REPORT.
Engineer's Office Bangor and Calais Shore Line Bail Road,
Cherryfield, Maine, Dec. 1st, 1873.
To the Honorable Board of Directors of the Bangor and Calais
Shore-Line Railroad:
Gentlemen :
Having been assigned to the duties of the Surveys for the
preliminary location of your propsed Rail Road, and having com¬
pleted such Surveys as have been deemed necessary for the present
purposes, .1 have the honor to submit the following, with the accom¬
panying Maps, Plans and Profiles, as my report:
On my return from Oregon, one year ago, I found a letter awaiting
me from Col. Mayo, since chosen one of your Board, inviting me to
take charge of the Surveys from Bangor to Ellsworth, &c., and I ac¬
cordingly repaired to the former place and organized a party for the
field, consisting of one Transit-man and Leveller and one Rod-man,
two Chainmen, two Axe-men and one Backsight-man. With this party
it was proposed to start the Survey and add other Axe-men, &c., as wc
should find it advisable.
After walking over the country between Bangor and Ellsworth and
a careful exploration, before we had set a stake or set up an instru¬
ment on our proposed line, the Bangor Directors decided to abandon
2
the Survey "for the winter, at least," and furnished me with fifty
dollars to settle a part of the bills already incurred, and on the
strength of a telegram from J. W. Moore, your President, to the effect
that he would leave the matter to the Bangor Directors, I paid off
and discharged my party at Bangor, on the 4th of November, 1872.
On the 26th of November following, ï received a telegram from J.
W. Moore to return to Bangor and resume the Surveys, which I ac¬
cordingly did, on the 4th of December. Starting the Bangor and
Ellsworth Linf. from a point near Treat's Falls and the mouth of
Burr's Brook on the East bank of the Penobscot River abov.e Bangor.
GENERAL OUTLINES.
From the above described starting-point, our line follows near an
Easterly course to Hart's Summit, which was found to be the highest
land traversed by the line; it being the divide between the Penob¬
scot and Dead River waters. Thence through "George's Corners,"
to the outlet of Fitz's Pond, which we cross below the lower mill,
and re-cross above the upper mill, and follow close to the Northern
shore of said Pond to Eastern outlet. Thence crossing the stage
road near where the same crosses said Eastern outlet, we follow this
stream through some two miles of meadows to the head of Read's
Pond, and follow the Eastern shore of this Pond to a point beyond
and to the Eastward of the mouth of Boggy Brook, in the vicinity of
the Frazier settlement, and thence strike out over some rather high
and rough country to Ellsworth Falls. Here we crossed Union River,
above the upper dam, and drove our last stake on this line in the
stage road some forty rods East of the bridge, and twenty-sis miles
from Bangor, on the 7th day of January, 1873.
On the following day we made a survey from Tide Water below at
the city wharves, to a point East of the Mt. Desert road, following
Card's Brook, so called, and found grades of 150 feet to the mile, ris¬
ing from the city, and a very crooked line, and so settled the imprac¬
ticability of egress by this proposed route from the city Eastward.
On Thursday, Jan. 9th, 1873, after consulting with your President,
J. W. Moore, and Mr. Tisdale, and deciding, on account of the great
depth of snow and extreme cold weather, rendering further progress
in the field quite expensive and altogether unsatisfactory, I dis¬
banded my field party again, retaining one assistant only to help in
making up the Plans and Profiles of this portion of the line, which
office work we completed on the 22nd day of January, and suspended
3
all further operations till the 25th of April last, when we made an
exploration tour through the country fromBucksport to EastMachias,
and on the 6th of May resumed our field work again at Ellsworth.
Starting at a point on the corner of the wharf below Hopkins'
steam mill on the East side of Union River in the city of Ellsworth,
and running thence along the said river to Ellsworth Falls, where a
connection was made with the Bangor and Ellsworth survey. This
line, with sidings for the mills, accommodates the entire business on
this river. Thence Northerly our line crosses the Ellsworth and
Waltham road near Mr. Shackford's house, and then taking an East¬
erly direction crosses Staball Ridge and to the North of the settle¬
ment of same name, and crossing Skilling's Brook follows along the
Stanhope Ridge and crosses the same near Mr. Joy's place, passing
through corners of Township No. 8, and Hancock. Thence across
Egypt Stream via. the North end of Peters'Ridge, something like
a mile to the North of where the stage road crosses said stream.—
Thence via. Daniel Clark's place across the Taunton or Bragdon pond
and into the village of Franklin. Running back of, or to the North
of the village, our line crosses the Stage road near and to the East¬
ward of Bragdon's Hotel.
Leaving Franklin, our line runs between the stage road and Sulli¬
van road, and crosses Donald's Stream, some half mile North of Ma-
comber's mill. Thence following close under the South side of the
Schoodiac Mountains, and through the North-east corner of the town
of Sullivan, and to the North of Flander's Pond, and through Town¬
ship No. 7 to the North-west corner of the town of Steuben, where
•we follow the Round Pond Brook to the Tunk Stream, which we
cross at the old mill-site above the mouth of Round Pond Brook.—
Thence South of, and near the Leigliton school house, and Easterly
nnd Northerly to the summit between the Tunk and Narraguagus
waters near P. Cornelius' house.
Thence into Clierryfield, descending along the side-hill, our line
crosses the stage road near Small's, and Thomas McGouldrick's, and
the Narraguagus, near and above the Freeman mills. From this
point in Clierryfield we ran these lines:
The first, or main line, passing to the Eastward of, and near the
Red School House and Hotel, and Easterly then direct for Harring¬
ton village.
