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OF THE
S UK-COMMITTEE
RELATING TO THE BUILDING OF A
H
am-Car Railway
BETWEEN
CAMBRIDGE AND BOSTON,
BY
AN INDEPENDENT LINE,
OR TO CONNECT WITH
THE FITCHBURG RAILROAD.
CAMBRIDGE, MASS.
APRIL 1881.
HEl ill I
. |v) + Ci H
PRINTED AT THE
CAMBRIDGE TRIBUNE JOB OFFICE.
t i'
H I ' * ic t L t
The Independent Line,
OR THE PROPOSED
BOSTON AND CHARLES RIVER
steam-cae eailway.
CITIZENS OF CAMBRIDGE:
A sub-committee, selected by your committee, chosen at Rob¬
erts Hall, Feb. 17, 1881, to consider the feasibility of building a
steam-car railway between Cambridge and Boston, beg leave to re¬
port :
THE CAUSE OF THE RAILROAD AGITATION.
The discussion of the steam-car railway question was commenced
in the columns of the Cambridge Tribune some months since, and
excited public interest to that degree that several preliminary meet¬
ings were held, which finally culminated in what is now fa¬
miliarly known as the Roberts Hall meeting, held on the even¬
ing of Feb. 17, 1881. At that meeting a committee of seven was
chosen to consider the whole subject in all its bearings and
report at a future citizens' meeting, to be held at the call of the
committee. The committee chosen were Joshua G. Gooch, J. M. W.
Hall, Chas. E. Raymond, W> H. Niles, Chas. F. Choate, Geo. D. Rice
and D. Gilbert Dexter.
The first meeting of the committee was held at the Tribune office
on the evening of Monday, 21st of Feb., at which time Joshua G.
4
Gooch was cliosen chairman, and D. Gilbert Dexter, clerk, and two-
sub-committees chosen. J. G. Gooch, J. M. W. Hall, Charles E.
Raymond and D. Gilbert Dexter were chosen a sub-committee to
confer with the Boston & Albany Railroad authorities and report to
a citizens' meeting the terms and plan by which a connection can be
made in that direction. D. Gilbert Dexter and George D. Rice were
chosen a sub-committee to confer with the Fitchburg Railroad au¬
thorities, or any other corporation, or for an independent line, and
report to a future citizens' meeting. Both committees (thus formed)
have been actively at work until now, and at the earliest moment
possible have submitted their reports.
ONE SENTIMENT IN CAMBRIDGE.
We start then with the evident and positive fact before us that
there is but one sentiment, with a few solitary exceptions, prevailing
in the entire city, regarding the desirability of a steam-car railway,
but that there is an absolute necessity apparent to all for rapid and
easy transit between Cambridge and Boston. The reasons why such
communication is needed are, perhaps, too familiar to our residents
to need repeating, but which we take the liberty to glance at in a
brief manner. By acquaintance with our territory it can be at once
seen that a steam-car railway is needed to develop our vacant lands
and induce settlers to come amongst us and build manufactories and
blocks for various kinds of merchandising, besides making it a place
for residence.
No city or town near Boston presents so many real attractions to
those desiring pleasant homes as this university city, and more es¬
pecially so will it be when we are provided with easy and rapid tran¬
sit. Look over the map of our city and you can see the large tracts
of land now vacant, which would at once be sought for at a price
both favorable to buyer and seller, in event we obtain the needed
communication. We make bold to say that no person living within
our municipal limits, and who has the real good of the city at heart,
could honestly and sincerely declare that we ought to delay in ob¬
taining the charter for and the construction of a steam-car railway
connecting us with the metropolis of New England another month.
With such a road built in the right location we have no hesitation in
asserting that in less than fifteen years from the time of completion
we could count a population within our borders of at least one hun¬
dred thousand (100,000), and with wealth increased in as large pro¬
portion. To again repeat, 110 suburban city or town near Boston has
such grand opportunities before her, or can boast of such natural ad¬
vantages as Cambridge.
Charles river, when dredged according to the plans proposed, and
for which an appropriation was made last year by Congress of
$20,000, with a similar amount promised, and to be forthcoming to
more fully complete the work, according to the facts already in the
5
possession of those who ought to know, then an era of navigation
will open for vessels engaged in the coal, lumber and other traffic,
such as we have not yet seen, and which must add greatly to our
wealth.
Also the proposed construction of the Charles-river park is a mat¬
ter of great importance to us, and one which, if carried out, must add
largely to the value of property in its vicinity, besides bringing com¬
fort to thousands who desire to pass a leisure hour in summer near
their own homes. Such an enterprise deserves well at the hands of
the authorities and the public generally. The borders of Charles
river in Cambridge and Boston can be made more beautiful and at¬
tractive by appropriating a moderate amount of money than any
region we know.
