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, on 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. After 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 east. 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, 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. Synopsis of estimated cost of Grading and Bridging South Route from Con. Riv. to the western line of the State. Total Elev. of Elev. of Grade Bridg- Masonry. Grub. ab. C. R. Mile. Bench ment. bing. Amount. REMARKS. 2709 Feet Miles. Miles. Feet. Earth. Rock. L. Rock. length Abut- Cul Feet. Feet. Feet. Mark. Mark. Feet. Cubic yds. Feet. ments. verts. Feet. 78.07 72.00 12851608 This amount in- 21301 53 commencement 173279 09 5333 yds in Tun45918 79 nel, estimated at 12324 60 $5 per yard. 6148.10 12326.51 242421.86 71.61 800 6627155 26246.42 239986.08 2330.02 1500 73316 48 1481.00 13034.79 3000 455155 300.00 18380.25 86732.52 503,78 43644 49 1420 11000 2.084 32.830 36.94 36.94 1403.04 1397-04 17.73 134415,93 101406.41 541.20 3300 30460 24 1330 900 1.704 34 534 48.05 84.99 1354.99 1372.99 28.20 72774.72 79649.06 91.59 400 17049 27 1200 1300 2.462 36.997 5.00 89.99 1349.99 1344 99 203 30160.53 93562 84 159.42 4080 20620 13 1059 14100 2.621 39.668 57.96 147.95 1292.03 1281-03 21.70 211231.54 74803.83 636.62 2730 46598 31 927 13200 2.500 42.168 19.50 1381.41 1311.53 1311.53 7.80 96471 12 50884.68 30.60 20350 73 576 35100 6.647 48.815 526.97 674.92 784.56 774.56 79.28 331918.00 508.97 538152.28 523.37 3820 115349 59 536 4000 0.757 49.573 784.56 776.56 Level. 607.38 8006.38 121.41 1945 53 |2292344.88|124955.35|86293.61(2938586.30 370 6811.29 6443.82 38280 1120823/14 W. Stockbridge. 400 48 South Route from Elev. of Elev. of Recapitulation of Grades, Elevation, and Cost, from Westfield to State Line. From 0 to 10, 10 Level. ft. per mile. 20 EASTERN. Feet. WESTERN. 841 339.00 1020 30 40 50 6°42′48′ 1.400 11.084 3.367 7.164 3.375 1.061 5.747 4.090 16.665 54.014 Table of Curves in South Route-Approximate Location. 10023° 4° 5° 6° 42′ 48′ Sta- Rad Rad. Rad. Rad. Rad. Rad Rad. Rad. Straight Sta. Rad. Rad. Rad. Rad. Rad. Rad. Rad. Rad. Str't. tions. 57302565 1910 1432.5 1140 9.55 8185.5 7152.5 Line. From 3700 1100 8001 Dolls. Cts. Feet. Feet. 992706 69 $18378.68 per mile. 432.00 430.00 10 20 30 40 50 Rad. Rad. Rad. Rad. Rad 5730 28651910 1432 5 1140955. 8185.5 7162.51 Line. Sta. 5730 2865 1910 1432.5 1140 Rad Rad. Rad Str't. 955 8185.5 7162.5 Line. 2700 918 110001 64 2000 560 4600 963 1800 10 20 30 40 50 60 42′, 48′ 10 20 30 40 50 Rad. Rad. Rad. Rad., Rad. 5730 | 2865 | 1910 1432.5 1140 6°42′48′ TABLE OF CURVES IN SOUTH ROUTE.-(Continued.) 1020 30 40 50 60 42′48′ Rad. Rad. Rad. Rad. Rad. Rad. Rad. Kad. Str't Rad. Rad. Rad. Str't 1235 600 1838 2500 1243 800 1857 1900 12188 2800 2000 1254 1100 1873 1600 2231 2300 1286 3200 1893 2000 2259 2800 1308 2200 1914 2100 2277 1800 1319 1100 1916 200 2286 900 1334 1500 1934 1800 2309 2300 1348 1400 1942 800 2315 600 1357 900 1955 1300 2328 1300 1364 700 1963 800 2336 800 1374 1000 1967 400 2351 1500 1383 900 1973 600 2379 2800 14011800 1981 800 2383 400 1412 1100 1989 800 2388 500. 1420 800 1995 600 2392 400 1444 2400 2019 2400 2400 800 1447 300 2027 800 2408 800 1457 1000 2035 800 2424 1600 1460 300 2044 900 2443 1900 1468 800 2057 1300 2486 4300 1476 800 2066 900 2495 900 1533 5700 2076 1000 2500 500 1565 3200 2050 14002513 1300 1616 5100 2091 1100 2536 2300 1641 2500 2094 300 2549 1300 1706 1800-2104 1100 2568 1900 1711 500 2115 1100 2580 1200 1724 1300 2128 1300 2610 3000 1734 1000 2131 300 2655 4500 1754 2000 2137 600 2675 2000 1767 1300 2139 200 2706 3100 1789 2200 2143 400 2709 300 37300 36000 2770023400 6000 16700 5700 5900 126500 |