between five and ten tons weight, I rely upon that fact in stating that locomotive steam engines may be advantageously used on the whole of the proposed route from the Hudson River to the head of the plane near Lake Erie; that they will be able to pass its steepest grades, drawing at least seventy or eighty passengers with their baggage, while upon at least nine-tenths of the whole route they will be able to propel very great burdens at a great rate of speed. In order, however, to obtain these easy grades of acclivity, I have been compelled to pursue by a serpentine line, the valleys of streams, and thereby lengthen very considerably the linear extent of the route. The general face of the country is undulating, and marked by bold and prominent features; but nevertheless it is intersected by numerous rivers and their branches, which have a gentle descent and fortunately pursue the general direction necessary for the route much of the distance. It is this allimportant and cardinal feature in the topography of the country, and the facilities which the valleys of these streams thus present for obtaining gentle ascents and descents, and moderate graduations, which will explain the reason why I have been able to find a cheap and easy route, without the aid of stationary steam power, through portions of the State which, to the eye of the passing traveler, crossing as he does the numerous hills which are traversed by the ordinary stage roads, would seem to present insuperable obstacles to the accomplishment of the proposed work. The route, instead of passing directly over, goes around the hills, and it has not been necessary to surmount any considerable acclivities except in three or four instances, in which the line crosses the natural boundaries of the great valleys, into which the route is topographically divided. It is true that the departure from a straight line thus occasioned by following the winding of the water-courses, has considerably lengthened the whole route between New York and Lake Erie. But when it is considered that great rapidity of transportation and cheapness of construction have been thereby secured, and a greater portion of country accommodated; that the conformation of the country wholly forbade the adoption of any other route, more direct, without enormous expense, and that the circuity of route will be comparatively less than that on the Pennsylvania canal, its deviation from a direct line will not be regarded as a formidable obstacle or objection. The natural boundaries of the valleys that are pursued by the route will serve to subdivide it into six grand divisions, to wit: The first or Hudson River Division, extending seventythree and a half miles from a point on the Hudson River twenty-four miles north of the City Hall of New York, to a point in the Deer Park Gap of the Shawangunk mountains, dividing the waters flowing into the Hudson from those flowing into the Delaware. The second or Delaware Division, extending from the point last mentioned through the valleys of the Delaware and its tributaries, 115 miles to a summit twelve miles northwest of the village of Deposit, in Delaware County, dividing the waters of the Delaware from those of the Susquehanna. The third or Susquehanna Division, extending from the point last mentioned through the valley of the Susquehanna and its tributaries, 1631⁄2 miles to a summit thirteen miles southwest of the village of Hornellsville, in the county of Steuben, dividing the waters of the Susquehanna from those of the Genesee. The fourth or Genesee Division, extending from the point last mentioned across the valley of the Genesee, thirty-seven miles to a summit three miles east of the village of Cuba, in Allegany County. The fifth or Allegany Division, extending along the valley of the Alleghany and its tributaries eighty-three miles to the head of the inclined plane, distant four or five miles from Lake Erie on a straight line. The sixth or Lake Erie Division, embracing the short and rapid descent to the lake, including the inclined plane and the two branches, one to Portland, nine miles, and one to Dunkirk, eight and a half miles. The only points where the rates of ascent exceed sixty feet per mile, will be found on the summits above specified, as forming the boundaries of the six grand divisions of the route. The acclivities in passing these summits are respectively as follows: One grade of 100 feet to the mile in passing from the Hudson River Division, down the west side of the Shawangunk mountain, into the Delaware Division; one of seventy feet and one of sixty-one feet to the mile, in passing from the Delaware Division to the Susquehanna Division; one of seventy feet and one of sixty-five feet to the mile, on crossing the ridge between the Susquehanna and its tributary, the Chenango River; and one of seventy-two feet to the mile in passing from the Susquehanna Division to the Genesee Division. I have no doubt that all these ascents and descents above specified may readily be surmounted by locomotive engines drawing passenger cars, light merchandise, and the mail. But in order to aid the passage of burthen cars, heavily loaded, it will be necessary to station, at the several points above specified, either auxiliary locomotive engines, as is practical on the Liverpool and Manchester Railroad, or an increase of animal power, as is used in passing the Parr Ridge, on the Baltimore and Ohio Road. That this can be effected without any material interruption or inconvenience, will be obvious when it is recollected that the western slope of the Parr Ridge, on the last mentioned road, has an ascent of no less than 253 feet to the mile, an acclivity nearly three times as great as the steepest grade on the proposed route; but that it is nevertheless surmounted at all times by