.The second line was on higher ground and shorter, but swinging
4
around to the Southern pass, intersecting the first in Mr. Campbell's
pasture, East of the village.
The third line crossed the Beddington road above the "Upper
Corners," and keeping North of the "North Harrington Road," in¬
tersected the main line beyond and to the Eastward of the Willey
School House.
A fouth line through Cherryfield runs from the Main line near Mr.
Small's to the Southward and Westward of J. W. Moore's house and
across the Narraguagus below the Covered Bridge and swinging
around to the Southward of the Cemetry joins the main line in the
aforesaid Campbell's pasture. For the relative position and location
nf these lines reference should be had to the accompanying plans.
Cherryfield, like all the towns on the coast of Maine at head of
tide, lies between hard, high ridges ; and to get into and out of the
town with a Rail Road, along tide water, requires roundabout or very
expensive construction.
The " North Line " promises the best, beiDg three quarters of a
mile shorter, and is here recommended. The Depot site would be
most conveniently located North of where we first cross the stage
road, uear Small's corners, and between the stage road and the
river, fourteen minutes' walk from the covered bridge. A branch
tide track along the river road, via. all the mills to tide water, could
be cheaply constructed and accommodate perfectly the lumber and
freight business. The distances and estimates herewith are via.
the main or longest line. The three quarters of a mile saved in the
adoption of the shortest line will be equal to double the average for
that distance, or equal to the average cost of one and one half miles ;
besides saving the tax on time which all through traffic must pay
forever, as well also as the annual saving in operating expenses and
repairs of so much length of line.
To resume our description of the line: Leaving Cherryfield, we
follow uear the old town lino between Cherryfield, Millbridge, Co¬
lumbia and Harrington, and crossing Great Marsh Stream just above
the mill and stage road, cross the Beddington road in Harrington,
about three minutes' walk from the centre of business in this flourish¬
ing and smart little village. Thence to the South of the cemetery,
and crossing and re-crossing the stage road near the houses of Messrs.
Cates, Coffin and Nash, keep North of the Stage road in a direct line,
to the crossing of Branch Brook, at the old mill site to the North of
5
the Maley Hill. Thence across Dyke Brook and near the house of a
Mr. Tierney to the Epping road, where, leaving Mr. Smith's house
on our right, we swing around to the right and Southward and cross
the Wescogus or Pleasant river, and enter the village of Columbia
Falls to the North of, and five minutes' walk from, the Hotel.
From Columbia Falls, passing North of Dr. Chandler's house we
strike a long tangent across the Indian River, nearly to the Jonesboro
River, where we cross this stream above the mouth of Finney Brook,
and some fifty rods South of Mr. Drisko's house.
Thence along the Southern slope, and to the North of the village
of Jonesboro, and some forty rods to the South of the West Wash¬
ington Agricultural Fair Grounds.
Thence along the high gravel ridge and across the Wliitneyville
road, near where said road crosses Beaver Brook, and thence near
said road all the way to Wliitneyville, where we cross the Machias
River, below the little islands, some three minute's walk from the
mills. Thence on the North and East side of said river to "Black
Pete's," the summit between the Machias and Marshfield waters,
where we cross the Wliitneyville and Machias road and descend along
the North side of said road to the crossing of same at the Dyke, where
eligible depot grounds may be had for Machias, five minutes' walk
from the centre of trade and business. A side track, leaving the
main at the Dyke, may be cheaply constructed so as to completely
accommodate the shipyards and saw mills.
From Machias. crossing the Dyke and Marshfield waters, where
considerable Pile Bridging has been estimated, we run through
George Burnham's garden South of his house and within about 75
feet of the same, thence follow near the " new road " to East Machias.
Through East Machias we follow the River closely, crossing the
fiats where considerable Pile Bridging—first class —has been esti¬
mated, and running through a small barn near the grist mill on the
lower bridge road, and through a small house near the upper bridge,
run a very direct line to Jacksonville, where we cross the East Ma¬
chias River just above the mill and dam. The Pond here may be
crossed, also, on a pile bridge. Thence to the Cooper Road, which we
cross near Gilbert Gooch's house, and following a Northern course
parallel with, and to the Westward of said road, run through the Meth¬
odist Episcopal Carnp Ground and re-cross the said road near Cosgoves
and take an Easterly cousre though the town of Marion, across Har-
6
mon, Clifford, and Indian Streams, to the Smith Ridge, which we
cross near the house of Henry Garnett. This portion of the line
through Marion may be very much improved in location and consid¬
erably shortened.
From Henry Garnett's place, where a depot may be located for
Smithtown, we cross the telegraph and stage road near where said
road crosses the Cathance River, and follow said river to the Narrows
above the Great Works mill pond, where we cross to the North side
and passing within a few rods of said mills, follow said river closely
to a point below the Flume. Thence across to the Dennys River,
which we cross at the head of Lincoln's Mill Pond, and thence around
through Dennysville, close to the Lincoln mills, &c., to tide water.
It is believed much improvement in the line along the Cathance may
be made in location and construction, by keeping back from the
river further, as shown on the plan.
Leaving Dennysville, via. the valley to the left of the stage road,
our line crosses Wilson's Brook at Tyler's Shingle Mill, and follow¬
ing said stream for some disrance, swings round the high laad trav¬
ersed by the Pembroke and Charlotte roads, and crosses the latter
to the Southward of John Antoine's house, and runs thence direct to
West Pembroke via. Mountain, Meadow and Brook, and thence to
the Westward and some sis rods from the rear fence of the Washing¬
ton County Agricultural Fair Grounds.
