are laid down
by individuals at their own expense. The Company
keep no separate account for the City tracks and there¬
fore the amount of revenue from their use could not be
ascertained. It is estimated that there are within the
City some 3M miles of public track and W* miles of
private track.
8
«
MARGINAL RAILWAY. [Dec.
In the City of Philadelphia there are some 3 A miles
of Railroad track in the business streets of the City
which are owned by the Municipal Corporation, and
from which it derives a considerable revenue. The cost
of this track, owing to the defective manner in which
it was first laid down, and the extensive repairs requir¬
ed ripon it could not be ascertained, but the receipts
for tolls were estimated at $12,000 per annum, and
this amount of revenue was collected under the rates of
toll established by the State of Pennsylvania, which
for heavy freight, such as flour and other produce, are
only about 3 mills per mile for 1000 pounds.
In the City of New York, the Railroad tracks which
are already laid down are mostly used for the conven¬
ience of passengers, and other tracks are to be laid
down in the 6th and 8th Avenues in order to relieve
the great travel in Broadway.
It should be admitted here that in the cities above
referred to, some objections are raised against the tracks
as they now exist, on account of their interference with
the easy movement of the ordinary vehicles which must
pass through and across the streets where such tracks
are laid. But these objections were founded invariably,
in the judgment of the Committee, on the defective
plans adopted in the laying down of the tracks, the ruts
on the side of the rails for the flanges of the car wheels
to run in, being so deep in most instances as to tear oft*
the tires of cart wheels when they settle into these
ruts, in some cases, and break the axles in attempting
to cross the tracts at an angle less than at a right angle.
By recent improvements however in the manufacture
of rails, for city use peculiarly, these difficulties have
been entirely obviated, and a track can now be con¬
structed which while it is more durable, offers but little
851.] CITY DOCUMENT.—No. 77.
9
or no obstruction to the easy progress of ordinary vehi¬
cles in streets where such tracks are laid.
The Committee have desired the City Engineer to
make a survey and plan for the Marginal Railroad de¬
scribed in the order of the City Council, and his report
is herewith presented, embracing a description and plan
of the route, with the cost of laying down the track
and some statistics in regard to the amount of freight
which would be likely to pass over such a road, and
the probable revenue to be derived from the use of the
same.
The cost of the road is estimated at 125,000, and
this sum it is believed will cover every possible expen¬
diture for the same. The income from transporting
over such a road only one-eighth of the gross amount
of freight brought over the several railroads each year,
at one quarter of the present average rates of charge
is stated at $15,000 per annum, and this amount it is
believed may be greatly increased from year to year.
The route proposed and laid down upon the plan is
more favorable for the business section of the City, than
the tracks in either the cities herein above enumerated,
and the main track is very conveniently located, for en¬
tering private tracks thereon from all the principal
wharves ill the -City. These private tracks would un¬
questionably be constructed in the event of laying
down the main rails by the City.
The general considerations herein above recited
should in the opinion of the Committee induce the City
Council to apply to the State Legislature about to as¬
semble, for authority to locate and construct a connect¬
ing Railroad within the City proper for the several de¬
pots and wharves, and as it is impossible for the present
2
10 MARGINAL RAILWAY. [Dec.
City Government to do any thing in the premises, they
would recommend the whole subject to the early atten¬
tion and action of the next City Council.
All which is respectfully submitted.
BILLINGS BRIGGS,
H. M. HOLBROOK,
EZRA LINCOLN, Committee.
A. T. MINOT,
WM. H. CALROW,
1851.] CITY DOCUMENT.—No. 77.
11
To the Committee of the City Council having in charge
the subject of constructing a Marginal Railroad in the
City of Boston.
Gentlemen :—
In conformity with your instructions of November last, I
have devoted as much time to the subject of the proposed
Marginal Railway and connections, as my other engagements
for the City would permit, but not so much as its importance
really merits.
As no practical experience relative to the working of such
a system could be obtained in our own City, I availed my¬
self of a recent opportunity to examine the tracks laid down
in New York, Philadelphia and Baltimore, while visiting
those Cities, on business for the Water Works. The tracks
in Philadelphia and Baltimore, in consequence of the manner
in which they have been constructed and maintained, are
serious obstructions to the safe and convenient use of the
streets through which they pass. The rails in those Cities
are elevated from two to four inches above the general level
of the pavements, and cause the wheels of trucks and car¬
riages to slide along them, instead of crossing them, unless
they strike nearly at right angles. The consequence is that
inconvenience is not only frequently felt, but actual damage
in the breaking of axles sometimes occurs. For this reason,
to say nothing of strong conflicting interests, it is not surprising
that great opposition was made to the tracks in Baltimore for
about ten years, and strong opposition to them still manifests
itself periodically in Philadelphia.