burthen cars, heavily loaded, aided only by an increase of animal power. It will be borne in mind, also, that at least three-fourths of the heavy tonnage passing on this road, will descend eastward toward tide-water. The elevation of the head of the inclined plane near Lake Erie being 1303 feet above the Hudson River, the products of the western country, passing eastward, will necessarily descend 1303 feet more than they will ascend, and their passage will consequently be aided to that extent by their own gravitation. It is, however, by no means impossible that in the course of twenty years the great increase of the population and agricultural products of the interior, and the necessity of expediting their passage to market, may render it expedient and economical to adopt additional tracks, with a compound moving power, and grades reduced in all cases to thirty feet per mile, with stationary engines, operating on inclined planes and located at intermediate points along the road. In that event, the entire change might be effected along the whole line without altering more than thirty or forty miles of the road. And, although I do not believe that this change will ever be made, or become necessary, except in the event of so great an increase in trade as to make steady, uniform power the best; in which case I believe that stationary power applied on the present grades, would be found the best, and used as Messrs. Walker and Rastrick proposed, on the Liverpool and Man chester Road, as reciprocating power. I have thought it proper to state how far it would effect the graduation of the road to substitute planes and stationary power, and grades in other places of thirty feet per mile. The change of the place last mentioned would only apply to burthen cars, in any event, as passenger cars would be liable to less danger, trouble, and delay by using the locomotives or extra animal power to surmount the dividing ridges. In making the survey and location, I have had lines of exploration made on various parts of the route in two or three different directions, and more particularly near the Hudson River, where four different routes to several landings were examined, and if the funds had held out to accomplish some further examinations in Rockland County, and time had permitted, I should have pursued still another line, and followed on the northern side and eastwardly side of the Hackensack River, so as to join the line which runs to the river at Tappan. Such a line ought to be explored before final location of the road through Rockland County. Another part of the line in Orange County ought also to be noticed, as deserving of further examination. A strong and ardent desire to accommodate by passing in the immediate vicinity of so important a town as Goshen, and former examinations for a railroad having produced impressions favorable to that route, I had supposed it would prove the best ground, and therefore spent our labors upon it, and it was not until it was too late that we observed the formation of the country from near Chester through by Florida, and the practicability of passing the Wallkill near Pellett's Island and joining the present line some six or seven miles west of the Wallkill, that we supposed we could change from the route near Goshen. This route requires an instrumental survey, but unless it proves greatly superior to that by Goshen, as now returned, the accommodation of so important a town ought to give it the preference. The route between the Wallkill and the Shawangunk mountain and a final location on this part, are intimately connected with the suggestion about the Florida route. It has been proposed to cut open the top of Deer Park Gap, which is a deep depression of the Shawangunk mountain, about fifty feet at the highest point. This is done in order to reduce the grade upon each side, and particularly on the west side, to 100 feet per mile. The east side can be easily reduced to a grade of sixty feet for a short distance and then much less. I have looked at this point, and given it considerable thought, to determine what ought to be the present plan, in reference to future improvements, when the great increase of business on this road will demand every facility that the nature of the country will permit; and it has brought my mind to the conclusion that, before the lapse of twenty years after the completion of the road, a tunnel will be driven through the mountain, of about three-quarters of a mile in length, whereby its elevation would be so far reduced as to admit a grade of probably seventy-five to eighty feet on the west side, and about thirty on the east. As the acclivity of 100 feet to the mile on the west side of the mountain is the steepest grade encountered on the road, it has also appeared to me to be well worthy of consideration how far this ascent could be relieved by the adoption of an inclined plane with a stationary engine; believing that if it is admissible on any intermediate part of the route it might be employed at this point for the relief of the burthen cars to great advantage. The idea of the tunnel and the stationary engine, will, however, be matters of subsequent inquiry, and are now referred to only as parts of an ultimate plan, proper to be borne in mind in the permanent location of the route. The line as located then follows from the foot of Shawangunk mountain, by a high embankment, across the Valley of Bashe's Kill, and then crosses the Delaware and Hudson Canal without difficulty, and soon enters the valley of the Neversink River, which it follows to the mouth of a branch of the river, called the Sheldrake, and up that to its source; thence crossing the heads of the several branches of the Mongaup, it reaches the head of the Calicoon, a branch of the Delaware, which it follows to its