Thence across Crow's Brook and the Calais road, 2400 feet
above the Pembroke Iron Co.'s Works, and following on the West
side of Penimaquan River and Lake, cross the meadow between Peni-
maquan and Round Lake, crossing and re-crossing the Calais Road,
and then Easterly into the valley and meadows of Moosehorn Stream,
and follow said stream via. Young's mill to Cold Spring on the Cal¬
ais Road.- Thence following said road on the Easterly side, cross at
the McCurdy place, and thence across the Calais Road again at Cou¬
sins' and rnnning a short distance on the Northerly side of said road
re-cross, and crossing the Baring Road connect with the St. Croix
aval Penobscot Rail Road above the Maguerrawock Bridge, 135 miles
fetrsa Bucksport, and three miles from Calais. The three miles or
3isch a matter of the St. Croix and Penobscot Rail Road entering
ihe City of Calais may save our Corporation a large outlay, if, by
any arrangements,.you may be able to avail yourselves of the use of
Siieir track.
7
By extending this track a short distance from their present Depot
and Terminus in Calais, a very cheap and feasible connection may
be made by a Bridge and Draw, with the New Brunswick System c'f
Bail Boads in St. Stephens.
Immediately on the completion of our line to Calais on the 22nd
of August, we repaired to Bucksport, and, on the 26th, resumed our
field work on the line from that place to Ellsworth.
Starting from the initial point of the Bucksport and Bangor Bail
Boad at the former place, our line follows along the wharves and
crosses the high ridge between here and Orland to the South of the
stage road, crossing said road in Orland at the School House and
gravel hill just a little to the Westward of the centre of the village.
Thence to the Westward of the Churches and little Cemetery, and
back of J. W. Buck's house our line follows the Narramissic Biver
to Allamoosic Lake, where we cross Dead Biver and ascend along
the said Lake with a grade of 79 feet to the mile, to the crossing of
the outlet of Toddy Pond at Hayford's mills.
From Hayford's mills we follow the south side of this Great Pond
to the second narrows, so called, where we cross to the East side,
and follow Gold Stream meadows, and enter Surry via. Flood's Brook,
crossing Patten's Stream, a short distance above the village mills.
Leaving Surry, we run near Patten's house and to the Northward of
the Cemetery, and the rough country about Contention Cove, and
cross the Surry road some two miles below Ellsworth. Thence along
said road descending to Union Biver, which we cross at Hopkin's
Steam Mill in the city of Ellsworth, and connect with our Calais
line on the 13th, of September, thus completing the field work of the
season.
The above described lines were surveyed and run out with a Tran¬
sit instrument, and measured with a chain of 100 feet in length.—
The lines are defined and marked on the surface of the earth by a
stake numbered, and driven in the ground at each and every station
of one hundred feet. All the angles were turned and recorded from
the link and verniers of the instrument, the Magnetic bearings or
courses, also, being kept as a check. From these field notes and
measurements, the Topographical map referred to has been pre¬
pared on sheets, to a scale of one inch to four hundred feet, and
shows minutely the topographical features of the country immediate¬
ly contiguous to the line, and the line itself ; the Station Points,
8
where angles were turned, being numbered on the plan and con¬
nected by a fine dotted or broken line.
The Proposed Location Changes are shown by the heavy black
line on the Bucksport and Calais Survey, and by a red line on the
Bangor and Ellsworth plans.
The Profiles submitted herewith were made from heights above
tide water, taken carefully with a levelling instrument and rod at
each and every station, and intermediate changes; and shows the
relative heights on the line of the surface passed over, with the pos¬
sible grades, and depth of cuts and fills. Reference notes as to pro¬
posed changes are given, as also the names of streams and roads
crossed, and other important information as to relative location of town
lines and villages, and distances, in miles, from starting points, &o.
GENERALITIES.
The maximum grade on the whole line may not exceed 79 feet to
the mile, and that in no very great continuous length. By adopting
some short pieces of a heavier grade, considerable saving in cost of
grading may be effected without detriment to the efficiency of the road
or the cost of operating the same. The alignment and grades will
be generally quite easy, as may be seen on inspection of the Plans
and Profiles.
To avoid heavy and expensive construction, we have, iu some places
on the Bangor and Ellsworth line, adopted curves only suitable for
a gauge of 3-J feet, though on the Bucksport and Calais line no curves
are encountered which may not be run with ordinary speed and safe¬
ty by the common engines in use on the standard gauge of 4-8Ç
The predominant feature in the material for construction of the
roadbed, nearly all the way from Bucksport to the city of Calais, is a
subsoil of sand and gravel which is easily moved ; and in a country
like this—of frequent rains and in the Winter much frost and little
snow—makes the most perfect roadbed. From Bangor to Ellsworth
the material is more rocky, and, together with a large amount of clay,
of a more expensive character to remove from cuts into embankments.
The amount of solid Rock excavation on the line from Bucksport
to the City of Calais is believed to be very little, indeed, in compari¬
son with other roads in Maine ; and other "Shore Line" Roads, es¬
pecially. The Bridging on the line maybe of a comparatively cheap
construction, as there will be no navigable waters crossed requiring
a draw bridge between the Penobscot and St. Croix Rivers.
9
Many of the principal water-courses,—on account of the back wa¬
ter from dams, at bridge sites, and non-occurrence of high freshets
with running ice—may be safely crossed on Pile Bridges, the first
cost of which is comparatively small, and cost of maintenance al¬
most nothing for the first ten years. These temporary structures
may be replaced by more permanent ones at the company's conven¬
ience and pleasure.
