OGDENSBURGH & LAKE CHAMPLAIK 
 
 RAILROAD. 
 
 ENGINEER’S REPORT. 
 
E E P 0 E T 
 
 SUEYEYS AND ESTIMATES 
 
 NORTHERN RAILROAD 
 
 NEW YORK. 
 
 BY JAMES HAYWARD. 
 
 BOSTON: 
 
 PRINTED BY S. N. DICKINSON & CO. 
 1847. 
 
E E P 0 R T 
 
 To the President and Directors of the Northern Railroad m 
 Neia York. 
 
 Gentlemen,— 
 
 In compliance with your request, communicated July 28th, 
 1846, I proceeded, with the least possible delay, to organize par¬ 
 ties for the surveys deemed necessary for the judicious location of 
 the railroad to be constructed from Ogdeusburgh to Lake Cham¬ 
 plain ; and was enabled to commence the necessary examina¬ 
 tions on the twentieth of the following month. The advanced 
 state of the season, and the amount of work necessarily involved 
 in a survey of location for a railroad e.xtending across one hun¬ 
 dred and twenty miles of country, of a generally smooth sur¬ 
 face, but through which no one line seemed to offer itself as su¬ 
 perior to every other line which might be selected between the 
 same termini, — seemed to render it expedient to bring into the 
 field as large a force as could be employed to advantage, in order 
 to ascertain as soon as might be, the facts upon which would 
 depend the selection of the general route, and, if possible, the 
 location of a large portion of the definite line. With this ob¬ 
 ject in view, I organized three parties at the outset; and, after a 
 reconnaissance of the country, — namely, in the early part of 
 September, — I added the fourth. 
 
 The country through which this road is chartered, lies between 
 the river St. Lawrence (at the foot of navigation of the great 
 chain of lakes) and Lalce Champlain; and embraces the three 
 northern counties of the State of New York, namely, St. Law¬ 
 rence, Franklin, and Clinton. 
 
 St. Lawrence County, in its northern portion, the part trav¬ 
 ersed by the proposed line of railroad, presents a very uniform 
 surface, slightly undulating, but with no very considerable eleva¬ 
 tions. As you go south, the country rises ; and in a distance from 
 
4 
 
 the river of from fifteen to twenty miles, the sprouts of the hill 
 country begin to be felt. The streams which water this country 
 have their sources in the mountainous regions lying south, be¬ 
 tween the St. Latvrence valley and the valley of the Mohawk, 
 and of course run in a northerly direction. The direction of the 
 surveys, therefore, e.vtending from east to w'cst, is across the wa¬ 
 ter-courses of the country; the intervening ridges of which, 
 though seldom abrupt, are frequently' too much inclined to the 
 horizon, to admit of the location of a railroad of the first class, 
 within a reasonable e.vpense for excavation, embankment, and 
 bridging. This fact made the work of examination laborious ; 
 as much of the country had to be survey'ed before a line with 
 the desired characteristics could be selected. 
 
 The county of Fran/r/ut lies upon the north-western declivity of 
 an elevated portion of the country, which is properly the north 
 end of the mountain region between the Mohawk valley and 
 Canada, and which loses itself in the valley of the St. Law¬ 
 rence, a short distance north of the boundary line. That portion 
 of this county traversed by our survey, though more elevated 
 than the portion of St. LawTenee county through which our sur¬ 
 vey passed, presents generally an even surface. The water¬ 
 courses, however, are deeper, and the expense of bridging will 
 be much greater; but, independent of the deep channels worn by 
 the rivers, there are almost no undulations of the surface; the 
 grade through this country being nearly a uniform ascent from 
 the western to the eastern border, with occasional levels for the 
 accommodation of the stalioiis. 
 
 The crest of this promontory where it crosses the Canada line, 
 is about eleren hundred feel above the level of the sea. It rises 
 to the south for many miles inland, and is more broken in its 
 character, so as to leave no doubt that the summit of the north¬ 
 ern railroad must be not far from the Canada line. We have 
 selected, as the most eligible point for crossing this ridge, a point 
 about two and a half miles from the boundary line. 
 