The conservative element in Cambridge has seemed to control and
hold back the march of improvement and a proper development of
the positive resources which she naturally possesses. We believe no
other people, placed as we are, would have endured the present man¬
ner of conveyance so long; and yet we will not reflect upon what
has past, but endeavor to apply a remedy even at this late day by se¬
curing that which has been so long known and felt we needed. The
date of the reign of the slow coach is evidently past, for the people
demand that a change for the better shall be made, and the people
must and shall prevail, even though a wealthy corporation attempt
to bar up the way and prevent it. It may be very well for a few
officials, controlling about the only means of public conveyance to
and from Boston, to say that no better communication is needed—
that the accommodations are ample, and that with the exception of
"a few grumblers," as they term those who complain, the public are
satisfied with the present condition of things, both in transit and
price of fares. Now we certainly give these men the credit ©f being
too smart to believe such statements, unless they are blinded by the
gains which pour into their own coffers from the large earnings
which the people of this city so long and condescendingly have lavished
upon them. Notwithstanding the statements made we must confess
that we are unable to see wherein the least injury would come to the
Union Horse Railway Company from the building of such a road; on
the contrary we believe the receipts for short distances, from an in¬
creased population, would more than compensate for the loss in
through traffic.
A POPULAR LINE WITH FIVE CENT FARES.
Three things the public demand, and everyone of them they should
have, and every one of them they will have. First, then, a five cent
fare to any point in Cambridge and in going to and from Boston.
Second, comfortable, easy cars with plenty of them, and a chance for
a seat after a hard day's work. Third, rapid transit to and from
Boston—in other words, a steam-car railway.
6
As we liave said on a former occasion not ten citizens in onr whole
city can be found, after a careful canvass, who do not most earnestly
desire to see a steam-car railway built which will best accommodate
and, at the same time, benefit the whole city. The time has come
when the laugh and sneer will not avail in putting down and calming
public opinion. That kind of logic has had its effect in the past, but
will not apply to the sense and determination of the present. There
is capital and pluck enough in the city of Cambridge to build a steam-
car railway, and there is now every reasonable prospect that such a
road will be built and the cars running within the next twelve or
eighteen months.
In the matter of fares we say most emphatically, once for all, that,
a five cent fare is enough to pay from Cambridge to Boston or Boston
to Cambridge, reaching to its farthest limits. The road which adopts
such a rate of fare will become popular at once and receive the full
and free patronage of the people to that degree that as much or more
money will be made to its stockholders in consequence.
In this connection it may be well to state that some of our most
acute and far-seeing railroad managers have within a few months de¬
clared that a five cent fare within a radius of six to eight miles of
Boston should be adopted, as by such a course more money would be
made by the existing corporations. One of our prominent lines has
already reduced the fares to five cents for a distance of about five
miles, and we are informed that other lines are seriously considering
the practicability of adopting the same policy.
A gentleman who owns stock in the Lowell road was recently waited
on, and asked if he thought the existing steam roads running from
Boston could afford to run trains hourly or half hourly at a fare not.
exceeding one cent a mile. "Certainly they can," said he. "If I
owned a controlling interest in the stock of this road, the first thing
I would do would be to reduce the fare to five cents a ride inside of ten
miles from the city, and I would do it as a matter of policy, for it would
be money in my pocket." The gentleman continued: "Look at the
Metropolitan horse railroad; the stock was never higher than it is
today. When President Richards took charge of the road he pro¬
posed to reduce the fare on all the long lines running out of Boston
to five cents. The directors objected, and said the road could hardly
pay dividends now, though it was receiving ten cents a ride to Dor¬
chester, Brookline and Jamaica Plain. Mr. Richards told them he
proposed to increase the dividends by reducing the fare. The result
speaks for itseif."
THE BEST STEAM CAE ROUTE.
The important point to decide is, which is the best route to take
for the accommodation of the city at large. That question has vexed
more minds during the past few months than any other. The solu¬
tion of that question has at last been made clear, we believe, to the
7
minds of the majority through the agitation which has been going on
throughout the entire community. A large majority undoubtedly
believe in obtaining, if possible, an independent line, running to ac¬
commodate Mt. Auburn, Harvard square, Dana Hill, Central square,
and Lower Port travel, in nearly a direct line, with terminal facilities
either at some point on Charles, Chambers and Temple streets, or at
Pemberton square. Such a line, while costing the most of any named
or contemplated, would accommodate the public best, and in the end
pay the largest dividends on its stocks. If the people of this city
should say the word, such a line is not by any means impossible or
impracticable, but can be built, and at less damage to property or cost
of construction than has been supposed by some who have not taken
the pains to look into the matter carefully.
We quote from the very plain and sensible article from the pen of
a "Citizen" in the Cambridge Tribune, March 4, 1881:
"I do not think it wise for the citizens of Cambridge to enter into
any scheme for a steam railroad between our city and Boston, except
one looking for an independent route. As above stated, even if it
should have to make its Boston station upon Charles street, the dis¬
tance from that point would be less for passengers to reach the head
of State street than it would be from the Boston & Albany Railroad.
