REPORT
Oï T¥E
DIRECTORS, TREASURER,
AND
ENGINEER,
or THE
ANDROSCOGGIN RAIL ROAD COMPANY.
HARMON
PORTLAND:
& WILLIAMS, PRINTERS.
1851.
REPOKT
OF THE
DIRECTORS OE THE ANDROSCOGGIN RAIL
ROAD COMPANY,
SUBMITTED TO THE STOCK-HOLDERS AT THEIR
ANNUAL MEETING, DEC. 2, 1850.
To the Stockholders of the Androscoggin Rail Road :
The Directors Respectfully Report—At the time of your
last Annual Meeting, that portion of your road between the junction
at Leeds and Livermore Falls, a distance of twenty miles, had al¬
ready been located and put under contract upon such terms as were
in the main deemed satisfactory. Since that period the work of
Grading has progressed without interruption. The whole work, as
estimated, to be performed on this portion of the road, at the prices
contracted to be paid, amounted to $49,750 00. Of this amount,
orders have been drawn for work already completed, exclusive of
what was done in the month of November, which has not as yet
been estimated, for $27,033 27. Of this amount Messrs. Myers &
Sherrill have been allowed $18,959 20. Messrs. Cushman & Cur¬
rier, $7,394 75, and Messrs. Boothby & Ridley, $679,32, making
in all as before stated, $27,033 27. The amount of labor performed
during the past month, and not yet estimated, will not fall short, it
is supposed, of $2,000 00 ; leaving an amount yet to be performed
to complete the grading of this portion of the Road of about $20,-
000 00 upon the basis of the original estimates. Owing however
4
DIRECTORS' REPORT.
to some changes in the location of the line upon Sections 11,17 and
18, a saving has been effected of some 28,745 yards of earth exca¬
vation, which at the prices paid, amounts to $3,811 75; thus redu¬
cing the actual amount of labor yet to be performed to within a
fraction of $17,000. This amount includes the expense for con¬
structing the bridge over Dead River, which has not as yet been
commenced, but which will be completed in season to prevent any
delay in the laying of the track. The grading of the first ten sec¬
tions is entirely finished, and mainly that upon sections 12, 15 and
16. The grading and masonry upon all the remaining sections can
be completed in a very short period. It has not been deemed ad¬
visable, however, to urge the contractors beyond their convenience,
inasmuch as the laying of the track cannot be commenced before
the opening of the spring.
At a meeting of the Stockholders, holden at Haines' Corner, on
the 16th of May last, the Directors were authorized and instructed
to issue bonds not exceeding one hundred thousand dollars, for
the purpose of securing the iron and superstructure of the road.
Negotiations were immediately commenced with iron dealers in
various places, and resulted in closing a contract with Messrs.
Wainwright & Tappan, of Boston, agents of Bailey, Brothers &
Co., of Liverpool, for 1650 tons of iron, to be delivered in Portland,
free from all expenses save the duty, for $32,50 per ton. This iron
is to weigh 49 to 50 lbs. to the linear yard, and to be of the H pattern,
the most approved now in use. This contract was closed on the
8th of October, and the iron will be shipped in the months of March,
April and May. Should no accident occur, the first cargo may be
looked for during the month of May, and the laying of the track may
undoubtedly be commenced as early as the first of June.
By the terms of the contract with Messrs. Wainwright & Tappan,
$26,812 50, will become due and payable on the arrival of the iron,
and about $13,000 for the duty, making in all about $40,000, which
must be provided for during the next six months, either by the sale
DIRECTORS' REPORT. 5
of Bonds or from subscriptions to the stock. The latter method is
undoubtedly preferable, as it relieves the company from all further
responsibility, and the Directors are extremely anxious that the
whole amount may be realized from this source. The remaining
$26,812 50, likewise becomes due in September, 1852, and must be
met at that time. The Directors presume that the amount neces¬
sary to meet these respective sums, may be raised by the sale of the
Bonds with Coupons annexed, secured as they will be by a mort¬
gage upon the road-bed and superstructure.
They trust however, that the Stockholders will not permit such a
result ; but by prompt and effective subscriptions, secure to them¬
selves all the advantages to be derived from a sole and exclusive
ownership. Statistical facts, carefully collected, and which will be
laid before you at no distant day, prove conclusively that as an in¬
vestment, the stock of no road offers greater inducements. As yet
the financial affairs of the Company are perfectly untramelled.
