No. 113 in Senate^ February 24, 1829. REPORT Of the commissioners appointed under the act of April 15, 1828, relative to the construction of a rail-road from the city of Boston to the Hudson river. TO THE LEGISLATURE OF THE STATE OF NEW-YORK. The undersigned, commissioners appointed by virtue of the act, entitled " An act to facilitate the construction of a rail-road from the city of Boston to the Hudson river," pass- ed April 15, 1828, Respectfully Report: That immediately after their appointment an exemplified copy of the law, defining the duties and powers of the un- dersigned, was transmitted to the Governor of Massachu- setts, with assurances of cheerful co-operation in all measures calculated to advance the important object contemplated by the act. The reply of the Governor is herewith communi- cated, from which it will appear that the attention of the New-York commissioners was directed to the examination of two routes, as connected with the Massachusetts surveys, No. 113. 1 •V • - . . znl\ 2 • W " one by the northerly part of the town of West Stockbridge, ^ and the other through Adams, and by the valley of the Ho- sick." Soon after the receipt of the communication from Gov- ernor Lincoln, the undersigned appointed William C. Young, Esq. as their Engineer, and proceeded to make the explo- rations preliminary to minute surveys. Commencing at the points suggested by Governor Lin- coln, two routes were represented to be practicable ; the northern route terminating at the city of Troy, and the southern route (dividing at Chatham) terminating either at Albany or Hudson. As the report of the commissioners w T as expected to embrace all the information that would be deemed necessary in guiding the legislature in their choice of the alternatives embraced in the act above referred to, it was thought advisable to have complete surveys made of each route suggested by the Massachusetts commissioners. With that object in view, two routes have been minutely surveyed, and jthe elevations and distances computed ; the one commencing at the city of Troy, passes through the the town of Pownal, in Vermont, and connects with the north- ern line, surveyed by direction of the Massachusetts com- missioners, in the town of Adams. The other commencing either at Albany or Hudson, unites with the southern route at the town of West Stockbridge. The lines surveyed from Albany and Hudson, unite at the town of Chatham. For the results of these particular surveys, the commissioners refer to the report and maps herewith presented. They would be insensible to the able efforts of an accomplished and efficient engineer, if they did not acknowledge his valu- able services, in enabling them to make a full, and they trust a satisfactory, statement to the legislature. As by the act from which the undersigned derive their powers, the state is pledged either to construct the rail-road 3 • from the boundary line of Massachusetts to the Hudson riv- er, at their own expense, or to grant authority to others for its execution, in case the state of Massachusetts shall make the residue of the road. It does not devolve on the com- missioners to point out the advantages and profits contem- plated by the construction of the rail-road, any further than to aid the legislature in making their election. Soon after the appointment of the New-York commission- ers, they were requested to furnish information with regard to the nature and extent of trade between the Eastern sea- board and the Hudson river, that would probably be affected by this new channel of conveyance. The letter of David Henshaw, Esq., one of the members of " the board of internal improvement," established in Mas- sachusetts, with the answers of the New- York commission- ers, are herewith transmitted. And to which, together with the reports of that board, they refer as containing all the in- formation that has been acquired on the subject, The unxlersigned, with a view to a more full and satisfac- tory understanding of the comparative advantages of the several routes surveyed by them, requested their engineer, after his maps were completed, to proceed to Boston for the purpose of making such personal explanations as might be deemed important to the Board of Internal improvements of Massachusetts. Three of the members of that board, had previously met the commissioners of New-York, at Albany, and exhibited to them their maps and notes of survey. Subsequent to the return of Mr. Young, a letter, (here- with communicated) was received from Nathan Hale, Esq. Vice-President of the Massachusetts Board, enclosing their resolutions with regard to the western termination of the rail- road. 4 It will be perceived that the city of Albany has been de- .# signated by them, as the preferable point of intersection with the Hudson river, and that they have embodied their rea- sons for such preference in their resolutions. The undersigned are not insensible to the effect that local residence, and the influence of personal considerations, sometimes produce on the minds of public agents ; but in yielding their assent to the resolution of the " Board of In- ternal Improvements of Massachusetts," with regard to the termination of the route, they have not forgotten, that the greater part of the important work is to be completed at their expense, and that a proper regard ought therefore to be paid to their interests. A computation of the probable expense of that part of the rail-road, which will pass through this state, has been made by Mr. Young, and accompanies this report. In connection with the minute estimates made under the direction of the Massachusetts Board, the undersigned be- lieve that all necessary facts are hereby communicated, to enable the legislature to make an election in pursuance of the act of 1828. The facilities afforded by the local position and commer- cial character of Boston, for acquiring information with re- gard to the art and expense of constructing rail-roads in fo- reign countries, together with the active intelligence of the " Board of Internal Improvements," have relieved the under- signed from duties, which otherwise would have been ardu- ous and expensive. To their elaborate and satisfactory re- port, the undersigned refer for minute and accurate informa- tion on this interesting subject. All which is respectfully submitted. EBENEZER BALDWIN, OLIVER WISWALL. ( 5 Communication from 0. WistcalL The commissioners within mentioned, have differed in opinion with regard to the extent of their duties and powers, as specified in the act from which they derive their appoint- ment. With a view to more general accommodation, the under- signed would prefer three terminations of the route, at the points on the Hudson river, from whence the surveys of the commissioners have been made, to wit: Troy, Albany and Hudson ; the route to Troy being continued from Green- bush to that city, and the route to Hudson, from the town of Chatham. OLIVER WISWALL. February 23d, 1829. • OBJECTIONS To Report of Commissioners, by G. Tibbits, Esq. To Ebenezer Baldwin and Oliver Wiswall, Esquires : Gentlemen — Dissenting as to the terms of a report to the le- gislature, from a majority of the commissioners appointed in pursuance of the apt of 15th of April last, entitled " An act to facilitate the construction of a rail-road from the city of Boston to the Hudson river," it may be proper for me brief- ly to state the reasons for that dissent, and to ask that they may be submitted to the legislature with the report. By the 7th section of the act, it is made the duty of the commissioners " to report to the next legislature the result of their examinations ; their opinion as to the most eligible route ; and generally, such information as may be obtained, and may be deemed useful to the legislature in relation to the practicability, utility and effect of the contemplated im- provement. 5 ' By the terms practicability, utility and effect, I understand the legislature to mean, not only that the commissioners should inquire as to the possibility, or comparative facility, of constructing the road. But, secondly, as to its probable cost, and as to the probability of its returning by means of tolls, income adequate to the interest of the out lay for its construction, repairs, superintendence, &c. And thirdly, as to the effects and consequences, which would be likely to result from it, to the commerce, industry and prosperity of the people of this state. 