Excellent stone for the masonry of our culverts and principal
bridges may be had generally for the trouble of quarrying and with¬
in convenient distances. Timber may be readily and cheaply obT
tained for all our wooden structures, and generally of a superior
quality to that furnished on the Penobscot Waters. Though our
line does not run directly through any very extensive timber forests,
still the numerous streams bring to the line at convenient intervals,
any desired amount of piling, bridge, or tie timber which the numer¬
ous and very extensive saw mills our road designs to accommodate,
will be ready to prepare for the hand of the builder.
The facilities for landing Iron, Timber and Stone, and material
and tools, generally, at numerous and convenient tide water points
along the line, are unsurpassed.
We find eligible sites, and convenient grades and curves generally,
where it may be desirable to locate depots and way-stations, and a
prospect of a great and sufficient supply of wood for a long time to
come.
Though the past summer has been an exceptionally dry one, yet
there seemed to be plenty of good fresh water, accessible, where the
same may be required for the supply of engines, &e.
On account of the very unusual amount of fine weather, the past
season, our party in the field made very satisfactory progress, and
for the time they were out and the limited appropriation by the
Towns, did an almost unprecedented amount of work. The country
along the line of this survey being generally settled, and having
populous and thriving villages at convenient intervals, our party
found no trouble in quartering at the Hotels and private houses,
and only while surveying through Marion did we resort to tents, and
then only for about two weeks.
10
EXPENSES.
First attempt at starting, fall of '72
Bangor to Ellsworth, 26 miles, winter of '72-3.
Bucksport to Calais, 135 miles, summer of '73
8169,00
1252,40
4347,03
Total
85,768,43
ESTIMATE OF APPROXIMATE COST OF CONSTRUCTION.
In accordance with the express wishes of your President, J. W.
Moore, Esq., we have in all these surveys and estimates Jiad refer¬
ence to a gauge for your road of three and one-half feet; and have
based our calculations, accordingly, on a 12 foot roadbed for em¬
bankments, to a sub-grade of six inches ; with slopes in earth of
one and one-half to one, and sides of rock cutting3 vertical, sides of
Earth excavation in "cuts" the same slope as embankments, though
in actual construction, on account of the amounts of embankment
being generally much in excess of the excavation, the roadtway may
be made as wide as desirable or necessary in excavation to obtain
material for the embankment, and if over 20 feet wide the slopes
may be left as the engineer may direct.
Wherever any considerable saving in expense could be effected by
adopting trestle bridging over ravines, where the embankments and
culvert masonry might be very heavy, we have done so, also for the
crossing of all Ponds, Salt-water Flats, &c., where bridging may not
be endangered by ice or freshets, and where Pile Bridging would in
our opinion meet the requirements of safety, stability and economy,
the same has been estimated.
For convenience and reference, we have made the following Divis¬
ions of the work :
1st. Bangor Dvision, 26 miles, from Bangor to Ellsworth Falls
village.
2nd. Bucksport Division, 25} miles, from Bucksport to the City
of Ellsworth.
3d. Ellsworth Division, 31 miles, from Ellsworth to Cherryfield.
4th. Cherryfield Division, 42 miles, from Cherryfield to East Ma-
chias, east line.
5th. Calais Division, 36} miles, from East Machias to Calais.
11
Estimated amount and cost of the Grading, Masonry and Bridging
on the Bangor Division, from the Penobscot Biver, above Bangor,
to Ellsworth Falls village, 26 miles, as follows :
Earth Excavation, 160,000 cubic yards, a 30 cents, $48,000,00
Solid Bock Excavation, 29,000 " " §2,00, 58,000,00
Culvert Masonry, 4,350 •' " 1,00, 17,400,00
Bridge Masonry, 1,400 " " 6,00, 8,400,00
Bridging, 520 lineal feet, 10.00, 5,200,00
Total $137,000,00
Average per mile for Grading, Masonry and Bridging, $5,310,07
In like manner on the other Divisions we have :
Bucksport Division, average per mile, $5,184,50
Ellsworth Division. " " 4,679,80
Cherryfield Division, " " 5,023,88
Calais Division, " " 4,687,04
Average cost as above, from Bucksport to the City of
Calais, 135 miles, $4,842,97
Thus we find the average cost per mile, of Grading, Masonry, and
Bridging, on the Bangor Division to be $115,57 more than on the
.Bucksport Division and $467,10 more than the general average
from Bucksport to Calais.
Estimate of Approximate Cost of one mile of Superstructure for
Gauge of 3J feet, Bangor and Calais Shore Line Bail Boad.
Engineering and Superintendance, $1,157,03
Grading, Masonry and Bridging, 4,842,97 $6,000,00
72 tons Bails, 45 lbs. per yard, a $75, 5,400,00
900 lbs. Fish Plates, a 3J cts 348,75
2800 lbs Bolts, a 5$ cts 154,00
5000 lbs. Spikes, a 4J cts 212,50
2640 Ties, a 35 cts 924,00 7,039,25
Laying one mile of Track, 350,00
Ballasting 2000 cubic yards, a 40 cts. 800,00
Boad Crossings and Signs, 10,00
Fencing, 600 Bods, a $1,25 750,00 1,910,00
$14,949,25
12
We will now, from the above figures, make up a general estimate
for a gauge of three and one-half feet.
BUCKSPORT TO CALAIS— GENERAL ESTIMATE.
