RAILROAD CONSTRUCTION FROM 1840 TO
1850.
THE number of miles of railroad built in the United States
from 1840 to 1850 was 5,045.77, the new mileage of each year being
as follows: 1840, 490.51; 1841, 605.88; 1842, 504.68; 1843, 287.81;
1844, 179.96; 1845, 276.91; 1846, 332.77; 1847, 262.51; 1848,
1,056.46; 1849, 1,048.28.
The total number of miles built in each of the geographical
groups was as follows:
I. Maine, New Hampshire, Vermont, Massachusetts, Rhode
Island, and Connecticut, 1,899.10.
II. New York, Pennsylvania, Ohio, Michigan, Indiana,
Maryland, Delaware, New Jersey, and District of Columbia, 1,805.57.
III. Virginia, West Virginia, Kentucky, Tennessee, Mississippi,
Alabama, Georgia, Florida, North Carolina, and South Carolina,
1,218.37.
IV. Illinois, Iowa, Wisconsin, Missouri, and Minnesota,
97.
V. Louisiana, Arkansas, and Indian Territory, 25.73.
The names of the lines by or to which these additions of mileage
were made, and the years in which they were completed, are shown in the following
table:(Large File)
PACIFIC RAILROAD PROJECTS.
The historic events which happened during the fifth decade
include the annexation of Texas, the Mexican war, the acquisition
of California, and the definite settlement of the northwestern
boundary line, which separates British Columbia from Washington
Territory. The large extension of the "area of freedom"
on the Pacific coast, and the great rush of emigration to that
region after the discovery of gold placers and mines, by water
and overland routes, expanded national ideas in regard to probable
transportation wants to such an extent that before the close of
the decade the agitation of projects for constructing a railway
to the Pacific coast was commenced, and Congress had made an appropriation
of $50,000 to defray the expenses of surveys of routes, from the
valley of the Mississippi to the Pacific ocean, of roads and railways.
Progressive men no longer asked whether the Alleghenies could
be crossed by the locomotive, for that problem was being rapidly
solved, but whether practical rail routes could ever be found
which would lead through the Rocky mountains and other towering
ranges which separated the Pacific from the central portions of
the country.
RAILWAY CONNECTIONS BETWEEN THE ATLANTIC COAST
AND THE MISSISSIPPI VALLEY.
The most remarkable and permanently useful development of the
fifth decade, and early years of the sixth decade, resulted from
the persistency with which projects for securing railway connections
between leading Atlantic seaboard cities and water systems west
of the Appalachian chain were being pushed forward. This was the
great work of the era. It was first accomplished at the extreme
points, in or about 1850, Boston, on the north, securing continuous
rail connection with the lakes through the Massachusetts lines,
subsequently known as the Boston and Albany, and the links of
short railways running parallel with the Erie Canal, which were
formally united in 1853 under the title of the New York Central;
and Georgia, on the south, through the Western and Atlantic, built
by that state, and extending from Atlanta to Chattanooga, securing
a rail connection between that city, which was reached by the
head waters of the Tennessee, one of the most important of the
tributaries of the Mississippi, and roads leading from Atlanta
to Georgia seaports. While these achievements were progressing
the New York and Erie was rapidly wending its way westward to
furnish a rail connection between the city of New York and lake
Erie, at Dunkirk; the Pennsylvania Railroad was crossing the Alleghenies,
with Pittsburgh, the head waters of the Ohio, as its objective
point, and the Baltimore and Ohio was advancing toward Wheeling,
a point on the Ohio river, located a short distance below Pittsburgh.
The main lines of these three railways were each completed at
an early period of the sixth decade, the New York and Erie being
opened to Dunkirk on April 22d, 1851; the Western division of
the Pennsylvania, which extended from the western end of the Portage
Railroad, being opened on September 10th, 1852, and the Baltimore
and Ohio being opened to Wheeling on January 1st, 1853. In addition
to these movements, the Hudson River Railroad was opened between
New York city and East Albany on October 3d, 1851, thus furnishing
a rail connection between New York city and the New York Central.