A train via the Boston & Albany Railroad would have to make a
stop at the draw-bridge at Cottage Farm, and another at the crossing
of the Boston & Providence Railroad; via the the independent route
but one stop would have to be made, as against two the other way,
which would be at the draw'in its bridge across the Charles. An¬
other objection would be met via the Boston & Albany Railroad
which would be avoided by the independent route. A road as large
as the Boston & Albany Railroad cannot help at times of having its
trains more or less late, and this cannot but cause more or less delay
to Cambridge trains, which would and could not be expected to have
the full right of way at all times in preference to the trains of the
Boston & Albany Railroad. One has only to spend a few hours at
the Cottage-Farm bridge and note the time spent by the switching
of the many freight trains already running over the Grand Junction
Railway to come to the conclusion that that bridge is already iii con¬
stant use to that extent that a train in and out of Boston once in
fifteen minutes could always get a clear track over the bridge, or a.
clear track down through the back-bay yards, where when the main
tracks are not in use by passing trains they are being crossed and
used by freight trains and switching engines. With the stops at the-
draw and crossing, and more or less delays from late trains, and
other inconveniences arising from shifting freight trains, and dodg¬
ing shifting engines in a cramped yard, there cannot be any doubt
but the best choice would be with an independent route, even end¬
ing on Charles street.
8
Another very important matter is this: A railroad running from
Harvard square to Cottage Farm would have to run very much out
of a direct line to accommodate many citizens living along the line
of Main street, whereas a road running from Harvard square towards
a crossing of the Charles, near the West-Boston bridge, would take
a line about midway between Main street and the Charles River,
which would accommodate people living in each section of our city,
upon each side of the midway route, whereas the river route would
run along the outside of the city and be too far out of the way to
accommodate any except tlie very few now living along the margin
of the river."
Such a statement from one high in authority carries great weight
with it, because it is plain, common sense. When we move don't
let us make a mistake by refusing to make an improvement such as
demanded for all coming time. Let us move right and have what
the city of Cambridge needs, and what she is able to have, and that
is an independent route into Boston, run in the interests of the peo¬
ple of our city, without being compelled to stop at some junction for
late trains or long slow-running trains of freight on its way to or
from East Boston, which in many cases, as can be daily witnessed at
the Cottage-Farm bridge, are obliged from the crowded state of the
Boston & Albany yard and tracks to occupy the main tracks upon
the bridge from fifteen to thirty minutes many times a day.
There should be special trains leave every fifteen minutes from each
end of the route, from 7 A. M. until 9 P. M., and half hourly from
5 A. M. until 7 A. M., and half hourly from 9 P. M. until 12 mid¬
night. With the large business constantly increasing upon the Bos¬
ton & Albany Railroad it is very much doubted if half hourly
trains could with safety be run in and out between the trains already
running upon the Boston & Albany Railroad, to say nothing of delays
that must more or less occur from time to time.
We admit that a large and excellent region of our city, possessing
some of the best building sites in the city, would be greatly benefitted
if a line of road such as a majority of our committee subscribe to and
which they so heartily and fullv indorse and recommend; but why
should we not build a line which will accommodate a tenfold larger
population so long clamoring for relief. As has been well stated by
a member of our committee on a previous occasion, "the new
horse-car railway is to be built as an auxiliary to a steam-car road,"
and consequently the region indicated from Brighton street to Brook-
line bridge will be accommodated by a cheap fare to a steam-car depot
on the Independent or Boston & Charles River Line, and thence by
another cheap fare to the terminus in Boston. There hasjbeen a seem¬
ing Providence arise in the inauguration of the new horse-car line to
help our committee out of a dilemma in giving the section bordering
on Charles river in Ward Four the relief in transit desirable and so
easy now of solution.
9
THE HOUTE OF THE INDEPENDENT DINE.
The route of the Independent Line of Steam-car Railway we will
then describe as fully as possible, liable of course to future variations
and changes as may seem desirable in saving costs in damages or in¬
jury to private and public property, which will be determined in the
final survey to be submitted.
Starting then at a point nearly opposite Mt. Auburn gateway and
following substantially the same line as laid down on a line tonight
presented in the reports favoring both the Boston & Albany and
Fitchburg connections, until Winthrop square is reached, where a
depot would be located for the accommodation of Harvard square and
vicinity. From Winthrop square run in nearly a direct line through
the Cowpertliwait District, as per plan, to Putnam avenue, and
crossing over said avenue above the travel of said avenue, pass be¬
tween Franklin and Kinnaird streets in nearly a straight line to
Soden street, over Soden, Western avenue, River and Magazine
streets, and pass between Franklin and Auburn streets in nearly as
direct line as possible to Front street, thence across Charles river by
bridge to the Boston side, and crossing Charles street at a suitable
elevation over said street, and enter a tunnel at the most conve¬
nient point to reach Pemberton square. If thought more desirable
the line could be built between Green and Main, or Green and
Franklin, and thence by nearly a direct line to Front street. This
line to be so raised as to avoid the heaviest damage to property,
and at the same time give needed convenience to the public. No
prominent street is to be crossed at grade on the entire proposed
route. Another route has been suggested by prominent engineers,
which is to follow the line of the Fitchburg Dana Hill tunnel line
(see plau) until the easterly side of Broadway is reached, and thence
in nearly a direct line with said street, and at a suitable distance
therefrom, until the junction of Main street is reached, and thence
across Charles river, on the easterly side of Main street and West
Boston bridge, to the Boston side, over Charles street and in nearly
a direct line to Chambers street at the foot of Green street, where
the depot would be located. Both routes have been looked carefully
over by some of our best engineers, and pronounced feasible and capa¬
ble of being built, with damages, inside of $400,000.