8 The legislature, I consider, wanted information more es- • pecially upon the second proposition, in order thereby to be the better able to determine whether the interests of this state would be best promoted by making that part of the road fall- ing within its limits, at the expense of this state ; or by the incorporation of a company for that purpose; or by allow- ing the state of Massachusetts to construct it, pursuant to the provisions of the act of 15th of April. For information upon these several important particulars, the report which has been approved by a majority of this board, refers the honorable the legislature to the estimates, calculations, and opinions of the board of directors of inter- nal improvements of the state of Massachusetts as contained in their late report to the legislature of that state, and, as I conceive, with the unlimited and unqualified sanction of this board. There not having been any work of the kind of any con- siderable extent completed in this country, these gentlemen, in common with ourselves, could not have had any safe data tested practically here, on which to base their calculations of the probable cost of constructing the road : And there- fore while feeling, as I certainly do towards them, sentiments of great respect and consideration, may not be prepared to give to their estimates full and unqualified approbation on some points where they may and I think have been mista- ken. Their estimate of the entire cost of the road, is $16,434.77 per mile, or $3,254,876.10, the distance being 198 miles, 6 chains ; but which may be called, as it no doubt will be, when made, at least 200 miles. It would have been nearer the result, in my judgment, to have added 50 per cent, to the estimated amount of its cost. ( 9 • The Baltimore and Ohio rail-road, over a country consi- dered by the proprietors to be very nearly like this, and but 50 miles longer, was estimated at the commencement to cost $20,000 per mile. Our Erie canal was, after the most careful surveys by able engineers, and after making the most liberal allowances, as it was supposed for every thing, including $75,000 for tools and accommodations for the workmen which were never pur- chased, estimated to cost but, • • • $4,881,731 or less than $ 13,500 per mile. And the Cham- plain canal, 750,000 Making together, $5,631,731 They are now known to have cost more than ten millions of dollars, or more than $23,000 per mile, while no man at the commencement could point out a single specified item as estimated too low. I cite the errors in calculating the cost of our canals, not imputing blame to any one ; but to shew what great errors may be made by the ablest men with best intentions, in estimating the cost of canals, rail-roads, and works of this kind. In England the cost of constructing rail-roads may be more correctly estimated ; though even there, great errors have sometimes been made, and never an instance that I have heard of, where the actual cost fell short of the eslimate. The average cost of constructing rail-roads with two sets of tracks, like the one now in contemplation, is put by the celebrated civil engineer Thomas Tredgoold, page 141, and by M. I. Sganzin, a highly celebrated French civil engineer, at £5,000 sterling, or $22,224 per mile. M. Sganzin says, page 189, at least $23,000 per mile. Now as labour and iron, the two most considerable articles of expense, are much less in England and France than they are here ; and as the No, 113. 2 % 10 track upon which this road is to be made, is by no means • free of difficulties or expensive places to make, I consider it would be unsafe to put the estimate at any thing less than from 22 to $25,000 per mile ; or to disregard authorities so concededly respectable as those cited above, or admoni- tions derivable from the experience of older countries. The celebrated Stockton and Darlington rail-road in England, with two setts of tracks, cost more than £10,000 sterling per mile, or more than §44,444 per mile. The Manchester and Liverpool rail-road now making, was estimated to cost .£12,000 sterling per mile, or $53,334 per mile. It is not, however, in the estimated cost of the construc- tion of the road, that I conceive our Boston friends to be most in error ; but in regard to the quantity of transporta- tion expected to be done on it; and as to the income ex- pected to be derived from tolls, especially between the cities of Boston and Albany. It will be seen by their report, page 21, to be expected that transportation may be done on the road as cheap as on any of the canals in this country. That agricultural products, like flour, may be carried on the road from Albany to Boston, paying one dollar per ton tolls, or thereabouts, (being half a cent per ton per mile,) as low or lower than by the present mode by water. That the road will have the preference over all other channels of conveyance between Albany and Boston, and the whole transport. See page 22. As I am unable to find authorities warranting such expec- tations, I consider that I should be wanting in duty to pass them over without notice, or to give to them the sanction of my approbation. ] 1 The celebrated Thomas Tredgoold, before referred to, in his valuable Treatise on rail-roads and carriages, page 169, and M. I. Sganzin, of France, in his elementary course of ci- vil engineering, page 179, show the comparative beneficial effects produced by rail-roads, compared with canals, or the comparative ease with which loads may be moved or transported, all things considered, on canals and on level rail-roads. They both agree that the most beneficial veloci- ty for moving loads, both on rail-roads and canals, by horse power, is at the rate of from 2| to 3 miles per hour, and at these rates of moving, three tons may be transported on a canal by the same moving power with which one ton can be moved or transported on a rail-road. N. Woods, another celebrated English civil engineer, in his practical treatise on rail-roads, though varying a little, is not materially different. See Woods, page 305. See post- script A. at foot. Applying these data, that is, three tons transported on a canal at the same cost as one ton on a level rail-road, it fol- lows, that transportation, allowing no tolls, or the same tolls on each, must be three times dearer on a rail-road than on our canals, for like distances. The rate of transportation on our canals, on nearly all pro- ducts charged with 1 J cent per ton tolls per mile, is double the tolls, or three cents per mile, and exclusive of tolls, l.| cent per mile per ton, and equal to transporting from Alba- ny to Boston or back, 200 miles, to $6, including tolls, and to $3 not baying tolls. On a level rail road, applying the principles of Mr. Tredgoold and Mr. Sganzin, it must be $18, the like tolls included ; or §9, exclusive of tolls. On pay- ing the tolls suggested in the report, page 23, of one dollar per ton for the whole distance, or half a cent per ton per mile, it would be $ 1 per ton, and at least three times dearer 12 than by the present mode of transportation by water. But • if put at only double the freight by water, on what grounds can we calculate that the road will have the whole transport. The present rates of transportation in vessels by water, from Troy to Boston, or back, is §3 per ton. On iron, mar- ble, granite, or the like, not over $2 50, or on light bulky articles, §4 per ton, with half one per cent insurance, making an average of about $3, insurance included. Freight from Troy to New-York are seldom over § 1 50 per ton, all char- ges included, and $2 per ton at the highest — and frequently much less from New- York to Troy. With these data before us, it is unreasonable, in my judgment, to expect to " secure to the rail road the carriage of all the flour between Albany and Boston," or any part of it. I refer to Mr. Tredgoold again, pages 141, 142, to deter- mine whether the tolls to be expected from the road, inclu- ding all the transportation calculated upon, intermediate be- tween the two places, can reasonably be expected to produce an income adequate to the payment of the interest on the out lay for making the road, repairs, superintendence, > To Messrs. Baldwin, Tibbits and Wiswall, Rail Road Commissioners* Gentlemen — The accompanying maps and profiles, descriptive survey and estimates, are the result of surveys made under your particular direction, which are respectfully submitted by Your obedient and humble servant, Wm. C. YOUNG, Engineer. Albany, 6th February, 1829. BOSTON AND HUDSON RIVER RAIL-ROAD SURVEYS. In connecting the several routes, in order to a compari- son of distances, it will be necessary to premise* that the route adopted from Boston westerly, passes through Worces- ter and West Springfield, crossing the mountain in the town of Washington, to a point on the Housatonic river in the town of Dalton ; from whence it was determined that practi- cable routes could be obtained, north through the valley of the Hoosac to the state line at Pownal bridge, and south through Pittsfield to the state line at West Stockbridge: a continuation of which routes within the state of New- York, to the Hudson river, was made the object of the following reported surveys. Routes Surveyed. After a topographical examination of the. country, from the designated points in the state line, a particular survey 20 was made from Pownal bridge along the valley of the river < into the town of Hoosac, where it was left, crossing Shin- glerhollow, or Potters-hill into Pittstown, and passing along the drowned lands'of Brunswick, and the valley of the Poes- ten-kill to the Hudson river at the city of Troy. And from the state