The Railroad Builders: A Chronicle of the Welding of the States. John Moody

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      "Why, my dear sir," exclaimed the Commodore, "my railroad is more than three hundred miles long, while yours is only seventeen miles."

      "That may all be so," replied the other, "but my railroad is just as wide as yours."

      This statement was true. Practically no railroad, even as late as the sixties, was wider than another. They were all single-tracked lines. Even the New York Central system in 1866 was practically a single-track road; and the Commodore could not claim to any particular superiority over his neighbors and rivals in this particular. Instead of sneering at his "seventeen-mile" colleague, Vanderbilt might have remembered that his own fine system had grown up in less than two generations from a modest narrow-gage track running from "nothing to nowhere." The Vanderbilt lines, which today with their controlled and affiliated systems comprise more than 13,000 miles of railroad—a large portion of which is double-tracked, no mean amount being laid with third and fourth tracks is the outgrowth of a little seventeen-mile line, first chartered in 1826, and finished for traffic in 1831. This little railroad was known as the Mohawk and Hudson, and it extended from Albany to Schenectady. It was the second continuous section of railroad line operated by steam in the United States, and on it the third locomotive built in America, the De Witt Clinton, made a satisfactory trial trip in August, 1831.

      The success of this experiment created a sensation far and wide and led to rapid railroad building in other parts of the country in the years immediately following. The experiences of a participant in this trial trip are described about forty years later in a letter written by Judge J.L. Gillis of Philadelphia:

      "In the early part of the month of August of that year [1831], I left Philadelphia for Canandaigua, New York, traveling by stages and steamboats to Albany and stopping at the latter place. I learned that a locomotive had arrived there and that it would make its first trip over the road to Schenectady the next day. I concluded to lie over and gratify my curiosity with a first ride after a locomotive.

      "That locomotive, the train of cars, together with the incidents of the day, made a very vivid impression on my mind. I can now look back from one of Pullman's Palace cars, over a period of forty years, and see that train together with all the improvements that have been made in railroad travel since that time.... I am not machinist enough to give a description of the locomotive that drew us over the road that day, but I recollect distinctly the general make-up of the train. The train was composed of coach bodies, mostly from Thorpe and Sprague's stage coaches, placed upon trucks. The trucks were coupled together with chains, leaving from two to three feet slack, and when the locomotive started it took up the slack by jerks, with sufficient force to jerk the passengers who sat on seats across the tops of the coaches, out from under their hats, and in stopping, came together with such force as to send them flying from the seats.

      "They used dry pitch for fuel, and there being no smoke or spark catcher to the chimney or smoke-stack, a volume of black smoke, strongly impregnated with sparks, coals, and cinders, came pouring back the whole length of the train. Each of the tossed passengers who had an umbrella raised it as a protection against the smoke and fire. They were found to be but a momentary protection, for I think in the first mile the last umbrella went overboard, all having their covers burnt off from the frames, when a general melee took place among the deck passengers, each whipping his neighbor to put out the fire. They presented a very motley appearance on arriving at the first station. Then rails were secured and lashed between the trucks, taking the slack out of the coupling chains, thereby affording us a more steady run to the top of the inclined plane at Schenectady.

      "The incidents off the train were quite as striking as those on the train. A general notice of the contemplated trip had excited not only the curiosity of those living along the line of the road, but those living remote from it, causing a large collection of people at all the intersecting roads along the route. Everybody, together with his wife and all his children, came from a distance with all kinds of conveyances, being as ignorant of what was coming as their horses, and drove up to the road as near as they could get, only looking for the best position to get a view of the train. As it approached the horses took fright and wheeled, upsetting buggies, carriages, and wagons, and leaving for parts unknown to the passengers if not to their owners, and it is not now positively known if some of them have stopped yet. Such is a hasty sketch of my recollection of my first ride after a locomotive."

      The Mohawk and Hudson Railroad was originally constructed with inclined planes worked by stationary engines near each terminus, the inclinations being one foot in eighteen. The rail used was a flat bar laid upon longitudinal sills. This type of rail came into general use at this period and continued in use in parts of the country even as late as the Civil War.

      The roads that now make up the New York Central were built piecemeal from 1831 to 1853; and the organization of this company in the latter year, to consolidate eleven independent roads extending from Albany to Buffalo, finally put an end to the long debate between canals and railroads. The founding of this company definitely meant that transportation in the United States henceforth would follow the steel route and not the water ditch and the towpath. Canals might indeed linger for a time as feeders, even, as in the case of the Erie and a few others, as more or less important transportation routes, but every one now realized that the railroad was to be the great agency which would give plausibility to the industrial organization of the United States and develop its great territory.

      Besides the pioneer Mohawk and Hudson, this consolidation included the Utica and Schenectady, which had been opened in 1836 and which had operated profitably for many years, always paying large dividends. The Tonawanda Railroad, opened in 1837, and the Buffalo and Niagara Falls, also finished in the same year, were operated with profit until they were absorbed by the new system. In 1838 the Auburn and Syracuse and the Hudson and Berkshire Railroads were opened. The former after being merged in 1850 with the Rochester and Syracuse Railway, became a part of the consolidation. The Syracuse and Attica Railroad, opened in 1839, the Attica and Buffalo, opened in 1842, the Schenectady and Troy, opened in the same year, and several other small lines, some of which had undergone various changes in name and ownership, were all merged into the New York Central Railroad. This great property now comprised five hundred and sixty miles of railroad, the main stem extending from Albany to Buffalo. Though it had as yet no connection with the Hudson River Railroad, the New York Central Railroad at this period was the most substantial and important of American railroad systems. It developed a large and healthy through traffic to the Great Lakes and was practically free from railroad competition. The Erie Railway, which for many years had been struggling under great difficulties to reach the Great Lakes and had gone through nearly a generation of financial vicissitudes, was just getting its through line actively under way. The Pennsylvania Railroad was just pushing through to the waters of the Ohio and was not likely for many years to compete with the New York Central for the lake traffic. The Baltimore and Ohio, while remotely a competitor, was, like the Pennsylvania, looking more for the traffic of the Ohio Valley than for that of the Lakes.

      The period of six years following the consolidation of 1853 was one of great prosperity for the New York Central system, and, notwithstanding the setbacks to business caused by the panic of 1857, large dividends were continuously paid on the capital stock. In the year 1859—before the Vanderbilt regime opened—the management embraced what to modern men of affairs are famous names. Erastus Corning was president, Dean Richmond was vice-president, and John V. L. Pruyn, Nathaniel Thayer, Isaac Townsend, and Chauncey Vibbard were directors. The headquarters of the company were at Albany, and the stock was owned mainly by residents of that city.

      Meanwhile the building of railroads in other parts of the State and under other leadership was going forward rapidly. As far back as 1832 the first mile of the New York and Harlem Railroad was opened for traffic. This single mile remained for some time the only property of the company. It extended through what is now a thriving part of down-town New York. Its original terminus was at Prince Street, but the line was afterwards extended southward to the City Hall and later to the Astor House. СКАЧАТЬ