In arriving at this decision and recommending this route and line
we have not been controlled by any personal or private interests of
our own, but with a free and full desire to best serve the public and
advance the present and future good of our whole city. Also we
may be allowed to say that in recommending this plan we have had
as high regard for the damages or benefits which may come to the
home of our humblest citizen,whose cottage is worth a small amount,
as to him who lives in a palace with a costly estate and re¬
ceiving the highest honors. But in the matter of damages, that is of
but secondary consideration when we consider the great and press-
10
ing needs of our city, and which is felt more and more year after
year. The longer we delay the worse it will be in the matter of dam¬
ages, and besides retarding the development of our city in a manner
most desirable in all respects. No personal interests should be al¬
lowed to interpose objections to adopting the best and most conve¬
nient route. Human selfishness should in this instance be forced to
let its ambition for gain stand aside, so that our whole city may be
benefitted with such communication as will best meet the demands
of all classes, and in full accord with the will of the majority.
THE OBSTACLES TO BE MET.
The remark made by some is it can't be thought of for a moment
the damage will be so great—grade crossings will not be allowed,
and a tunnel into Beacon Hill is impossible. But what are the facts?
Enterprises beside which this is insignificant have been undertaken
and accomplished in other places, and today bless the world as well
as the localities in which they exist.
A movement has taken form in Chicago to build an underground
railway from the river north to the city limits, in connection with
the proposed rapid transit system to Evanston and Lake Forest. The
cost of tunneling and laying the track in the tunnel to the city limits
is estimated at $2,600,000. (It may not be out of place to mention in
this connection that a prominent railroad official from that city has
recently stated that Chicago owes her great and rapid growth to the
fact that her authorities have been liberal and allowed steam-car
roads to cross streets at grade in all .directions; and more, that the
record of accidents is even in smaller proportion than in those cities
where grade crossings are not generally allowed.)
The New York Central Tunnel Railway has filed articles of incor¬
poration with a capital of five millions. It is to run from city hall to
the Grand Central. Perhaps, therefore, a tunnel in Boston will no
longer seem absurd and impossible.
It may not have been forgotten that when the arguments for ele¬
vated roads were made at the State House this year, Linus M. Child,
Esq., made a departure in the line proposed, and said: "The property
between Cornhill and Boylston streets, on Washington and Tremont
streets, is worth more than all the rest of the city combined. Its
owners do not want any change. We believe we could build on the
streets and not hurt real estate one particle. We propose that no
road shall run on the surface between the northerly line of Court
street and any point south and west of city hall to a distance of
2,000 feet. We propose a tunnel at this point. We don't propose to
tie ourselves to any man's patent right, when there are one hundred
plans in the market. We know that, with a capital of $5,000,000, we
can build and run a safe road in the air. We propose to run from
Grove Hall to Boylston street on the surface, and then go under-
i
11
ground to a point beyond the westerly side of Court street. We pro¬
pose to run from Cambridge and enter Beacon hill at Charles street,
joining the underground structure, and to follow the same plan for
South Boston/'
Gentlemen who had previously opposed the elevated railway into
and through Boston when this proposition was made instantly with¬
drew their opposition, as the great damage would be obviated in that
city by such a course.
Now, as to the cost of tunnels in. other countries, it may not be
amiss to mention some of them:
The Rellv Tunnel (Reims branch of the Paris & Strasburg Rail¬
way), miles long, 11 shafts, cost $497,904, or $37.72 per lineal foot,
and this for a double-track road.
Arschwiller Tunnel (Paris & Strasburg Railway), If miles long,
arched from end to end, canal along side, under which the railway
passes at one end, the grade descending, and the canal diverging, so
as to permit this. Cost, $515,328, or $58.56 per lineal foot. This
tunnel for double track and canal.
The average cost of tunnels, so far as we have been able to gather
the statistics, is about $57 per lineal foot. One of our best engineers
has stated to a memberof this committee that the cost of the proposed
Beacon Hill Tunnel could not exceed $75 per lineal foot, and he
would be glad to find a reliable contractor to take the job at that
price.
Now as to the building of the road from Mt. Auburn to near Har¬
vard square, no one has been yet found to doubt its practicability.
From Harvard square to Front street, and running near Main street,
some doubt has been expressed as to its being built, on account of
the great damage to property. Of course it must be admitted that
damage would come to some estates on its line, but not so heavy
as many have supposed. In running at grade, the line would be
built between streets as far as possible (through the back yards), and
avoiding all main thoroughfares at grade crossings—either going un¬
der or over streets of much importance and large traffic. Or if the
line between the points named could not be built on the ground level,
either elevate the road or build an embankment. If a line should be
granted, by thus avoiding the main thoroughfares the damage would
be comparatively light, and the advantages just as good every way.
It may not be uninteresting to quote from the Twelfth Annual Report
of the Board of Railroad Commissioners, under the head of
7 «
FIRST DECISION.
"When a route has been given, the petitioners, subject to the pro¬
visions of the law, may construct as they choose—on the surface, or
under, or over it, by tunnel, or viaduct, or trestle work, neither of
which is forbidden by statute."
12
THE ESTIMATES AND EXPENSES.
In making this report, let it be distinctly understood that we have
not been able to find any engineer, board of directors or corporation
generous enough to furnish us plans free of cost, and have been
obliged, therefore, at some personal expense ourselves, to obtain a
share of the information presented.