Notwithstanding these objections, however, the business
men, and all the holders of property along the lines of the
tracks in those Cities, consider that the accommodations
which they afford are indispensable. In Baltimore, all oppo-
12
MARGINAL RAILWAY. [Dec.
sition to them has ceased ; and the removal now of a track
from a business street, would be considered a calamity. As
a striking instance of the entire change of feeling there,
when the Baltimore and Ohio Railroad Company obtained
permission to lay a track to Locust Point and use locomotives
on it, for the accommodation of the Coal trade, the property
holders on Pratt street were so fearful that the use of loco¬
motives on the Locust Point branch might lead to building
up that part of the City, that they obtained permission for
the Company to use locomotives through this street, which
is one of the most crowded thoroughfares in Baltimore.
In New York the tracks are much better than they are in
Philadelphia and Baltimore, and in the lower part of the City
are not used for freight. Near the Park there is a piece of
track, apparently perfect, which does away with the objec¬
tions against railways in the streets of a City, so far as it
relates to the use of the streets by other vehicles than cars.
It consists of a heavy grooved rail, laid on a bed of concrete,
Avith the surfaces of the rails even Avilh the pavement, Avhich
is of the most substantial kind, commonly called Ritss.
In order to ascertain whether it would be practicable to
lay down and use a track connecting all the Railroads that
terminate in the City proper, a survey has been made be¬
tween the Worcester and the Lowell Railroads, passing through
Kneeland, Sea, Broad, Commercial and Causeway streets ;
and a plan of this survey is herewith presented. It seems
that very favorablè grades may be obtained the whole way,
Avithout altering or leaving the streets, except at the foot of
Fort Hill. There the grades are no steeper than they are in
some parts of Baltimore, where tracks are constantly used';
but it Avoulcl be very desirable to cut them down, or avoid
them. The latter may be done by passing through one of
the warehouses on India wharf, and doing similar damage to
property on RoAve's wharf, and a little south, as shoAvn on
the plan.
The Providence Railroad can easily be connected Avith
the Worcester, as a track for that purpose Avas formerly
1851.] CITY DOCUMENT.—No. 77. 13
commenced at the crossing of the two roads, but never com¬
pleted.
The Eastern Railroad, it is understood, is to be united, by
means of the Grand Junction Railroad, with the Boston ter¬
minus of the Maine Railroad. Thus, all the Railroads ter¬
minating in Boston may be united by means of the Marginal
Railway.
With regard to curvatures, there are none greater than
those found in the Cities already mentioned, where curves of
60 and 80 feet radius are quite common. Without very
great additional expense, the main track might be so con¬
structed as to admit of the use of locomotives, if it should
ever be thought advisable. The extreme narrowness of por¬
tions of the streets passed through, but 23 to 25 feet, be¬
tween the edge-stones in some instances, and the number
of vehicles, passing through them, would render it impracti¬
cable to lay two tracks all the way. Mr. Parker, whose
knowledge of our own City, as well as his experience as
Superintendent of the Baltimore and Ohio Railroad, qualifies
him to be a competent judge, thinks it would not be well to
attempt to lay two tracks in any of our streets, and that one
might be made to answer the purpose, if a sufficient number
of side-tracks and branches were provided.
If other streets of suitable width and grades, and not too
much crowded already with trucks and carriages, could be
found, a second track might be laid in them. To a certain
extent these conditions exist, and a very good line for a
second or return track might be found between Causeway
and Commercial streets, by passing from the former through
Canal, Blackstone and Clinton streets, to the latter. At this
point, Commercial street is very much thronged by market
wagons, and even one track used during the busy hours of
the day would, no doubt, be an inconvenience ; but if, as in
other Cities, the cars could be moved to and from the main
depots between the hours of two and eight in the morning,
two tracks could be accommodated very well in this part of
the street, as far as the Custom House. There, one of the
14 MARGINAL RAILWAY. [Dec.
tracks might pass up State street to Broad street, and along
Broad street till it unites with the other, which might pass
along India street, through the block of warehouses on India
wharf, and also through those on Rowe's wharf, as before
mentioned. In this way, a double track might be obtained
for three-fourths of the distance between the Worcester and
the Lowell depots.
