we have fixed such prices for the cutting as will, most probably, cover this item.

The estimate is to be regarded rather as comparative. The probable cost of the several parts of the line have been computed in detail; and as far as our suppositions as to the amount of rock are correct, so far may the estimate be taken as correct. But, as has been remarked, a greater amount of rock may be found in the deep cuts than we have anticipated. The truth is to be developed by boring only.

MAPS AND PLANS.

No. 1 is a rough, general map, upon a large scale, of the country between Worcester and Brookfield, exhibiting all the lines which have been surveyed across the summit, including Mr. Baldwin's, Mr. Fessenden's, and our own. No. 2. Is a map containing the lines which have been approximately located during the present season-lines upon which the computations of the quantity of cutting and filling have been made.

No. 3. Contains profiles of all the principal lines of this season, together with that of the line by Tatnick Brook, and Henshaw ridge, surveyed in 1835 by Mr. Fessenden. Nos. 4, 5, 6, 7, 8, 9, and 10 inclusive, are Topographical plans of the New Worcester route; Grout summit routes; the Morey summit, and the Cranberry Meadow Pond routes.

No. 11. Contains the Ryan line, on an enlarged scale, both in plan and profile, with the cross sections of the same, exhibiting the slope of the ground transversely to the route, at each station.

No. 12. Contains the profiles of various parts of lines, being modifications of the Ryan summit route.

No. 13. Spencer village line.

No. 14. Is the profile of a line surveyed in 1835, from the south part of Henshaw ridge, passing near Charlton North side to Ryan summit, by a more direct route than our line. It will serve to give a correct idea of any route between Worcester and Ryan summit, by any approximation to a straight line.

Nos. 15, 16, 17, 18, 19, and 20. Topographical maps of

the Ryan summit route, made by Mr. Stebbins in 1835. They exhibit a minute and accurate delineation of the ground traversed by our present route. There not having

been sufficient time to complete those of this season for this report, these are submitted with this remark, that we shall have nothing better to present hereafter. They will convey a true idea of the nature of the ground which any route across the summit between the Blackstone and Chickopee must traverse.

No. 21. Profile of route No. 12, by Tatnick Brook to Henshaw ridge.

TABLES.

No. 1. Is a table containing a synopsis of the routes numbered from 1 to 12. It exhibits the length, ascents, descents, grade, excavations, embankments, bridges, culverts, and grubbing; the estimated cost of grading and bridging, for a surface width of 26 feet, upon each route, so footed, that the comparative cost and advantages of the several routes are presented. The heights and distances are all referred to the level of the Boston and Worcester Rail Road at the "Hathaway farm" in Wor-.

cester.

No. 2. Is a table of the curves upon each route, exhibiting the length of the radius, and of the curve itself, for each portion of the line in which it occurs. It also presents the aggregate length of curves of the same radius in each route.

The surveys have been executed by Assistants Stebbins and Potter, who have with untiring industry, most zealously and satisfactorily performed their several duties. Mr. Anderson has acquitted himself with his usual skill, for which he is conspicuous, in the numerous drawings illustrative of the surveys; and indeed, it is our good fortune to testify to the persevering efforts of all employed under us, to aid in the fulfilment of the duties which devolve on us.

The foregoing descriptive memoir will have sufficiently defined the localities which characterize the various modifications of the several routes, all of which, coincident as

they are, from their commencement at Worcester (with the exception of No. 12, which crosses the Henshaw ridge,) pass through the depression below Clappville, of the same ridge which divides the waters of the Blackstone and French Rivers. Thence but two general routes, in fact, present themselves, by which to effect the passage of the main dividing ridge, which separates the waters of the Chickopee from those of the French River; for the route by Morey's summit is a mere modification of that by Ryan's, suggested by the desire to avoid the deflection southward through the depression at Ryan's. It may also be added, that for the sake of comparison, we shall suppose these several routes to reunite at the red school-house in Spencer, on Cranberry Meadow Brook, and thence pursue the route indicated on the map as No. 6, to the valley of the Chickopee River; for it is obvious, whether in point of directness or cost, this route is preferable to those more north of it. We proceed, then, to the following concise illustration of such parts of the routes competing for our preference, as are involved in their comparison.

Grout Summit Route.

The objection to this route may be said to exist rather in the descent from its summit in the main dividing ridge, than in the ascent to it; for although the grade of the Rail-Road in its approach to the summit has been projected on an inclination conforming to the fall in the valley · of the French River of 57 feet per mile for 1.7 miles, it is believed that this may without inconvenience, be reduced to a less exceptionable grade.

But the difficulties on the western slope are not so readily obviated; for the descent from the summit to Cranberry Meadow Brook (a tributary to the waters of the Chickopee River,) is so abrupt, that a fall of 240 feet is to be overcome in less than one mile, by an inclined plane with stationary power; or the alternative must be resorted to of distributing this descent in a circuit of upwards of 5 miles in distance, over a surface requiring rocky and expensive excavations. Nevertheless, for our present purpose, (that of comparison with the routes by either the Morey or Ryan summit,) we shall assume the alternative alluded to. The

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, 44 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 24 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