 All the streams easterly' of this summit run into Lake Cham¬ 
 plain, through very irregular channels; — none of them taking 
 the direction practicable for the railroad, for the first twenty 
 miles: — so that no regular valley or general line offered itself as 
 an obvious location of the road. And what added to the difficul¬ 
 ties of selecting the ground, was the fact that a large portion of 
 this side-hill country, through which the survey must be carried, 
 for fifteen or twenty miles, is a dense forest; so that, in making 
 our reconnaissance, it was difficult to compare portions of the 
 surface among themselves; and that whole region had to be felt 
 out with the levelling instrument, in order to find a practicable 
 line for the road. 
 
 Though we have not settled the line exactly, in any part of 
 
this division, we have accomplished all that I expeeled to be 
 able to efiect during the season which has just closed; and even 
 more: we have cross-sectioned the country throughout this en¬ 
 tire region, Irora the summit to the open country bordering upon 
 the lake, so as to know its entire capabilities, and have the 
 means of making a location ol' the road, whenever we shall have 
 settled the Eastern tcrmimis of the line. Indeed, the surveys 
 whicli have been made on the eastern side of the summit have 
 settled the important questions of feasibility, the general eliar- 
 aclcr of the road of which the country is capable, and the prob¬ 
 able cost of .such a road. But we have not had time to maltc, 
 on the east side of the. summit, tho.se minute and thorough 
 surveys upon which the dejinite /ocatioii of the line will 
 depend. Nor was it worth while to do this till we had obtained 
 that knowledge of the shoves, channels, and h'.ivbovs of ilut 
 lake, and of tlic navigation of the same, which i.s iieces.sary for 
 the judicious selection both of a maritimo depot, fur that portion 
 of the business connected with the navigation of the lake, and a 
 suitable and convenient crossing, to enable us to deliver a por¬ 
 tion of our iroight and travel on the shores of Vonnimi. 
 
 A large amount of business al the cast end of the road, will 
 be connected with the water craft of Lake Champlain, and the 
 navigation of the Northern Canal, to be carried to the llndson 
 river. The accommodation of this business will require, 1. A 
 safe and oommodions harbor; d. A long line of wharf room, 
 approachable by way of the railroad in the direction of its 
 length ; o. An ample deplh of water for all the varielies of craft 
 used or to be used on the lake. So also with regard to the 
 crossing of the lake. AVhether this crossing is to be at the same, 
 place with the lake depot, or not, it is important to select a loca¬ 
 tion which will allow the freight trains to cross with the greatest 
 possible safely at all times, and with the readiest dispatch. .-Vll 
 these important desiderata, are not to bo certainly securi’d, but 
 with :i good deal of careful examination, and with more obser¬ 
 vation of the lake and its business than 1 have yet had opportu¬ 
 nity to make. 
 
 Agrecablv to tlie inslruetion.s of the Executive Coinmitlee of 
 the Board of Directors, we have surveyed '‘isvo general route.', 
 one upper and one lower one,” — or a Southern and a North¬ 
 ern one, — through that portion of the distance in whii-h ]iracli- 
 cable rival routes exist, namely, from Ogdensburgh to Moira. 
 Each of these routes has several collateral lines. 
 
 The Southern ov '■'Upper lloiilr.” lakes a south-easterly dirce- 
 tion from the village of tlgdensbnrgh towards the village of Can¬ 
 ton, on the northerly side of the Turnpike, nearly parallel thereto, 
 and at an average distance from the same of about one mile 
 
6 
 
 Thi? line is very slraighl: it crosses Grasse river, — a stream, at 
 that place, of about 300 feet in width, — about three and 
 a half miles north of Canton village; and continues nearly the 
 same direction, to a point about one and a half miles from said 
 village. From this point the line curves to the east, making 
 about sixty degrees of deflection, but with a large radius, — a 
 degree of curvature perfectly easy in a line of railway. From 
 this curve, — which is the most considerable one on this route, 
 between Ogdensburgh and Moira, — the line is nearly straight 
 to Potsdam vUlage, a distance of about ten miles. At Potsdam 
 this line crosses the Racket river, just below the centre of the 
 village; at which point a suspension bridge, of about si.x hun¬ 
 dred feet in length, will be required. 
 