In estimating the probable cost of a Railway track be¬
tween the depots mentioned, some particular plan of forming
it should be adopted ; but, as several plans might be adopted,
either of which would be free from the objections against
those in use in Philadelphia and Baltimore, in the following
estimate, $15,000 per mile will be assumed as sufficient.
If the system should be adopted, still further examinations
and inquiries ought to be made before determining what
particular kind of track should be laid down. The sum of
$15,000 per mile has been assumed, in consequence of its
being deemed sufficient by Mr. Latrobe, the Chief Engineer
of the Baltimore and Ohio Railroad, who has had much
experience with regard to different kinds of tracks, in the
City as well as the Country.
Such a track as is ordinarily laid upon New England
roads costs at present about $6,500 per mile, including bal¬
lasting. For each short-turn, if Stimson's patent be used,
a certain sum would have to be paid for the patent right,
depending upon what kind of a bargain could be made with
the patentee. Other modes of getting around short turns
have been adopted in Philadelphia, to a considerable extent,
and are thought by some to be equally as good as Stimson's ;
but this is not the universal opinion of those who have had
an opportunity of judging.
Side-tracks, or turn-outs, will be necessary quite often,
especially if but one main track should be laid down. If
the system itself should ever be carried out, no doubt there
will be numerous branches down the wharves, and some of
1851.] CITY DOCUMENT—No. 77.
15
these might be used as turn-outs. Still, it is thought best to
make some allowance for turn-outs in the estimate, as the
branches would probably be private property.
With regard to the probable amount of damages that
would be done to buildings on each side of Broad street, by
cutting down the grade of this street at the foot of Fort
Hill; or, what would be the cost of avoiding the street alto¬
gether there, and passing through private property to the
East, and across the heads of the wharves, of course any
estimate must be based very much upon conjecture.
With the foregoing explanations, the following is offered
as an estimate of the probable cost of a track, with sufficient
turn-outs, &c., between the Worcester and Lowell depots.
2.42 miles of track, at $15,000, - - $36,300
0.50 " " side tracks, at $20,000, - - 10,000
8 short turns, including pat. right, - - 3,200
Damages to property, by cutting through
it, or altering grades of street, - 55,000
$104,500
One mile of track, from Causeway street,
through Canal, Blackstone, Clinton,
Commercial and Broad streets, to the
end of Rowe's wharf, with necessary
side-tracks and short-turns, could be
laid for ------ - $20,500
$125,000
As the proposed second track might be used for empty or
light loaded cars, no allowance is made in the estimate for
altering grades of streets to accommodate it.
The amount allowed in the estimate for land damages
should not be considered as entirely absorbed in the cost
of the Marginal Railway, as the track might be arched over,
and thus nearly, if not quite, one half the value of the land
be saved for storage purposes.
16 MARGINAL RAILWAY. [Dec.
If the track should be laid down, what would there be for
the road to do after it was made ? In order to answer this
question, I have employed an assistant to obtain statistical
information from the different Companies, relative to the
amount of their business, and the usual direction it took in
getting to or going from their depots. In consequence, how¬
ever, of the pressing engagements of the officers of the
several Companies—this being the season when they are
required by law to prepare their Annual Reports to the
Legislature—it has been impossible, notwithstanding repeated
attempts, to collect such information as should be obtained,
in order to show the probable amount of freight that would
be transported over this road. The accompanying tabular
statement (see Appendix A.) exhibits the gross amount of
freight transported over the different Railways that terminate
in Boston, for the years 1846, 1847, 1848, 1849, 1850, and
1851. An inspection of this statement will show that
while the business of some of the roads is not so great as
formerly, the aggregate for all the roads has steadily in¬
creased from year to year, except from 1848 to 1849, when
it remained about stationary.* How much of this gross
amount would be transported upon the proposed track, it is
impossible to tell from any information now in my posses¬
sion. The officers of the different roads, who are most
likely to have reliable information on this subject, are gener¬
ally unwilling to offer even a conjecture with regard to it,
while none express great confidence in the accuracy of their
estimates. It seems probable that the proportion of the
gross amount that would be received from one road, would
differ from that received from another.
Of the gross number of tons transported on the different
roads terminating in Boston, it is known that an important
part never reaches the City, but stops at way-stations. A
very large proportion of that which does reach the City is
* The amounts for 1851 were left blank till after this Report was sent to the
printer, and have disappointed expectation.
