The Rutland daily globe. [volume] (Rutland, Vt.) 1873-1877, 1873-11-27


The whole of the above amount under
the head of payments was not paid to the
Shanlys, but a part of it went into the rail-
road. Estimating the cost of the railroad
west of the tunnel at the full amount Of
$3.50, 900, there still remained TO be paid to
the Shanlys, Oct !, about 81 1868, 900; the
interest to March |, 1874, will probably
add $3.50 900 cost ofapproachcs, $500, 900,
appropriated by the last legislature premi-
um on part of the interest already paid
and to be paid, say s125,0OO These sums,
which are only estimates, amount to ST.,
23S, 900, and would make the total cost of
the road and tunnel to the state about Sl2,-
$500 which miscellaneous expenses not
counted here will raise several hundred
thousand dollars before the line is ready
for use.
The cost Of the tunnel, however, is much
below these figures. More than half the
sum advanced to lIaupt 4 Co., went into
the road--about Sis0,000; the purchase
money for the Southern Vermont road,
$500, 900, is also to be deducted; the sum
of SGi2 ,012 was expended by the commits
sioncrs on the eastern section of the road
to the close of 1868; S250,00 were appro-
priated for the western section, and $780,
900 for the approaches; making an aggrc
gate of very nearly Sl,77j, 200, which,
with interest, must reach at least 50, 700,-
000--loaving the actual cost Of the tunnel
very nearly ten million dollars.
TIE LINZ pErwErS TROY AND nOsroN.
| BY the way of the IIoosac tunnel the ac-
| tual distance from Boston to Troy or AL
bany is eleven miles less than by the AL
bany and Boston railroad. The easy grades
will render it comparatively shorter by
twenty miles, ur ten per cent, than the Al
| bany and RostOn route. The new route is
made of sh 1T roads, which must be con-
| solidated in some manner From Troy to
| Pownal the Troy and Boston company owns
the railroad; the road from Pownal to Will
| Jamestown, six miles in length, was built by
the Southern Vermont railroad comp any,
and attcrward perpctually leased to the
Troy and Boston railroad company, and
subsequently sold to the state of Massachu-
sets without the rights of the leasing com
pany being nteriered with. From thence
| to Greenfield the line is owned by the state,
and is leased temporarily by the Troy and
| Boston and Vermont and Massachusetts
companies. From Greenfield to Fitchburgh
the Vermont and Massachusetts company
run the road. From Fitchburgh to Boston
the Fitchburgh railroad controls the route.
WHAT WILL EE DONE WITH THE TUNNEL.
Having the tunnel, the Massachusetts,
legislators will fight all winter over its dis
| position. They fought at their last session
without coming to any conclusion. Three
propositions were made. The first propo-
sal was that of the Troy and Boston and
| Vermont and Massachusetts railroad COM
panics, for a consolidation under one cor
poration of the direct line between Boston
and Troy. The second, for a consolidation
of the Boston and Lowell and titchburg
railroad companies, with authority to lease
or purchase the lines to the tunnel and to
Ogdcnsburgh, placing under the control OF
one corporation about fifteen hundred miles
of railroad. Third, the proposition was
urged upon the committee to provide for
the acquisition by the state of the tunnel
line.
The people seem to be opposed to state
ownership of the line, and no. very friend
~ to state control, which seems to have
been raised as sort of side issue. The
second proposition involves the consolida-
ton OF competing lines, which is to be dep
recated. The first proposal is, on the whole,
the most feasible and judicious. 1t is the
"second choice" of the advocates of state
| ownership or control. The value of the
tunnel depends upon the future develop
merit of business, but its relations are such
to other railroad interests, that | have no
doubt that, if the state desires to sell the
tunnel, notwithstanding its great cost, ne
gotiations could be made to dispose of it at
Il price that would return to the state the
moneys expended. There are various and
conflicting opinions expressed in regard to
the business that may be done. Some par
ties declare that the completion of the tun-
mel can only be compared to the removal
of dam, to be followed by flood of bust
ness beyond our power to properly care
for while others are equally confident thai
the traffic now flowing through other chan
nels would be diverted to the new one only
through the influence of time and energetic
labor. All, however, agreed in the opinion
that under proper management it is destin-
ed to become, at no distant day. the grea
avenue for trade between the cast and west
THE DEAD OF TIE TUNNEL.
One hundred and thirty-SiX lives hav,
been lost at the tunnel and in the vicinity
since the work began. On Sunday away
up on the mountain and near to the contra
shaft | rode by the spot where they have
buried the thirteen victims of the holocaus
at the central shaft. There also is the gray,
of Il man who fetl from the top to the bot
tom of the shaft-one thousand and thirty
two feet. 1t is said that when the body o
this man reached the bottom, while thu
skin was perfectly whole, every bone was
broken; the corpse was timber that
could be rolled up like Il side of leather
Thank God that the work is so nearly fin
ished. One hundred and thirty six lives ar
Il dear price to pay for the tunnel.
THE MEN WHO CUT THE TUNNEL THROUGH
About five hundred men are now employ
ed on the work. Nearly all live in shan
ties close to the central and west shafts an,
; the two ends. The nativitics of the mel
! employed (and for some time the contrac
tors had one thousand on their payroll
are English from Cornwall, Irish an
: French Canadians, with an occasional
; spriukling of Savoyards and Piedmontes
from the Mont Gents tunnel.
Having followed the tunnel through it
checkcred history thus far we must pause
in ten days the headings will meet, and II
seven months the track will be laid. Thei
, the new route will compete with others al
, ready established for the carrying trade
As to its effects upon the interests of Tro.
; there are two opinions one that it vii
benefit our city, and the other that it will
be preiudicial to our interests. Wait an
: see. II. NC VI.
, DEATH OF TIE Hon. GILES IIARRINo