We have consulted the best authority in obtaining the outside lim¬
it as estimates for cost of road and equipment from near Mt. Auburn
gate to Pemberton square by an independent line, and as indicated.
Understand, this road is to have a double track and to be standard
gauge.
Tunnel 1800 ft., at $100 $180,000
Draw-bridge 50,000
4.5 miles of Road, at $50.000 225,000
Rolling Stock 65,000
Incidental 80,000
$600,000
Right of way (estimated) 400,000
$1,000,000
The above estimate includes 3 locomotives and 15 cars. We have
not taken into account 35,000 cubic yards of earth from the tunnel,
at 50 cents per yard, $17,500.
We are assured that the above is much more than what the cost of
the road would be, but it is desirable that we should look at the mat¬
ter square in the face, and not underestimate. One of our most
prominent bankers and brokers stated to us that one-half the cost of
such a road could be placed in five per cent, bonds, and sell quick.
For a moment let us look at an expense account for running such
a road when built:
EXPENSE ACCOUNT.
Salaries of Officers, Clerks, etc $10,000
" Employes 17,000
Sundries 18,000
$45,000
Interest on $500,000 bonds at 5 per cent 25,000
$70,000
It is entirely safe to assume that the increase of patronage will pay
all bills of wear and repair.
13
UNION HOUSE RAIL.ROAD COMPANY.
Passengers carried by the Union Horse Railroad Co.
year ending Sept. 30, 1878 7,555,004
Year ending Sept. 30, 1879 8,572,409
Increase, 13.5 per cent 1,017,315
Year ending Sept. 30, 1880 10,814,960
Increase, 26 per cent 2,242,557
Increase in 2 years, or 43 per cent 3,259,872
Allow 11 per ct. increase for 1881, they will carry.. 12,000,000
The earnings of the Horse-Car Road may not be uninteresting in¬
formation for the public to possess, for the past year.
CAMBRIDGE RAILROAD COMPANY.
Dividends, 9 per cent $81,072
Sinking Fund 3,000
Construction Account 908,600
Surplus 150,000
UNION IIORSE RAILROAD COMPANY.
Dividends, 10 per cent $37,430.00
Surplus 40,719.79
It will be remembered that the Union Railroad Co. lease from the
owners, the Cambridge Railroad Co.
Of the 12,000,000 passengers being carried by the Union Railroad,
the Independent Steam-Car Railroad into Pemberton square or vicin¬
ity, if running, would carry say one-fourth, at least, or 3,000,000.
3,000,000 passengers, at 5 cents $150,000
Less expense, interest, etc 70,000
Net Receipts $80,000
$80,000 would pay 16 per cent, on the capital stock of $500,000.
THE SAN FRANCISCO CABLE.
We have not space to more than merely call attention to a design
adopted in San Francisco for propelling cars, called The Cable Sys¬
tem. By adopting such a method there would be no necessity of
running an engine into the tunnel at Beacon Hill at all. The cars by
14
tliis system care propelled by a stationary engine and cable. The cost
of such an arrangement would be not far from $27,000 for a tunnel of
1S00 feet in length.
a general view of the situation.
Let it be distinctly understood that with such a line built other
roads would ask to run their cars into Boston by a route so eligible
and convenient, thus adding to the revenue of the Cambridge line,
which we will take the liberty of naming the Boston & Charles River
Railway.
The amount of stock to be raised is $500,000 for such a line built
and equipped, with $500,000 in five per cent, bonds and a showing of
estimated receipts, which must be reasonable in the extreme.
Then, too, the fares are placed at only five cents between the
farthest limits of the road from end to end. That must be popular
with the whole people when we show that a handsome return will be
given the owners of the road from which to declare dividends.
But allowing that the tunnel cannot be built and Pemberton
square reached as the desired termnus of the road (which we do not
admit), then any point short of there—on Temple street, or Cam¬
bridge street, at the foot of Green street, or even on Charles street,
would be preferable to any other route yet named.
the fitchburg lines.
In event that the so-called Boston & Charles River line be aban¬
doned, on account of damage and expense, the question then recurs
from whence shall relief come in giving our city the next best steam
transit open or possible to and from Boston? We have looked the
ground over carefully, and with a view, in case of a contingency, to
be able to then suggest the best road to connect with. Although our
associate on the sub-committee will present a report with cogent and
carefully prepared reasons why the Fitchburg road would be the best
line to make connection with, if either of the existing old lines are
to give aid, still we may be allowed to briefly allude to it. To our
mind there is every reason, almost, why the Fitchburg connection
would be the best.
By the Fitchburg line commencing at Mount Auburn station and
connecting with the Watertown branch, in coming by the way of Har¬
vard square or near Central square, nearly all grade crossings are to
be avoided, and therefore no liability to accident or objection on the
part of the authorities, consequently no whistling or ringing of bells
will be necessary. It may be stated that in an interview with the
president of the Fitchburg road lie distinctly stated that no freight
or ice cars would be allowed to run on the road through Cambridge
by this line.
