Railroads in the United States
(Abstract of the Seventh Census.)
In no other particular can the prosperity of a country be more strikingly manifested than by the perfection of its roads and other means of internal communication. The system of railroads, canals, turnpikes, post-routes, river navigation, and telegraphs possessed by the United States presents an indication of its advancement in power and civilization more wonderful than any other feature of its progress. In truth, our country in this respect occupies the first place among the nations of the world.
From returns received at this office in reply to special circulars, and other sources of information, it is ascertained that there were, at the commencement of the year 1852, 10,814 miles of railroads completed and in use, and that 10,898 miles were then in course of construction, with a prospect of being speedily brought into use. While the whole of these 10,898 miles will, beyond reasonable doubt, have been finished within five years, such is the activity with which projects for works of this character are brought forward and carried into effect, that it is not extravagant to assume that there will be completed within the limits of the United States before the year 1860 at least 35,000 miles of railroads.
The Quincy Railroad, for the transportation of granite from the quarries at Quincy to Neponset River, and the Mauch Chunk Railroad, from the coal-mines to the Lehigh River, in Pennsylvania, were the first attempts to introduce that mode of transportation in this country; and their construction and opening, in the years 1826 and 1827, are properly considered the commencement of the American railroad system. From this period until about the year 1848, the progress of the improvements thus begun was interrupted only by the financial revulsion which followed the events of 1836 and 1837. Up to 1848, it is stated that about 6000 miles had been finished. Since that date an addition of 5000 miles has been made to the completed roads, and, including the present year, new lines, comprising about 14,000 miles, have been undertaken, surveyed, and mostly placed under contract.
The usefulness and comparative economy of railroads as channels of commerce and travel have become so evident that they have in some measure superseded canals, and are likely to detract seriously from the importance of navigable rivers for like purposes. In a new country like ours many items of expense which go to swell the cost of railroads in England and on the continent are avoided. Material is cheap, the right of way usually freely granted, and heavy land damages seldom interpose to retard the progress of an important work. It is difficult to arrive at a clear approximation to the average cost of railroad construction in the United States. Probably the first important work of this class undertaken and carried through in the Union was the cheapest, as it has proved one of the most profitable, ever built. This was the road from Charleston, in South Carolina, to Augusta, on the Savannah River. It was finished and opened for traffic in 1833. The entire expense of building the road and equipping it with engines and cars for passengers and freight was, at the date of its completion, only $6700 per mile; and all expenditures for repairs and improvements, during the eighteen years that the road has been in operation, have raised the aggregate cost of the whole work to only $1,336,615, or less than $10,000 per mile.
It is estimated that the 2870 miles of railroads finished in New England have cost $132,000,000,—which gives an average of nearly $46,000 per mile. In the Middle States, where the natural obstacles are somewhat less, the average expense per mile of the railroads already built is not far from $40,000. Those now in course of completion—as the Baltimore & Ohio Railroad, Pennsylvania Central, and other lines, the routes of which cross the Alleghany range of mountains—will probably require a larger proportionate outlay, owing to the heavy expense of grading, bridging, and tunnelling. In those States where land has become exceedingly valuable, the cost of extinguishing private titles to the real estate requires, and the damages to property along the routes form, a heavy item in the account of general expenses of building railroads. In the South and West the case is reversed: there the proprietors along the proposed line of a road are often willing and anxious to give as much land as may be needed for its purposes, and accord many other advantages in order to secure its location through or in the vicinity of their possessions. In the States lying in the valleys of the Ohio and Mississippi the cost of grading, also, is much less than at the eastward. Where the country is wooded, the timber can be obtained at the mere cost of removing it from the track; and through prairie districts Nature seems to have prepared the way for these structures by removing every obstacle from the surface; while fine quarries of stone are to be found in almost every region. These favorable circumstances render the estimate of $20,000 per mile in all the new States safe and reliable.
The primary design of nearly all the great lines of railway in the United States has been to connect the sea-coast with the distant interior, to effect which object it was necessary to cross the Alleghanies, which intersect every line of travel diverging to the West from the great commercial cities of the seaboard.
The Eighth Census (1860), continuing the line, makes this addition to that of the Seventh:—
Previous to the commencement of the last decade, only one line of railroad has been completed between tide-water and the great interior basins of the country, the products of which now perform so important a part in our internal and foreign commerce. Even this line, formed by the several links that now compose the New York Central Road, was restricted in the carriage of freight except on the payment of canal tolls in addition to other charges for transportation, which restriction amounted to a virtual prohibition. The commerce resulting from our railroads consequently has been, with comparatively slight exceptions, a creation of the last decade.
The line next opened, and connecting the Western system of lakes and rivers with tide-water, was that extending from Boston to Ogdensburg, composed of distinct links, the last of which was completed during 1850. The third was the New York & Erie, which was opened on the 22d of April, 1851. The fourth in geographical order was the Pennsylvania, which was completed in 1852, although its mountain division was not opened till 1854. Previous to this time its summit was overcome by a series of inclined planes, with stationary engines, constructed by the State. The fifth great line, the Baltimore & Ohio, was opened in 1853 still farther south. The Tennessee River, a tributary of the Mississippi, was reached in 1850 by the Western & Atlantic Railroad of Georgia, and the Mississippi itself by the Memphis & Charleston Railroad in 1859. In the extreme north the Atlantic & St. Lawrence, now known as the Grand Trunk, was completed early in 1853. In 1858 the Virginia system was extended to a connection with the Memphis & Charleston and with the Nashville & Chattanooga Railroad.