Thus four great east and west railway trunk lines, connecting
Boston, New York, Philadelphia, and Baltimore, were completed
at an early period of the sixth decade. On the south, Georgia
had secured a similar connection, and South Carolina, although
baffled in her first plan for reaching Cincinnati and Louisville,
was endeavoring to accomplish the same end by other methods for
the benefit of Charleston. At intervening points strenuous efforts
were made to pierce the Appalachian chain by routes intended to
promote the commercial interests of Norfolk and other cities of
Virginia. Mobile was also preparing to extend a railway northward
towards the mouth of the Ohio, through the Mobile and Ohio. In
the extreme north, Boston was not only promoting the construction
of rival routes through Vermont, but the Atlantic and St. Lawrence,
leading westward from Portland, through Maine, New Hampshire,
and Vermont, was opened from Portland to Island Point, Vermont,
on January 20th, 1853, and in August of that year it was leased
for 999 years to the Grand Trunk, of Canada, and thus made the
eastern link of a fifth trunk-railway connection between Western
and Northern Atlantic states.
VARIOUS FIELDS OF RAILWAY PROGRESS.
In addition to the construction of a considerable number of
useful local lines, the construction of many of the links subsequently
used in some of the numerous routes that connect the seaboard
with the Mississippi valley, and the commencement or extension
of lines intended to improve the railway approaches to the anthracite
coal regions, two other movements of general significance were
progressing, one of which was the improvement of the rail connections
on the great north and south through-route adjacent to the Atlantic
coast, and the other the commencement of the construction of railways
in various portions of the Mississippi valley, which were intended
to assist its inhabitants in their strenuous efforts to reach
desirable markets for their surplus products, either by extensions
to lakes, rivers, or canals, or to some of the railway lines then
rapidly advancing westward.
The direction and some of the characteristics of railway progress
have at nearly all times, and especially during the fifth decade,
been affected by the complex political system of the United States,
with its division of authority between the central or Federal
government and the various commonwealths. As all the early charters
were granted by some one or more of the state legislatures, it
was natural that the effect of any particular line proposed on
the prosperity of the state it was intended to traverse should
be seriously considered in connection with the question whether
the charter applied for should be granted or refused. The transportation
systems of all the original colonies had been based on the idea
of promoting, as far as possible, trade from their interior counties
to their seaboard cities, and discouraging movements from the
interior to adjacent states, except so far as they were imperatively
demanded by local interests. This style of procedure was adhered
to while the basis of the existing railway system was being established
with a tenacity which has left a deep impress on its fundamental
features, and it was only through many struggles and gradual changes
that serious innovations finally occurred. It necessarily happened
that a leading object of the through railways authorized in each
Atlantic seaboard state was to increase the commerce of its seaboard
city, and even short incursions of lines intended to promote the
prosperity of rival cities, such as the crossing of north-western
Pennsylvania by the Lake Shore, of northeastern Pennsylvania by
the Erie, or of south-western Pennsylvania by the Baltimore and
Ohio, usually encountered bitter opposition. The process of breaking
down state barriers made comparatively little headway during the
fifth decade, and most of the commonwealths acted on the charters
proposed very much as if they were entirely independent of each
other in the fullest sense, and as if questions relating to the
grant of the right of way to railways intended to facilitate intercourse
with the leading cities of other states should be decided in the
spirit that would presumably animate the legislative bodies of
distinct kingdoms.
IN THE NEW ENGLAND STATES,
more miles were constructed during the fifth decade than in
any other section. This is the only decade in which such a geographical
distribution of new mileage has occurred. In the previous decade
the New England states built only a little more than one-fourth
as many miles as the states in group II, and in the decade extending
from 1850 to 1859, inclusive, they constructed less than one-sixth
as many miles as the states in group II, only a little more than
one-fourth as many miles as the states in group III, and only
a little more than one-third as many miles as the states in group
IV. A considerable number of the citizens of New England, however,
have been exceptionally active in promoting the construction of
railways in other states and territories ever since their own
early lines were completed.
Among the reasons for the exceptional activity in New England
during the fourth decade, the most prominent are probably to be
found in her superior financial condition and the good fortune
which had attended the important railway enterprises commenced
within her boundaries during the third decade. The panic of 1837
and the collapse of state credit about 1842, put back railway
progress at least ten years in many sections of the country. The
western, southwestern, and some of the Southern and Middle states
(especially Pennsylvania) suffered very severely in credit and
capacity to prosecute great undertakings. New England, on the
contrary, recuperated very rapidly. Her own citizens had furnished
the principal part of the capital used in her early railways.