Not a dollar has been paid by way of bonus or extra interest. The
grading of the road will be completed at a price below all prece¬
dent,—and running as it does into a rich agricultural country, com¬
manding the entire business and travel of some 40,000 people, free
from all competition and ever destined to be so, it must command
the early attention of all having funds at their disposal and at all
aware of the true position of its affairs. It is hoped that the Stock¬
holders will not suffer themselves to be deprived of real advantages
for the want of a little timely exertion.
In the present state of the subscriptions to the Stock of the Com¬
pany, the Directors have not felt themselves at liberty to put any
further portion of the road under contract, although they deem it
desirable to do so whenever the amount of subscriptions will war¬
rant it. In anticipation of a speedy consummation of their wishes
in this respect, they have ordered a survey of that portion of the
road between Livermore Falls and Farmington Centre, and the fol¬
lowing abstract of the result of that survey, submitted by the res-
6
DIRECTORS' REPORT.
ident engineer, will show the distance and practicability of the route.
"The distance from Livermore Falls to Jay Bridge is 2 1-4
miles ; from Jay Bridge to Bartlett's Corner 3 1-2 miles ; from
Bartlett's Corner to East Wilton 6 miles, and from thence to Farm-
ington Centre 4 3-4 miles, making the whole distance from Liver-
more Falls to Farmington Centre, 16 1-2 miles. It is probable that a
locating survey would decrease the distance to 15 miles or less.
Of this distance, three fourths consists of straight lines. The re¬
mainder consists of curves, generally of 5,000 or 10,000 feet radius,
but in no case will a shorter radius than 2,000 feet be requisite.
On the present line it is found necessary to adopt an inclination
of 50 feet per mile, for the distance of two miles, in ascending the
elevated lands dividing the waters of the Androscoggin and Sandy
Rivers—but from a careful reconnoissance made since the present
line was run, it is not doubted.that a locating survey may reduce
the inclination to 39.6 per mile.
The remaining grades are 4 miles level, 2 miles from 10 to 20
feet per mile, 4 miles from 20 to 30 feet per mile, and the remain¬
der from 31 to 39.6 per mile."
No estimate has as yet been completed, but enough is known to
satisfy the engineer that it can be constructed at a very moderate
expense. We have reason to believe that the length of the line,
when located, will not exceed fifteen miles between the two points,
and that the cost for grading will fall considerably below the average
of New England roads.
The accompanying Report of the Treasurer exhibits the resources
of the Company, and the amount actually received and paid out by
him. An examination of this report shows that the entire resour¬
ces of the Company up to this period, have been $66,087 80.
To wit : from Stock subscriptions, $51,700 00.
From Loan from citizens of Portland,
at 6 per ct. payable in two years, 10,000 00.
From temporary loans, 4,387 80.
$66,087 80.
DIRECTORS' REPORT.
7
Of this amount there have been received into the hands of the
Treasurer, $29,551 06
Leaving an unexpended balance to
meet the present liabilities of
the Company, and for further
expenditures, of 36.536 74.
Amounting in all as before stated, to $66,087 80
The cost of constructing that portion of your road now under con¬
tract, as nearly as can be calculated, basing the estimates as far as
possible upon the actual contracts, will be as follows :
For Grading and Masonry, -
$50,000 00
" Land damages,
4,540 00
" Fencing, -
12,000 00
" Engineering and Incidental Expenses,
10,000 00
" Rails, including duty,
66,000 00
" Chairs, Spikes, &c.,
8,000 00
" Transportation of materials, crossings,
cattle
guards and signs, side tracks, &c., &c.,
8,442 00
" Sleepers, -
10,000 00
" Laying Track,
5,000 00
" Gravelling, -
7,500 00
" Depots, Water Fountains, &c.,
10,000 00
Making in the aggregate,
$191,482 00
By the report of the Treasurer it appears that the land damages
already settled, amount to only $1,838 35, but this only shows the
amount of orders actually paid, but from a statement of the Com¬
mittee on land damages, recently submitted to the Directors, it ap¬
pears that obligations have been taken, amounting to $3,695 00,
and which are to be cancelled mainly by an issue of Certificates of
Stock, leaving a balance unsettled, estimated at less than $1,000.
In behalf of the Directors,
ALONZO GARCELON, President.
December 2, 1850.
TREASURER'S REPORT.
To the Stockholders of the Androscoggin Rail Road :
In compliance with the bye-laws of the Corporation, I herewith
submit a statement of the transactions of the Treasury department,
during the year ending November 30, 1850, which will exhibit the
amount received for assessments on stock and other sources, the
liabilities and resources of the Company, and the expenditures of
the different departments, so far as orders have been presented to
the Treasury, and including the reserved quarter to contractors, for
which orders have not been drawn.
