and the embankments to be extended, for safety. The difference in cost, at the prices agreed upon with the contractors, as is stated in the table above, is $6945 91, or only about 8 per cent. additional, and this upon a length of road of about 2 miles. The difference in price between a double and single track, being upon these sections 4 cents per yard for earth and loose rock together, and 10 cents for solid rock. Third. We would respectfully suggest, for your consideration, the propriety of modifying the order of the Board in reference to the width of the track, in such a manner, that your engineers be invested with discretionary authority to alter the width of the cuttings and fillings at such points of the road as may seem to them judicious and proper, according to the circumstances of the case. A single fact will serve to show the necessity of this measure. In many cases the embankment exceeds the excavation; to make up the deficiency, the obvious course would be to widen the cut sufficiently to form the embankment, in preference to borrowing earth elsewhere. This is a single instance, but it will convey an idea of the inexpediency of defining too closely these matters of detail; they are in most instances contingent in their nature, and require to be arranged and suited to each particular case. We omit all reasoning on this part of the Report, which we think might, with propriety, be based on the eventual responsibilities of your Engineers for whatever strictly pertains to their profession. Respectfully submitted, WM. GIBBS MCNEILL, REPORT ON THE SURVEYS BETWEEN SEVEN MILE RIVER IN BROOKFIELD, AND TEKOA MOUNTAIN IN MONTGOMERY. Worcester, Jan. 15th, 1837. To THE PRESIDENT AND DIRECTORS OF THE WESTERN RAIL ROAD CORPORATION. GENTLEMEN, The Reports which were made to the Board on the 15th of August, and 30th of September last, contained a description in detail, of the several routes which were surveyed and approximately located, between the villages of Worcester and East Brookfield, and the order of the Board of the 4th October, confirming the location recommended by the Engineers, in their Reports above referred to, established that portion of the line. It becomes our duty, now, to lay before you a statement of the operations of the Engineer department since the Report of 30th September was adopted by the Board. Immediately subsequent to that period, the requisite measures were taken for the definitive location of the route between Worcester and East Brookfield, comprising the first division of the road, and on the 19th of October, this portion, embracing an extent of 19.5 miles, was advertised for contract. Proposals were invited until the 20th November, and propositions from a large number of efficient and experienced contractors were received. Upon such of the sections as the proposals appeared to be suitable, and advantageous to the Corporation, decisions were made, and the work was let; while upon others, embracing portions of the work of greatest magnitude, the decisions were deferred, to afford full time to the contractors to acquaint themselves with the character of the work. About the middle of December the entire division was placed under contract; and about the same time the grading was commenced on the tenth and eleventh sections. Since that period, the work has been commenced on six other sections, and the balance will be in progress in a short time. The surveys, upon which a Report has been made, terminated, as has been stated, near the Seven mile river, in East Brookfield; and at this point, only, may the line be said to have reached, fairly, the Chickopee valley. We have now to trace its direction, as it has been approximately located, in its course towards the Connecticut river. From the crossing of the Seven mile river, near Gallup's mills, down to Taft's scythe factory, in the western part of the town of Warren, about eleven miles, the line pursues, without any deviation, the immediate valley of the Chickopee river; crossing it, in this distance, eight times, to avoid abrupt curves, and to take advantage of the best ground. From this factory, two routes were surveyedone across the peninsula upon which Palmer village is situated-and the other, around by the valley of the river. The distance by the Palmer village line, is nearly two miles shorter than that by the river line; but it will be seen, hereafter, that we cannot pass the Palmer summit. The lines unite again, near Sedgwick's tavern, on the Chickopee river, about 10.4 miles, by the river line, below the scythe factory. At Sedgwick's, the Chickopee bends away to the north, to its junction with the Ware, and Swift rivers, at the village of Three Rivers; while the route continues, by a very direct course across a second peninsula, and through the valley of Baptist brook. At 3 miles beyond Sedgwick's, the river, after having made its circuit to the north, returns south, and washes the base of the Wilbraham mountain, (so called,) and at this point the route falls upon the stream again, and continues near to it 2 miles, to the point of Stony