1851.] CITY DOCUMENT.—No. 77. 17
taken to the stores and warehouses of consignees, only a part
of which are along the line of the proposed track. A con¬
siderable amount is taken to and from vessels, which load
and unload near the depots.
The amount of freight transported over the different roads
that would be carried over the proposed track would, no
doubt, be small at first ; but most probably the manner and
places of doing business would soon begin to change, and the
proportion done upon the Marginal Railway rapidly increase.
In Baltimore and Philadelphia, nearly all the freight busi¬
ness, except that of Coal, reaches the main Railroad depots
through forwarding agents, who have their small depots scat¬
tered all over those Cities, at least wherever they can be
reached by the tracks through the streets. The Railroad
Companies themselves have no extensive freight depots like
those in Boston, and study to accommodate the forwarding
agents all they can. In Philadelphia, I was informed that
the agents owned the cars themselves, and hauled them,
by horse-power, to and from the principal depots.
In Baltimore, the Baltimore and Ohio Railroad Company
own the freight cars, and haul them, by horse-power, from
the Mount Clare Depot, across the City, at the same rate per
mile that is charged upon the main road ; but the actual cost
through the streets of the City is 10 1-3 cents per ton per
mile—eight times as much as the cost per mile on the main
stem of that road.
In Philadelphia, the system of doing this kind of business
through forwarding agents who own the freight cars has led,
it is thought by some, to excessive charges ; and the Penn¬
sylvania Central Railroad Company has determined to break
up the system by refusing to haul the cars of the forward¬
ing agents, and by establishing a very large depot in
West Philadelphia. The Railroad Company expects to be
able to do the business so much less than the forwarding
agents can, as to take it from them. These agents have
already made arrangements to have a great part of their
3
18 MARGINAL RAILWAY. [Dec.
business done by the Philadelphia and Baltimore and the
Baltimore and Ohio Railroads.
As the grades of the streets through which the tracks pass
in Baltimore are much more unfavorable than those along
the line of the proposed Marginal Railway, the cost, per ton
per mile, of transporting freight through the streets, ought to
be less in this City than in that. How far an inequality in
the proportion of empty cars might operate here, to prevent
the average cost of transportation from being reduced below
what it is in Baltimore, it is impossible to tell. The proba¬
bility is, that with as perfect a track as it is proposed to lay
here, the cost per ton per mile of transportation over it
would not exceed ten cents, and it ought to fall short. The
present cost of transporting merchandise across the City
varies with the kind of freight and the trouble of loading
and unloading ; but an average of every ton transported from
the depots cannot be less than forty cents ; and if the aver¬
age distance transported on the proposed track should be two
miles, a large estimate, each ton would cost twenty cents, or
one half the present prices. Should the amount of freight
to be transported be but one-eighth the gross amount re¬
ceived on all the Railroads terminating in the City, it would
be, according to the official returns for 1850, 150,000 tons.
This, at ten cents a ton, would show a saving of $ 15,000
per annum in the cost of transportation, or twelve per cent,
on the estimated cost of the Marginal Railroad. In order,
however, to make the proposed track self-paying, and at the
same time be able to offer such inducements in the way of
cheap transportation, as to make it an object for merchants
and others to patronise it and lay down private branches, it
would be necessary to get about one-fourth of the business
of all the roads.
If the net revenue should only equal the interest on the
outlay, together with a sufficient allowance for depreciation
in the value of the materials in the track, there would still
be an important gain to the City by the saving in repairs of
streets.
1851.] CITY DOCUMENT.—No. 77. 19
There are no means of ascertaining what proportion of
the large amounts paid annually, for several years past, for
the repairs of streets, has been owing to the frequent passage
over them of heavily loaded wagons and trucks ; but there
is no doubt in the minds of those who have observed their
influence, that they render necessary no inconsiderable part
of these repairs.
If a series of observations, extending through several
months, could be made on the amount and kinds of freight
taken to and from each depot, with its direction across the
City, it would establish a much more satisfactory basis than
any now possessed for estimating the probable amount of
revenue that might be derived from the Marginal Railway,
and the probable saving in the repairs of streets.
Which is respectfully submitted,
E. S. CHESBROUGH,
City Engineer.
Boston, Dec. 31, 1851.
APPENDIX A.