During the last year, the receipts into the Treasury have been
from the following sources, to wit :
From assessments on the Stock of the Company, - 19,871 27
From individuals on temporary loans, - - 4,387 80
From a loan from citizens of Portland, - - - 5,625 00
829,884 07
Amount of payments during same period, - - 29,551 06
The liabilities of the Company are as follows, to wit :
On notes to individuals on short time, - 2,110 00
Interest on do. to Dec. 1, 1850, - - - - 44 25
On orders presented to the Treasurer, and amount due
for reserved quarter on contracts, for which no orders
have been drawn, 8,786 11
810,940 36
The assets of the Company are as follows, to wit :—
Balance due for assessments on stock of the Company, 31,828 73
Balance due for subscription in Portland, - - 4,375 00
Cash on hand, 333 01
836,536 74
10 TREASURER'S REPORT.
A Schedule shewing the amount expended for the different
departments so far as the amount is known, which will include
nearly all that has been expended.
Preliminary expenses and before organization, - $1,051 00
Expenses in 1849, and after organization, viz :—
For Engineering and Engineering expenses, 1,550 00
Paid Directors, Clerk, &c., ... 670 00
Incidental, including Stationery, &c. 143 00
2,363 00
Expenses in 1850,
For Engineering and Engineering expenses, 1,081 38
Paid Directors, Treasurer, &c., - - 1,216 00
Incidental expenses, including collection,
Stationery, &c., .... 745 00
3,042 38
Earth excavation, .... 21,346 70
Rock " ..... 505 00
Culvert masonry, .... 5,181 57
27,033 27
Land damage, 1,838 35
Fencing, 309 00
Sleepers, 47 75
$35,684 75
JOHN GILMORE, Treasurer.
ENGINEER'S REPORT.
ENGINEER'S OFFICER
Portland, February 17th, 1851. }
To the President and Directors of the
Androscoggin Rail Road Company.
Gentlemen :
I have the honor to submit a Report, descriptive of the character¬
istics of your road, its cost and present condition, together with
some general observations relative to its business prospects.
The line of your road diverges from the Androscoggin and Ken¬
nebec Rail Road in the town of Leeds, a distance of 17 1-2 miles
from the junction of the latter with the Atlantic and St. Lawrence
Rail Road, and 44 1-2 miles from the City of Portland.
It pursues a northerly course through the town of Leeds, gradu¬
ally approaching the Androscoggin valley, till it reaches the South
line of East Livermore, thence it follows the East side of this val¬
ley to Livermore Falls.
This point is a distance of 20 miles from Leeds station on the
Androscoggin and Kennebec Rail Road, and 64 1-2 miles from
Portland. The line of your road is definitely located to this point,
the whole is under contract and a large amount of work is com¬
pleted.
The country is of the most favorable Character for the cheap con¬
struction of a rail road, permitting the adoption of moderate grades
and curvatures, and abounding with suitable building materials.
12 ENGINEER'S REPORT.
The elevation of the southern terminus of your road is 264 feet
above tide water, and that of the present northern terminus is 345
feet. The lowest intermediate point is 275 feet above tide water.
The following is a statement of the grades : —
Level Road, - - - - 4 1-4 miles.
Grades from 5 to 10 feet per mile, - 1 1-4 do
" 10 to 20 » « » - 2 do
" " 20 to 30 " « » - 4 1-2 do
" " 30 to 40 " " " - - 7 1-4 do
" of 53 " " " - 3-4 do
e
The allinement of the road is as follows :
Length of line, curved to a radius of 1200 feet, 0.2 miles.
" " " " " " " 2000 feet, 0.5 do
" « " " " " " 3000 feet, 0.4 do
" " " " " " 4000 feet, 1.1 do
" " " " " " of 5000 ft. and upwards, 2.2 do
Length of straight line 15.6 miles, or 78 per cent of the whole
distance.
The soil is generally of a sandy and gravelly character, which
will reduce the expenditure necessary for ballasting the track.
There is but one bridge on the whole line, and that is a cheap pile
bridge of 180 feet in length. Wherever the road is in the vicinity
of the Androscoggin River, it is not in the least exposed to damage
from floods. The small amount of perishable material required in
the road, and its safe position will render the cost of maintenance
much below that of ordinary roads. The larger portion of the road
will be on embankments and the cuttings being light, no difficulties
can be apprehended from slides, imperfect drainage or snow.
