It will be readily seen that the cases which come before the society must be very numerous: during the nine years of its existence it has investigated 13,077 complaints, involving 52,308 children, prosecuted 4,035 cases, convicted 3,637 offenders, rescued and placed in homes or institutions 7,555 children. In the last three years it has temporarily sheltered and clothed 1,092 children and furnished them with 9,309 meals. These figures acquire a singular force when one reads in the annual reports the curious history of these cases setting forth the facts in detail. In 1882 the magistrates of the city issued 1,267 warrants. On the information furnished, 834 children were held in custody, 1,040 released. The city of New York is compelled to pay for the support of children thus committed to custody. A saving of $108,160 has therefore been realized to the benefit of the tax-payers of New York. In 1883 they received 2,966 complaints; there were 1,176 prosecutions and 1,128 convictions; 2,008 children were placed in institutions of charity. Of 2,341 children arrested 1,078 were held, 1,263 released.
The resources of the society are derived exclusively from the liberality of the public. It receives no aid either from the State or city. On the contrary, it pay taxes even on the water used in the care of the children in its charge. The account of receipts and expenditures amounts to about $17,000. Of the $43,000 which its building cost, $25,000 remain on mortgage. The field in which the society employs its activity is already large, and is rapidly extending. It endeavors to obtain from the legislature laws which will defeat the aims of those too numerous enterprises which, under color of charity, utilize young children, for example, the baby farms and those establishments (called hospitaliers) which have neither the means nor the facilities necessary to their proper conduct. It requires that children shall not be employed in manual labor before the age of fourteen years, and only after their physical capability has been certified to by a physician. It insists on the prohibition of all dangerous occupations. The former articles in this Bulletin on the abuses which exist in the industrial employment of children in New York show how justifiable is this action of the society. "Thousands of children," says Mr. Gerry, "die of diseases contracted in these injurious employments; in this respect our nation is far behind Europe in its means of affording protection to children. In France, severe laws have been in operation since 1841. England has promptly followed this example, and like the English legislation, that of France expressly forbids the employment of children in the manufacture of dangerous substances, of a nature poisonous or explosive. You have only to visit our hospitals to see the little creatures with hand or fingers mutilated, from being employed at too early an age in the operation of machinery. Our negligence makes manifest the wisdom of the French law, whose lesson [96] is so necessary with us." This needed progress will without doubt be made, and the society will continue with increased zeal its charitable work. It gives to the legislator the benefit of a practical experience in the work, to the child its powerful advocacy in the courts, to justice the impartiality of prudent investigations, to public opinion the assurance of the proper conduct of charitable institutions and an impulse in the direction of improvement. It is thus that in this land of enterprise, whose customs are adverse to permitting affairs even of the gravest importance, like the prosecution of crimes or the direction of works of benevolence, to be concentrated in the hands of public officials, the consequences of self-government have been happily corrected in points where they would otherwise become extreme, in regard to children. The New York society is therefore well described by its worthy president, Mr. Elbridge T. Gerry, as "the Hand of Protection." And this hand is too charitable for us to forbear to give it a cordial pressure across the vast expanse of the Atlantic.
THE MIDDLESEX CANAL.
BY LORIN L. DAME, A.M.
The curious traveller may still trace with little difficulty the line of the old Middlesex canal, with here and there a break, from the basin at Charlestown to its junction with the Merrimac at Middlesex village. Like an accusing ghost, it never strays far from the Boston & Lowell Railroad, to which it owes its untimely end.
At Medford, the Woburn sewer runs along one portion of its bed, the Spot pond water-pipes another. The tow-path, at one point, marks the course of the defunct Mystic Valley Railroad; at others, it has been metamorphosed into sections of the highway; at others, it survives as a cow-path or woodland lane; at Wilmington, the stone sides of a lock have become the lateral walls of a dwelling-house cellar.