line at West Stockbridge, through Canaan, Chatham, Kinderhook and Stuyvesant to Scho- dack landing; thence along the Hudson river, through Cas- tleton and Greenbush to the ferry-wharf opposite the city of Albany. A branch from this route at Chatham Four-corners, passing the Ghent meeting-house, through the Squampomic and Claverack vallies to the city of Hudson, was also surveyed: maps and papers of which are herewith submitted. A partial survey of a route from Pownal bridge, following the valley of the Hoosac river to Viele's bridge, thence along the general direction of the Schaghticoke and Lansingburgh road, was made and abandoned, in consequence of a num- ber of large ravines, and the impracticability of locating the road, on inclinations within the prescribed limits. The survey of Lebanon valley route was also abandoned after a particular survey of Lebanon hill, the elevation and formation of which, from Whiting's pond to Lebanon meet- ing-house, offered insurmountable obstacles to the construc- tion of a rail-road on the proposed plan. Remarks Explanatory of Maps. The full red line designates the trace of the survey and proposed location, and on which is placed the distance in miles from the Hudson river. The brush lines or shade, should convey some general idea of the formation of the country: the different degrees of slope of the side hills must be estimated from the differ- ence of shade. The full red line on the profile, designates the practica- ble inclination upon which the road might be constructed, and from its relative situation to the black and shaded line, the extent of excavation and embankment, and the facilities of crossing streams should be estimated. The horizontal dotted lines, commence and terminate with the changes of inclination ; the distance and difference 21 t of level between these changing points, are in black and red figures placed in the right angles of the dotted lines. The larger size of red figures are the stations of reference in the description of the suivey. The scale of horizontal distances, 10 chains to the inch, and of elevations, 40 feet to the inch, rendered necessary a form in sheets ; each embracing a section of 3 miles, ex- cepting where it became convenient to show the relative situation of important points. DESCRIPTIVE SURVEY. Northern or Troy Route. Beginning at the wharves at the foot of Jacob-street, in the city of Troy, conveniently located for canal and river business, the survey was conducted through Jacob to the head of Grand Division-street ; thence in a distance of 20 chains, to a point in rear of Mr. Tibbits' house, and head of rapid slope, an ascent of 100 feet was made, requiring a cir- cuitous route on the side hill, increasing the distance 1 mile to overcome this elevation, on an inclination, rating 80 feet per mile, "the maximum limit." From this point the profile commences, and the survey con- tinues over sloping ground and 16 chains of precipitous rock bank, (from 8 to 25 feet too high) to Viele's bridge, 2\ miles from the wharf, (including the circuit) ascending at the rate of 80 feet per mile. From Viele's bridge the course lies along the valley of the Poesten-kill 5 miles, to the junction of a brook near Mill- town, which was then followed 1 1 miles to what may be term- ed the foot of the drowned lands, near Daniel Simmons'. The irregularities in the formation of the country along the valley of the Poesten-kill, rendered it impossible to trace a probable line of location on a preliminary survey ; there- fore, after determining the distance and difference of eleva- tion betw r een the extremes of this section, and comparing the rate of inclination (41.69 feet per mile) with the several points noted during the progress of the survey, it is pre- sumed a location may be made along the side-hill, generally above the immediate irregularities of the bank of the creek, on an inclination varying between 30 and 60 feet per mile. Some extent of bluff rock, steep gravel bank and clay side- hill would have to be encountered through a distance of 5 22 miles from the bridge : the profile will show the relative situ-( ation of the bed of the creek to the average inclination of this section. From the foot of the drowned lands, after crossing and re- crossing the small brook bordered by a few chains of low marsh, a point of gravel and loam land on a Mr. Eddy's farm, was struck and followed along the margin of the hard and meadow land, passing a summit swamp near Apperly's inn, and crossing a small brook, where the road now crosses, to the rising land that borders the east side of a swamp, and head waters of the Tomhannoc creek, where through the Bornt farms, the surface is somewhat irregular and stony 1 mile to Indian brook; from whence sloping ground was fol- lowed along the valley of a small brook passing Carr's or Kelley's summit, on to a plain, crossed to Holsted's brook, after passing which, along a side-hill, crossing a valley and brook north of Holsted's farm, and the creek at Norton's mill, to its north bank, S| miles ; having ascended in this dis- tance from the foot of the drowned lands 48 feet, which might be equally distributed, making the inclination ascend- ing at rate of 5.65 feet per mile. Throughout this section there are no obstacles to the great- est facilities in constructing a road, except in passing Nor- ton's creek 32 feet above the mill dam, by a short bridge and embankment. From this a gravel ridge was followed a few chains, and the outlet of a swamp 15 feet too low, passed over to a side- hill, followed to Pittstown summit, § mile from Norton's mill ; having ascended at the rate of 40 feet per mile, and allow- ed for this summit to be reduced 10 feet by cutting through a narrow ridge. From Pittstown summit, passing a little to the west of the white meeting-house at the Four Corners, the survey was continued over a broken country, crossing a valley near Sher- man Eddy's, 15 chains wide, and from 15 to 25 feet too low, to Wadsworth's inn, 2| miles on a level. Thence ascending at the rate of 16 feet per mile, | of a mile, passing over a broken and rocky surface, crossing War- ren's mill dam, and re-crossing the brook, near and above the head of the dam, to the foot of the hill and termination of the 21st mile. From where the maximum rate of ascent directed the trace of the survey over sloping ground, generally of a re- 23 tgular surface, 3 miles and 64 chains to near the summit of Shingle-hollow, which was then crossed, by ascending 7 feet in 16 chains, (to Lawton's meadow and summit, 862 feet above the plain of Troy) and descending 14 feet in the following 24 chains to station No. 3, and head of rapid de- scent. From whence the maximum rate of inclination descend- ing, directed the line of the survey 5 miles to Mr. Reynolds' house in Petersburgh, passing along a side-hill, crossing a brook at McCoy's mill, and descending its valley to the ter- mination of the 27th mile on Owl creek, above Hayne's ta- vern ; from where through a distance of l£ miles, to op- posite Mrs. Shaw's inn, the location would be along and much elevated on the side of a broken rock, clay and gravel bank, or steep side-hill, offering a considerable obstacle to the construction of a road, which, together with | mile of steep rock side-hill, from Bussey's to Bovey's ravine, em- brace the difficulties of this section. From Reynolds' house passing through Petersburgh and over a plain on a level \ mile, crossing the little Hoosac river 14 feet above its bed, 1 chain wide to its north bank. Thence ascending at the rate of 4.80 feet per mile over a sloping and somewhat irregular surface 2^miles, to the state line and level with top of monument stone at Pownal bridge > 33| miles from Troy, and elevated from it 460 feet. Should the difficulties in overcoming the Troy hill, sug- gest the expedient of an inclined plane to be operated upon by a water power, and located along the side hill and bank, at the falls in the creek below Viele's bridge, passing the cot- ton factory, 175 feet might be overcome by such means ; and in the adoption of this plan, the total distance of this route would be 32 miles. Southern, or Albany Route. Beginning at the Albany and Greenbush ferry-wharf, as- suming the level of the main street of Greenbush, ten feet above the common tides, as suitable to the river section, the survey was conducted through an unimproved part of the village, to a rise of hard meadow land, which was crossed to the foot of the hill, thence along the divison line between the high and low lands of the Hudson river, 10 miles and 19 chains to station 57, 1 \ miles above Schodack landing. 