The road bed has a width of 25 feet in cuttings, and 15 feet on
embankments.
COST OF THE ROAD.
Your Engineer has furnished me with data for an estimate of the
cost of the road, which is based principally upon contract prices. The
ENGINEER'S REPORT. 13
grading is so far advanced towards completion, as to admit of no
doubt as to its final cost. The work is generally light, and the material
to be removed, is mostly sand and gravel. The total amount of earth
excavation on the 20 miles under contract, is 276,287 cubic yards,
averaging but 13,814 yards per mile, and the rock excavation on the
whole line, does not exceed 1000 cubic yards. Of this work, there
have been 184,000 yards of earth, and 650 yards of rock removed.
There is an aggregate of 4,059 cubic yards of masonry, of which,
2795 yards are completed.
There are now 16 miles nearly graded, and this can soon be pre¬
pared to receive the track.
A large number of sleepers are contracted for.
All the iron required for the 20 miles of road, is contracted for at
the low rate of $32,50, per ton, delivered in Portland.
The following is the estimated cost of the line under contract.
For Grading, Bridging, &c., &c., - - $57,322
For Track, including side track, and ballasting, 106,700
For Land, Fence, Buildings and General Expenses, 27,460
Total cost, ..... $191,482
Average cost, $9,575 per mile.
There has been expended up to the first of January, 42,929
Which being deducted, leaves $148,553
as the amount of expenditure yet to be made to complete the 20
miles of road now under contract.
The above estimate includes every item of expense necessary to
complete the road, and put it in operation, except machinery. This
is not included, from the fact that it is believed an arrangement
may be made with the Androscoggin and Kennebec Rail Road
Company, for operating your road, which will prove mutually ben¬
eficial. Should it however, be necessary to operate your own road,
the total cost, with machinery to commence business with, will not
probably exceed $215,000, or 10,750 per mile.
14
ENGINEER'S REPORT.
This estimate embraces a liberal allowance for buildings, contin¬
gencies, &c., and the final cost of the road is more likely to fall
below, than to exceed this sum.
From Livermore, the present terminus of your road, a line of
survey has been extended through Wilton, to Farmington Village,
which is the shire town of Franklin County. The distance to this
point is about 16 1-2 miles, giving 36 1-2 miles as the total length
of road to be built to reach this place, and making the total distance
from Portland to Farmington by railway, 81 miles.
This line in crossing from the valley of the Androscoggin to that
of Sandy River, passes through a section of country of a more ir¬
regular surface, requiring heavier grades and heavier work, than are
necessary for the portion of the road now located. The soil is less
favorable and there are more indications of rock.
A more thorough examination of the country, it is believed, will
enable you to reach the valley of Sandy River with grades, curva¬
tures and cost, not materially greater than for that portion of the
road now in progress.
BUSINESS PKOSPECTS OF THE ROAD.
Having presented the general features of the road, and its esti¬
mated cost, the questions as to the amount of business that may be
anticipated, and the revenue to be derived therefrom, remain yet to
be considered.
There is a highly cultivated and fertile section of this State,
which no projected railway communication has yet reached. This
section embraces the county of Franklin, the south-west portion of
Somerset, and a few of the northern towns of the county of
Oxford.
This district of country is watered by several of the largest rivers
of Maine, whose valleys open up and combine in one body an ex¬
tent of fertile country, probably equal to nearly all the other streams
within the State.
ENGINEER'S REPORT. 15
The Androscoggin river which has a volume of water nearly
equal to any river in New England, and the Kennebec, the next in
size, have their sources in the northern portion of the counties of
Franklin and Oxford, and both flowing southerly, following a circu¬
itous course, the former bearing westerly and the latter easterly, till
the greatest distance between them is 75 miles ; thence they con¬
verge and finally unite at the point where their waters empty into
the ocean.
These rivers from their extreme sources to their junction, traverse
a distance of about 200 miles each, and receive the drainage of a
district of country equal to about 10,000 square miles. By reference
to the map of Maine, it will be observed that the waters of these
rivers, enclose a territory of an extent nearly equal to the whole
State of Massachusetts.
This may be regarded as the most fertile portion of the State,
possessing great resources and a large and enterprising population.
Numerous and valuable tributary streams traverse the country em¬
braced by these rivers, which annually add to the fertility and native
richness of the intervales, and furnish almost an endless amount of
water power. Among the larger and more important of these
streams are Dead river, Sandy river, and Twelve Mile stream, as
it is called. These streams have their sources in the elevated sec¬
tion of country in the interior, and running southerly and easterly
through Franklin and Somerset counties, empty into the Kennebec
river.