Sub-grade and Engineering, 135 miles, a $6,000 $810,000,00
Iron, Ties, and Tracklaying, 135 miles, a $7,389,25 997,548,75
Eight of way and Land damages, 3220 acres, a $10 32,200,00
Fencing, 48000 Eods, a $1,25.. 60,000,00
Sidings at Stations, 2 miles, a $7,389,25 14,778,50
Switches, Frogs, &c., complete for 18 Sidings 2,250,00
Ballasting, 135 miles, 2000 cubic yards per mile, a 40 cts. .108,000,00
Road Crossings and Signs, sixty, a $10 600,00
Material for and placing of 150 Cattle guards, a $10 1,500,00
Six Passenger and Freight houses, a $3,000 18,000,00
16 Second Class Station houses, a $1,500 24,000,00
Turntables, 3 complete, a $1,200 3,600,00
3 Engine houses, 4 Stalls, complete, a $4,500 13,500,00
Tank houses, 10 complete, $600 6,000,00
12 Wood sheds, 150 feet long, $4 per foot 7,200,00
Aqueducts for supply of Water Stations 5,000,00
Transportation of Material, and Incidentals 11,822,75
Total $2,116,000,00
Average cost per mile, not including Rolling Stock.'. $15,555.55
Estimated Amount and Cost of a minimum amount of Rolling Stock
for one hundred and thirty-five miles of Rail Road — Gaugè 31 ft.
8 Locomotives,$18 tons, a $8,000 $64,000,00
4 Mail and Baggage cars, (combined) 4,800,00
8 First Class Passenger cars, $2,500 20,000,00
2 Second Class Passenger cars, $1,200 2,400,00
80 Platform cars, $270 21,600,00
50 Box freight cars, $400 20,000,00
10 Hand cars, $80 800,00
12 Push cars for repairs, $40 480,00
10 Hand car houses, $G0 600,00
3 Snow Plows, $1,000 3,000,00
Rolling Stock $137,680,00
RECAPITULATION.
Estimated cost of completed road $2,100,000
Estimated cost of Rolling Stock 134,680
For Repair Shops at Cherryfield or Machias 19,820
Grand Total $2,254,500
Average cost per mile $16,700,00
13
Taking into account the prospective development of an immense
local as -well as large and increasing through, traffic over your road
from Bucksport to Calais, when completed, the decision of so all-im¬
portant a question as the Gauge you will adopt and build on, is cer¬
tainly a matter requiring your most careful and thoughtful consider¬
ation.
Having made the surveys for the preliminary location of your road,
and after spending nearly a year among your people, and becoming
acquainted with them and their interests and necessities, I have deem¬
ed it an important part of my duty, as your engineer, to give you in
this report a chapter on the gauge question
After giving much time to the careful study of this question of
gauge, and wading through volumes of arguments pro. and con., I
must say, there is certainly a vast amount of conflicting testimony.
From the beginning there has been a conflict of opinion among some
of the ablest and most honored members of the engineering profes¬
sion in our own and in foreign countries touching this question, and
almost every possible gauge between 23J inches and seven feet, has
been tried, and millions of stockholders' money expended in experi¬
menting, or conforming to general rules and theories, when the real
facts and circumstances in the case demanded something different.
Each and every Bail Koad presents in itself a different problem,
the solution of which rightly depends on the particular facts which
the case presents. It should be constructed in the cheapest possi¬
ble manner consistent with the adequate performance of its work,
and systematic economy in regard to durability and safety. It should
go by the shortest possible route that will accommodate the people
and their business on it, and connecting roads and interests. For if
the average annual operating expenses per mile were seven thousand
dollars then the company could afford to expend one hundred thou¬
sand dollars at 7 per cent, to shorten the distance one mile.
The lavish expenditure of money in the construction, equipment
and administration of Rail Boads is without a precedent in the man¬
agement of any other kind of business. Why not administer the
affairs of a Bail Road with the same ecomomy, ability and integrity,
u
as a private or individual enterprise ? Perhaps because of managers
having to cater to the fickle and extravagant clamoring of the travel¬
ling public, and perhaps on account of the incident expenditure of
other peoples' money.
In this country the extension of lines all over our vast domain, in
a comparatively brief period, has absorbed thousands of millions,
and the manner of raising the money has flooded the country with
Bonds bearing a high rate of interest. The heavy discount on the
same which, though not really entering into the construction, yet
augments enormously the cost of the Koad, has to be paid at matu¬
rity of the bonds. Thus to raise $800,000,00, we sell oiie million
Bonds at 80 cents on a dollar. Now, see what the road has to pay
for this $800,000 :
Thirty annual payments of 7 per cent, interest $2,100,000
And the principal at maturity, 1,000,000
Total, $3,100,000
The traveling public say, "let us ride faster and cheaper, but not
abate in any measure the luxurious elegance of Palace, Drawing
Koom, and Sleeping cars, for we must ride and rest at night so as to
attend to business by day."
In England the lavish expenditure of capital in the construction of
Bail Roads of the Straight, Level and Permanent, and most costly
character in every respect has absorbed the money of that country,
and it comes to pass that they find themselves in a similar condi¬
tion to their American Cousins.
It is proverbial that prodigality brings poverty, and poverty
economy and industry. Now wo have been living too fast and in¬
dulging in too much extravagance in a great many respects, but es¬
pecially in the construction, equipment and administration of our
Bail Roads, and the natural and proper thing to do is to economize.
E»thow? English Engineering Journals are full of recommenda-
fijsms of a narrower gauge of the rails, and claim that any reduction
3â the distance apart of engine wheels, and the rails they run on, must
jarry with it a large reduction in cost of construction and expenses
®f operating. American Engineers, I am afraid, have been too ready
io adopt the English expedient — perhaps forgetting that in England
the Broad Gauge means a gauge of seven feet — and represent the
15
saving in the adoption of a gauge of 3j feet over a gauge of 4 feet 8|
inches, the same as English Engineers claim over a gauge of seven
feet.