 From Potsdam the course is north-easterly, vvith slight changes 
 of direction, but v.dth none requiring objectionable curves,— 
 crossing the ^Ye5t Branch of the St. Regis river at the small vil¬ 
 lage of Bicknelville, in the west part of Stockholm, and crossing 
 the East Branch at a point about a mile south of the East vil¬ 
 lage in Stockholm. Near the eastern part of Stockholm, the di¬ 
 rection of the line is a little more easterly', to Lawreneeville, and 
 then more north-easterly, to IMoira. It is to be remarked that 
 the changes of direction in this line involve no objectionable 
 curvature; none of the curves, excepting that by which the line 
 leaves the station in the village of Ogdensburgh, requiring a less 
 radius than five thousand feet; and about fifty miles of the dis¬ 
 tance. out of fifty-three miles, is straight line. The character of 
 this line, as well as that of others, will be best understood from the 
 accompanying drawings. The profile shows heavy work on 
 the west side of Grasse river; also in the neighborhood of Can¬ 
 ton village, in the neighborhood of Potsdam, and in the town of 
 Stockhohn. We have, however, estimated for grades not ex¬ 
 ceeding 26.4 feet to the mile. 
 
 The earth formations on this line, from Ogdensburgh to Pots¬ 
 dam village, are generally gravel, with an admixture of alumi¬ 
 nous earths. The excavation in Ogdensburgh will be more 
 cla3-e3-; and that shown on the profile, near the village of Can¬ 
 ton, will have an uncertain amount of rock. Rock also occurs 
 in the westerly part of Potsdam. The high ground in the east¬ 
 erly part of Potsdam is mostly clay; and in Stockholm, clay, 
 hard-pan, and loose rock, will "be encountered. In the eastern 
 part of Lawrence, and in Moira, the excavation will be gener¬ 
 ally gravel, except the slight cut west of Phillips’ Brook. This 
 will be hard-pan and boulders. 
 
 The Northern or ‘-Loicer Route ” takes very nearly a direct 
 course from Ogdensburgh to hloira, in the direction of Malone vil¬ 
 lage. It passes through the southerly part of Madrid; the northerly 
 
This route is only about one third of a mile longer than a per¬ 
 fectly slvaiglit line between its extreme points, and has necessaribj 
 no curvature of a less radius than J.0,000 feet, and no grade ex¬ 
 ceeding 264 feet to the mile; nearly half the distance is level, 
 or with grades not exceeding ten feet to the mile; -i3-75 miles of 
 the 49-13 is straight line; and with curves of 5,000 feet radius,— 
 the radius of the curves on the Canton line, — there will bo 46-4 
 miles of straight line on this route. It is four miles shorter than 
 the route through Canton; has one hundred feel less rise in each 
 direction, and has no itlane rising more than thirty-eight feet, 
 without an intervening level or descent. The earth formations 
 (with the exception of the first cut, at the bank of the St. Law¬ 
 rence river, which is common to both routes) itre gravel. There 
 is no rock cutting, and probably no day, on any part of the 
 line. The river crossings arc favorable; the water courses are 
 not deep ; the channels of the streams arc generally rock-bottom ; 
 and there is an abundance of good material for the masonry re¬ 
 quired for the bridges, which will be generally of stone arches. 
 A stratified limestone, varying in thickness from eight to eighteen 
 inches, is found in the low grounds, at intervals, along the line ; 
 and generally in the bottom- of the streams. This rock has pre¬ 
 served the rivers from being worn into deep channels, and gives, 
 at the same time, a good foundation for the bridges, and an excel¬ 
 lent and cheap materi-al for their construction. None of this rock 
 formation is believed to lie high enough to be in the way of the 
 grade of the road. 
 