24 This line consequent to such localities, is somewhat in- dented, which irregularities of surface, however, become very light in a line at the foot of the slope, barely above the interval land ; and as the inclinations to favor such a loca- tion, would be imperceptible in their variations from a prac- ticable level, this location at the foot of the slope, keeping a hard foundation in the clay and gravel soil should be adopt- ed. The streams crossed offer no obstacle to the construction of light and permanent bridges, elevated four feet above the high tides; Murderer's creek on the 7th mile, would require a bridge about 200 feet long, in order to guard against the rapid flow of water from the hills during heavy rains, when its south bank is flowed. In passing some clay and gravel bluff points, some extent of river or facing wall would be required, not having to guard against, however, the influence of freshets, as those of the Hudson are lost near and below Albany. From station 57 an inclination (in order to leave the val- ley of the Hudson river) was commenced, by ascending at the rate of 26.18 feet per mile 55 chains, passing along some distance near the top of a stony, clay and gravel bank of the river to station 45, in an orchard near Mr. Johnson's house. Thence ascending at the rate of 66.66 feet per mile 48 chains, passing two ravines, otherwise a favorable surface, to station 32 near Ten Eyck's house. From this on a level 15 chains along the foot of the hill to station 27, in rear of Schermerhorn's store — Schodack Landing. From where the maximum rate of inclination ascending directed, the line surveyed along sloping ground 1 mile and 8 chains over a surface broken by two narrow ravines, (oth- erwise favorable) to the bench mark on the top of the hill, and bank of flat-land brook. Thence crossing the brook and ascending at the rate of 66.66 feet per mile over the natural inclination of the sur- face, and in the direction of a small brook 1 mile and 10 chains to station 22, at the foot of the Pine Ridge in Stuy- vesant. From station 22 sloping ground was followed over a very regular surface in a directon inclining to the summit of the ridge, and ascending at the rate of 14.40 feet per mile 50 25 t chains to its summit near Elijah Castled, which I have al- lowed to be reduced 10 feet. From this summit a descent was made at the rate of 46.14 feet per mile 35 chains to the termination of the 15th mile, in a summit swamp covered with a growth of large timber, along the dividing ridge of which, a stiff clay foundation may be obtained. Thence passing over a little rising ground and a brook south of Jack's house, from where a small brook was follow- ed to station 65, at Van Volkenburgh's, 1 mile and 26 chains, on a level ; a light undulation on this section would admit the location on the natural surface, excepting a short dis- tance in crossing the brook near Jack's house. From Van Volkenburgh's the course lies along and above the bank of a ravine, ascending at the rate of 36.71 feet per mile 67 chains to station 79, near T. Harder's house, where the ravine was conveniently crossed, and ascending over a regular surface at the rate of 67.79 feet per mile 43 chains, to the post-road on the Kinderhook plains near Mr. Pultz's house. From this the plains were crossed by ascending 6.40 feet in 32 chains, and descending 6.40 feet in the following 40 chains, to station 101, near Mr. Pinnier's house; thence a direct distance to the bank of the Kinderhook creek, was found too short to admit the limited inclination ; which ren- dered necessary a circuit increasing the distance one-fourth of a mile, passing along a side-hill descending 53 feet in 72 chains to the north bank of the creek, and level 7 feet above the top of a perpendicular rock bank 33 feet above the bed of the creek, near and below the mouth of the Voletia creek, 1| miles north of the village of Kinderhook. The bridge to pass this creek will admit of a permanent stone construc- tion, by springing a semicircular arch of 40 feet radius from the rock bed of the creek. After crossing the creek the survey was conducted to op- posite Wild &, Co's. factory, 40 chains, ascending at the rate of 16 feet per mile, along the bank of the creek, re- quiring a heavy rock excavation ; thence 68 chains level to station 60 ; thence 1 mile and 29 chains, continuing along the bank of the creek, over an irregular surface, ascending at the rate of 1 1 feet per mile, to Klina-kill bridge at Peter Bain's, where the Klina-kill would require to be crossed by a 60 foot bridge, 1 1 feet above its bed ; and 4 chains of flats No. 113. 4 26 7 feet below the level, requiring a construction to admit a< free passage of water during extreme floods. From this a plain was passed over, ascending at the rate of 24.72 feet per mile 55 chains, to station 71. Thence ascending Humphrey's brook over a lightly undu- lating surface, at the rate of 34.54 feet per mile, 1 mile and 8 chains, to the termination of the 24th mile. From whence it became necessary to ascend at the rate of 77.31 per mile, 1 mile and 69 chains, passing along sloping and stony ground to Humphrey's factory ; thence crossing a lightly undulating field to the side-hill on the north side of Humphrey's pond, followed to its head, and to station 10 at the junction of the Hudson route on the Union turnpike, half a mile south of Groat's, at Chatham Four-corners. From this point, the course lies along the Stenakill and its branch, from Kellogg's summit : the first 1 mile and 66 chains is over a somewhat irregular surface, passing in rear of Groat's Inn at Chatham Four Corners, to station 197, on a level. From station 197, an ascent was made, at the rate of 70.25 feet per mile, 78 chains to Dean's mill, passing over some difficult ground, in 10 chains of steep grave land stony side- hill, 14 feet above its foot, and 15 chains of precipitous rock bank, 30 feet above the bed of the creek, and averaging 10 feet too high. From Dean's mill, the survey was conducted along the road, on a level 29 chains to station 165; thence ascending at the rate of 49.28 feet per mile one mile and 32 chains, passing over the lightly irregular bank of the creek, to Dorr's clothing works ; thence continuing along the bank of the creek, 1 mile and 66 chains, ascending at the rate of 14.24 feet per mile, to a road and bridge near Mr. Row's. From this, the natural inclination of hard meadow land was passed over, ascending at the rate of 28.30 feet per mile 65 chains to road and bridge at CrandelPs, sen. Thence along the bank of the creek to turnpike and brook, having ascended 53 feet and passed over the first \ mile of low and hard ground, leaving the main branch of the creek, from Whiting's pond to the east. From this, a direct line was taken to and passing Cran- delPs Inn, ascending at the rate of 72 feet per mile 1 mile and 31 chains over a regular surface to Mr. Cady's white house : from where the rate of ascent became 65 feet per mile, 27 9 2 miles and 64 chains, to Kellogg's summit : the first J mile of which is along the valley and stony bank of the brook. The remaining distance is over a very regular surface. From Kellogg's summit, the direction of a small brook was followed, over a stony and rock surface, lightly irregular, de- scending at the rate of 34.40 feet per mile, 1 mile and 13 chains to station 19, on the point of a gravel ridge. Thence the road may be made level, 2 miles and 17 chains to the state line, passing over a favorable surface, with the exception of crossing two brooks, bordered by a few chains of low marsh. — Total distance, 40 miles and 70 chains. A variation from this line on the last sheet was particular- ly surveyed, passing Mr. Douglas's house, and crossing the brooks below their junction, having to encounter a rock side hill, together with some excavation and embankment, offer- ing perhaps a less obstacle than the low ground on the first described route. — Total distance, 40f miles. From a very recent opportunity of examining the result of surveys made in the fall of 1827, by Mr. Baldwin of Massa- chusetts, I am of opinion that a variation from this route be- tween Castleton, 8 miles below Albany, and Chatham Four Corners, may be preferable, inasmuch as it shortens the dis- tance 2 J miles. The obstacles to leaving die river at Castleton, are great- er than at Schodack, 3| miles below. They may be over- come, however, at a less expense than the cost of 2| miles of rail road. In adopting the Castleton route, the total distance will become 38| miles, and Kellogg's summit, the greatest elevation above the river, 980 feet. Hudson Route, The plain of Hudson, and level of the ground at the Pres- byterian church was found to be 67 feet above the wharves, and 13 chains from Front-street, requiring an inclination 5 times greater than the maximum inclination on other parts of the route, to communicate between those points. From the church, the survey was conducted through Par- tition-street, and the upper part of Union, crossing Warren- street, near and above the Public square, 1 mile to station 260, at the junction of the roads above the furnace, having ascended 80 feet from the church. Allowing a location on an inclination of 80 feet per mile, a portion of Partition-street would be found too low, and 28 Warren-street, where crossed. 