There is manifestly a very commendable effort at economy, but 1
think they take hold in the wrong place. There is a trouble about
the different gauges, and there always has been, but the gauge to be
narrowed is, in my mind, not that of the Rails of our standard gauge
Rail Roads, but that of the broad and wide spread extravagance,
both in constructing and operating the same, to suit the fast notions
of patrons instead of a proper regard for the interests of stockholders..
It is a general principle in Rail Road building that with equal
weights of Engines and Rails and equal speed of trains, all the im¬
portant items of cost of construction remain constant. This is ad¬
mitted by the extreme narrow gauge advocate who claims the differ¬
ence in cost in favor of his theory to be mainly on account of the
narrower width of roadbed he is enable to adopt, and from being
able to run sharper curves to avoid much of the expensive work in.
excavation for the roadway by going around instead of through the
hills.
The difference of gauge, we submit, has nothing whatever to do
with relative weight of rail used, as that is determined by the class
of Engine adopted and the greatest weight brought on the rails by
any one pair of drive wheels, and the weight and class of Engines'
you must adopt depends on the continuous lengths of heavy grade
they are required to climb and the loads they must haul up the same.
The weight of Engine is always the test as the weight of cars with
their greatest load must be always much less per lineal foot on your
road and bridges than your locomotives give. It is your engines that
hammer up and destroy your iron and break down your weakened
bridges, apd not the train they haul.
The Engines in the foregoing estimate are warranted by the build¬
ers to haul, in addition to their own weight in working order :
i level track,
730 gross tons.
20 feet grade,
340 "
40 "
220
GO " "
1C0
80 "
120
100 "
100 "
16
They have three pairs of driving wheels of 36 or 40 inches diame¬
ter, and cylinders of eleven or twelve inches diameter and sixteen
inch stroke. Rigid wheel base 8 feet 7 inches. Total wheel base 14
feet 3 inches, and call for a table to turn on of 40 feet 5 inches when
connected and in working order.
The problem — the solution of which we have attempted in the
foregoing figures — is for how small a sum of money can a good ser¬
viceable and safe Rail Road be constructed from Bucksport to Calais ?
We have reduced the width of roadbed, in embankment, to 12 and
10 feet instead of 16 and 18 feet as has been the custom on roads in
Maine, and this width is deemed ample to allow for settling and leave
room for the estimated quantity of ballast, and is the narrowest we
would dare recommend for your climate, where a roadbed must suf¬
fer loss from frost and rain especially until the slopes become grassed
over.
Now, having reduced the width of roadbed to a minimum fora
gauge of three and one-half feet, we have yet a width equal to that
of many of the 4 feet 81 inch gauge roads in many places in the State
at the present time, and we claim that on this same roadbed, as es¬
timated, we can lay a good road of the standard gauge at no greater
cost per mile, provided we use the same weight of rail. And using
the same weight of rail you may run engines of the same class and
of the standard gauge with like weight, power and cost as those we
have estimated for a gauge of three and one-half feet.
And in regard to cars, why not run just as light and cheap ones
on one gauge as the other. If a car weighing 14,520 lbs. with a
floor base of 2621 feet, and a capacity of 30 passengers, can be built
for a gauge of 3 feet 6 inches what is the need of the same car cost¬
ing any more, to speak of, if built to run on a gauge one foot and
two inches wider ?
And again, if a Box Freight car can be built for a gauge of 3 feet
6 inches which shall weigh, when empty, but 8122 lbs. and have a
carrying capacity of 978 cub. ft. or 16,718 lbs., what need of a car
of like weight and capacity costing much more for a gauge 1 foot 2
inches wider?
If this reasoning is correct, then we may vary the gauge within the
afore-mentioned limits, with the same weight of rail over the roadbed
and bridges without affecting at all the cost. To repeat the cost of
17
cars and rolling stock depends on the quality and quantity of mate¬
rials and mode of construction, and not at all on the gauge.
It seems to me to be fair, to compare like and similar construction
for the trwo gauges instead of taking extremes as some of the extreme
narrow gauge advocates have done. We submit, that it is entirely
unfair and fallacious to compare a first class and perfected Road and
equipment with a second or third class Road wherein every part and
parcel has been constructed in the cheapest and lightest and most
inexpensive manner, and then assign the difference of cost altogether
to the adoption of a narrower distance apart of the rails.
Engineers of the narrow gauge persuasion linger lovingly over the
great "Dead Weight" and Paying load business, and claim a great
saving on their roads in their cars carrying so much greater loads in
proportion to their weight than cars of the standard gauge in which
it takes two tons of dead weight to carry the paying load of one pas¬
senger and his baggage, and until very recently the chances were
strongly in favor of his being a "dead head."
They cite tire long used and much loved stage coach, weighing
some 1800 pounds, and carrying upwards of two tons of paying pas¬
sengers and their baggage, or about 100 pounds of paying load to
overy 10 pounds of dead weight. This may all be very true, yet I fail
to see how it supports the extreme narrow gauge question materially.
The stage coach is designed to run with maximum load, as above, at
not over six miles per hour. But suppose you run it 60 or even 15
miles per hour, (the "perfectly safe speed attainable on the 3 feet
6 inch gauge "*) I am inclined to think you would not run far before
you would have more dead weight than live passengers or drivers.
The average passenger car on our standard gauge roads (1 feet
81 inches) is the result of 11 years experience with the same the world
over, and is not probably any too heavy or strong in all its parts for
economy and safety at the speed our hurrying people are anxious ta
travel.
The adoption of a high speed of train necessitates heavy and strong
construction in your rolling stock, and heavier rails and fastenings
for your road-way, and increases largely the wear and tear and cost
of maintenance, and on the other hand, slower rates must follow the
adoption of lighter and cheaper construction.