Statement showing Tonnage upon different Railways terminating in Boston, for 1846, '47, '48, '49, '50, '51, as reported to
the Legislature by the several Companies.
Names of Roads.
Length.
Branches.
No. Tons carried.
No. carried 1 mile.
No. carried to and
from other Roads.
1846.
Boston and Lowell, .
25 3-4
1 3-4
222,831
5,626,777
2,878,226
" " Maine,
73
9 2-3
61.600
.
'• " Providence,
41
2 15
82,192
1,962,789
595,128
" " Worcester,
44 5-8
8 1-2
179,325
6,941.291
5,171,664
Eastern,
38 1-5
3
38,013
1,090,442
-
Fitchburg, -
49 1-3
2
201,800
3,351,310
5,421
Old Colony.
37
-
16,197
299,394
801,958
19,272,003
1847.
Boston and Lowell, -
.
.
281,441
7,117,656
3,903,402
" " Maine,
-
120,428
3,612,840
-
" ■' Providence,
G.6
87,605
1,937.027
780,942
" " Worcester,
14
283,718
10,755,799
8,228,327
Eastern,
20
41,047
1,165,873
331,444
Fitchburp, -
• .
244.476
5,198,497
453,066
Old Colony,
7
42,707
748,550
219,670
1,101,422
30,536,242
13,916,851
1848.
Boston and Lowell, -
.
.
304,270
7,809,126
4,632,394
" " Maine,
.
5.8
116,694
3.752,445
-
" " Providence,
.
87,611
1,706,426
709,370
" " Worcester,
-
22
273,146
10,195,309
7,109,038
Eastern, ...
-
.
45,262
1,220,841
299,400
Fitchburg, ...
6 3-4
266,868
6,743,039
2,957,560
Old Colony,
-
7 3-4
73,200
1,181,153
392,051
1,167,051
32,608,339
16,099,813
1849,
Boston and Lowell,
" " Maine,
" " Providence,
" " Worcester,
Eastern,
Fitchburg, -
Old Colony,
8 3-4
12
23.9
15
278,313
102,485
96,642
248,768
70,348
287,032
83,541
7,168,538
3,547;817
2,092,542
9.461,055
1,723,049
6,385,507
1,387,399
4,272,528
786,939
6,944.215
341,442
4,677,303
405,112
Use 5 J miles of Providence and Worcester Railroad
1850.
Boston and Lowell,
" " Maine,
" " Providence,
« « Worcester,
Eastern, ...
Fitchburg, ...
Old Colony,
1,167,129
231,874#
143,673
104,203
252,253
71,586
328,258
87,465
31,765,907
5,863,416
4.465,801
2,222,150
9,663,386
1,829,530
8,284,617
1,268,089
17,427,539
3,201,718
683,691t
959,491
7,214,698
227,019
4,904,002
546,135
1851.
Boston and Lowell
" " Maine,
« « Providence,
" " Worcester,
Eastern, ...
Fitchburg, ...
Old Colony,
1,219,312
249,468
156,700
121,320
242,789
61,952
313,713
88,342
33,596,989
6,140 947
4,632,473
2,554,170
9,051,119
1,468,484
7,345,035
1,352,910
17,736,754
3,345,375
1,021,840
1,088,429
6,419,535
277,672
4,938,336
581,467
For 11 months only.
For 11 months only.
1,234,284
32,545,138
17,672,654
* Probably reduced by Manchester and Lawrence, of which no returns are made to the Legislature. 1 First year this item was returned.
RECAPITULATION.
Totals for the year 1846, 801,958 19,272,003
" 1847, 1,101,422 30,636,242 13,916,851
" 1848, 1,167,051 32,608,339 16,099,813
" 1849, 1,167,129 31,765,907 17,427,539
" 1850, 1,219,312 33,596,989 17,736,754
" 1851, 1,234,284 32,545,138 17,672,654
The Boston and Providence, and the Fitchburg, are for 11 months only.
APPENDIX A.
Statement showing Tonnage upon different Railways terminating in Boston, for 1846, '47, '48, '49, '50, '51, as reported to
the Legislature by the several Companies.
Names of Roads.
1840.
Boston and Lowell, .
" " Maine,
" Providence,
" " W orcester,
Eastern,
Fitchburg, -
Old Colony.
1847.
Boston and Lowell, -
" " Maine,
" •' Providence,
" " Worcester,
Eastern,
Fitchburg, ...
Old Colony,
1848.
