Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1884-12-26
THE BRATTLEBORO AND VIII
MINGTON RAILROAD.
MR.. CROSBY MAKES FINAL REVIEW OF THE
WHOLE MArTER-ALL THE ARGUMENTS IN
FAVOR OF THE ROAD SUMMED UP


the right side Of the question be reached but to bring
all the facts together that bear upon the hence
a subject OF such vital importance TO the several
towns In this part Of our county as the building Of
railroad to connect them with the main line Of rail-
road at Brattleboro, should be fully understood and
such facts as exist should be clearly aud fairly brought
before the people, may lead them TO correct con-
illusions Much has been said aud written on the
subject, many statements have been made whether
true or faHe that have passed out Of notice aud
membrance, yet the subject and the facts remain
the same The same reasons exist why the road
should be built the same truths relative to the
terprise still stand and no personal hate or false
statements can obliterate those truths.
WILMINGTON AND THE READsBoBo ROAD.
The enterprise was started by those ho favor pub.
lie improvements The charter was obtained by such
men as believe in the enterprise, The work aud
pense that have been devoted to 1t have been done
acts have been mysthed that some Of the friends
OF the work have failed as yet TO understand them
tully. However, the cause Ia the aud the true
friends OF the enterprise stand where they did on the
start twenty months ago, and our neigbboting towns
stand tue same. II Is true Wilmington rescinded-
and under the circumstances why should they not?
Ihey waited long time for Brattleb1ro, they were
disappointed and concluded we did not want them
they felt injured In the house Of their friends As
they had asked but little of u.s. besides they had the
promise Of road out, down the Deerned river, II
they would change their vote; hence they did take
road.
Everything went smoothly for a time aud We
began to hope, for wilmingtons good that the time
was not far distant when they would have road out
to some poiut but what the facts concerning the
we me 10 headsboro3 1t was simply $1,000 per mile
Inc distance by the travelled road to Readsboru, via
tne river Is 10 miles, and by rail st would doubt
pc more, but call IL 10 miles aud It would amount to
SlOAOOO, which Wilmington would be required to pay
the largest share of. This nice little subscription
loomed up little too much and Wilmington now re-
azes its true situation, and comment is unnecessary
except to state that some Of the leading citizens now
say II Brattleboro will bond thew are with them as
at hrst, aud hence doubt but the people will
turn to their first choice 1t is that certain
saw how sadly disappointed they we're likely to be
wnen All the facts concerning the river route were
developed, yet they must go through the experience
before they could realize that those interested in that
llne only moved and hattered when Brattleboro
moved IN the work. II has been claimed by some
that the Readsboro route is the best and most natural
one Tor railroad to Wilmington, but this claim
not be sustained when all the facts and conditions IN
the case are brought to bear.
THE TWO ROUTES COMPARED.
1t is true water flows from Wilmington down to
keadsboro and the tunnd a grade OF less than 80
feet to the mile. II ia true that the line would get
some support from Sadawga that would not come to
the Brattleboro Bennington road. II is true that
the freight and passenger routes would no doubt be
as proposed. II is also true that the engine would
have but little to do to draw train down to the tun
mel, but at the same time II would require locomo-
i've on each train notwithstanding the down grade
Now what are the facts concerning the Bratteboro
Bennington route? First, the grades are not difficult
or objectionable, as they do not exceed 100 feet to
the mile going east, and but little more going west
and with steel rail and modern style engine a train
Of IL TO l6 cars could be easily hauled from Whining
ton to Brattleboro. This is no guess work false
statement, as the fact has been demonstrated on
western narrow gauge roads. From Wilmington this
road would strike Jacksonville which would be a
very important station, as a large business Is done
there owing to their extraordinary water power. The
river line could benefit that business or that part
Of the town so far as freigbts are concerned Hall
lax would also be another important station, aud
from that point it would strike either Green River
valley or Marlboro which would also furnish large
amount Of freight for the road besides increasing the
passenger traihc. There is great importance to
thls route on account Of accommodating other towns
besides wilmington. The extra amount Of freight
that would how on to this line would be big item
towards supporting the road. Besides 1t would beue
nj and accommodate a large number OF people; IN
fact Thousands would ride this line where only
hundreds would have occasion go to the tunnel The
people would be Landed in their own state and cuuu-
ty, and would be nearer Boston aud Springfield than
at the tunnel Therefore II il safe state that this
road would accommodate many more people than the
river line Now II road is to be built to Whining
ton ask why should not the largest number OF peo-
pie be accommodated. II Wilmington the only
point to reach by rail 1t could be done In 224 miles,
and no grade going east 100 feet to the mile.
But we should not lose sight of the importance this
road would be to the towns on the line. Wilmington
has always acknowledged this fact, and they more
anxious than before to have BrattebOro extend
to them helping hand.