15 feet too high, requiring af heavy excavation through a distance of 15 chains of clay. Continuing from the junction of roads, and ascending at the rate of 22 feet per mile, 29 chains, over a surface favorable to the construction of a road, to the Albany turnpike and summit. Thence in a southerly direction, crossing the Union turn- pike, and through a lightly undulating field, descending at the rate of 16.55 feet per mile, 58 chains to the west corner of a wood lot ; from where the rate of descent became 52.57 feet per mile, 35 chains to the west bank of the Claverack creek. In crossing the Claverack, (the bed of which is 1 J chains wide,) a construction would be required 8 chains long, to al- low the free passage of a current of four feet water, covering the low flats during heavy freshets. A location seven feet above the flats, would admit a construction secure from the influence of floods. From the creek, an ascent was made along sloping ground, at the rate of 69.33 feet per mile, 30 chains to station 226 ; from w T here the natural inclination of a plain was passed over, ascending 30 feet in 1 mile, to station 213, north of the vil- lage of Claverack, and from where it would be required to cut through a rise 8 feet too high to admit a level from this, 43 chains to station 204, on the plain south of the village. From this, the course lies across Meesick's summit, over an undulating surface to station 174, on the hill above Gen. Van Rensselaer's mills. The first 44 chains of this section is ascending, at the rate of 80 feet per mile, to Meesick's sum- mit, allowed to be reduced 12 feet, the latter 1 mile and 22 chains is represented level, requiring some excavation and embankment. The cutting down of this summit, and other excavation and embankment, may be rendered unnecessary, by allowing some undulations of moderate inclination in the road. From station 174, the survey was continued over ground moderately sloping to the creek, and ascending at the rate of 25.64 feet per mile, 78 chains to junction of roads, at G. Mil- ler's house ; from where, ascending at the rate of 5.88 feet per mile, passing over a favorable surface, 3 miles and 32 chains to Peter Pulver's ; thence continuing over a favorable sur- face, ascending at the rate of 10.98 feet per mile, 2 miles and 22 chains to station 84 in road, above Holsopple's inn ; thence 29 along the road, ascending at the rate of 28.18 feet per mile, 1 mile and 16 chains to the Ghent meeting-house. From the meeting-house, a gentle slope at the foot of a hill was followed, crossing and continuing on the west bank of a brook, passing Doctor Pugley's house, over a stony and regular surface, ascending at the rate of 68 feet per mile, 60 chains to the termination of the 15th mile ; thence ascending at the rate of 35.88 feet per mile, 1 mile and 56 chains, leav- ing the sources of the Claverack, and crossing the Klina-kill, 75 feet wide, and 15 feet above its bed, near and below the present road bridge ; thence continuing to Z. Coffin's house. From whence, the course of the Union turnpike was fol- lowed 1 mile and 24 chains, ascending at the rate of 16.92 feet per mile, to the junction with the Albany route, at Chat- ham Four Corners. — Total distance, 18 miles, and elevation from the Hudson wharves, 450 feet. — - ( INCLINATIONS AND DISTANCES RECAPITULATED. FROM TROY TO STATE LINE AT POH XAL BRIDGE. of Jacob, and level of River-street, to near Daniel Simmons' and foot of dr( " Norton's law-mill, Fittslown, . . . Wadsworth's tavern on Hoosac road head of Warren's d3m and termination of 21: a cross road in Shingle Hollow Lawton's meadow and summit, Station 3, and head of rapid slope Mr. Reynold's house at foot of hill, Petersbu cast hank of Little Hoosac river, state line at Pownal bridge Total c 1 i miles, leaving, , i in Dalton 2.40 :::!. 2; I distance to Dalton, ,:.o mi-ht be substituted on tins section, be practicable between 30 and fill. Norton's brook crossed :<■> feet above water in dant. This summit to be reduced to 10 feet. Over a broken surface. Rocky and irregular surface. Over sloping ground ; lightly irregular. Large stone ami spring) . S(i2 fen above Troy. 2 miles of this is over steep and broken bank and side Over hard meadow land and cross river. e, 160 feet above Troy. FROM ALBANY TO STATE LINE AT WEST-STOCKBRIDGE. 1 Mlkenl.i n 79, ne: 87, po line, by way of Sc Inula* I,, IV, mi Albatn to Dalton,. 70.25 m.2^ hnalioii will I. nor the lo< ai i narrow ravines, side lull, nit to be cut down 10 b et. Level 40 feet above bed, 33 of which is perpendicular r .kin _■ ;,n i This section ek, and good building m,,iu . presents the greatest obstacle met wttl The banks ol tin- it, ,1, will nl, I a considerable tot of excavation, the rutting down of which, how. v easy operation. 900 feet above river. Level of old road in , /S6.23 V TO CHAT Level. Level. Level. Tc'vei.' width of valley, 7 feel above low ilals. t of 8 leet to obtain this level. it lobe cut down 12 feet. ion on this section will admit the summ Cross Klina-Kill I, ( low road In ul^ Total elevation above vvb.nf l",li ft Tvvtal distance from Hudson to Dalton, 51... "RtcaxntaAation of Inclinations and Distances. .Yorthem or Troy Route. 1 1 miles and 24 chs at t Hp ra 1 p n I 80 ft. pr. mile. 7 " u 24 M (< ' r ) rn . r <0 H U m 16 M M << 30 to 40 U l * (4 60 « u M 10 to 20 ft 00 « H H 1 to 10 ti 60 M level. 66 (t 24 (( Southern or Albany Route. 1 m 1 1 p ukjl dilu. 8 chs. at the rate of 80 ft t NY" T-r-. 1 a 4 " (( IS m from 70 to 80 H pi 5 « M a 60 to 70 i ; 1 " a 72 << u u 50 to 60 H 1 " a 67 U << a 40 to 50 a 2 " u 8 << U 30 to 40 u 2 " m 15 M << (< 20 to 30 • • 5 " a 17 ii M 10 to 20 16 " u 20 ■ level. 40 * u 70 If Hudson Route. miles and 13 chs 1 " u 44 u at the ra:e of 80 ft. r r. mile* 2 " « 29 M « from 70 t: SO M 3 « u 74 « ■ <; 60 to 70 ■ 2 « m 67 << P 40 to 60 (i 7 " €t 7 << << 20 to 40 << 15 ■ it 7 M under 20 H 33 " it 1 u Total distance from Trov to Daiton, 65 ru:les and 37 chains. m U M Albany to ■ 56 23 u U U Hudson to ' ; 51 48 ESTIMATE of the probable cost of a double rail-road front ( Albany to the state line at West Stockbridge, 40} miles on the plan of continuous trench-walls^ railstone and plate rails. For one stone bridge, semicircular arch 40 feet ra- dius, (Kinderhook) $4,875 5 bridges, equal to 400 feet long, with stone piers and abutments, 2,306 miles grubbing, 30 feet wide, 1,950 15 culverts, 4 feet radius, 3,000 19 culverts, 2 feet radius, • . . 2,280 27 square culverts, 1 ,350 35 passing places over common roads, 700 2,000 cubic yards facing wall, 2,000 33,000 do do rock excavation, 23,100 120,000 do do extra embankment, 18,000 75,000 do do extra excavation, 7,500 forming the ground to the proper slope and in- clination, after the particular obstacles are re- moved, and where the bed of the road is along the general surface, having to overcome the light irregularities, $1,500 per mile, 61,125 Total cost for excavation, embankment, bridges, cul- verts, &,c. of 40f- miles,. •.. $128,186 Total expense for grading per mile, $3,121 Add for trenches, trench walls, &,c 1,956 railstone, cut, drilled and set, 7,064 iron plates, with holes and nails, 2,552 Total per mile, 14,693 Add 10 percent for a contingent fund, to be particu- larly applied to superintendence, forming horse path and drawing the trenches, 1,469 Total cost per mile, ... . $ 1 6, 1 62 Total cost for the section within the state of New- York, $658,601 It is presumed that much reliance can be placed upon the stability of this mode of construction, and that the estimates will cover the cost of its faithful execution. Wm. C. YOUNG. DOCUMENTS Referred to in the accompanying re= port of the commissioners. (Copy.) Worcester, Massachusetts, May 14, 1828. Ebenezer Baldwin, Esq. Sir, — I have had the honor to receive and to lay be- fore the board of directors of internal improvements of this commonwealth, your communication of the 7th inst. cover- ing an exemplified copy of the act of the legislature of the state of New-York, in relation to the proposed rail-road, from the city of Boston to the Hudson. The enlightened and liberal spirit of your government, seconded by the effi- cient labors of its commissioners, are looked to for that en- couragement and co-operation which will give success to the accomplishment of an enterprise promising the most important results to the interests of both states. At present, the board of commissioners of Massachusetts must be engaged in the completion of examinations and sur- veys east of Connecticut river, which were commenced the last year. They have determined, however, as soon as prac- ticable to resume the explorations west of the river, and to examine further and more accurately two routes towards the line of New- York, one by the northerly part of the town of West Stockbridge, and the other through Adams, and by the valley of the Hoosac. The continuation of these routes to the Hudson, they would now respectfully submit to your observation, with the suggestion which they beg leave to make, that the survey and examination of them, by your board need not wait the opportunity which will be ne- cessary here to reach the points of intersection through the long line of survey in Massachusetts to the boundary of the state. Should it be in your power to commence your sur- veys, assuming the points of intersection on the line between the states in the course of the routes proposed, it would be No. 113. 