"The whole subject hinges on three points, speed, (which is time)
* Gen. Bad's report on the Texas Pacific Rail Road.
18
capacity, and economy." " One cannot be absorbed by the others."
Each must have due consideration for ultimate success.
We might build, equip, and operate our Rail Roads at a vast sav¬
ing of time and money in construction, and expense in operating, if
the travelling and business community -would be content to put up
with a reasonable measure of improvement in speed and accommo¬
dation over the old stage coach. But this they will not do. The
cry is still for yet more rapid means of travel and business commu¬
nication, and efforts are on foot to meet these demands in the adop¬
tion of steel rails, for engines of still greater speed than ever, to haul
cars of yet more marvelous elegance and expensive construction than
before ; till, with all the different classes of Passenger, Smoking,
Drawing-room and Sleeping cars, the weight of train necessary to
satisfy the various requirements of our people and accomplish the
desired speed, has reached a figure enormously disproportionate to
the Paying Load.
A road laid with light rails on a cheaply constructed roadbed and
operated with light and cheap engines and rolling stock, must be a
slow road comparatively, no matter whether the gauge be 7 feet or 2.
And if the ultimatum in this case in hand is such a road for your shore
towns, or none at all, I would recommend to your favorable considera¬
tion the standard gauge of 4 feet 8| inches, and will give you a few
more of the many reasons which have influenced me in making this
recommendation
I may be wrong, but am at "present firmly and honestly inclined to
the belief, that, with a limited and given amount of money, I can
build you a more satisfactory road, —- everything considered — on a
guage of 4 feet 8| inches than on a gauge of 3 feet 6 inches.
A good safe and efficient road on the latter gauge may be had to
accommodate amply the local business at present and for some years
to come, perhaps ; or serve as an outlet for Cherryfield or Machias to
an Eastern or Western connection with other roads and interests ;
but for a through trunk line from Calais to Bucksport, or Bangor,
the former gauge, everything considered, would, I think, serve your
present purposes more satisfactorily ; and though you resort from
choice or necessity, at first, to a light rail and equipment, you would
be able to make close connections with other roads mid run their
cars to your own doors without the expense incident upon transfer¬
ring freight from car to car at each break of gauge ; and in returning
19
these cars, loaded with any of your own products, save considerable
by the use of such cars in not being obliged to furnish, yourselves,
every wheel you roll over your road. Business seeks for freight the
cheapest, and for travel the quickest, pleasantest and most comfor¬
table route.
As the industrious millions of our citizens of foreign extractionl
are prospered under our free institutions, they love to avail them¬
selves of the shortest, quickest, cheapest and safest means of at
least once visiting the old homes and friends they may have left be¬
hind. And thus the amount of travel and business between Europe
and America is constantly on the increase. Your road will be a part
of such a route, and under favorable circumstances, we think, may
eventually, with a gauge of 4 feet 84 inches, compete successfully for
the larger amount of business in through Freight, Express, Mails
and Passengers, with any other road.
It seems unnecessary to speak of the pressing need of a Rail Road
for your towns. With the vast water çower for all kinds of manu¬
facturing, and the healthiest air and water to be found anywhere,
the facilities for maintaining a large and prosperous manufacturing
population will, on the completion of your Rail Road, be unsurpassed.
In the attainment of a Rail Road it is highly desirable, of course, to
get the very best you can, for your money. If any of us are desir¬
ous of accomplishing as good work or as much business as our neigh¬
bors, we require, of course, as good tools and facilities as they have,
for however much spirit of enterprise we may possess it is discourag¬
ing to see our competitors in the race a long way ahead. Such, how¬
ever, must be the outlook for remote and isolated towns with no
hope or prospect of ever enjoying like Rail Road facilities with more
favored sections.
Get the best thing for the present, not only, but have due regard
to the development of your road and future interests of your county
and people. Connected with this enterprise there will be many ques¬
tions of great importance which must be determined by our best
judgment, and we should avail ourselves, as far as possible, of the ex¬
perience of others.
To you, gentlemen of the Board of Directors of the Shore-Line road,
falls the lot of deciding, among others, this question of gauge; and
on your Engineer devolves the duty of recommending such meas-
20
ares as lie may deem best suited to the interests of all concerned,
-without regard to personal interests or feelings.
And, although he recommends the >1 feet 8 J inch gauge and believes
that you can more readily raise the necessary money among your
people and find more ready and better home market for the bonds
of the road, would not wish to be understood as considering him¬
self or his opinions infallible.
Should you deem it wise to counsel with some other Engineer,
and should your ultimate decision, after such counsel, be adverse to
mine still I will none the less give my entire time and energies to
the construction of your road on any gauge which may be judged
the right and proper one for the best interests of your Road and
people.
I have the honor to be,
Gentlemen,
Yours most Respectfully,
L. L. BUCKLÂND,
Civil Engineek.
21
TABLE
Showing the Distances by the Shore Line between Bucksport & Calais.
Bucks port,
O rland,
Hayfords
Gold Stream
Surry
Ellsworth
Ellsworth Falls
Franklin
No. 7 and Sullivan...
Tunk Station, Steuben
Cherryfleld,
Harrington,
Addison & Columbia..
Columbia Falls....
Jonesboro
Whitneyville
Machias
East Machias..
Jacksonville
Marion
Dennysville
West Pembroke....
Pembroke
Charlotte
St. Croix Junction....