hill, also in Wilbraham, and about 7 miles east of the Connecticut River. At this place, the hill and the river nearly close again, leaving a flat space between them of some 300 or 400 feet. The point of Stony hill, we have considered to be the termination of the Chickopee river division; that is to say, any, or every route, by the valley of that stream, must finally pass by, or near this point, and as it is necessary to fix upon some particular spot which shall be common to all the routes extending west, across the Connecticut River, in order that comparative estimates of the cost of grading may be presented, we have decided upon this as the most suitable point. The above general description will serve to show the main direction of the line between the end of that portion of the Rail Road, which is located and put under contract, and the extremity of the plain, or flat land, which lies on the east side of the Connecticut river. To this it may be well to add a more detailed statement of particular portions of the route. From the Sturbridge road (the end of the first division,) to the point of Cranberry hill, in South Brookfield, the line is straight nearly 3 miles; it crosses the Five mile River 800 feet south of the Furnace village; and thence across a part of the north end of the Great Swamp. Of the 4000 feet of this swamp, which the line passes over, about 2000 feet of the distance is impassable for teams, except in winter. The soundings upon it are from 18 inches to 5 feet, but usually less than 2 feet. Therefore the material, which will be thrown up from the ditches, and the sides of the road, will furnish a considerable portion of the embankment; and the residue can be conveniently obtained from the points of hard land, which form the boundary of the swamp. Turning the point of Cranberry hill, upon a curve of 2865 feet radius, the line is straight to Stone's hill, upwards of a mile. The greater portion of this distance is over an arm of the Brookfield meadows. These meadows, also, are too soft for teams. Roads are made across them, and the bed of the Rail Road can be constructed over them without much additional expense. The soundings are generally from 3 to 4 feet; a few places 9 or 10, and at a very few, 12 feet will not reach the bottom. At Stone's hill, the line curves to the north upon a radius of 5730 feet, and by crossing the river twice to cut off an abrupt bend, it reaches, in 1 miles of straight line, the county road from West Brookfield to Brimfield; thus from the Seven mile River to the west parish of Brookfield, we have, with the exception of the two moderate curves at Cranberry hill, and Stone's hill, a straight line of 64 miles; and, inasmuch as the point named first, presents a very favorable position for a depot where the trains will stop, the line may in fact be considered straight. From the Brimfield road the line curves to the west, upon a radius of a mile; and crossing the Chickopee River, it falls upon the point of Long hill; turning this hill upon a radius of 2865 feet, it continues straight, nearly to "Warren city," 1 miles. From the Five Mile River to Warren city, 8 miles, there is but 5 feet fall in the Chickopee river, or about 0.59 feet per mile; while in the next succeeding 5 miles, the fall is 212 feet, or 38.50 per mile; thence for 5 miles, it is 78 feet, or about 14 feet per mile. This will serve to show how unequally the fall in this portion of the stream is distributed, and consequently the character of the grades which must be given to the road, Passing through the south part of the city, or village, of Warren, upon a curve of 3820 and 2865 feet radius, the line passes under the high hill, south of Moore's mill-pond. From thence to Blair's saw-mill, at the north point of Grattan mountain, the valley of the stream is much contracted, and very crooked. To avoid a constant succession of curves in this, the steepest part of the road, it may be necessary to cross the river eight times, in a distance of about 3 miles, or resort to the expensive alternative of making deep cuts across the bends of the stream. After passing Blair's sawmill, the river runs due south 4 miles. Upon this portion of the route, lines have been located upon both sides of the stream, and connected with each other at intermediate points. The main line, (as we now consider it,) continues down on the east side of the bend of the river, to a point below Capt. King's, there crossing the stream; it continues on the west side to Fenton's; here the river turns off to the west, and the line pursues the north side of it, to a point 4 of a mile east of Sedgwick's tavern; the river here runs to the north, and the line after crossing it for the last time, passes over a slight summit to the valley of Baptist Brook; from thence it is straight, nearly two miles, to the point of the Wilbraham mountain; turning this point, upon a radius of 2865 feet, the line is again straight, 24 miles to the point of Stony hill. As this portion of the route, (from E. Brookfield to Stony-hill,) stands in a manner by itself, there being no other |