Judging the canal by the pecuniary recompense it brought its projectors, it must be admitted a dismal failure; yet its inception was none the less a comprehensive, far-reaching scheme, which seemed to assure a future of ample profits and great public usefulness. Inconsiderable as this work may appear compared with the modern achievements of engineering, it was, for the times, a gigantic undertaking, beset with difficulties scarcely conceivable to-day. Boston was a small town of about twenty thousand inhabitants; Medford, Woburn, and Chelmsford were insignificant villages; and Lowell was as yet unborn, while the valley of the Merrimac, northward into New Hampshire, supported a sparse agricultural population. But the outlook was encouraging. It was a period of rapid growth and marked improvements. The subject of closer communication with the interior early became a vital question. Turnpikes, [97] controlled by corporations, were the principal avenues over which country produce, lumber, firewood, and building-stone found their way to the little metropolis. The cost of entertainment at the various country inns, the frequent tolls, and the inevitable wear and tear of teaming, enhanced very materially the price of all these articles. The Middlesex canal was the first step towards the solution of the problem of cheap transportation. The plan originated with the Hon. James Sullivan, who was for six years a judge of the Supreme Court of Massachusetts, attorney-general from 1790 to 1807, and governor in 1807 and 1808, dying while holding the latter office.
A brief glance at the map of the New England States will bring out in bold relief the full significance of Sullivan's scheme. It will be seen that the Merrimac river, after pursuing a southerly course as far as Middlesex village, turns abruptly to the north-east. A canal from Charlestown mill-pond to this bend of the river, a distance of 27-1/4 miles, would open a continuous water-route of eighty miles to Concord, N.H. From this point, taking advantage of Lake Sunapee, a canal could easily be run in a north-westerly direction to the Connecticut at Windsor, Vt.; and thence, making use of intermediate streams, communication could be opened with the St. Lawrence. The speculative mind of Sullivan dwelt upon the pregnant results that must follow the connection of Boston with New Hampshire and possibly Vermont and Canada. He consulted his friend, Col. Baldwin, sheriff of Middlesex, who had a natural taste for engineering, and they came to the conclusion that the plan was feasible. Should the undertaking succeed between Concord and Boston, the gradual increase in population and traffic would in time warrant the completion of the programme. Even should communication never be established beyond Concord, the commercial advantages of opening to the market the undeveloped resources of upper New Hampshire would be a sufficient justification. Accordingly, James Sullivan, Loammi Baldwin, Jonathan Porter, Samuel Swan, and five members of the Hall family at Medford, petitioned the General Court for an act of incorporation. A charter was granted, bearing date of June 22, 1793, "incorporating James Sullivan, Esq., and others, by the name of the Proprietors of the Middlesex Canal," and on the same day was signed by His Excellency John Hancock, Governor of the Commonwealth. By this charter the proprietors were authorized to lay such assessments from time to time as might be required for the construction of the canal.
At their first meeting the proprietors intrusted the management of the corporation to a board of thirteen members, who were to choose a president and vice-presidents from their own number, the entire board subject to annual election. Boston capitalists subscribed freely, and Russell, Gore, Barrell, Craigie, and Brooks appear among the earliest directors. This board organized on the 11th of October by the choice of James Sullivan as president, and Col. Baldwin and John Brooks (afterwards Gov. Brooks) as vice-presidents. The first step was to make the necessary [98] surveys between the Charlestown basin and the Merrimac at Chelmsford; but the science of engineering was in its infancy, and it was difficult to find a competent person to undertake the task. At length Samuel Thompson, of Woburn, was engaged to make a preliminary survey; but the directors, not wholly satisfied with his report, afterwards secured the services of Samuel Weston, an eminent English engineer, then employed in Pennsylvania on the Potomac canals. His report, made Aug. 2, 1794, was favorable; and it is interesting to compare his figures with those of Mr. Thompson. As calculated by Thompson, the ascent from Medford bridge to the Concord river, at Billerica, was found to be 68-1/2 ft.; the actual difference in level, as found by Weston, was 104 ft. By Thompson's survey there was a further ascent of 16-1/2 ft. to the Merrimac; when, in fact, the water at Billerica bridge is almost 25 ft. above the Merrimac at Chelmsford.