junction with the latter river. A route has also been surveyed down the Popacton, or Eastern Branch of the Delaware; and there are also several other routes through Sullivan County, which have been examined, and regular surveys carried over them. One route, passing near Monticello, which is the county town of Sullivan County, would on that account deserve a preference, if the facilities and advantages are nearly equal as to other points, such as grade and cheapness of construction; and although our surveys as we made them did not show as favorable a line by Monticello as by the other route, I think a further and more critical examination should be made through this district of country to find a route more favorable than we have yet seen; and, should this be the case, we should, I think, shorten the route some miles, and obtain the advantage of carrying it through a more populous and settled country. Although the route following up the Eastern or Popacton branch, and then the Beaverkill, and Willemock, and Little Beaverkill, has been regularly surveyed, and profiles of it returned, I however consider the route by the Calicoon to be so far preferable that I have not required my assistant to give me quantities on this route, and have not of course estimated it, but it can be done hereafter if necessary or useful. In carrying the route of the railroad through the heart of Sullivan County, and thereby giving great and permanent advantages to a large district of country, capable of sustaining a considerable population, I will make this passing remark, that by passing down the valley of the Neversink, from the foot of the Shawangunk mountain, until I reached the valley of the Delaware River, and then passing up the Delaware to the mouth of the Calicoon, I might have found a route of much easier grade, and one which would not average over fifteen feet to the mile. But to that plan there are in my mind, serious objections: 1. It would be a more expensive line to grade, on account of its passing along steep side hills, with heavy ledges of rocks, requiring expensive rock excavations. 2. It would not accommodate or be very useful to Sullivan County, as the country along the bank of the Delaware is not generally favorable for cultivation. 3. It might come into collision with the Delaware and Hudson Canal, and perhaps divert some of its legitimate and fair business, and in construction it might interfere with that important and very useful work, for the execution of which its enterprising proprietors deserve to be gratefully considered. The line then passes up the Delaware from the Calicoon to the village of Deposit, from which a lateral road may easily be extended into the heart of Delaware County. The route then crosses by a bridge the Main or Mohawk Branch of the Delaware, and thence follows up the Oquago Creek to its source, on the route towards Bettsburgh; from whence it descends to the Susquehanna and, passing that river near Ninevah, follows up the valley of Belden Brook to its source and, then, taking the head waters of Page Brook follows that down to the Chenango, and then down the Chenango to Binghamton or its vicinity. Several routes have been examined between the Delaware River at Deposit and the Chenango at Binghamton; and lines were run on the most favorable ground, on a nearly direct course between Deposit and Windsor, on the Susquehanna, and between Windsor and Binghamton, from the Susquehanna to the Chenango. Both these summits, however, proved to be considerably higher than those on the route chosen; and they cannot be overcome but by stationary steam power. After having attentively examined these routes, I am decidedly of opinion that the northern route by Bettsburgh and by Ninevah and by Page Brook, ought to be adopted. That route, moreover, will possess a local advantage of peculiar value in the facilities it will give to various branch railroads leading into the populous and wealthy sections of the State, along the valleys of the Upper Susquehanna, the Unadilla, and Onondaga branch of the Chenango, and thus accommodating the counties of Otsego, Chenango, and Cortland, and parts of the adjacent counties. When the line came near the mouth of Page Brook on the Chenango, it became a question to determine which side of the Chenango we should pass down to near its mouth; a desire to approach near and even pass into the growing and important village of Binghamton, determined me to have the survey made on the east side; but, ascertaining that the Chenango Canal had not then been finally located, I directed a survey on the west side also, and to pass the river near the mouth of Page Brook. This part of the line I do not consider as settled; neither can it be finally determined until the canal is nearly completed. When that shall be done, we can see if there is a fair chance of carrying our railroad on the upper side at reasonable expense. And, should this be the case, a preference ought to be given to the east side of the Chenango, so as to approach near to Binghamton, and pass over the river near the upper part of that village. From the Chenango River the route in following down the Susquehanna valley about forty miles passes through the flourishing village of Owego, where it will become connected with the steamboat line now in preparation for navigating the Susquehanna, and also with the Owego and Ithaca railroad, which will connect the main line with the important and fertile section of the State adjacent to the Cayuga and Seneca Lakes. After descending for forty miles along the east branch of the Susquehanna, we approach near the Pennsylvania line north of Tioga River (being a large branch of the Susquehanna) and pass up its valley by Elmira, Big Flats, and Painted Post, to the forks of the Conhocton and the Canisteo; and