They owned these lines, and on account of this ownership had exercised
over them a jealous supervision, and ensured profitable results
whenever they were possible. Aid granted by states had represented
comparatively small sums; no state bonds had been dishonored by
a failure to provide promptly for interest obligations; and the
fact that no internal improvements of considerable magnitude had
been undertaken by these states left the field clear for the corporate
efforts of comparatively small companies, a large proportion of
which have since enjoyed a career of almost uninterrupted prosperity.
New England then, as at the present day, contained a remarkably
large number of independent companies, each operating a relatively
small amount of mileage. Of seventy New England companies reported
in 1850 only three had lines more than one hundred miles in length.
They were the Rutland and Burlington, 119.54 miles, and Vermont
Central (with branch), 120 miles, of Vermont; and the Western,
of Massachusetts, 117.81 miles. The average length of each of
the New England roads, in 1850, was less than 36 miles, and the
average cost, per mile, was about $38,800.
The exceptionally long lines represented, in the case of the
Western, the efforts subsequently combined under the corporate
name of the Boston and Albany to extend a railway from the first
to the second of those cities, for the purpose of making a combination
with the chain of railways from Albany to the lakes, now part
of the New York Central system. The operations of the Western
were exceptionally successful. The road paid good dividends, and
at the same time rendered great service to Boston and Massachusetts
by diminishing the cost of transportation on staple-food products
forwarded from the west, and in developing local industries. The
entire line formed by the junction of the two systems mentioned
above in Massachusetts and New York was one of the first, if not
the first, to form a direct through-rail connection between the
lakes or water systems west of the Appalachian chain and an Atlantic
seaboard city, and it was expected that this achievement would
render immense service to Boston, in the way of advancing her
relative rank as an American commercial emporium. New York, however,
did much to thwart this tendency, by greatly restricting the utility
of the railways which paralleled the Erie Canal as freight carriers,
inasmuch as all freight carried over their lines was obliged to
pay the tolls charged on the canals until an act repealing this
tax was passed in December, 1851; by reducing the tolls on the
Erie Canal; and by hastening the completion of the Erie Railroad
in southern New York, which was built with the expectation that
it would become a successful rival of the more northern trunk
line, and thus render greater service to the city of New York,
in a commercial sense, than Boston could possibly derive from
the Western and its advantageous connections.
Fully conscious of this danger, Boston enterprise and Boston
capital looked in another direction for the accomplishment of
the objects that were not likely to be fully served by the Western
Railroad, and, therefore, aided the construction of the lengthy
lines in Vermont for the purpose of making a connection through
them with the water systems leading from the west. Several Massachusetts
lines were used as links in this system, one of the most important
being the Boston and Lowell. Before the end of the fourth decade
Boston had three railways radiating in three directions, which
were the pioneers of the Massachusetts system. At the end of the
fifth decade she had seven lines, extending to or towards the
adjacent states. Other New England railways which had more than
useful local significance, aimed at establishing connections between
Boston and Maine on the north or north-east, and between Boston
and New York on the south-west, and the Atlantic and St. Lawrence,
of Maine, which by extensions through adjacent states became an
eastern link of the Grand Trunk (of Canada) leading to Portland.
THE RAILROADS OF NEW YORK IN 1850
presented a singular contrast with those of New England, in
the matter of diversity of ownership. Of the entire mileage of
1,403.10, which had cost $65,456,123, or an average of about $46,650
per mile, more than half the mileage and nearly two-thirds the
cost were represented by two lines. What is now the New York Central
(with branches) was 447 miles in length and had cost $20,023,863.
The New York and Erie, then not completed (with branch), was 337
miles in length and had cost $20,066,208. The New York Central
of that day did not include the Hudson River or the New York and
Harlem (with branches); which were subsequently united with the
New York Central system. The Hudson River in 1850 had a mileage
of 74.71, which had cost $6,666,681; and the New York and Harlem
had a mileage of 80.17, which had cost $4,666,372. These lines
were subsequently embraced within the New York Central, and if
the cost be added to the New York Central figures given above,
and the cost of the New York and Erie, the aggregate will be $51,423,124,
leaving a total of only $14,032,999 for all the other railways
in operation in the state of New York in 1850. Several of these
lines, however, were built for the purpose of diverting through
western trade from various other points on the lakes than Buffalo,
and New York was in a fair way (as subsequent developments have
shown) to be as successful in maintaining through western trade
connections during a railway era, as she had been during an era
of canals.
One of the most notable features of the railway development
of the fifth decade is the extraordinary extent to which construction
progressed, during that period, on the various lines subsequently
designated as the Vanderbilt system, not only in New York, but
in other states.