The section of country drained by the latter two streams, is in a
high state of cultivation and not surpassed in fertility by any por¬
tion of New England. In fact, the district known as the Sandy
river country, is proverbial for the richness of its soil, its wealth and
resources. The country traversed by Dead river, does not, perhaps,
fall below the others in fertility, but is less advanced in cultivation.
The system of railways projected, and so far as at present carried
■out in this State, is calculated only partially to accommodate and
in ENGINEER'S REPORT.
develop the trade of that portion of the State included between the
Androscoggin and Kennebec rivers.
The southern portion of it, which is of a wedge shape, is travers¬
ed by the Kennebec and Portland road.
Further in the interior, the Androscoggin and Kennebec road,
leaving the Montreal road near the former stream, crosses this dis¬
trict of country in an easterly and westerly direction.
The Portland and Montreal road has a north-westerly direction,
and skirts along the western border of the section of country referred
to. From this hasty sketch of this portion of the State, it will ap¬
pear that the roads thus far built, run eastwardly and nearly parallel
*
with the coast, and westerly in the direction of the upper St. Law¬
rence, while the great extent of country above described, remains as
yet without the facilities of communication and market.
Railways running easterly and westerly, can never fully meet the
requirements, and develop the resources of this section of the State.
The trade of this district, like its rivers and its roads, tends southerly
to the ocean.
Its geographical position with reference to the chief commercial
city of the State, its topography and business relations require that
a road having for its object the accommodation of the trade of this
important section of the State, should occupy a northerly and south¬
erly position coincident with the general course proposed for your
road.
With a view to exhibit more clearly the situation and extent of
the country which is to contribute to the business of your road, and
the relative position of the main lines of road in connection with
yours, I have prepared a map of this part of the State, upon which
these lines are delineated and to which I beg leave to refer.
Portland being the chief commercial city of the State, is, of
course, the best market, and from her natural advantages alone, she
could always maintain this ascendancy. But for her present pros¬
perity she is chiefly indebted to her great lines of railways, which
ENGINEER'S REPORT. 17
we may be allowed to say, are but just begun, and yet have added
largely to her business, wealth and population. With these great
lines completed, and all converging to Portland as a center, her
progress will be vastly accelerated, and the time is not far distant
when she will rival Boston as a market.
A line of railway therefore, which is to connect the richest agri¬
cultural portion of the State, with its commercial capital by the
shortest and most direct route, it appears if economically built, must
prove remunerative as an investment and add largely to the wealth
and prosperity of the community in which it is located.
It will be perceived by reference to the annexed map, that the
Portland and Montreal road has a general Northerly course to a
point 27 miles from Portland where it bends Westerly. It is at this
point that the Androscoggin and Kennebec road diverges from the
former and bears Northeast, crossing the Androscoggin River at
Lewiston, it passes through the north easterly corner of Leeds;
where an unusually feasible and direct route offers itself for a road
which may penetrate the interior in a northerly direction. The
deviation of the two roads, forming the line to this point, from a
general northerly course, is so slight as to form no material objec¬
tion, even though the original object had been to reach the south
easterly corner of the County of Franklin, by the most direct route
from Portland.
Starting with this advantage, your road follows up the Andros¬
coggin valley to a point which effectually secures to it, the trade of
a number of towns on each side of the river above, which are too
remote from the Montreal road, or the Buckfield Branch to be es¬
sentially accommodated by it.
While it accomplishes this desirable object, it also approaches
sufficiently near to that rich and fertile section of country lying to
the north of the Androscoggin valley, to secure a large and valua¬
ble portion of its trade. This result is obtained by the construction
of only 20 miles of road at the low average cost of $9,575 per mile.
18 ENGINEER'S REPORT.
By the extension of your road, you would ol course bring a larger
extent of country within its influence, and add largely to your trade.
With a proper location for this extension, there appears to be no
doubt that the whole of the valuable trade of the upper Kennebec,
and the adjacent country is within your reach. With a full knowl¬
edge of the extent and value of this trade and the superior facilities
for the construction of a road, which shall penetrate to the very
heart of this rich district, no one can doubt the importance of your
work, or the value of its stock as an investment.
The prospective advantages resulting from the probable extension
of settlements and improvements up the Kennebec valley, and of its
becoming at an early day a still more important thoroughfare,
should also be borne in mind.