Boston and Lowell, -
" " Maine,
" " Providence,
" " Worcester,
Eastern,
Fitchburg, ...
Old Colony,
Length.
25 3-4
73
41
44 5-8
38 1-5
49 1-3
37
Brandies.
3-4
2 3
1-5
1-2
6.6
14
20
5.8
22
6 3-4
7 3-4
No. Tons carried.
222,831
61.600
82,192
179.325
38,013
201,800
16,197
801,958
281,441
120,428
87,605
283,718
41,047
244,476
42,707
1,101,422
304,270
116,694
87,611
273,146
45.262
266,868
73,200
1,167,051
No. carried 1 mile.
5,626,777
1,962,789
6,941.291
1,090,442
3,351,310
299,394
19,272,003
7,117,656
3.612.840
1,937.027
10,755,799
1,165,873
5,198,497
748,550
30,536,242
7,809,126
3.752,445
1,706,426
10,195,309
1.220.841
6,743,039
1,181,153
32,608,339
No. carried to and
trom other Roads.
2,878,226
595,128
5,171,664
5,421
3,903,402
780,942
8,228,327
331,444
453,066
219,670
13,916,851
4,632,394
709,370
7,109,038
299,400
2,957,560
392,051
16,099,813
to
O
1849,
Boston and Lowell,
" " Maine,
« " Providence,
« « Worcester,
Eastern, -
Eitchburg, ...
Old Colony,
1850.
Boston and Lowell, -
" " Maine,
" " Providence,
" " Worcester,
Eastern, ...
Fitchburg, ...
Old Colony,
1851.
Boston and Lowell
" " Maine, -
« « Providence,
" " Worcester,
Eastern, ...
Fitchburg, - - -
Old Colony,
8 3-4
12
23.9
15
278,313
102,485
96,642
248,768
70,348
287,032
83,541
1,167,129
231,874*
143,673
104,203
252,253
71,586
328,258
87,465
1,219,312
249,468
156,700
121,320
242,789
61,952
313,713
88,342
1,234,284
7,168,538
3,541^817
2,092,542
9.461,055
1,723,049
6,385,507
1,387,399
31,765,907
5,863,416
4.465,801
2,222,150
9,663,386
1,829,530
8,284,617
1,268,089
33,596,989
6,140 947
4,632,473
2,554,170
9,051,119
1,468,484
7,345,035
1,352,910
32,545,138
4,272,528
786,939
6,944.215
341,442
4,677,303
405,112
17,427,539
3,201,718
683,691t
959,491
7,214,698
227,019
4,904,002
546,135
17,736,754
3 345,375
1,021,840
1,088,429
6,419,535
277,672
4,938,336
581,467
17,672,654
Use 5 j miles of Providence and Worcester Railroad
to
For 11 months only.
For 11 months only.
: Probably reduced by Manchester and Lawrence, of which no returns are made to the Legislature.
1 First year this item was returned.
RECAPITULATION.
Totals for the year 1846, 801,958 19,272,003
1847, 1,101,422 30,636,242 13,916,851
1848, 1,167,051 32,608,339 16,099,813
1849, 1,167,129 31,765,907 17,427,539
1850, 1,219,312 33,596,989 17,736,754
1851, 1,234,284 32,545,138 17,672,654
The Boston and Providence, and the Fitchburg, are for 11 months only.
22 MARGINAL RAILWAY. [Dec.
APPENDIX B.
Statement of Amounts Expended by the City for
Laying out and Widening Streets,
from lsi June, 1822, to 30/A, April, 1851.
Ann, -
64,804
66
Brought forward,
$425,338
Atkinson, -
7,038
75
Court,
84,524
A (South Boston,)
5,626
15
Chambers and Leverett, 851
Ann and Blackstone
5,000
00
Charter,
747
Ahlen Lane,
167
25
Commercial,
118,143
Ash, - - -
778
74
Congress, -
6,179
Allen and South Allen, 616
25
Castle,
3,518
Blackstone,
93,318
08
Devonshire,
17,001
Bromfield, -
Boylston,
76,985
39
Derne,
5,889
9,921
87
Derne and Temple,
391
Beverly
14,627
13
Dock Square,
7,491
Barrett,
1,068
24
Doane,
5,131
7,190
Beach,
11,941
06
Deacon,
Bedford,
3,366
00
Dover,
2,000
Brattle,
9,353
60
Distil House Square, 633
Bowdoin,
1,089
56
Essex,
11,501
Broad. See Sea and
Essex and Lincoln,
3,000
Broad.