then, following up the Canisteo to its source, we pass Hornellsville, Almond, and over the summit, between the waters falling into the Susquehanna and the waters of the Genesee River. Of nearly 130 miles on the route between the point where we leave the valley of Page Brook and near Almond the grades are all extremely easy and favorable, or can be made so. From near Almond, on going on westward, we pass the dividing ridge, where we have for the present made our grade line seventy-two feet per mile; but which can be somewhat relieved. And passing down Dike Creek, we fall into the valley of the Genesee River, and run down that a few miles, and then up the valley of Van Campen's Brook through the villages of Friendship and Cuba, until we take the valley of Oil Creek, then down that to its junction with Ischua Creek, and down the valley of Olean Creek to the Alleghany River. Through this district from the summit between the waters of the Susquehanna and Genesee, and the waters of Genesee and Alleghany, we have some grades which reach fifty feet per mile, as the line is now run; but it is believed that considerable improvement will be made in this part on a revision of the line. Having reached the valley of the Alleghany, we pass down it about twenty-six miles, over excellent ground, generally, to the Indian village, near the Cold Spring Creek. There, leaving the Alleghany, we pass up the valley of the Cold Spring and over a small swell of land, and descend into the valley of the Little Conewango (a branch of the Large Conewango), and passing down that stream and the large Conewango, through the village of Randolph in Cattaraugus County, and the village of Waterboro and Kennedyville, in Chautauqua County, following down the valley of the Great Conewango to the Casadaga branch, and up that to its junction with Chautauqua outlet; we then follow up the Casadaga valley to Bear Creek, and up that to near Bear Lake. Here we arrive at the dividing point between the waters which run southerly into the Alleghany, and those which run northerly into Lake Erie. At this point, we are only about five miles in a direct line from Lake Erie and 740 feet above it. And here is a place where we find ground favorable to descend by one plane 506 feet in a distance of about one and a half miles. At the foot of this plane we find ourselves nearly equidistant from Dunkirk and Portland. At Dunkirk the Government of the United States have expended considerable money in the construction of a harbor and are preparing to expend more. At Portland there has been no money expended, except by individuals. The Government of the United States have had a regular survey and estimate of cost, to make a harbor. It is said that the cost of making a harbor, upon the plans reported by Captain Maurice, of Portland, would be $40,000. A route was surveyed from Randolph, in the County of Cattaraugus, up the valley of the Great Conewango to its source, and then striking off toward Dunkirk. This route was tried in order to find a more direct and shorter course to Dunkirk, or to Fayette, at the mouth of Silver Creek. This latter plan has claims for its natural advantages for a harbor, and probably will receive attention at a future day. In running the line to the head of the Conewango, and from thence beginning to descend the declivity towards Lake Erie, I was in hopes of finding ground favorable for descending at fifty or sixty feet per mile, and reaching Dunkirk by that grade and thereby doing away with the necessity of stationary steam power and inclined planes, but I found the whole face of the country so cut by gulfs, and intersected by ridges, that I was defeated in my project and abandoned it. The plan appears to me to deserve further exploration before a final decision. I had also lines of survey run on each side of the Chautauqua Lake, and thence to Portland. In selecting the Casadaga route, I have considered the advantages of passing through the centre of the County of Chautauqua, and approaching within about three and a half miles of Jamestown, at present the largest of all the towns in this valuable country. Its approximation also to the harbors of Dunkirk and Portland tends to entitle it to a preference; while the strong probability that improvements will soon be made in the Alleghany River, so as to render it at all times navigable for steamboats, and the fact that it may now be navigated during a considerable period in the spring, render it desirable to continue the route as far as practicable, down the valley of the stream, and thereby facilitate the direct com munication between the city of New York and the great valley of the Ohio. And it ought also to be borne in mind that the construction of the road as far as this point will go far to insure its continuation through the Western States to the Mississippi River; in which event, the great western branch would have the main line near the mouth of the Casadaga Creek. The total amount of the linear extent from the Hudson River to Lake Erie will be 483 miles; which distance may, however, be shortened from ten to fifteen miles by alterations in the route which may be found desirable upon a further survey. The curves upon the road are generally easy, none of them having less than five hundred feet radius. The graduation of the road has been estimated throughout for a double track, including embankments in all cases of solid earth, and embracing all necessary bridges, viaducts, and culverts, together with the expense of grubbing and fencing; comprehending, in fact, the whole cost of the road, except that of the superstructure, and of the damages (if any) to be paid for the land to be taken. According to the report of Mr. Seymour, the expense of graduation thus estimated for the 22234 miles between the Hudson River and Binghamton, will amount to $1,551,982, being $6,968 10-100 per mile. And according to the report and estimate of Mr. Ellet, the expense of graduation thus estimated for the 2604 miles, will be $1,165.536, being $4,478 51-100 per mile. Total graduation for the 483 miles, $2,717,518, or $5.626 33-100 per mile, including fencing, clearing in timber land 100 feet on each side (to prevent trees falling on the road) and also bridges over rivers, viaducts, culverts, road crossings, etc., etc. Cost of Grading as above..... .