The eight great works named, connecting the interior with the seaboard, are the trunks or base-lines upon which is erected the vast system that now overspreads the whole country. They serve as outlets to the interior for its products, which would have little or no commercial value without improved highways, the cost of transportation over which does not equal one-tenth that over ordinary roads. The works named, assisted by the Erie Canal, now afford ample means for the expeditious and cheap transportation of produce-seeking Eastern markets, and could without being overtaxed transport the entire surplus products of the interior.
Previous to 1850 by far the greater portion of railroads constructed were in the States bordering the Atlantic, and, as before remarked, were for the most part isolated lines, whose limited traffics were altogether local. Up to the date named, the internal commerce of the country was conducted almost entirely through water lines, natural and artificial, and over ordinary highways. The period of the settlement of California marks really the commencement of the new era in the physical progress of the United States. The vast quantities of gold it produced imparted new life and activity to every portion of the Union, particularly the Western States, the people of which, at the commencement of 1850, were thoroughly aroused as to the value and importance of railroads. Each presented great facilities for the construction of such works which promised to be almost equally productive. Enterprises were undertaken and speedily executed which have literally converted them into a network of lines, and secured their advantages to almost every farmer and producer.
The progress of these works in the aggregate, year by year, will be seen by the tabular statements at the close of the report. The only important line opened in the West, previous to 1850, was the one from Sandusky to Cincinnati, formed by the Mad River and Little Miami Roads. But these pioneer works were rude, unsubstantial structures compared with the finished works of the present day, and were employed almost wholly in the transportation of passengers.
With the advantages arising from the railroad routes, it is not at all surprising that our postal facilities have increased to such an extent that, next to the telegraphic wires, it may rank as one of the most extraordinary operative institutions in this or any other country in the world.
It will be perceived that in speaking of the department the author has paid little or no attention to the rebellion in connection with its operations. Situated as he is in the department, his opportunities are such that if the business of the office has lessened, as is supposed, in consequence, there is not a man engaged but must truly say that, instead of such being the case, their labors, as well as the business of the office, never presented a more stirring and flourishing appearance. In some respects it may have affected the general income, but upon the whole the vast increase of army letters and newspaper circulation, added to sundry articles of wearing-apparel coming under postal regulations, we question if this deficiency has not been partially, if not entirely, overcome. To a certain extent it affected foreign postage. The following statement, however, will convey a better idea of the postal finances than that of any theory established upon “why and whereof.” Figures, they say, never lie; but may not the master-hand forming them occasionally err in their formation?
The postal revenues for the year ending the 30th of June last were $12,438,233.78, and the expenditures of this department during the same period were $12,644,786.20, showing an excess of the latter of $206,532.42. The average annual receipts of this department from 1859 to 1861, inclusive, were $8,745,282.62, and the average annual expenditures for the same period were $14,482,008.44, showing an average annual excess of expenditures over receipts of $5,736,725.82; and the average annual receipts from 1862 to 1864, inclusive, were $10,871,530.97, and the expenditures, $11,694,785.72, showing an average annual excess of expenditures over receipts of $823,254.75.
The excess of receipts in 1864 over 1861, the first year of the rebellion, was $4,088,957.38.
Although the proportion of receipts as against the expenditures has doubtless been increased on account of the suspension of the postal service in the insurrectionary States, the above furnishes the evidence of an improving financial condition of the department highly creditable to the administration of my immediate predecessor.
The estimate of expenditure for 1864 was fixed at $13,000,000, in which was included the sum of $1,000,000 specially appropriated for the overland mail-service, being $355,213.80 more than the amount actually expended.
On the other hand, the revenues of 1864 were estimated at an increase of five per cent. on those of 1862, making $8,714,000, while they actually reached $12,438,253.78, or $3,724,253.73 more than the estimate. This increase equals 42-5/8 per cent.
The increase of expenditures in 1864, compared with those of 1863, is 11-5/8 per cent., and the increase in the revenues for the same year 11-3/8 per cent.
This exhibit promises an increase of the revenues for 1865 over the estimate submitted in the report of last year.
The revenues of this department for the year ending June 30, 1865, were $14,556,158.70, and the expenditures $13,694,728.28, leaving a surplus of $861,430.42.
The ratio of increase of revenue was 17 per cent., and of expenditure 8 per cent., compared with the previous year.
ESTIMATES FOR 1866.
| The expenditures of all kinds for the fiscal year ending June 30, 1866, are estimated at | $14,098,500 00 |
| The gross revenue for the year 1866, including foreign postage and miscellaneous receipts, is estimated at an increase of six per cent. on the revenue of 1864, making | 13,184,547 79 |
| —————— | |
| Estimated deficiency of revenue compared with estimated expenditures | 913,952 21 |
| From this sum must be deducted the amount of the permanent appropriations to compensate the department for carrying free mail-matter, under acts of March 3, 1847, and March 3, 1851 | 700,000 00 |
| —————— | |
| By which the estimated deficiency is reduced to | $213,952 21 |
The grants for the transportation of free mail-matter for the last two fiscal years have not been expended. Assuming that the amount of $700,000 for the last year is still available, no appropriation for any deficiency in the revenues will be required.
In making the estimate of probable expenditures for 1866, the amounts actually expended under the several heads during the past fiscal year have been taken as a basis; but an increase in several of the items named has become necessary, particularly in the appropriation for postage-stamps and stamped envelopes, the estimated cost of the latter being increased $140,000 per annum, according to the terms of a new contract elsewhere referred to in this report.