The Kennebec and its tributaries drain a section of country equal
in extent to two thirds of the State of Massachusetts, and the nat¬
ural channel or outlet for the trade of this extensive district, is
through the valley of this river, to the nearest line of railway which
shall connect it by the most direct route, with the chief market of
the State.
That your road with its present terminus will draw largely on
this trade, and that its position is such, that its future extension will
control and receive the whole of this trade, if its manifest advan¬
tages are early improved, does not admit of a doubt.
A reference to the map accompanying this report, will more
plainly illustrate the question, than any thing that can be written
on the subject, and shows most conclusively, the advantages of your
road as a channel of communication through which this trade may
reach Portland, and if desirable, Boston or any portion of New
England.
The following tabular statement shows the population, valuation
and productions, according to the last census of the towns which
will contribute to the trade of your road.
Names
of
Towns.
Avon,
Carthage,
Chesterville,
Farmingtou,
Freeman,
Industry,
Jay,
Kingfield,
Madrid,
New Sharon.
New Vineyard
Phillips,
Salem,
Strong,
Temple,
Weld,
Wilton,
Leeds,
E. Livermore,
Li verm ore.
Canton,
Wayne,
Fayette,
Dixfield,
Peru,
Mexico.
Vienna,
Anson,
North Anson,
Starks,
Mercer,
New Portland
Totals,
Popu¬
lation
in
1850.
Valuation
in
1850
778
420
1142
2,725
762
1 041
1.732
662
404
1.733
635
1,673
454
1,008
785
995
1,909
1,652
892
1,764
926
1,367
1.085
1,180
1,109
480
851
848
1,168
1,446
1,186
1,460
124,883
43,162
156,000
710,774
206,400
257,573
361,946
234,934
35,089
333,030
200.000
231,000
82,000
248,942
91,326
112 352
301,438
263,682
248,203
427,239
264,730
244,231
214,629
131,000
172,998
57,037
131,160
107.012
202,254
307,861
215,476
173,300
36,272 $6,891,711
103 51 83
Bushels
of
Potato's
7,2u4
3,120
13,710
25,936
10,354
8,719
21,376
5,322
3,348
22,961
3,938
14,421
11,817
10,078
8,951
9,325
14,817
25,274
12,005
20,027
14,955
14,858
14,718
8,731
12,372
4,185
9,651
9,219
21,644
15,982
19,466
15,569
| 413,983
Bushels
of
Corn.
2,570
1.966
6,825
15,938
2.972
5/299
11,852
2,513
419
9,469
2.178
3,734
1,244
5.228
3,155
3,370
7,880
12,859
8.175
13.648
6,928
9,536
7.967
4,611
9,158
1.660
5,643
4,281
3,0 !5
9,919
7,310
5,473
354,955 196,795
Pounds
of
Wool.
249,981
Tons
of
Hay.
1,901
1,075
2,569
7,260
1,755
3,186
4,793
1,147
823
4,321
1,600
3,228
875
3,373
2,293
2,681
3,497
3,435
2,106
4,290
2,236
1,791
2,652
2,016
2,063
842
2,155
2,274
1,762
4,487
3,218
3,253
84,951
No.
of
Ilors's
114
48
113
402
109
159
310
97
29
218
64
180
63
204
117
121
258
194
146
275
111
158
209
167
127
69
126
75
231
236
189
214
5,223
No.
of
Cattle
No.
of
Sheep.
1,075
641
1,162
2,920
888
1,427
2,164
655
451
1,948
632
1,728
534
1,507
869
1,432
2,316
1,750
1,094
2,047
1,175
995
1,124
1,245
1,210
417
976
1,105
1,230
1,759
1,269
1,782
41,827
1,842
816
1,707
6.959
2,973
4,102
2,911
1,647
876
3,693
1,863
4,068
r,291
4,375
2,346
2,003
2,794
2,040
1,271
2,433
1,210
1,071
1,468
1,177
1,558
473
1,691
2,390
2,282
4,051
2,185
6,146
No
of
Swue
77,712 6,297
141
57
110
359
126
131
511
lid
71
167
59
2*4
72
195
96
161
357
19^
271
609
259
219
141
112
220
54
145
119
317
2»1
146
204
Pounds
of
Butter.
