elevation of the natural surface at the Grout summit is, as has been stated, 445.7 feet, reducible, probably, not more than 15 feet by excavation, because of the length of the cut, and the probable existence of rock at a greater depth. The length of the route from the point of departure near Worcester, to the vicinity of Gallup's mills (on the Chickopee,) is 21.9 miles, and the estimated cost of graduating the road-bed through that distance, $602,292.

It is believed, however, that a more correct comparative view will have been presented, should we assume the quantity of rock excavation to exceed that estimated, and we shall, in preference to a less sum, suppose the total cost to be about $635,000.

Route via Morey and Ryan Summit.

The elevation of the dividing ridge, in its passage at either of these depressions, reducible by practicable cuts, will be found to be the same as that of the Grout summit, to wit, 430 feet; and the distance by either will therefore be computed by the actual length of each, which by the Morey summit is found to be 19.56 miles; and by the Ryan summit 20.4 miles-computing, as has been stated, from the red school-house, by Route No. 6, to Gallup's mills.

The passage by the Ryan summit is to be effected (see Tables) by grades in no case exceeding 40 feet per mile; while by the Morey summit (the total elevation, and therefore the aggregate resistance from gravity being the same in both cases) we must resort to an inclination (consequent on the diminished distance, within which the elevation or descent is to be overcome) of 45 or 50 feet. The total cost of graduation will be, by the Ryan summit route, say, $653,000; and for the Morey summit $586,487. Or, the comparative characteristics of the three prominent routes, which we have attempted thus briefly to review, may be summarily thus exhibited :-to wit,

In other respects, these routes cannot be said to differ materially; and as in both length and cost, that by Morey's summit has the advantage, and even in its maximum grades, at equal cost, it might be nearly assimilated to those required in the passage of Ryan's summit, we respectfully recommend it to your preference.

It now remains to us, however, to revert to the mode suggested of effecting the descent westward from the Grout summit, by the substitution of an inclined plane, with stationary power, for the circuit heretofore made between Station 745, at the summit, and 1035 at the red school-house, in Spencer, including a distance of 5.5 miles, the estimated cost of grading which, (a large proportion of rock excavation being necessarily encountered,) amounts to $173,290.

Sufficiently minute surveys have not been made, with reference to this object, (for an inclined plane was not contemplated, until an analysis of the results of the surveys, within a day or two past, suggested its possible expediency,) but from the data in our possession, it would seem probable, that the cost of graduating this portion might be reduced in the sum of nearly, or quite, $150,000, and at the same time diminish the distance, as heretofore remarked, 4 miles.

The cost of graduating the road-bed, therefore, on the Grout summit route, (the descent to the Cranberry Meadow Brook being effected by an inclined plane) would then be but $525,000, and the distance but 17.65 miles; resulting in a cost of $61,000 less than that required by the Morey summit route, and a reduction in distance of 2 miles ; which advantages (diminished cost and distance) with that of concentrating so large a portion of the ascent from the western base to the summit of the dividing ridge, certainly would seem to claim for the route our most serious deliberation; and if, in further and more minute surveys, it shall be found practicable, within a reasonable expenditure, so to distribute the fall from the summit to Cranberry Meadow Brook, over a plane whose inclination shall permit the effective use of locomotive engines, no adequate reason occurs to us to oppose its recommendation to your preference. If, however, on the other hand, a resort to fixed, or stationary engines shall appear (as it does at present) irremediable for the whole descent, without excessive excavation on the summit, on the hypothesis that the diminished cost assumed is to be made in so short a distance that the inclination of the

plane would be in the ratio of 1 to 9-say 587 feet per mile, then sufficient considerations, resulting from the annual cost of maintaining the stationary engines, with the delay and risk of accidents on so steep an acclivity, would, in our opinion, outweigh those which we have assumed may belong to the route, and we should still feel it our duty to recommend to your adoption the Morey summit route.

In our present uncertainty, therefore, resulting from the want of adequate data to guide us with certainty to a correct conclusion, we should suggest that a decision on this most important question be, for the present, postponed ; and that such farther surveys be forthwith instituted as shall suffice to dispel all doubt.

These surveys, it is supposed, may not only be made, but the line prepared for contract, so that proposals may be invited for the graduation of the Rail-Road, and its actual construction begun, on or before the 15th October. The location may also simultaneously progress beyond Gallup's mills. So that, at any rate, during the current year, 1836, the construction of the Rail-Road throughout the entire distance between Worcester and Springfield shall have been begun.

It may be well to add, that a route, not heretofore alluded to, since our present investigations began, has been surveyed, diverging from 644 of Route No. 1, and passing the Hobbs summit in a direct route across the ridge, to the red school-house; the distance by which from Worcester to Gallup's mills, would be 18.7 miles; but the approach to the summit would be difficult, and the descent from it so abrupt, as to require stationary power.

The elevation of the summit, moreover, after reducing it by a cut of 20 feet in depth, (as deep as would be expedient) would be 468 feet, or 30 feet higher than either of the other summits, which when equated, will be found to result, virtually, in an increased distance beyond that of the Morey

summit route.

The Board is aware that experimental surveys are now being made beyond the town of Springfield, the results of which will be duly communicated.

Respectfully submitted,

WM. GIBBS MCNEILL, CHIEF ENGINEER.

W. H. SWIFT, RESIDENT ENGINEER.

Near the crossing of S. M. River.

29144.3

867.8

900

2.78 237.76 182.22 174.97 22 63 19.28 257.06 162.94 162.16 22.63