$2,717,518 00 $2,989,269 00 The cutting and embankments are all twenty-five feet wide, and the slopes of the embankment are one and a half base to one perpendicular. This I consider as a permanent and solid form, and calculated for stability. The expense of superstructure will vary according to the particular plan which shall be adopted. I have caused cross sections of several different roads now completed to be drawn, and have also drawn some which I think well adapted to the country through which the road will pass, for 400 miles, if a wood and iron road is adopted. (Mr. Wright here refers to two of these roads, one of which if built of yellow pine and oak, or chestnut, will cost, in Orange or Rockland, about $2.830 per mile," and the other 'will cost about $3.400 per mile.") Such as the Camden and Amboy, and the Columbia and Philadelphia road, cost ten to twelve thousand dollars per mile. The Petersburg and Roanoke cost about $2,600 per mile, as I have been informed. These are all for a single track, with one turnout or siding to each mile. for two tracks, and put down one track, which is all that ought to be done until the road is traveled nearly its whole length; and this also includes the inclined plane and steam power to operate upon it, and also a long and expensive wharf into the Hudson River. These estimates are, in my opinion, liberal, and such as will make an excellent road; and, as I have before observed, there are many places where a great reduction might be made in the expense, by a small alteration of the grade. There are also very great reductions which may be made in the outlay of capital, in the construction of this road, by making timber work, in many places, where I have made calculations of earth embankments. There is no doubt that when a final location of a working line shall be made, the engineer will be able to make small variations in the line which would very greatly reduce the expense. I make these remarks to show that there is no doubt in my mind of the estimate being amply sufficient for grading the road. The bridges over the large rivers I have also estimated higher than they will cost, if only built without regard to roofing, or otherwise protecting them from the weather. I have considered and planned these bridges to be only sixteen or eighteen feet wide, and so formed as to have a double track over them, but that so fixed that loaded trains of cars cannot pass each other on these large bridges. I did not think so much weight as two trains of loaded cars passing different ways ought to be permitted to pass on a bridge at the same time. It would perhaps bring fifty tons or more on it at the same moment, which is improper, unless in one long, extended train. I have also estimated one turnout or siding to each mile. If locomotive power is used on the long easy grades before mentioned, these turnouts ought to be dispensed with, and only placed at every five or ten miles, as they are found extremely troublesome where locomotive power is used, owing to carelessness and inattention in leaving them open when they ought to be shut. I find that on railroads now in use, the test of experience has shown it necessary to take up turnouts, which had been placed every mile, and only place them once in ten miles, and that at the water stations for the locomotives; and in this case the man who attends the water stations sees to the turnout being in its place, whenever the cars are coming in sight. In making the estimate I have put down the item of fencing, and also clearing away the timber on each side of the railroad for 100 feet wide, to prevent trees falling on the road. These items are of that kind that in many instances there may be arrangements with the owners of property to save some part of the estimated cost. I have said that water stations, where locomotive engines are used, are generally about ten miles apart; this is the case on some roads; on others these stations are twelve miles and more distant. This is regulated by the capacity of the water cars or tanks carried by each locomotive. The country through which we pass is admirably adapted to furnish water convenient and cheap. The springs in the sides of hills are elevated above our road, so that it will only be necessary to introduce some aqueduct logs, and bring the water to the proper elevation required. In the reports of railroads which have been constructed and now in use, the heavy and expensive items for pounded stone which has been used to fill up trenches has added very greatly to the expense. Experience has, however, satisfied most of the practical engineers that the road does not stand as well when laid on broken stone as when laid on planks or timber. And the estimates have been made upon the latter plan. It is true that almost everywhere along the line of the proposed road there is small flat stone gravel or sand; and when the plank or scantling are laid in trenches, the small flat stone may be thrown in and rammed down, and they operate as drains to cast off the water from under these timbers into the side drains; and these being properly prepared to take away all water in them the bed of the road will be kept dry and solid. Although the appearance of the road as now located is circuitous, the curves have all more than 500 