Elm,
15,005
Belknap,
500
00
F riend,
31,083
Blossom,
4,315
57
Federal, -
45,914
Beacon,
8,451
05
Fleet,
58,352
Butler's Row,
1,128
84
First, (South Boston,) 10,149
Brighton, -
250
00
Fourth, do. do.
5,931
Court Square,
17,048
OS
Franklin, -
5,429
Canal,
210
00
Fulton, - y
Green,
22,380
9,875
Cross,
Chestnut, -
11,357
60
850
00
Garden Court, -
2,371
Clinton,
21,898
31
Greenough Lane,
125
Clark,
4,971
37
Garden,
543
Carver,
732
10
Hanover, -
31,858
Causeway, -
250
92
Harrison Avenue,
31,170
Cooper,
8,310
63
Hawkins, -
1,396
Chardon,
4,953
59
Howard, -
1,050
Chatham,
1,398
97
High, - -
5,955
Cambridge, -
33,008
36
Hawes,
250
Carried forward,
#425,338 12
Carried forward,
$976,378
12
68
75
00
87
43
00
34
46
03
87
75
78
00
19
04
00
79
42
51
29
64
83
45
60
59
96
00
50
63
97
20
00
71
00
40
1851.] CITY DOCUMENT.—No. 77. 23
Brought forward, $976,378 40
Ivers, - 2,000 00
Kingston, - - 18,366 82
Kneeland, - - 993 12
Lincoln, - - 19,296 68
Lynn and Charter, 222 75
Lindall, - - 10,751 00
Lynn, - 540 21
Lynde, - - 257 00
Leverett, - - 978 66
Milk, - - - 30,807 10
Moon, - - - 402 43
Merchants Row, - 48,920 78
Methodist Alley, - 100 00
Mason, - - 189 74
May - - - 100 00
McLean, - - 1,635 58
Mt. Vernon and Olive, 3,048 37
Mill Pond and Salem, 6,667 28
Merrimac, - - 450 00
Myrtle, - - 194 87
North Margin, - 5,686 63
North Bennett, - 240 66
North Market, - 15,631 60
Northampton, - 500 00
New Streets, so called, 3,406 59
Orange Court, - 4,535 50
Oliver, - - 664 16
Prince, - - 32,343 00
Pearl, - - - 10,142 77
Pearl and Atkinson,
passage between, 1,500 00
Pleasant, -v - 246 97
Pinckney, - - 1,566 08
Portland, - - 14,820 09
Poplar and Allen, 400 00
Purchase, - - 3,366 65
Pitts, ... 479 40
Richmond, - - 67,510 81
Robinson's Alley, - , 477 64
Sudbury, - - 40,983 49
Brought forward, $1
Sea and Broad, -
Summer,
Spring,
Salem,
Staniford, -
School,
Suffolk,
Somerset, -
Snowhill,
South,
Tremont,
Tremont Road, -
Temple,
Thacher,
Union,
Unity,
Vine,
Washington,
Waltham, -
West,
Water,
Winter,
Various Streets, none
of which are over
$200,
,326,802 83
77,880 91
34,466 52
2,287 00
18,133 15
459 85
12,150 34
1,106 00
428 01
5,338 75
156 50
117,962 60
21,869 41
8,152 72
1,285 00
35,054 63
163 75
175 00
176,579 68
39,617 24
2,774 25
892 00
4,672 26
1,412 94
1,890,821 34
Plans, Surveys, &c., 7,062 95
Deduct, amount
Credited in
1839, received
for " contribu¬
tions on ac¬
count of Wi¬
dening Vari¬
ous Streets.
Total,
1,897,884 29
7, 750 00
$1,890,134 29
Carriedforivard, $1,326,802 83
24 MARGINAL RAILWAY. [Dec.
APPENDIX C.
Cost of Paving Streets in Boston.
Year ending May 1st,
Nine months ending
Jan. 1st,
1842, -
1843, -
1844, -
1845, -
1846, -
1847, -
1848, -
1849, -
1850, -
1851, -
1852, -
$46,923 92
47,763 50
38,591 78
38,738 99
70,285 57
104,870 04
99,776 16
163,576 04
154,953 89
147,395 45
180,000 00
The great increase subsequent to 1846 is owing to the disturbance
of old Streets by laying the Cochituate water-pipes, and to paving
new ones in South and East Boston.
\
AUG 18 1925