30,760
13,375
3 ,125
63,2*5
18,665
29,870
54,932
11,350
10,275
45,115
15,85 S
41,850
13,245
30,5:7
18,915
32,220
45,560
39,792
25,657
42.710
25'395
37,532
26.711
21,290
27,i.95
8,215
27,0G5
22,482
30,960
48,450
34,395
40,805
964,884
Note.—In the Census returns it is stated that the Grain, Potatoes and Hay of the above towns for 1850, are generally onethird short of the average of several years past •
20 ENGINEER'S REPORT.
From the preceding tabular statement, it appears that the towns
whose trade will pass over your road, contain over 36,000 inhabi¬
tants.
This population will rely solely on your road as the most natural
and economical channel through which they will receive their sup¬
plies, and forward their productions to market. There is also a
large population in the city of Portland and the intermediate coun¬
try, amounting probably to 45,000 inhabitants, who will also con¬
tribute more or less to its business.
There is a large amount of travel at the present time to and from
this section of country. There are lines of stages running south¬
erly from Phillips, New Portland, Anson, Farmington, Wilton and
Dixfield.
Probably the annual travel in private conveyances is equal to that
in the stages. With the more rapid and direct communication af¬
forded by your road, these lines will be concentrated upon it and
new lines extended farther into the interior in different directions,
which will draw to it a large amount of travel.
The freight business of your road, will compare favorably with
that of other roads in this State, now in operation. It extends into
one of the richest and most fertile agricultural districts in the
State, and although it is at present in a high state of cultivation,
the opening of a cheap and expeditious communication will more
fully develop its resources. Manufactures and various branches of
industry will receive an impetus, and new sources of wealth and
trade will be opened.
The roads with which yours is connected, carry a large number
of cattle and other animals to market. This will constitute an im¬
portant branch of your freight business.
It is estimated by competent judges that there are annually driven
or slaughtered and transported to market from Franklin County, 9,000
cattle and 25,000 sheep and swine. That the value of articles an¬
nually manufactured in this county, is three hundred thousand
ENGINEER'S REPORT. 21
dollars, and that the estimated amount of merchandise trans¬
ported at the present time to and from tide water, is upwards of
9,000 tons. From other towns in Oxford and Kennebec counties,
there will be a large amount of freight, which will find its way to
and from market over your road.
To and from the town of Wayne alone there are several thousand
tons of freight now transported annually. A large portion of this is
for the Wayne scythe manufactory, which is probably the most ex¬
tensive establishment of the kind in the United States. This busi¬
ness will probably mostly pass over your road.
In the town of Leeds, there is found a very superior quality of
granite, large quantities of which have been transported by teams
to the junction of your road with the Androscoggin and Kennebec
road, and thence by the latter to Lewiston, where it is used in the
erection of the large manufacturing buildings now in progress at
that place. As soon as your road is in operation, this granite when
forwarded to market, will all pass over it, wherever its destination
may be, and will form an important item of trade.
Some descriptions of grain, potatoes and hay, will be forwarded
to market on your road, and in return, flour, salt, lime, fish and
other articles of merchandise will reach the consumers through the
same channel.
Among other items of trade, may be noticed those of fire wood,
ship timber and lumber. These articles are often transported great
distances on rail roads, and fire wood is now carried a distance of
over 70 miles over railways, to the city of Portland. The great
abundance of these articles in the towns tributary to your road, and
the superior facilities which you can offer for cheap transportation,
will ensure a large amount of this description of freight.
An immense quantity of lumber in logs, annually goes down the
Androscoggin River. This manner of transporting lumber to mark¬
et is attended with great losses and a considerable deterioration in
value. In addition to this, there is great embarrassment and loss
22
ENGINEER'S REPORT,
sustained from the time consumed in transporting- the timber to mark¬
et. Two years are usually consumed before returns are made for
lumber forwarded to market by the river and sometimes a greater
length of time elapses before the money is realized for it. With
railway communication, lumber will be manufactured in the interior
and forwarded expeditiously to market, in the best condition, thus
not only avoiding losses, but enhancing the value materially above
the ordinary mode of transportation, and realizing this increased
value immediately.
The total amount of freight, estimated for all the towns embraced
in the tabular statement, as deduced from census returns and other
reliable sources, is 14,000 tons. In estimating the revenue to be
derived from the business of your road, it would perhaps be more
satisfactory, and safe to compare it with a corresponding length of
road under similar circumstances.
That portion of the Portland and Montreal Rail Road extending
from the Danville junction to Paris station, its present terminus, is
the same length as your road.