feet radius as we have run the lines, and probably in making a final location of the line it will be found that the boldest curve need not be less than 600 feet radius. These are easier curves than some made on important roads now in use in the United States. And I do not consider that any difficulties can or will arise in the locomotive engines turning them. The report of the assistant engineer on the eastern division shows two routes from the town of Liberty, in the County of Sullivan, to Shohockton, and the junction of the Papacton or East Branch of the Delaware with the North or Mohawk Branch in Delaware County. I have before observed that the route down the Calicoon was preferred, because it had less difficulty of ascent; and that the Beaverkill route would have one inclined plane near Young's Gap. This route by the Beaverkill is, however, nearly nine miles shorter than the Calicoon route; and, admitting that the tunnels are made, instead of going around the bend at Hawk and Sprague mountains, then the distance would be still further shortened three miles at least, making twelve miles in the whole. Still, it appearing on a comparison that the saving in ascent and descent, amounting to something more than 300 feet; the easier grading on the Calicoon route, and the easier curves both on the Calicoon and Delaware than on Beaverkill route, decided my mind in favor of the Calicoon, although an increased distance. The law under which the survey was made provides that it shall commence at the city of New York, or its vicinity, or at such point as is most eligible and convenient. The point on the Hudson River where the road would strike it being still subject to further revision, and knowing that no great difficulties could arise in locating the road through the county of Westchester, the want of time and funds prevented my effecting this survey. Considerations of policy would require this piece to be delayed until the other parts should be in great forwardness, and then it would be made without doubt. All which is respectfully submitted. BENJ. WRIGHT, Engineer N. Y. and Erie Railroad. NEW YORK, January 20, 1835. The field corps engaged in this original survey for the New York and Erie Railroad consisted of George C. Miller and R. S. Van Rensselaer, heads of parties; Thomas L. Ogden, Jr., Philip Church, Jr., D. G. Kennedy, D. E. Bishop, J. W. Ingersoll, F. Nicholson, William Schlatter, Charles S. Schlatter, C. L. Seymour, W. B. Gilbert, Charles O. Sanford. The reports of Chief Engineer Wright's assistants, Seymour and Ellet, were largely technical, embrac ing scientific discourses on inclined planes and abstruse algebraic demonstrations of power, etc. The remarks of Engineer Ellet on the possibilities of operating the proposed inclined plane, without which it was thought Lake Erie could not be reached as the western terminus of the road, and his recommendation as to the management and economizing of locomotive power in raising other elevations on the Western Division, cannot but be provocative of amusement in these later days of railroad construction and operation. Mr. Ellet said: "As there are always some articles, such as lumber and certain produce, which may be retained at the head of the plane to be employed as occasion requires, to assist in the elevation of the ascending cars, it would not be proper to neglect entirely the assistance to be derived from this source. We cannot hope to regulate the times of the arrival and departure of the trains moving in either direction, so as to obtain the full advantage of the descending loads; nor can we fix upon any amount of tonnage that may be commanded at all times, without interfering with the regular transit, to accomplish, in part, this object, unless we assume an amount far below that which must actually pass. Yet I think if we can predicate our calculations on the supposition that the weight which may be retained at the head of the plane for this purpose, together with that which may accidentally arrive at the proper moment to be so employed, is barely sufficient to overcome all the friction both of the cars and machinery, we shall not be disappointed in practice. But I would not wish to be understood to recommend a reliance upon such assistance in general, when arranging the machinery of stationary engines, for, in most cases, this aid would be fortuitous and attended with such uncertainty as to render any dependence upon it extremely hazardous; and it is only because of the peculiar situation of the present plane that it is deemed proper to advise it. No inconvenience need result from the necessity of occasionally letting down a few cars at a time; since no delay will occur at the foot of the plane for want of power to convey them through the next stage; the descent from this point to the harbors of Dunkirk and Portland being more than sufficient to overcome the friction. For the same reason it would not be necessary for the engine, which had drawn the load to the head of the plane, proceeding with it beyond this point; so that the stationary engine would always be relieved of the weight of the locomotive and its convoy, which it is not intended to cause to pass the plane. Twenty-five tons may be considered a sufficient load for a locomotive engine of six tons weight to draw from the lake to the foot of the ascent, where some of the grades exceed thirty-two feet per mile; and this, too, may be deemed a sufficient load for an engine of the same power to move onward from the head of the plane, where none of the grades exceed twenty feet per mile. "There is one point between the Little Connewango and the Alleghany River where the grade is forty-four feet per mile, and an engine, under very unfavorable circumstances, would be unable to overcome this height with such trains as |