7 50 particularly agreeable to us, as the direction of our surveys westward might be influenced by the results to which you would probably arrive previous to our passing the Con- necticut. We solicit the honor of a free communication on the sub- ject, and shall seek the indulgence of apprising you, from time to time, of our views and the progress we make in the work with which we are charged. With sentiments of most respectful consideration, I have the honor, &c. to be Your obedient servant, LEVI LINCOLN. ( ^py.) Boston, Dec. 1, 1828. Ebenezer Baldwin, Esq. Chairman of the Com. on Rail-roads, Sir — I take this occasion on the part of the board of directors for improvements by rail-roads in this state, to ac- knowledge the courtesy of your board in requesting your engineer, Mr. Young, to exhibit to us in this city, the plans and profiles of his surveys, and to communicate to us the valuable information acquired by him respecting the seve- ral routes which he has surveyed. He has given us very full and satisfactory explanations of the face of the country, and the facilities and obstacles presented by the several routes, to enable us to judge of the practicability of extend- ing within the limits of your state, those which have been surveyed under our direction. At a meeting of our board, held on Saturday last, the question of a choice of routes was fully considered ; and Raf- ter a comparison of the advantages and disadvantages of each, according to the best of our judgment, votes were passed expressing a preference of that leading to Albany, and instructing Mr. Baldwin, our engineer, to make his esti- mates of the cost of constructing the rail-road to the New- York state line, on that route. A copy of these votes I en- close. You will add to the obligations already conferred on us, if you will authorise and request your engineer to furnish us with copies of his plans and profiles of the survey from 51 •Albany to the line of this state, the expense thereof to be charged by him to our board. Any information of the results of our investigations, which you may wish to possess, we will cheerfully communicate. We hope to have our report in readiness, before the session of our legislature, on the 1st Wednesday in January, and will take the earliest opportu- nity of forwarding to you a copy. Respectfully Your very Obedient servant, NATHAN HALE, Vice-President. ( Copy.) At a meeting of the directors of internal improvements by rail-roads, held at Boston, Nov. 29th, 1828, the following proposition was adopted : A committee of this board having conferred with the b'oard of commissioners of the state of New-York, at Albany, in re- ference to the several routes surveyed under their direction, from the eastern boundary line of that state, to the cites of Troy, Albany and Hudson, and this board having examined the plans and profiles of those surveys, submitted to them by Mr. Young, the engineer of that board, and heard the full and satisfactory explanations made by him, and having also examined the surveys made by Mr. Baldwin, the engineer of this board, from Dalton by the valley of the Hoosac river to the eastern boundary of the state of New- York, and from Dalton through Pittsfield and Richmond to the western boundary of this state, and thence to Albany. Voted, as the opinion of this board, that Albany is the preferable point for the termination of the western rail-road, presenting the advantages of a greater market, a shorter dis- tance from Boston, a less change of level in the line of the road, and equal facilites for the construction of the road. Voted, that Mr. Baldwin be requested to make his esti- mates of the cost of the rail-road as far as the boundary line of the state of New- York, on the route leading to Albany. Attest, NATHAN HALE. Vice-President. 52 ( c °py-) ♦ Boston, May 9, 1828. Dear Sir — I see by the papers that your are appointed by the acting governor of your state, one of the commission- ers of the Boston and Hudson rail-road. The directors of internal improvements in this state, have that subject now un- der consideration, and are prosecuting the necessary surveys between here and the Connecticut. They wish to obtain information as to the amount of mer- chandize, produce, &c, transported from Albany and other places near there, to Boston, and from Boston to the Hud- son. Messrs. Davis &, Center of your city are concerned, I believe, in the forwarding business, and would be able, I presume, to give information on this subject. Some per- sons similarly circumstanced in Troy and Lansingburgh, could give the like information, as to those places. Would it be asking for too much of your time to collect from those gentlemen, the information they are able to give on this sub- ject? if not, the directors would feel obliged if you will col- lect the information, and forward it as early as practicable. We want to know the number of tons transported from each of all of those places to Boston, annually, designating, as far as practicable, the kinds of articles ; the average time it takes to perform the vo}age from Albany to Boston, and the average cost per ton, for transportation ; and any other information that you may think useful in this undertaking. — The engineer has just completed surveying a route from this to Springfield, which is found very favorable for the con- struction of the road. A more northerly route will soon be explored ; and I hope before Jong, this all important enter- prise may be commenced and completed. When it shall have been finished, Albany will be as near to Boston, in time and cheapness of communication, as it is to New-York ; and I should not be surprised if it were to enable Albany to ri- val the latter city in opulence and trade. I am, &c. DAVID HENSHAW. E. Baldwin, Esq. Albany, 53 ( Copy.) Albany, June 12, 1828. To David Hexshaw, Esq. Dear Sir — Since I had the honor of receiving your letter of the 9th ultimo, requesting me, in .behalf of the di- rectors of internal improvements in Massachusetts, to furnish information " as to the amount of merchandize, produce, &,c. transported from Albany and other places near there, to Boston, and from Boston to the Hudson," I have used every exertion to comply with your wishes. As I was compelled, however, to rely in a great measure on the voluntary aid of commercial gentlemen, who at this season of the year have but little leisure to devote to mat- ters not immediately connected with their business, my an- swer to your communication has been delayed longer than I had anticipated. Perhaps this delay may not be a matter of regret, as it has enabled me to extend the range of inquiry to some subjects not particularly specified by you, and which may yet have some bearing on the main object in view. At a meeting of a number of our most respectable and in- telligent citizens, I stated the contents of your letter, and to ensure the greatest possible accuracy in my answer, suggest- ed the propriety of appointing committees, composed of gen- tlemen particularly conversant with different branches of "business, who should report to a general chairman on the matters confided to their examination. This course was adopted, and I have now the pleasure to- communicate to you the result in the annexed schedules. Schedule JYo. 1 contains a statement of the number of ves- sels, with the amount of tonnage employed in the coasting trade between Albany and the eastern seaboard during the year 1827. This statement was compiled by me from the books of Mr. Edward Brown, dock-master, and can be reli- ed upon for its accuracy. I have perhaps embraced in the table some parts that would not be affected by the contem- plated rail-road; the error however is on the safe side, as you can easily make such deductions as may suit your views. Subjoined to the table of 1827, is a statement of vessels with their tonnage, employed in the same trade, and from the same ports in the years 1821 and 1824. The progressive and rapid increase of trade between the eastern ports and Albany during the periods above noted, it is believed, will 54 not be interrupted, and that any improvements tending to a cheaper and readier intercourse than now exists, will add greatly to their mutual prosperity. Some explanatory remarks are added to the statements contained in Schedule No. 1. Schedule J\b. 2 exhibits the nature and extent of trade car- ried on between Albany and the eastern sea ports, so far as it was practicable to ascertain the same. The information embraced in the table, has been collect- ed with great care, by Mr. E. W. Whiting, who is support- ed in his belief of its general accuracy, by the opinions of the most intelligent of our citizens engaged in the trade. — Mr. Davis, of the firm of Davis & Center, to whom you par- ticularly referred me' for information, as he had long been engaged in the coasting business, between