THE EXTENSION TO SOUTH VERNON.
Some people have claimed that another line must
be built to South Vernon before they favor the
Wilmington road To those people wish 10 explain
the situation and state facts concerning the case
First, under the present conditions another line
could be Of possible use to any one. The two
great railroad companies have II all in their own
hands. They have arranged and given new tariff on
all freights TO and from Boston, dropping the price
from "a cents to Is aud % cents per 100 lbs and CIV
en- pledges that they shall always be as low TO this
point as TO Shelhurne Falls aud the tunnel. Now
what more can be asked7 All interested IN freight
ing seem satisfied.
The time was when I in good faith advocated an
other line out. Our charter gave us the right aud
the Connecticut River company were anxious To COM
meet their road with the Valley but in the Of
events 1t turned out that the Connecticut River road
could do better than TO build the connecting link
even with good charter. No doubt the tSo roads
made arrangements between themselves that are sat
1stactOry, hence there in making further
effort for another line but 20 the credit Of both roads
IL can be said they have met the views of the shin
pers and merchants aud the reduction is import
ant item to every one. When men talk about auuth-
er line to South Vernon, will they please state where
the beneht wonld come In aud who would run the
road, aud what business could would be doue over
short line with great through line by the side Of
it, In looking at the facts It is evident the advocates
OF another ne to South Vernon do not understand
the situation but 1t should be understood by every
one Let the great Importance OF helping our neigh
boring towns to railroad be fully understood and
the serious objections will vanish
RAILROAD benefits
have stated and now repeat that do not belevea
town can be found THAT had railroad) that have
ever bonded for local road to come to their town
that would give up the road to have their bonds paid.
Theywould sooner bond again. TheBenning tonbonds
for road somewhere out Of the state aud away from
them Is not parallel case neither IL the Massachu-
sets Central railroad. That road designed for a
great through line aud cannot be compared to our
project. Yet If that big company had started the
narrow-gauge system the road would have long ago
been running and doing paying business, and every
town on the line would have been rejoicing their
Investment. The West River people have given us
their testimony TO how they regard their bonds nd
their railroad. They do not regret having worked
hard and earnestly to railroad advantages which
more than meet their expectations. The Woodstock
railroad is another which has been quoted as an
instance of a town being made bankrupt by bonding:
but the facts-which eau be backed by some Of the
leading men Of Woodstock-are that the town would
not be willing to give up their Soad TO have their
bonds paid. Yet 1t is well understood that they bad
built narrowgauge road they would have saved tens
OF thousands Of dollars and been quite well
modated.
There eau be no question, to a careful observer as
to the benefit railroad would be to all the towns on
the Bratteboro Bennington line The kind of bank
ruptcy that would produce would be to increase
value of property aud give life to the whole SEC
| ton Of country. Especially would It beneht this
town. II the village grows aud business improves IL
must necessarily beneht every farmer aud every me-
! chanic Ia town, since farm is worth more near a
large yilage than near a small one The West River
road has helped this town; the Brattleboro a Ben
| nington road would do even more.
The outlook for the nal success Of this enterprise
| was never more encouraging than It now is. Will
mngton now sees where her ouly chance lies, the
| other towns along the line fully awake TO the
we'll AFFORD to review the subject and accept of facts
they really exist and act for the best good Of this
and future generations when the opportunity presents
! itself In the near future
FACTS ABOUT SURVEYS.
Before leaving this subject wish to refer to the
surveys, which some people have 1T to criticize
with good deal Of unfairness, whether from person
al -will or for other reasons, know not but as
have stated aud repeat ready and willing to
back up all my statements In relation to tue survey at
my own expense, If l do not prove them true. The
fret survey of the BratlebOrO Bennington railroad
was mapped and profile made of the route, and fig
ures given-a OF which eau be examined at my office
aud the engineers statement before the directors
substautated that the road was feasible one The
second survey made to improve certain sections
on the line and the figures Of the survey have been
given to the public concerning the distance elevation
etc, with the engineers report. These surveys We're
| Of course made for a narruw-gauge road, and show
the great advantage OF the system but as the public
may like to know Of survey made In 1879 by Edwin
| stratton with a view to continuing the Vermont 4
Massachusetts railroad to Bennington, win give Mr..
STATIONS figures Of survey from Bratteboro depot
the summit at the Ryder pond which is less than i've
| miles from Wilmington village
| From the Ryder pond aummit Mr.. Stratton struck
of into the valley Of the Deereld river leaving VIII
! mineton village on the right. T.. Gorham, Esq, has
! retained Mr.. STATIONS minutes and reports since
that time aud through his politeness am allowed the
use Of them. will give copy Of them, showing
character Of grades aud direction OF the route from
| point TO Bennington would not be interas.ingl: