Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1899-10-27
BY LAND AND WATER.
A Study of the Industrial COndi.
lions of the Central West.

The Evolution OF Railroad, Describ-
Ing the Wonderful Progress In Means
Of TrRnspOrtatIOn from the Compile
ton Of the Erie Canal In 1928 to the
Present Time.
Especial Correspondence Of The Vermont Pho
nix1
A study of the industrial conditions of
under consideration for several months. In
consultation with the publisher of The
Phoenix concerning the utility of the pro-
posed work he suggested making it suili-
GENTLY comprehensive to cover the import
ant points south of the international lakes,
north of the Ohio river and east of the
Mississippi river. In other words, to get
what information possible from close OBJ
servation and rigid inquiry at official
sources Of the agricultural, mineral, cotu-
mercial and financial status of the great
states Of Michigan, Wisconsin, Minnesota,
Illinois, Indiana and Ohio, making other
itineraries as might seem important to ac-
complish the object of the mission. This
would require about 5000 miles Of travel by
rail and water, and, with favorable condi-
tions, should be accomplished in about two
months.
Geographically, Buffalo, situated at the
eastern extremity of Lake Erie, would be
the proper point for commencement of in
vestigations But there are contingencies
connected with the city of Albany and the
early development of the Northwest Ter
ritory'-whch was the original name
given OF the vast wilderness now compris-
ing all the states above mentioned except
Minnesota-which must not be undervalued
or overlooked. II was in Albany that the
great minds Of the first decade of this CEN
fury first conceived the gigantic scheme of
water highway from the Great Lakes to
the Atlantic ocean. 1t was Albany infu-
ence that caused the legislature of New
York to pledge the credit of the state for
the expense of completing this great work,
and it is Albany that should have the credit
Of promoting and opening to passenger
traffic the first railroad ever built in the
United States; also for building the first
steamboat in this or any other country.
The charter for building the Erie canal
was obtained soon after peace was declared
between England and the United States.
The canal was opened for service in 1925,
and was the greatest engineering work
that had ever before been attempted in the
New World The Great Lakes connected
with the Atlantic, =" was heard all over the
struggling, but ambitious Republic Boats
carrying 80 tons of freight could pass each
way at a speed Of two miles an hour, pro-
PEELED by horses walking on the banks of
the canal
This was the acme of nations ambition
Nothing more would be required to fill the
wilderness of the West with hardy popu.
lation who could send their surplus produc-
ton to the merchants aud factors of the
East, and receive the Injuries and manu-
the first step was taken in the grand march
of civilization. Little did the most optim-
istic and visionary spirits dream what
transcendent philosophic light was soon to
burst on the eyes of a nascent world.
THE EVOLUTION OF A RAILROAD.
In 1926, only one year from the opening
Of the canal, charter was obtained from
the New York legislature empowering the
petitioners to build road from Albany to
Schenectady on which carriages should be
propelled by steam power. The building
Of the proposed railroad met with persist
ent opposition from the friends and sup
porters of the canal. Legal advice was Sc
cured to issue perpetual injunction on the
enterprise. After that course of warfare
had failed, ridicule, threats and ostracism
were resorted to in the vain endeavor to
dissuade the friends of the charter from
continuing the undertaking. Still the
work went on, funds were solicited from
New York city and towns on the Hudson,
and in 1929 the prospect seemed to assure
the early completion of the. work.
Reverses followed, friends deserted
others died, money was hard to get in those
early times, especially when nearly the
whole population were bitterly opposed to
the road being constructed, for, they said
if it should succeed it would antagonize
the canal, and if it failed all the capital
would be lost. Yet the work went slowly
forward until the straps of iron were fast
ened to the long pieces of timber laid
lengthwise on the top of the gravel roadbed
An engine, imported from England espec-
tally for use on the new road, after several
trials had proved to be a failure. Four
years had nearly passed, but the Mohawk
and Hudson railroad was not finished.
A new engine was built in New York.
called the Clinton, and gave promise of
better results. The next obstacle was fuel
to furnish steam for the engine, several
kinds of coal having been tried and proved
to be inefficient. Pitch-pine, split and
dried, was then plenty. 1t was found to
afford abundance of steam, and was car
ried in barrels on the platform of the en-
CINE. Private trials had given the inter
ested owners renewed courage. A public
trial was announced early in August, 1881.
Three cars, each carrying six people, built
like a stage coach with open sides, and
the tender with engine composed the train.
The train ran satisfactorily for about a
mile, then began to lag, and soon stopped
and refused to bulge. The fire would not
burn, therefore no steam could be gene
rated. Then came the ieers and hootings