this city and Bos- ton, has examined and approved the statement of Mr. Whi- ting. It is proper to remark, that schedule No. 2, refers en- tirely and exclusively to articles imported and exported in eastern vessels, and does not include any merchandize con- veyed by our tow-boats and other river craft in the indirect trade between Albany and Boston. I am informed that at least one quarter should be added to the amounts specified in schedule 2, to cover this branch of trade. For several years a line of regular packets, owned by Messrs. Davis & Center, plyed between this city and Boston. These ves- sels have recently been purchased by Mr. T. B. Bigelow, of Troy, who continues them in the same trade, from the latter place and Albany. The tonnage of these vessels amounts to 446 tons, and they make during the season, seven trips each, to and from Boston. The export cargoes to Boston consists of flour, pork, lard, butter, cheese, ashes, whiskey, staves, domestic goods, mar- ble, corn and wool. About ten thousand barrels of flour, and four hundred thousand pounds of wool were exported to Boston in this line during the last year. The return cargoes from Boston consist of all kinds of merchandize. The ave- rage number of tons carried in the outward or Boston trips, is from ninety to one hundred tons, and the average return cargoes about seventy-five tons. The usual time of passage to or from Boston, varies from 7 to 8 days ; and the average price of freight per ton, is about three dollars, excepting the article of wool, which is charged at the rate of -J of a cent per pound. For the above SCHEDULE No. 2. jl statement of the Imports and Exports between Mbany and Boston, and the ports intermediate* New-Haven. Imports. None of consequence. Exports. Hartford. S I 4000 bunches shingles,. . . 5000 barrels flour 1000 barrels whiskey, 100 M. staves, 150 M. cherry, ash, maple and white-wood lumber, Imports. None of consequence. Exports. 267 446 133 2001 I 2251 127ll B00 M. staves, 150 M. maple, cherry, white-wood lumber, Newport, Bristol, King- ston, Warren, and Pro- vidence. Imports. 1000 hhds. molasses. 1000 bbls. gin, , 1500 casks lime, Exports. 400 4000 bbls flour, |80000 bushels grain 225|Lumber, various kinds,. . . 2000 bbls. whiskey, Beef, pork, butter, cheese (J 25 835 357 1785 120 270 100 2632 Taunton & Fall River Imports. Hollow-ware, Iron, various kinds, Nails, Exports. 500 bbls. flour, 600 bushels grain, . . Iron ore and old iron Wareham. 300 Imports Hollow-ware,. . . . Nails, Iron, various kinds Exports. Iron ore, Scrap iron, 1000 bbls. flour,. . 4000 bushels grain New-Bedford. Imports. 1000 barrels whale oi 260 Boston. Imports. 1 2.") Iron, various kinds, . . . 2500 bbls. fish oil, 10000 quintals fish, ... 10000 bbls. fish, I 24000 bushels salt Nova Scotia plaster, 10000 boxes herring, 10000 dry hides, Of articles furniture, liquors dry-goods, crates, glass,&c 1000 bbls whale oil 300 hhds. rum, Molasses, 200 hhds 250 300 500 1300 535 250 70 111 2400. 125 150 100 Exports. 200 12000 barrels flour, 100 800 barrels pork,. . 89 200 M. staves, 209| I 478 The above is collected from the best authority in this city. Many articles jjlbany, June 6, 1828. 125 Exports. 6091 1071 23500 bbls. flour, 2098 100 •200000 bushels grain, .... 6473 60 Various kinds of lumber, viz. cherry, maple, ash, 200 3500 1131 12271 are necessarily omittted. E. W. WHITING. 55 statement, I am indebted to the estimates of Mr. Davis and Mr. Bigelow. Schedule No. 3, contains a brief statement of the trade on the Erie and Lake Champlain canals, together with the amount of the upward and downward frieghts. This sche- dule was prepared by J. Alexander, Esq., who informs me that the papers at the Comptroller's office, which he has ex- amined, do not enable him to specifiy the different articles shipped on the canals. Indeed at the last session of our le- gislature, in reply to a resolution of the Senate, the canal board stated, that " the entries at the collectors'* offices, do not specify fully and separately the amount of the various kinds of property cleared at them respectively ;" and they therefore had not " the means of furnishing the desired information." The rates of toll established by the canal board, and annexed to schedule 3, when compared with the statement of Mr, Alexander, may enable you to form some opinion as to the kinds and description of property transported on the canals. Schedule JYo. 4, presents an estimate of the quantity or va- lue of domestic dry-goods sold in this city during the last year. The opinion of Mr. Delavan is the result of particular inquiries, among the most extensive dealers in the articles ; and although he could not resort to any data by which to test its accuracy, it is thought to be sufficiently correct as the basis of any practical calculations. Schedule No. 5, contains a statement of the number of breweries, and the quantity of malt liquor brewed yearly in the city of Albany. As large quantities of this article are manufactured for exportation, and much of it for the eastern market, it was deemed advisable to refer to its extent, in re- ply to that part of your letter in which you request me to communicate " any information that I may think useful in your undertaking." The statement is accurate ; as it has been procured by G. Hawley, Esq. from the manufacturers. Schedule No. 6, exhibits a statement of the quantity of mar- ble brought from the eastern quarries to the Albany market, together with the price of transportation, &c. N. B. Since preparing my reply to your letter, I have as- certained that the gentleman who was to furnish the inform- ation intended to be embraced in schedule No. 6, has neg- lected to attend to the subject. I am compelled therefore to omit it. It may be proper to remark, however, that the quantity of eastern marble used in this city, is daily increas- 56 ing, and that with the advantage of a rail-road conveyance to cheapen transportation, it would soon become a valuable ar- ticle of trade. Schedule No. 7, exhibits a very interesting table, in which the number of steam-boats and post-coaches, and also the number of travellers arriving at and departing from Albany, by means of public conveyances, are minutely stated. Mr. Aaron Thorp, who has long been a principal proprietor in extensive lines of stages, has devoted considerable time in preparing this schedule. Mr. Thorp mentions, that it does not include those passengers who arrive and depart in the steam-boats, which occasionally visit Albany, but do not be- long to any regular line. In addition to this, no note is taken of the multitude of travellers who use private conveyances. Although the aggregate of travellers may appear greatly disproportioned to the size of Albany, which probably does not contain a population varying much from 20,000 inhabit- ants, yet when its peculiar situation is considered, it will be at once perceived, that it is, and must continue to be, one of the greatest thoroughfares of the country. Since the re- ceipt of your letter, I have had the pleasure of seeing George Bond, Esq. a member of your board. Mr. Bond directed my attention to the same subjects of inquiry, and particularly the measures adopted with regard to the Albany and Schenec- tady rail-road. I perceive that the company has recently been organized, by the appointment of directors, whose characters afford every assurance of successful efforts in their enterprize. I am not informed, with regard to the na- ture of their plans for constructing the road, nor the particu- lar route (if one has been chosen) through which it will pass. The public belief is, that the work will be soon commenced, and prosecuted with vigor. The charter requires that its eastern termination shall be within the city of Mb any, or with- in half a mile of its northern boundary. Whenever I am able to communicate any particular information respecting it, I will write you again. Immediately after the receipt of your letter, I communicated your wishes to Messrs. Tibbits and Wiswall, and requested them to procure such information respecting the commerce of our neighboring cities and villa- ges, as would satisfy your inquiries. I have not as yet been furnished with full answers from either. I annex a copy of a letter, received from Mr. Tibbits, but shall request those gentlemen to forward to you full statements, whenever they 57 § have prepared them. Some portion of the information here- with communicated, may perhaps be deemed superfluous, but I rather chose to present you with all the facts, collected by our committees, and leave to your own judgment the se- lection of those deemed important, than by attempting to abridge their number, and run the risk of giving you an un- satisfactory answer. I shall be at all times happy to extend my aid in furtherance of the great project to which your state is now directing its attention. With great respect, I have the honor to be, Your ob't. serv't. EBENEZER BALDWIN. SCHEDULE No. 4. To Ebenezer Baldwin, Esq. Dear Sir — It was made my duty, by a late meeting of citizens, to inquire and report the quantity of domestic dry goods, now received and vended in this city : the object of the information being, to shew as near as practicable, the present state of the trade of Albany with Boston and other eastern places. From the best information I have been able to obtain, it is my belief that the amount at this time vended of domestic dry goods in this city, exceeds half a million of dollars per annum, and that the amount is susceptible of in- crease full four fold. While Albany stands unrivalled in its wholesale hardware establishments, it is admitted on all hands that there is a great deficiency in wholesale dry good houses. I consider that Albany, at this time, presents a flattering opening for at least twelve wholesale dry good establishments, of the most exten- sive kind, that could sell almost any desirable quantity of goods profitably. It is now a common remark, I understand, with our western merchants, that could they be as well sup- plied with, dry goods, in all their branches, as they now are with hardware, crockery and groceries, they would have no occasion to go elsewhere. As the information sought has a direct reference to the contemplated Boston and Hudson rail- road, it may not be out of place to remark, that when this great work shall be completed, that the trade between this No. 113. 