The Fitchburg Railroad today is considered the most popular
steam-car road running into Boston, and deservedly so, as its con-
15
trolling officials are gentlemen of liberal ideas, from President
Stearns down to the foot of the list. The management in recent
years have been abreast of the times and dealt generously with
its patrons, and it has-now in view changes and improvements which
will please the public and add fresh popularity to a line which already
stands at the head in the estimation of the world.
If the Fitchburg branch line is thus extended and built as indi¬
cated, it will give the people of Cambridge the privilege of stepping
on the cars near their own doors and at Waltham connect with the
tunnel line and all the through trains going North or West. Such a
convenience cannot be estimated by our residents, who have always
been deprived of such a privilege. Today they have it in their
power to make this most desirable alliance. In going to Saratoga,
for instance, it should be borne in mind that the distance by the
Boston & Albany is 241 miles, and by the Fitchburg only 203 miles,
a difference of 38 miles.
Then, too, such a connection is desirable in bringing our neighbor
Watertown into closer and more direct relations with us, which
would be an advantage to both them and us.
Also, the ladies have something to say about the subject, as they do
not, we apprehend, care to be obliged to go six and one-half miles
from the proposed Mt. Auburn station by the way of the Boston &
Albany, and taking them round by nearly a half circle to the other
side of Boston from which they desire to land. The same rule ap¬
plies to most of our business men. By the Fitchburg line it would
be a mile and a half nearer (being only five miles from Mt. Auburn
by that route), and from the Boston terminus be able to reach the
business points desired easier and more pleasantly. School street,
Boston, is nearer the Fitchburg depot than the Boston & Albany new
depot in that city, so that it can be seen at once where time will be
saved in reaching the centre of the Hub.
The cost of the road, too, from the Mt. Auburn station-via the
Harvard branch line, as per plan, would not be much, if any, over
$250,000 after all damages are paid, which comes within the range of
possibilities in building a steam road and obtaining the required
stock raised.
But if it is thought on the part of our citizens that the line by the
Harvard branch does not accommodate the city as it should, we,
would point out to ypu anotlior line to connect with the Fitchburg
road (see plan) which from Winthrop square would diverge from the
Boston & Albany route and be built by depression and tunnel
thiough the Dana Hill region, under all the prominent streets, and
across the vacant lands after leaving Cambridge street to Prospect
station in Somerville. This route would accommodate the people
through the upper portion of Wards 2 and 4 to a large degree. We
call special attention to this route as laid down on the plan. The
road by this line would cost nearly $100,000 more than by the Har¬
vard route, but would accommodate a much larger population.
16
Take either of the four routes proposed by your committee and the
money must be forthcoming from the citizens of this city to construct
it—that is certain. It is for you to determine which is the best, and
the one you would invest your money in.
The able report of the sub-committee favoring the Boston & Albany
route is worthy of your careful consideration. The adoption of such
a line would certainly open up a district of vacant land for the mar¬
ket. Provided no other steam road could be built, (which we do not
for a moment admit) we should be in favor of its construction.
TO THE CITY AUTHORITIES
and others interested we would call special attention to that part of
Governor Long's last message relating to railroads, which says:
" A chromatic provision is in our railroad law. Every man is en¬
titled to the possession of his property, except as it is needed for
public use. But the general railroad law permits any set of men to
take the property of our citizens for the construction of a railroad,
without any adjudication that it is needed. The very persons who
propose to take it are permitted to be the sole judges of the necessity
for so doing. If the municipal authorities refuse to grant a route
through any city or town, the railroad commissioners are compelled
to grant it, even if they believe their action will thereby cause un¬
mitigated injury to that community."
Our only object in calling attention to this law is the fact that we
often hear it said that the grant for a railway could not be obtained
from the authorities, etc., etc. Of course no one of this whole com¬
mittee would desire to have a road built to injure the citizens in any
degree, but to add a blessing which present and future generations
may enjoy.
• Under*the provisions of the General Railroad Law a charter must
be granted when $10,000 per mile is subscribed for and ten per cent,
of that amount paid in. If the citizens of Cambridge are willing to
obtain the charter we are assured that gentlemen outside of this city
stand ready to take the road off from their hands and construct it.
But such a course we do not by any means advise, for the road we
need, and the road we want, is an independent line, owned, run and
controlled by the people of Cambridge. There ought to be pluck and
money enough to build just such a road, and we hope and trust that
a thousand men in this old University Town will come forward, and
in sums from $100 and upwards put their shoulders to the wheel and
move the enterprise onward to success. It has been stated to us
as a fact, within a week, that a gentleman of large wealth in our city
had publicly remarked that he would take $100,000 stock in an inde¬
pendent line of steam-car railway, if built in the right locality, where¬
by the public at large would be best accommodated. Such talk
17
means business when made by a gentleman of such financial standing
as the one referred to. Subscription papers have been prepared, and
are in this hall for signatures, and we trust will be well filled ere you
go to your homes.
It lies with you, citizens of Cambridge, to say the word and it is
done. Shall we longer delay then when every man and woman in
this city knows and feels the necessity of such a road? We leave
the verdict in your hands and ask that you consider it well and
then act.
D. Gilbert Dexter, I
> Sub-Committee.
George D. Rice, )
Cambridge, Mass., April 9, 1881.
THE FITCHBURG LINE CONSIDERED.
CITIZENS OF CAMBRIDGE:
Being chosen members of a Citizens' Steam-Railway Com¬
mittee, to devise and suggest the best practicable route for a railroad
between Cambridge and Boston, we most respectfully present to you
our views for consideration:
First, we have endeavored, with the best of our ability, to be able
to designate some one definite route for a steam railroad from Cam¬
bridge to Boston; but we find that a difficult task, as each proposed
route on examination has its special advantages as well as disadvan¬
tages. As you have the very able report in detail of the Boston &
Albany connections, as also the independent line, it is unnecessary for
this one to take up but a few moments of the time to detracting
from the Boston & Albany, or aiding the independent line. That is
a matter left with you, citizens of Cambridge, to discuss, as well as
this one, pro and con. As time is the essence of the business before
us, if we are to do anything this year, we do suggest and request
that you take into careful consideration what is called the independ¬
ent line,—so ably advocated by our associate,—by following the line
from Cambridge to Boston, as he has designated, into Pemberton
square, or some other terminus by tunnel. The estimate runs to such
a high amount that we stand appalled, and are frightened. And
how are we to pay the interest on that amount—even a small inter¬
est? Let us see. If that line is built we should have no doubt that
in five years a continuation of the line from Mount Auburn west,—
out through Belmont, Watertown and Waltham, connecting with
the Massachusetts Central,—northwest through Belmont, Arlington,
Winchester, Woburn, connecting with the Boston & Lowell, also
the Fitcbburg Railroad,—three of the great railroads of the State,—
giving us the largest passenger traffic at our depot of any road now
running into Boston. Why? Because we carry them farther into
the city, and leave them where it suits them best, and the fare to be
20
no larger than they now pay to be left at the outskirts of the city,
where not less than twenty-five per cent of the travel now takes the
liorse cars to be carried up town. And in a short time our Pember-
ton-square tunnel would be connected with lines of other roads, that
will meet us under ground, running to the south and southwest,
•connecting with the Old Colony Railroad, the Boston & Albany and
Providence; and on the west and northwest joining with the East¬
ern, Lowell, Boston & Maine and Fitchburg,—making the one centre
for all travel, and the largest interchange of passenger traffic in the
New-England States. With that outlook we plainly see where the
interest money will come from. This line we advocate and advise,
for the city of Cambridge, as an independent road for the all future.
After we are gone it will be for those who follow us to extend, to
improve and protect. But we, seriously, do not think this plan will
be carried out, for we have no Gould to pay the bill and wait.
Now comes, in our judgment, the next cheap—and if we may so as¬
sert it—cheapest and most feasible line for us to connect with which is
the Fitchburg Railroad: Commencing at Somerville station, following
very nearly the course of the Harvard branch, passing under Beacon
and Oxford streets to North avenue. This part of the line, with the
exception of the street crossings, would be through an open cut.
Then passing beneath North avenue, the Common and Garden street
by a covered way and in the rear of the buildings that front 011 Ap-
pian way and Hilliard street, crossing Mt. Auburn street, to the low
lands bordering Charles river; thence nearly parallel with Mt. Auburn
street to a point near Elmwood avenue; again under Mt. Auburn
street, Brattle street and Fresh Pond lane, to Mt. Auburn station—
that is very nearly the line of our proposed Fitchburg connection.
Now for some of the reasons for this depressed road: The laws of the
Commonwealth forbid making grade crossings without the consent of
both the county and railroad commissioners, and, judging from the
past action of both boards, that it would be difficult, if not impossible,
to obtain their consent to such crossings in the city of Cambridge,
we have sought a line which would avoid all grade crossings, and at
the same time accommodate the public. The result is shown on
plan and profile.
The expense of construction will be greater for a line passing un¬
der streets than for one crossing them at grade; but the benefits re¬
ceived will much more than compensate for the additional cost.
First in safety, and in the absence of the annoyance, to those living
or doing business near the line, caused by sounding the whistle and
bells of locomotives, which are required by law at grade crossings;
and right here we report that we have the authority to say that the
Fitchburg Railroad will not run freight trains day or night over the
road unless requested to by the citizens of Cambridge for their bene¬
fit; and, as between an elevated road of earth and stone, or an iron
structure, and .a depressed road, the advantages are decidedly in fa¬
vor of the latter in relation to property interests and as an invest-
21
ment. Experience in the courts of law, in cost of construction, and in
maintenance and operation, lias somewhat dimmed the rose color of
elevated roads as an investment, the chief profits being made by the
originators. And the courts of New York are gradually reducing
them to the standing of other railways, as to taxation and property
damages, and the damage they are apt to cause in daily operation
must prove a growing expense. Structures composed of so many
parts held by rivets, and in constant vibration, involve con¬
stant repair; and fires along the line may entirely suspend travel for
some time, and seriously injure the structure. The trains cannot tie
safely operated in fogs, and are in danger from high winds. The
risk of accidents to passengers and employees is serious. One great
difficulty of the Boston & Albany Railroad line, unless it hugs the
river bank close, is the grade crossings. The road must he built on a
high embankment, with street crossings under it, or an iron elevated
road, on account of the low land by the river. It is impossible to de¬
press it, and in case of the Fitchburg route running as we have
mapped it out—with high land and considerable of it of a sandy and
gravel formation—a tunnel under the common and a depressed road
from the main line to the tunnel, then after passing through the tun¬
nel a depressed line to Mt. Auburn, proposes easy grades, immunity
from various expenses, damages, and the special advantages every
engineer will recognize of a permanent road bed for maintenance and
operation. The great improvement in compressing air will facilitate
tunnel ventilation. This report will not go into statistics of popu¬
lation, vacant lands to be built on, and future growth of the city;
but we call your attention to one matter of distance in Boston.
