line on a radius of 5730 feet, making the length of this 2d route from North Street to the summit 6.524 miles, 950 feet longer than the 1st. Estimated cost $105,498.11-averaging $16,170.77 per mile-$2,829.23 per mile less than the 1st route. From Richmond summit to the State line, the main line is the only one traced, and is taken as the continuation of either of the preceding routes which have been estimated. Its course is all the way over very broken ground, but to Col. Rowley's tolerably direct. From the latter point, it should be moved north on to higher ground, which will diminish the curvature and bring the grade nearly, if not quite, to an equal descent of 41.68 feet per mile, the maximum being now 55.84 feet per mile. The distance from Richmond summit to the State line is 5.170 miles.-Estimated cost $65,688.29-average per mile, $12,705.66. Finally, the whole estimated cost from Tekoa on the best route, that is by D line, is $957,949.60-average, $19,740 per mile. This is on the supposition, that the Pontoosuc turnpike be shut up between Root's and McElwain's. If it be inexpedient to do this, as it is most probable, an additional sum of $14,722 must be added to the above amount, making $974,671.60, which gives an average of $19,970.32 per mile. Counting from Connecticut river, by D line, the whole distance is 63.104 miles, and estimated cost $1,144,637.16 -averaging $18,138.90 per mile. Seven tenths of the rock cutting on the route is Gneiss, Mica Slate and Sandstone. The two former preponderate throughout the whole route. The latter is chiefly found through Pittsfield, Richmond and Stockbridge. Serpentine, Syenite and Hornblende-slate are found below, at, and above Capt. Root's in Middlefield. Granite at several points: chiefly below Clark's saw mill; and west of Washington, quartz rock, mostly in the form of bowlders. Suitable stone for nearly all the masonry may be taken from the cuts near at hand. The actual cost for foundations will be very small; for all the heaviest bridge masonry will rest in the natural rock or hard gravel, which form, in most cases, the banks and beds of the rivers. Very Respectfully, JOHN CHILDE, Springfield, May 28th, 1837. To CAPT. W. H. SWIFT, ENGINEER OF THE WESTERN RAIL ROAD. DEAR SIR, Having now completed all the surveys, from which there could be the least probability of improving the South Route, from Westfield to New York line, I have selected, with much care, the best possible route. A full statement of the various items of expense, with reference to the Map, and Profile, has been made out. I have traced the route by a blue line, on the map of experimental lines, where it will best serve to show the efforts that have been made, and that no ground has been neglected, where there was the least possibility of success. It was owing to the anxiety, I was aware you felt, to have the investigation most thorough, that I have been longer engaged, than I at first anticipated. I believe it will be admitted that no pains have been spared, to effect this object. My party encountered much severe weather, in February and March, and were obstructed by deep snows, in Becket and Blandford. It was from other obstacles, however, which are every where met with in the mountain, that my task has been rendered difficult. Commencing at a point, on the lot designed for the Hudson Rail Road depot, in West Stockbridge, I proceeded on favorable ground, till near Fueri's Marble quarry, where a ridge of rock obstructs the pass into Stockbridge. This being formed by the southern extremity of the mountain, curves of 1000 feet radius become necessary, and a cutting of considerable extent through the rock. I descended from this summit into Stockbridge village, at a grade of 50 feet per mile, and for the most part by a straight line; which, though involving the necessity of high bridges, and embankments across the valley formed by the Housatonic river, is on the whole, a cheaper line than could be found in any other direction. I did not, in proceeding eastward, find it necessary to vary essentially from the experimental line, till I reached Hop brook, where, in passing on to the East mountain, a very formidable embankment became requisite, and as it could not be brought within limits, which could rationally be considered practicable, I extended the line 70 chains, by passing farther up the valley, and, by this means, succeeded in making a much better profile, ascending to Green Water pond, without exceeding 80 feet per mile. The space between Green Water pond, and the Otis summit, which was run by Mr. Barton, presents very favorable ground-the line being direct, and not exceeding in grade, 25 feet per mile. After leaving this summit, in Otis swamp, it appeared possible to find a pretty direct line, if by any means practicable ground could be kept upon, through the valley of the Little Westfield river. My line was very encouraging, till I had descended two miles into the the ravine, through which the main stream passes. A dotted line in blue indicates this route, which however, I was forced to abandon. For, although I found myself right in conjecturing, that by bridging the stream frequently, very good ground would be attainable, the courses round certain rocky points could not be brought within admissible limits, without the most enormous expenditures. I returned, therefore, 