8 58 city and the east must be increased beyond calculation. — The trade then will be direct, instead, as it now is, in a great measure through New-York. The purchaser and seller will be then brought together, and an immense saving will be made in the way of commissions, &c. &lc. which now clog the trade as it passes through the hands of commission mer- chants in New-York. It is out of my power to state even the probable amount of domestic goods which are transship- ped here to the .north and west; the amount must be vast: we know that from to canal boats leave our basin loaded with assorted cargoes ; and it is very reasonable to suppose that a very considerable proportion of such cargoes are of domestic origin ; and when the great Ohio canal shall be in full operation, and other canals now completing and contemplated in our own state are finished, the mind can hardly conceive the amount of property that will naturally pass from our canal to the rail- way, and from the rail-way to the canal I am, dear Sir, truly }'ours, EDWARD C. DEL A VAN. SCHEDULE No. 1. STATEMENT of the number of vessels (with the amount of tonnage ) employed in the trade between Albany and the eastern ports, as taken from the books of Mr. Edward Brown, dock-master, for the year 1827. WHERE OWNED. so 2 e — tc ~Z II b-i 11 to = >> c C x _* >• in O ?! Ton of daily. Tons of season. 1 CS o 6 3 9 467 323 790 1 1 45 45 2 3 5 67 162 229 6 5 11 294 257 551 2 1 3 95 42 137 5 7 12 280 343 623 6 3 9 358 207 565 59 Nantucket, Mass.. . Lyme, Conn ■ Freetown, Mass. . . , Say brook, Conn. . . , Dartmouth, Mass. . ■ New-London, Conn Bristol, R. I ■ Darien, Taunton, Mass. Providence, R. I. . . , Falmouth, Mass. . . , Killingworth, Conn. Glastenbury, Conn.. Sandwich, Mass. . . , Norwich, Conn Chatham, Mass Wareham, Mass. . . . Stafford, Tiverton, Mass. . . ■ Middletown, Conn.. Warren, R. I. . • . . . . Islip, Mass i Bass River, Mass.. , Barnstable, Mass. . . Cohasset, Mass. . . , Somerset, Mass. . . , Gloucester, Mass. . - Marblehead, Mass. . Weymouth, Mass. .. 5 2 278 82 360 1 1 46 46 1 1 2 40 35 75 1 2 3 34 137 171 2 1 3 111 28 139 2 1 3 52 43 125 2 1 3 100 34 134 1 1 46 46 2 . 2> 103 103 5 3 8 287 130 417 5 5< 199 199 1 1 60 60 1 1 26 26 2 2 146 146 2 2 116 116 3 2 5 232 98 330 4 i 179 179 1 1 21 50 58 108 1 56 56 2 2 143 143 3 3 103 103 2 2 66 66 1 1 38 38 2 2 4 74 155 229 1 1 36 36 1 1 70 70 2 2 103 103 i l i l ou oil 1 1 78 78 SO 43 123 I4250 2456 6706 The principal articles brought in the above vessels, are salt, fish, oil, nails, castings, factory goods, molasses, N. E. rum, sugar, glass, rolled iron, &x. A very large portion of goods brought from the eastern ports to the Albany market, are transshipped from eastern vessels at the city of N. York, into the river craft, or sold and re-purchased at the latter place. The above estimate does not include that branch of trade. Forty-three of the above enumerated vessels, pay dockage by the season, as regular traders. Their num- ber of trips would probably average five in the season. Mul- tiplying, therefore, that number by the tonnage, viz. 2,456, 60 would give as a result, 12,280 tons. Those vessels paying % / daily dockage, average about two trips in the season : mul- tiplying the quantity of tonnage by that number, would give 8,500, which added to 12,280, makes the aggregate of ton- nage for imports 20,780, or for coming and returning trips, 41,560 tons. In the year 1821, as appears from the dock-master's books, forty-one vessels only, belonging to the places specified in the preceding table, visited Albany. Twenty-eight paid daily dockage, and thirteen paid by the season. The ton- nage of those paying daily dockage, amounted to 1,274, and those paying by the season, to 484 tons. Computing the number of trips, and multiplying as has been done, to pro- duce the result in the year 1827, the whole tonnage for com- ing and return trips in 1821, was 9,936 tons. In the year 1824, fifty-nine vessels, from the same ports, were employed in the Albany trade, of which seventeen paid dockage by the season, and forty-two by the day; the ton- nage of those paying by the season being 935, and of those paying daily, 1,863 tons. By adopting the same mode of ascertaining the aggregate tonnage for coming and return passages in this year, as in 1821, it appears that it amounts to 16,802 tons. The following estimate, therefore, exhibits the tonnage of eastern vessels in the Albany trade, in the years 1821, 1824 and 1827: In the year 1821, 9,936 tons. 1824, 16,802 « 1827, 41,560 " EBENEZER BALDWIN. SCHEDULE No. 3. 12,220 canal boats arrived at and departed from Albany in the season of 1827. The following is the amount of freight : Tons. Cwt. Qrs. Am't of down freight, at 1| cent per ton, . . 79,764 1 3 do do 1 " " .. 4,596 8 3 do do I " " 15,448 11 1 do do 3 « " 102 15 1 99,911 17 I 61 % Down Freight. Wood, cords of, 13,949 Timber, feet of, 45,169 Shingles, thousands, 7,096 Lumber, feet of, 23,231,320 Amount of Up Freight. Tons. CW. Qrs. Up freight at 1 \ cent per ton, 1,114 11 do 1 " " 1,246 6 3 do I " " 1,317 19 1 do 3 " * ........... 22,227 15 1 25,906 12 1 The amount of tolls and penalties received by the collec- tor in the city of Albany in the year 1827, was $151,840.58. SCHEDULE No. 5. Ebenezer Baldwin, Esq. Dear Sir — Mr. Robert Boyd, of this city, who is one of our chief brewers, has, on application to him for that purpose, politely furnished the following information. The number of barrels of ale brewed annually in the city of Albany, is 40,000. The bushels of malt manufactured, is 150,000. The bushels of barley purchased at this market, 200,000. 30,000 barrels of ale are annually sold out of the city. 25,000 bushels of malt 50,000 " barley " " The ale sent out of the city is sent to different parts of . this state and the United States. Respectfully, Your ob't. serv't. GIDEON HAWLEY. Albany, June \0th, 1828. I 62 SCHEDULE No. 7. i Steam-Boats. List of steam-boats that ply between Albany and New- York, regularly. Constitution, Constellation, Chief Justice Marshall, North America, Philadelphia, Albany, Victory, Sandusky, Swift- sure, Eckford, Commerce, Independence. The arrivals and departures of the above named boats, equal ten per day, during the season, (Sundays excepted,) and the season is computed at nine months, at twenty-seven days per month. The whole number of passengers who ar- rive at and depart from Albany during a season, amounts to one hundred and sixty five thousand. The number per month (27 days,) is eighteen thousand three hundred and thirty- three ; and the number per day six hundred and seventy- five, 675 N. B. — Seventeen tow r -boats or barges are attached to the steam-boats Swiftsure, Eckford and Commerce, the passengers of which are included in the above es- timate. Canal Boats. The average number of passengers arriving and de- parting per day in the western and northern canal boats, is, 150 Stages, No. Aver. No. Passen- That arrive and depart per day, west, 34 248 do do do east, 10 95 do do do north, (exclusive of Troy, Lansingburgh Southern, 12 84 44 325 2 12 11 12 776 Arriving and departing per day, . , . • 103| Passengers per day, ..*.... 1601 63 ^Jlggregate of Passengers arriving and departing in Steam- Boats, Canal Boats and Stages, during the year. Passengers by steam-boats per year, 165,000 do by canal-boats, computing the season 9 months, and a month at 27 days .... 36,450 do by stages, 365 days, at 776 per day,. . 283,240 Total, 484,69.0 The above aggregate would be greatly increased if it was practicable to estimate and add thereto the number of those travellers who arrive and depart in sloops, wagons, private carriages, on horseback, &x. Erratum. 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