IN NEW JERSEY,
at the end of 1850, the 205.93 miles in operation, which had
cost $9,348,495, or an average of about $45,370 per mile, consisted,
in addition to the Camden and Amboy (with branches) of 92.37 miles,
and the New Jersey, with a mileage of 33.80, which had been operated
very successfully, in a financial sense, of 9.50 miles of the
Central of New Jersey, then a very promising project; links or
connections of the New York and Erie in the northern part of the
state, and the Morris and Essex, with a mileage of 34.02. The
Central of New Jersey and Morris and Essex were presumably located
with the view of finally making such connections as were subsequently
formed with lines leading to the anthracite coal regions of Pennsylvania.
PENNSYLVANIA,
at the end of 1850, had made less relative progress in railway
development during the preceding ten years than any other state,
if due allowance is made for the fact that her mileage had exceeded
that of any other commonwealth in 1839. In only two directions
was there any movement of considerable significance whatever.
They were the Philadelphia and Reading, which had completed its
main line to the Schuylkill anthracite coal regions, and had a
reported mileage of 95, and the Pennsylvania Railroad, then being
rapidly pushed forward as a continuous railway between Harrisburg
and Pittsburgh. Aside from these two roads, of which the former
was well advanced during the fourth decade, and the latter the
only important line originated during the fifth decade, railway
progress was almost suspended in the entire state, and there were
few visible indications of the tremendous forward leaps that were
to be made in the next decade. It would be difficult to explain
fully why Pennsylvania had apparently become a Rip Van Winkle,
but some of the reasons were probably furnished by the collapse
of state credit, the failure of the United States Bank, chartered
by the state, the disastrous financial result of the operation
of a number of the state works of internal improvement, and the
lack of good fortune, which had cast a blight upon some of the
enterprises undertaken by private companies. The Philadelphia
and Trenton, 28.20 miles in length, which had been adopted as
part of the system of the United Companies of New Jersey, furnished
then the most hopeful indication, and almost the only one in the
entire commonwealth, that railways could be made profitable enterprises
from the commencement of their existence, and this line has, perhaps,
up to the present time, continuously yielded a better return on
the original investment than any other line in the United States.
All the railways in Pennsylvania, at the end of 1850, according
to the census returns of 1860, had an aggregate length of 822.34
miles, and had cost $41,683,054, an average of a little more than
$50,700 per mile. Aside from the short coal roads leading from
the anthracite regions to adjacent water channels, and the roads
already named, there were scarcely any railways in Pennsylvania
except those which had been constructed previous to 1840, and
a very few short lines. These exceptions include the state railways,
the Cumberland Valley, the Franklin, extending from Chambersburg
to Hagerstown, Maryland, the Philadelphia, Germantown and Norristown,
the Philadelphia, Wilmington and Baltimore (of which only 19 miles
were located within the state), the Tioga (with branch), extending
northward to southern New York, the Wrightsville, York and Gettysburg,
and portions of the New York and Erie which crossed the boundary
line into northern Pennsylvania at places where it was impossible
to secure a desirable adjacent route in southern New York.
THE PENNSYLVANIA RAILROAD.
The hopes and reliance of the state, for extensive thoroughfares
within her own boundaries, with a probability of securing desirable
connections in western states, so far as they were then typified
by actual developments, were fixed solely upon the Pennsylvania
Railroad. The views prevailing a short time later in regard to
this enterprise, are shown by the following extract from Andrews'
Report on Colonial and Lake Trade, dated August 19th, 1852, and
published as a United States government document: "The object
of the Pennsylvania Railroad is to provide a better avenue for
the trade between Philadelphia and the interiorone more
in harmony with the works in progress and operation in other states
than the main line constructed by the commonwealth. The latter
is not only poorly adapted to its object, but is closed a considerable
portion of the year by frost. The mercantile classes of Philadelphia
have long felt the necessity of a work better adapted to their
wants, and fitted to become a great route of travel as well as
commerce, from the intimate relation that one bears to the other.
It is by this interest that the above work was proposed, and by
which the means have been furnished for its construction.
The conviction of which we have spoken has been instrumental
in procuring the money for this project as fast as it could be
economically expended. The work has been pushed forward with extraordinary
energy from its commencement. Already a great portion of the line
has been brought into operation, and the whole will soon be completed.
The Pennsylvania Railroad commences at Harrisburg, and extends
to Pittsburgh, a distance of 250 miles. The general route of the
road is favorable, with the exception of the mountain division.