Mill town
Calais
814
511
6
19125
16 22
11 17
11
59166169
72
80
84
89
92
94
105
111
117
119
124
135
136
138
56 63
66
77
81
so
89
91
102
108
114
116
121
132
133
135
51 58
61
64
72
76
81
84
86
97
103
109
111
116
127
128
130
45 52
55
58
66
70
75
78
80
91
97
103
105
110
121
122
124'
40 47
50
53
61
65
70
73
75
86
92
98
100
105
116
117
110
34 41
44
47
55
59
64
67
69
,80
86
92
94
99
110
ni
113
32
39
42
45
53
57
62
65
67
■78
84
90
92
97
108
109
111
19
26
29
32
40
44
49
52
54
65
71
77
79
84
95
9G
98
12
19
'22
25
33
37
42
45
47
58
64
70
72
77
88
89
91
5
12
15
18
26
30
35
38
40
51
57
63
65
70
81
8*2
84
7
10
13
21
25
30
33
35
46
52
58
60
65
76
77
79
3
6
14
18
25
'26
28
39
45
51
53
58
69
70
72
3
11
15
20
23
25
36
42
48
50
65
66
67
60
8
12
17
20
22
33
39
45
47
52
63
64
66
4
9
12
14
25
31
37
59
44
55
56
58
5
8
10
'21
27
33
35
40
51
52
54
3
5
16
22
28
30
35
46
47
49
2
13
19
25
'27
32
43
44
46
11
17
23
25
30
41
42
44
6
12
14
19
30
31
33
6
8
13
24
25
27
2
7
18
19
2L
5
I6
17
19
ii
12
14
1
3
2
0
22
TABLE
Showing the State Valuation (1870) of the several Towns on the
proposed line of Bucksport and Calais Shore-Line Bail Boad.
Name of Town. Valuation.
Bucksport, SI,219,881
Orland, 374,390
Surry, ^ 209,137
Ellsworth, 1,233,199
Franklin, 168,348
Steuben 186,528
Cherryfield, 434,483
Harrington, 249,203
Columbia 127,899
Columbia Falls,.... 176,802
Addison, 263,457
Jonesboro .. 86,990
Whitneyville, '. 111,264
Machias, 978,135
East Machias, 581,547
Marshfield 71,356
Marion, 29,976
Dennys ville, 265,250
Edmunds 86,418
Pembroke, 388,233
Charlotte, 66,938
•Calais 1,523.452
Rate per cent.
5 per ct.
10 per ct.
Amount.
$60,994,05
37,439,00
20,913,70
123,319,90
16,834,80
18,652,80
43,448,30
24,920,30
12,789,90
17,680,20
26,345,70
8,699,00
11,126,40
97,813,50
58,154,70
7,135,60
2,997,60
26,525,00
8,641,80
38,823,30
6,693,80
152,345,20
Estimate.
$65,000
37,500
21,000
124,000
17,000
18,000
50,000
25,000
12,000
18'000
26,000
9,000
12,000
98,000
60,000
7,000
3,000
27,000
9,000
40,000
7,000
150,000
Estimated Cash Subscriptions, $835,500
A common Plan applied to the construction of the Bucksport and
Calais Shore-Line Bail Boad :
Estimated cost of completed road, $2,100,000
Estimated cost of Boiling Stock 134,680
Estimated cost of Bepair Shops, 19,820
Grand Total $2,254,500
Deducting estimated cash Subscription 835,500
And we have left to raise on Bonds $1,419,000
Now, if the people of these towns desire a Bail Boad as much as
they say they do, let them take the Bonds of the road, at par, to the
Above amount. Make the Bonds payable at the end of 30 years at 10
per cent, interest, if you please.
There ought not to be any difficulty in doing this in a community
of towns that invests two million dollars per annum in ship building.
23
4 IIW fïOTUi*
The reported annual earnings of the Massachusetts Eail
Eoads per mile are, $15,000,00
And in New York, 13,000,00
And in Pennsylvania, 14,000,00
And all the roads in the United States give, per mile, per
annum an average of 10,000,00
On all the Eail Eoads in the United States, reports show the av¬
erage annual operating expenses to be from 45 to 75 per cent, of the'
receipts. The mean being about 60 per cent.
Now, let us suppose that our Shore Line Eail Eoad comes
up to the average of all the roads in the country, and we
have, for the earnings of one year, $1,350,000
Deduct for operating expenses 60 per cent 810,000
And we have left $540,000
Now, pay 7 per cent dividends on $810,000, town stock,
which amounts to 56,700
And 10 per cent on $1,444,500,00 in Bonds, 144,450
And we have left, after paying interest as above, the snug
little sum of $338,850
24
A PLAN
For building the Road in the usual way by the Towns along the
line, who shall own and control and operate the same in their
own interests.
Estimated cost of the Road, $2,295,000
Estimated cost of Rolling Stock, 156,300
Estimated cost of Repair Shops, 25,700
Road and Equipment, Gauge 4 ft. 8J inches $2,477,000
Deducting Estimated Cash Subscriptions ,835,500
And we have left to raise the sum of $1,641,500
To do this wc will mortgage the entire franchise and property of
the company acquired and to be acquired, not exceeding an average
cost of $30,000 per mile or $4,050,000. On this as security issue first
mortgage Bonds of the Road to the amount of $2,000,000, which,
sold at 85 cts., will bring $1,700,000. Leaving a surplus of $58,500
to hold in reserve or sell to meet expenses of the negotiation of
Bonds, &c., &., if required.
The above Estimates and figures are passed on a roadbed of 12
feet in width and, a Superstructure for a gauge of four feet eight
and one-half inches.
This book is a preservation facsimile
produced for the Northwestern University Library.
It is made in compliance with copyright law
and produced on acid-free archival
60# book weight paper
which meets the requirements of
ANSI/NISO Z39.48-1992 (permanence of paper)
Preservation facsimile printing and binding
by
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2012