From the Fitchburg Railroad station to city hall it is a less distance
than from Boston & Albany station to city hall.
NOW TO ESTIMATE OF COST.
Bridging streets east of North avenue .$10,800
Excavation, 31,680 cubic yards at 30 cents, 9,504
Excavation North avenue to Brattle street, 48,000
cubic yards, 14,400
Bank walls North avenue to Brattle St., 11,000 at $4 . 44,000
Bridges 15,000
Trestle bank of river 5,000
Excavation beyond river to Ml. Auburn station, 60,000
cubic yards, 18,000
Bank walls and abatements 16,000
Bridges 6,000
Changing sewers and pipes 20,000
Track material and laying 24,000
Stations 10,000
196,704
22
LAND DAMAGES.
Per running
foot. Feet.
$5 from starting point to McDonald
street SOOx CO — $4,000
15 from McDonald street to Fresh
Pond Lane COOxlOO = 9,000
10 from Fresh Pond Lane to Elmwood
avenue 1600x100 = 16,000
10 Elmwood avenue to opposite Clian-
ning street 800x100 = 8,000
4 from opposite (Jlianning street to
opposite Willard street 1800x 80 = 7,200
8 from opposite Willard street to
Bath street...." 600x100 = 4,800
15 from Ash street to Brattle street.. 700x 60 = 10,500
30 " Brattle street to Garden
street 400x CO = 12,000
71,500
20 from North avenue to Oxford
street lOOOx 60 = 20,000
8 from Oxford street to foot Divinity
avenue 600x 60 = 4,800
6 from foot Divinity avenue 10 Bea¬
con street 1400x 60 = 8,400
$104,700
In this estimate we take the whole lot where spoiled; this estimate
of land damage was carefully estimated on the ground by one of our
most experienced assessors; the estimate cut down to 40 feet wide
would not amount to over $50,000. The length of the rail from Mt.
Auburn connection to Somerville connection is 2 1-5 miles; the
whole length of road from Mt. Auburn station to Boston, 5 miles.
In passing it would be no more than fair and just to speak of the
liberal management of the Fitchburg Kailroad. No road today is
managed with more tact and liberality than the Fitchburg. Presi¬
dent Stearns is a man of calm and deliberate judgment, ready to listen
to any proposition for the advancement of the public interest which
lies in his power, and at the same time benefit the important interests
under his immediate supervision. Superintendent Adams and As¬
sistant-Superintendent Turner are both gentlemen inclined to ac¬
commodate the patrons of the road and devise ways and means to
make the road popular. They are both gentlemen in the truest
sense and deserve the best things in praise. The Fitchburg is really
the popular line of New England today.
23
The estimate is endorsed by prominent engineers and contractors
and by personal visit to the line, and we say it is reliable. Satisfy¬
ing our local papers 110 difficulty need occur on account of grade
crossings, as they were all in the right in their editorials as to the
dangers of such crossings, and the expense of gatemen and lights,
etc., which would be enormous. Before we close this report, let us say
to you all—don't let any one reflect on the men that first built and
put their time and money in our Cambridge Horse Railroad years
ago, in 1855, since which a generation has passed. A few enterpris¬
ing, bold men, seeing the need of public improvements, united them¬
selves together and built the horse railroad, and the same men, with
others, constructed the gas works and water works. When the first
rail was laid, three-fourths of the people looked on the project as an
experiment. An old-established coach line was running from Cam¬
bridge to Boston, also a steam railroad, the Harvard Branch, very
near to the place where we are tonight; but as time passed and the
work went on, the contractor paid his bills, although to our knowl-
edgment he sold stock for $17 a share that was worth soon after $98
to $100; and the very paving that was laid in the street railroad was
drawn from the farmers'walls at Belmont and Watertown. They
had no thought at that time of elegant split granite blocks. The
teamsters, expressmen, and others using teams, considered the horse
railroad as an enemy to the public, and for years in Cambridge, Bos¬
ton and Charlestown they continued at war. Teamsters would
club together and agree to pay the bill, and then instruct one of these
men to drive on the track; and I have known it to be from fifteen to
twenty minutes, and longer, before the conductor could impress on
the teamster that he was in the way, and the horse-car could not run
around him.
No, gentlemen of today, don't reflect back on those who first built
our public works in this city. Some have gone to their long and
everlasting home; others are here in our midst doing credit to them¬
selves and mankind. Knowing the position in those days I can ask
you all who here would have done better in 1855. Excuse me forthe
time I have taken, for I know that at times some glance back at the
original stock and bond account the first year the road was built and
equipped, and it shows too small an amount of property for the issue;
but they could do 110 better, for they did the best they could at that
time.
George D. Rice, )
> Sub-Committee
D. Gilbert Dexter. )
Cambridge, Mass., April 9,1881.