The summit is crossed at about 2,200 feet above tide-water, involving
gradients of 95 feet to the mile, which are less than those resorted
to on the Baltimore and Ohio Railroad, and not much exceeding
those profitably worked on the Western Railroad, of Massachusetts.
The route is graded, and the structures are prepared for a double
track, which will be laid as soon as possible after the first
shall be opened. The cost of the road, for a single track, is
estimated at $12,500,000, of which $9,750,000 have been already
provided by stock subscriptions. The balance is to be raised by
an issue of bonds. The road is to be a first-class work in every
respect, and is constructed in a manner fitting the great avenue
between Philadelphia and the Western states.
As a through route, both for trade and travel, there
is hardly a work of the kind in the United States possessing greater
advantages or a stronger position. Its western terminus, Pittsburgh,
is already a city of nearly one hundred thousand inhabitants,
and its population is rapidly increasing. That city is the seat
of a large manufacturing interest, and the centre of a considerable
trade, and a road connecting it with the commercial metropolis
of the state cannot fail to command an immense and lucrative traffic.
The western connections which this road will make at Pittsburgh
are of a most favorable character. It already has an outlet to
lake Erie through the Ohio and Pennsylvania, and the Cleveland
and Wellsville roads. The former of these is regarded as the appropriate
extension of the Pennsylvania line to the central and western
portions of Ohio. Through the Pittsburgh and Steubenville road
(a work now in progress), a connection will be opened with the
Steubenville and Indiana Railroad, which is in progress from Steubenville
to Columbus.
These lines, in connection with the Pennsylvania road, will
constitute one of the shortest practicable routes between Philadelphia
and central Ohio.
The Pennsylvania road must also become a route for a considerable
portion of the travel between the Western states and the more
northern Atlantic cities. From New York it will constitute a Shorter
line to central Ohio than any offered by her own works. It will,
for such travel, take Philadelphia in its coursea matter
of much importance to the business community.
The route occupied by the road is one of the best in the country
for local traffic, possessing a fertile soil and vast mineral
wealth in its coal and iron deposits. From each of these sources
a large business may be anticipated. The whole road cannot fail,
in time, to become the seat of a great manufacturing interest,
for which the coal and iron upon the route will furnish abundant
materials."
DELAWARE AND MARYLAND ROADS.
In 1850 the railways of Delaware consisted of the New Castle
and Frenchtown, 16.19 miles in length, and 23 miles of the Philadelphia,
Wilmington and Baltimore. Their aggregate length was 39.19 miles,
and the cost of construction was $2,281,690, an average of about
$58,500 per mile.
The length of the railways in Maryland in 1850 was 253.40 miles;
the cost of construction was $11,580,808, an average of about
$45,770 per mile. The lines consisted chiefly of 56 miles of the
Philadelphia, Wilmington and Baltimore; 47.50 miles of what is
now the Northern Central; 81 miles of the main line and branches
of the Baltimore and Ohio, and 80 miles of its Washington branch.
The only other roads in the state were short lines leading from
the Cumberland coal regions, and the Annapolis and Elkridge, which
had a mileage of 21.50. The Northern Central, however, had extensions
in Pennsylvania, 22 miles in length, and the Baltimore and Ohio
extensions in Virginia (or what is now West Virginia), 97 miles
in length.
THE BALTIMORE AND OHIO.
The aggregate length of the lines of the Baltimore and Ohio
in 1850, including the Washington branch, and the extensions in
Virginia, was 208 miles, which had cost $15,243,426. Construction
on its western extension toward Wheeling, on the Ohio river, was
then being rapidly advanced, however, and Andrews' Report, dated
August 19th, 1852, said:
"The Baltimore and Ohio Railroad extends from Baltimore to
Wheeling, on the Ohio river, a distance of 379 miles. Its estimated
cost is $17,893,166. It crosses the Allegheny mountains at an
elevation of 2,620 feet above tide-water, and 2,028 feet above
low-water in the Ohio river, at Wheeling. In ascending the mountains
from the east, grades of 116 feet to the mile are encountered
on one plane, and for about nine miles in an opposite direction.
Grades of over 100 feet to the mile, for over ten miles, are met
with on other portions of the line. These grades, which only a
few years since were regarded as entirely beyond the ability of
the locomotive engine to ascend, are now worked at nearly the
ordinary speed of trains, and are found to offer no serious obstacle
to a profitable traffic. Occurring near each other, they are arranged
in the most convenient manner for their economical working, by
assistant power. With the above exception, the grades on this
road will not compare unfavorably with those on similar works.