8 miles, ao my line, and following the side hill near Peeble's brook, I pursued the line marked on the map, taking all possible advantage, in crossing this stream, as well as the one above Bates' Tannery, where a deep ravine divides the hills. The soil in this vicinity being a fine gravel, intermixed with a large proportion of sand, the depth of these fillings are not very serious obstacles. ter passing Elihu Stow's, the most difficult part of my route presented itself, and I was doubtful at one time, whether I could reach Westfield plains, without exceeding 80 feet per mile. My first attempt was by the Flat lot, and Reuben Noble's, and after again running, fruitlessly, four miles, I found the point of Sodom mountain impracticable, at so great an elevation, and could I have passed round this point, my grade was directly in all the ledges, on the cast side. I returned, in consequence, to Flat lot, extending my line farther down the Little River valley, and succeeded in avoiding all these difficulties, and the increased distance bringing me 80 feet lower, I was enabled to reach the plains, Af when less than half the distance had been passed on the east side of the mountain before referred to; all these circumstances have tended to lengthen the south route, and increase the curvatures; the distance from New York state line, to the intersection of Mr. Williams' line, with which I have connected the present survey, is 54.018 miles, and the whole distance to Connecticut iver, 62.387 miles. The deepest cut is 64 feet, gradually diminishing to 50 feet in the space of 400 feet. At Cobble gap, the grade runs for a short distance 85 feet below the surface of the rock, consequently a tunnel for 4 chains is preferable to an open cut. Had the line been carried through the gap, the cutting would not have exceeded 50 feet, but the line would have been thrown, in that case, by a sharp curve, to the edge of a precipice, which is now avoided. The ravine at Stow's brook is 100 feet deep, diminishing, however, in the distance of 2 chains, to 60 feet. There is also a ravine in Lee, formed by Green Water brook, 110 feet below grade. This extreme depth extends only 50 links, and at 5 chains is reduced to 50 feet. In carrying forward the survey, I have been particular to take numerous cross sections, and though in a final location, it might be expedient to vary the line, the quantities estimated would not essentially differ. In rock cuttings and other bad places, I have kept in view this consideration, always making ample allowances. There are but 5 large bridges on the route three of 100 feet span, across the Housatonic river, and one of 40 feet, across Munn's brook. An examination of the map sand profiles, in reference to this statement, will give a tolerably correct idea of the general character of the route; and it will be seen at once how extremely difficult it has been to accomplish the object of the survey, without transgressing those rules, on which the essential value of Rail Roads depends. In running the various lines you have directed, I have never omitted to consider thoroughly, every possible mode by which advantage could be taken of the ground. And I feel confident in the assertion, that the whole space, on which we have bestowed so much labor, has been most scrupulously, and critically examined. Very respectfully, Your Obedient Servant, RICHARD P. MORGAN, Ascent Total Desc. Total Elev. of Elev. of Grade Length. Sta Total of As. cent. of Grade De Gr. ab. ground Per scent. Con. R. ab. C. R. Mile. Synopsis of estimated cost of Grading and Bridging South Route from Con. Riv. to the western line of the State. Masonry. Grub. Excavation. Cubic yds. tions. Bridg Bench Bench bing. Amount. REMARKS. Feet Miles. Miles. Feet. Feet. Feet. Earth. Rock. Feet. Mark. Mark. Feet. L. Rock. length Cubic yds. Feet. Feet. 2709 8.224 78.07 72.00] 2632 1700 0.322 8.740 6.89 6.89 2680 1200 0.227 8.966 1530 15800 2.992 30.746 209.44 1361.91 1330 900 1.704 34 534 1200 1300 2.462 36.997 1059 14100 2.621 39.668 927 13200 2.500 42.168) 19.50 1381.41 460 7600 1.439 51.012 35.08 1416.49 315 3400 0.644 53.758 10.00 1426.49 501 5425 1.028 58.773 196.93, 288.98 36.15 160176 00 5.00 89.99 1349.99 1344-99 2.03 774.63 746.63 15,53 1863 41 cludes that part 84 96 80.89 Level of Mr. Childe's 7707.35 30 109.29 2546 31 154.96 151.89 63.70 L. which extends 3798.30 18032.90 165.07 147.00 6.84 101435.84 8166.00 162846.62 315.20 14800 3786 91 from Con. R. to 21301 53 commencement of this Table. 173279 09 5333 yds in Tun 4591879 nel, estimated at 4491.00 12324 60 $5 per yard. 242421.86 26246.42 239986.08 1230.54 1230.55 Level. 4725.44 1481.00 13034.79 3000 4551 55 1439.98 1451.99 70.00 146333.35 300.00 18380.25 86732.52 503,78 43644 49 36.94 36.94 1403.04 1397.04 17.73 134415.93 101406.41 541.20 3300] 30460 24 72774.72 79649.06 91.59 400 17049 27 30160.53 93562.84 159.42 4080 20620 13 211231.54 74808,83 636.62 2730 46598 31 50884.68 30.60 20350 73 508.97 538152,28 523,37 3820 115349 59 607.38 8006,38 121.41 1945 53 23428.36 65028.49 194.73 14240 19 38574.43 46188.49, 32.66 9797 56 13679.40 100 595.00 41.64 6528.99 53.78 783.71 865.34 678.34 38.92 355400.66 200 4527.00 152.19 25092.67 28831.46 180680.47 500 87449 25 1550 90545 15 |2292344.88|124955.35 86293.61 2938586.30 370 6811.29 6445.82 382801120823 14 W. Stockbridge. |