The character of the country through which it passes, is similar,
yet not in that advanced state of cultivation. The country beyond
its terminus embraced in a circuit of 20 miles, is generally far be¬
low, in point of fertility and cultivation, that of Franklin county
which is to become one of the principal sources of trade fcir your
road. If we extend our comparison of the country contributing to
the trade of the Montreal road, so far as to include the Androscog¬
gin valley above Bethel, and the Connecticut valley above Lancas¬
ter, we should embrace a larger extent of fertile cultivated country
than is at present drawn to the support of your road, yet the popu¬
lation is about the same, and the distance to be travelled by this
population to reach that road, is more than double that to be trav¬
elled by the same number of inhabitants to reach your road. With
the present terminus of the Montreal road, there is a large amount
of trade and travel from this population which is beyond its influ¬
ence, and which now passes down the Connecticut valley, but will
soon be secured to that road by its extension.
We have made these observations with a view to show that al¬
though the Montreal road is at present doing a very large business,
yet when it shall have been extended further into the interior there
will be a vast increase in its local trade from the population which
now contributes indirectly to its support, and also to show that if we-
23
ENGINEER'S REPORT.
take the trade of the upper division of that road, and the popula¬
tion which makes up its trade, as the basis of an estimate of reve¬
nue from nearly the same population, but under rather more favor¬
able circumstances on your road, that it would appear entirely safe.
Our allusion to the above mentioned road, is simply with refer¬
ence to the local or way trade for the upper division, which in many
respects resembles yours, but it is proper to remark that when that
road shall have been completed, and its connections formed, there
will scarcely be a road in the Union, which will exceed it in the
magnitude of its results. Comparing the present business on the
upper division of that road with the number of inhabitants, we find
that the passengers canied, reduced to through passengers, are more
than equal to the population. That the freight transported is equal
to half a ton to each inhabitant. This is the most unfavorable view
of the case, from the fact that the whole population is embraced,
while the road with its present terminus does not secure all the bu¬
siness from this population, which its extension is sure to accomp¬
lish. Your road probably can never have a successfully competing
line, if continued on a judicious location, and therefore the whole
trade of its population can be relied on.
I know of no reason why the same proportion of business to pop¬
ulation, should not be expected on your road. The character and
productions of the country, and the number and pursuits of the in¬
habitants, are nearly the same. This proportion would give not
less than 30,000 through passengers and over 18,000 tons of freight
for your road annually. In order however, not to over estimate the
business of your road, we will place the number of passengers at
20,000 and the freight at 12,000 tons annually, which is very con¬
siderably below the actual business on the upper division of the
Portland and Montreal road from a less population.
With this data, the revenue of your road will be nearly as fol¬
lows:—
20,000 passengers at 60 cents, ... $12,000
12,000 Tons freight at $1,25 per ton, - - 15,000
Mail, 2,000
Total, $29,000
Deduct for expenses, 45 per cent., - - - 13,000
Net Revenue, - - - - $16,000
which is over 7 per cent on $220,000, the cost of the road, fully
equipped.
ENGINEER'S REPORT.
24
I have deducted 45 per cent of the gross receipts for expenses,
which is a larger per centage than is required on the Portland and
Montreal Road, and others in this vicinity.
On the latter, the expenses for the year 1850, amounted to 41
per cent of the receipts, and on the Portland, Saco and Portsmouth
Road, for several years past, the expenses have ranged from 36 to
40 per cent of the receipts. It is believed therefore, that the ex¬
penses of operating your road, if judiciously managed, will not ex¬
ceed the sum named.
Relative to the amount of business which is estimated to pass
over it, I may remark that it is possible that it may not reach the
amount for the first year or two, but there can be little doubt of its
finally exceeding the preceding estimate.
The exceedingly low cost of your road, and its favorable position,
are considerations which entitle it to much confidence, and appear to
leave no room to doubt its success.
The business of the section of the State which it is designed to
accommodate, will doubtless soon require its extension. Certain it
is, that there is no natural obstacle of a serious character, in the
way of such extension, but on the contrary, the shape of the ground
and the course of the streams, greatly facilitate the undertaking.
This may be accomplished at about the same cost per mile as that
portion now in progress, and if judiciously located, will place your
road in a position to command the whole trade of the Upper Ken¬
nebec and its tributaries.
On careful consideration of the subject, with the knowledge and
experience I have in such matters, I am entirely satisfied that your
road, if built and extended as proposed, will not only be a good
paying road to the stockholders, but next to the Atlantic and St.
Lawrence road, it is the enterprize which ought to command the at¬
tention and patronage of the business men and capitalists of Port¬
land.
I have the honor to be
Gentlemen,
Your obedient servant,
A. C. MORTON,
Consulting Engineer.