National Republican., 1883-11-16
THE COLUMBIA LINE.
History Of The Organization and Growth Of Our
Third SroOt-Car Company.
What It Cost to Build the Road and
What Il Has Earned.
Schedule Of lis Real Estate, Personal Property and
Law Suits.
The Progress OF improvement In Neigh
borhoods Reached By Its Cars.

all towns there are epochs of activity evoked
by the busy brains Of exceptional characters
which focus themselves some how or other
upon the accomplishment of new ideas.
That was the state of affairs in the metro
politan city in 1870 The dream-you might
almost say the mana--of handful of citizens
at that time was the development of the city
in all its sections, the abolition of municipal
rule, and the establishment of proper recip-
rocal relations between the general govern
ment and the Dis riot of Columbia.
1t was in the mind of one of the active men
of that period that business center should
be established at the intersection of Penn
sylvanis and New York avenues and Fif-
teenth street. In furtherance of this idea
two street railways were projected, one of
which was discouraged by conflicting inter-
ests; the other was carried to successful
issue. The Columbia street railway was
originated by man whose name does not
even appear among the incorporators, but
who projected the route, drew up the charter,
and accomplished much of the laborious work
incidental to securing the franchise.
1t was difficult task to persuade capitalists
that the enterprise would ever prove remu-
nerative. The arguments used in its favor
were that o short line upon an easy grade be-
tween the points mentioned in the proposed
route could be managed at small cost and
that the prospective growth in value of prop
owners of lots in the eastern section by max
ing market for them.
On the other hand, those opposed or totally
indifferent to the enterprise pointed to the
Egyptian darkness of all that portion of the
route east of the government printing office.
the absence of streets or grades, and the non
existence of any sewerage, whole squares of
ground being perpetually covered with water.
The stock was, however. finally subscribed
for and application for charter made by the
following citizens: William Gunton, j. &.
McKelden, S. Fowler W. B. Todd, W. IL.
Clagett, j. +. Callan, Il. p. Brown, c. H.
Plant, w. c. Bestor L. NJ. Gallaudet, r. c.
Fox, NJ. G. Emery, William Stickney, NJ NJ.
Rohrer, X. Sutton, ID. ID. Cone, X. Williams
w. p. Copeland w. II. Nalley, G. H. b.
White, J. t. Pritchard, J. g. Wall, J. II.
McCutchem. p. Thyson, b. Hayes, and j. ID.
Kitch.
The route adopted was as follows: From
the east side of west Fifteenth street on New
York avenue, thence eastwardly along said
avenue to its intersection with north X street;
thence along north X street to its intersection
with Massachusetts, avenue, thence along
Massachusetts, avenue to its intersection with
north ii street, and thence along north Ii
street to its eastern terminus with the Column
bia turnpike gate, with the privilege within
two years from passage of act of extending
the line along the Benning's or Bladensburgh
roads.
tives, but hung fire in the senate, which
body, however, after a season of hesitancy,
acted fayorably upon it, and granted the
franchise.
Tho charter will be found at length in the
sixteenth statutes, chapter 49, May pa 1870.
1t does not differ materially from the other
roads in any respect The personal liability
clause and the one relating to paving between
and outside the tracks, are found among the
other provisions. The capital stock was to
be not less than one nor more than four hun
dred thousand dollars, of which % per cent |
was to be paid down and the balance at any
subsequent time indicated by the directors.
No subscriber was allowed the privilege of
taking more than two hundred shares
The sixteenth section, and its reiteration |
later on, calling attention to the Washington
and Georgetown railway clause (chap. 73
vol. II, p. 3SS, 1862, which provides for an
nual reports of earnings expenses &c, to
congress, seems to have been taken by the
corporation, and, indeed, by all the street
railways, as huge joke. But one road in the
entire district has pretended TO comply with |
this requirement, and that one only since the
special call by congress for information, when
each responded in It's own way. Why this
clause is not enforced by congress is II mys-
terry. So long rs the roads are managed
honestly, as now seems to be the case, the
interests of stockholders are reasonably safe,
but should 'another king arise which knew
uOt Joseph, INeEe lnlknb Do u me OppOr-
tunity for railway wrecking.
Section three makes the road taxable as
real estate, and provides that there shall be u
license tax for cars.
Section twenty provides that drunken, dis
order y, contagious, and unclean persons may
be elected from the cars.
Twenty-Five per cent?, or 100000, having
been paid in on tho capital stock, board of
directors was chosen, with j. 9. Mckeden a,
president, and w. IL. Clagett as secretary and
treasurer. The rails were laid and the road
equipped under the personal supervision of
Blr. Mckeden, ut a cost of $90,97l.l9. The
building seems to have been honestly and
faithfully done, and the exposure to stormy
weather and excrtions incident to the work
nearly cost the first president his life. The
rails used upon the Columbia line differed
from any pattern adopted here before or since,
being the crescent" q sort of concave con-
ver, in which q carriage wheel can no more
drive than upon Trail. 1t is said the first
cars cost 81 600, and the last purchased seven
or eight hundred dollars. This seems large
price. but by reference to Stephcnsons de-
a0riptiye list and schedules, it appears that
there are great many extras new patents,
which add largely TO the mere mechanical
construction Of the cars.
Blr. Mckelden was superseded upon the
completion of the road by Mr.. ii. A. Willard
who has continued in that position ever since.
hr. w. II. Clagett is the only member of the
present board who belonged to the original
aiEectory.
The length of the Columbia line is two and
one half miles or round trip of five miles.
The corporation owns nineteen cars, of which
fi:esn are constantly running, each one
making about eleven trips per diem. There
are in the stable iifty-two horses, and the
employees number between thirty and forty.
Tho atsble, neat brick structure, is situated
upon tho company's property mt the eastern
terminus Of tho route and opposite to Grace
lana cemetery
Upon the tax ledgers of the district tho
Columbia road is accredited with the follow
ing property:
Subio;s Gnd2, square north of Gao, and one acre
rdd All eighth near by. on which are located the
stuulG Aud car house The assessed value OF the
pTOuId IL l,le7 and the improvements 5000 The
ijpUk is taxed ~ abont the amount paid in, and
tun ieis! levy n N,s,h.I3.
Upt July, ls77, tho license tax was paid
upon eleyeu or twelve cars, after which date
the companies ceased TO regard it. From Au-
gust, 1873, to July, 1877, the total license tax
laid by the Columbia WAS Sl7l. The district
suit Ggaias. tho road for unpaid taxes stands
as follows:
The Dsule' OF CoumhaSs the Columbia Rail
Ton coropany--NO 2!,A51; account, Sl020447.
a. q. Ridal', st;orGey fDr District of Columbia.
NuV. -, lSS0'- Declaration and notice TO plead
Ild. By cunscut, Inc case allowed to rest in
stutu quO, peudnI Developments in other CASES
MAY 70, lSs3.--Ihe Issue and service of process
waived aud order to euter Appo tranCe of defend
ants by Cook and Cole attorneys, indosed on