The road is now open to a point about 300 miles from Baltimore
and will be completed on or before the 1st of January next. Whatever
doubt may have existed among the engineering profession, or the
public, as to the ability of the road, with such physical difficulties
in the way, to carry on a profitable traffic, they have been removed
by its successful operation. That grades of 116 feet to the mile,
for many miles, had to be resorted to, is full proof of the obstacles
to be encountered. Its success in the face of all these, of a
faulty mode of construction in the outset, and of great financial
embarrassment, reflects the very highest credit upon the company,
and upon the people of Baltimore."
VIRGINIA, NORTH CAROLINA, AND SOUTH CAROLINA,
In these states comparatively little progress was made during
the fifth decade. A diversity of opinion had sprung up in Virginia
in regard to the best plans to be pursued in advancing westward,
which retarded progress in either of the directions proposed.
Virginia, like Pennsylvania, did a comparatively small amount
of railway work during the fifth decade, and a remarkably large
amount of it during the sixth decade. The two railways of South
Carolina, in 1850, were the Greenville and Columbia, with branches,
47.00 miles in length, and the South Carolina, with branches,
242.00 miles in length. The Louisville, Cincinnati and Charleston
project having failed to accomplish the objects at which it aimed,
by making the South Carolina Railroad the base of its operations,
that road resumed its original name.
GEORGIA RAILROADS.
The early railroads of Georgia had been quite prosperous and
successful. Much new construction was proposed and completed during
the fifth decade, but at the end of 1850 the principal new achievement
was the completion of the Western and Atlantic, 138 miles in length,
to Chattanooga. The other railways of Georgia were the Central,
190.72 miles; Georgia, with branches, 213, and Macon and Western,
102.
GULF STATES.
The railways of the gulf states, at the end of 1850, consisted
of 21 miles, the Tallahassee, in Florida; 132.50 miles in Alabama,
consisting of Montgomery and West Point, with branch, 88.50 miles,
and Tuscumbia and Decatur, 44 miles; 75 miles in Mississippi,
consisting of Grand Gulf and Port Gibson, 8 miles, Raymond, 7
miles, and Western Mississippi, 75 miles; and 79.50 miles in Louisiana,
consisting of Clinton and Port Hudson, 14 miles; Mexican Gulf,
27.00; Milnburg and Lake Pontchartrain, 4.50; New Orleans and
Carrollton, with branches, 8.00, and West Feliciana, 26,
INTERIOR WESTERN STATES.
The interior Western states had commenced construction under
conditions that were destined to revolutionize all preconceived
ideas in regard to the financial methods that should be pursued,
and the amount of new construction that could be built within
a given area during a comparatively limited period. Most of these
lines were intended to improve western methods for reaching markets,
with comparatively little reference to the contemporaneous efforts
of Atlantic seaboard cities to reach western centres of production.
This double movement to and from many objective points is one
of numerous causes of the extraordinary events that have characterized
the rivalries of the northern trunk lines and their western connections.
As railway development was reported at the end of 1850, the
lines in operation in the various states was as follows:
Kentucky.Lexington and Frankford, 29.18 miles; Louisville
and Frankford, 49.03 miles; total, 78.21 miles. Ohio.Cleveland,
Columbus and Cincinnati, 135.41 miles; Columbus and Xenia, 54.56;
Little Miami, 83.40; Sandusky, Dayton and Cincinnati, with branch,
173.90; Sandusky, Mansfield and Newark, with branch, 116.00; 12
miles of the Michigan Southern; total, 575.27. Indiana.Indianapolis,
Pittsburgh and Cleveland, 28.00; Jeffersonville, 16.00; Knightstown
and Shelbyville, 27.00; Louisville, New Albany and Chicago, 35.00;
Madison and Indianapolis, with branches, 86.00; Rushville and
Shelbyville, 20.00; Shelbyville Lateral, 16.00; total, 228 miles.
Illinois.Chicago, Burlington and Quincy, 13.00; Great
Western, with branch, 55.00; total, 110.50 miles. Michigan.Detroit
and Milwaukee, 25; Michigan Central, 226; Michigan Southern and
Northern Indiana, with branches, 103; total, 354 miles. Wisconsin.Milwaukee
and Prairie du Chien, with branches, 20.
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