 This line passes through a good deal of low ground, but the 
 bottom is generally firm; a foot or two of vegetable matter rest¬ 
 ing upon gravel or sand. There are four swamps in which this 
 vegetable earth is several feet in thickness; but they all support 
 a heavy growth of wood, and I have no doubt that they will sus¬ 
 tain the required embankment of three or four feet of gravel. No 
 attempt was made to avoid them, as they were thought to oiler a 
 level and cheap line for the construction of a good road. The 
 embankments on this line will be of gravel; though it is not, all 
 of it, the best of gravel for the dressing of the road-bed, it is more 
 sandy, and will better sustain the superstructure in the changes 
 of weather, than the material on the southern route. 
 
Comparison of the lv:o Routes. 
 
 The relaiive characteristics of the two located lines through St. 
 LattTence County, are as follows: — 
 
 1. The amount of curvature is not very dilTerent on the two 
 
 the Canton than on the Northern line; equal to a curve of 
 -5,000 feet radius, about one-third of a mile in length. The North¬ 
 ern line, however, admits of giving these curves a radius of 
 10,000 fee;; while those of the Canton route arc only -5,000 feet. 
 
 2. Ttic maximum grade is tlie same on both routes, 204 feet to 
 the mile: but the Northern line has no plane rising more titan thir¬ 
 ty-eight feet, without an intervening level or de.scent; while on 
 the Canton line, there are several jilanes of over sixty feet rise, 
 and one th.at is over one hundred feet. 
 
 3. The summits are higher on the Canton line than they are on 
 the Northern. There is 100 feet more vise in each direction 
 on the Canton line, than on the Northern. There is 29 per cent, 
 more rise and fall.' 
 
 4. The material on the Nortliern line is generally better than on 
 the otiier. The excavations and material for embankment will 
 be gravel, and a good portion of it, of a dry character, suitable 
 for the road-bed; while on the Canton route there will be exten¬ 
 sive excavations in clayey eartlis, which are altogether unfitted 
 for the road-bed. Embankments made of this material will set¬ 
 tle in every change of weather from dry to wet; and will settle 
 unequally, so as to put the road out of surface. 
 
 •5. The distance by the Canton route is four miles greater than 
 by the Northern line. The equaled distance, as engineers reckon 
 it, would he five miles more, or nine miles in all = IS per cent. 
 
 6. The cost of the Canton route will be 8165,482, or 23 per 
 cent, more than that of the Northern line, according to our esti¬ 
 mates. This does not provide for the contingency of encounter¬ 
 ing rock in the cut near Canton village. 
 
 7. It will be perceived that all these characteristics are in favor 
 of the Northern line; and it may be added, that this line will well 
 accommodate the public ,—will accommodate the present and 
 the probable business of that section of country. It takes a direct 
 course through the fertile valley of the St. Lawrence, and divides 
 the distance between the principal important towns on each side, 
 with a good degree of impartiality; and seems to me to have the 
 proper reference to the elements of future growth, in that part of 
 the country. 
 
 The two routes described above, unite at Bloira, in the county 
 of Franklin ; a distance by the Northern line, from Ogdensburgh, 
 of 49-13 miles. From this point to the summit in Clinton, in the 
 county of Clinton, we have properly no rival routes ;—the coun¬ 
 try not admitting of any considerable freedom of range, in this 
 
longitude, on the south side of the Canada line. In Malone, in 
 Burke, and in Chateaugay, we surveyed several lines; but llioy 
 were near each other, and were rivals only as it respected char¬ 
 acter and cost. 
 
 Another line was proposed by the citizens in the norlhorn sec¬ 
 tion of Franklin County, passing through Ihc southerly part of 
 Weslville, and near to the village of Constable. Several days were 
 spent in c.xplorations on the route proposed ; but it became man¬ 
 ifest that this northern line was far inferior to that through 
 Malone. On the located line from the crossing of Little Salmon 
 river in hloira, to the crossing of IMarblc river in Clinton, 27-4 
 miles, we have an almost uniform ascent of about 23-0 feet 
 to the mile, with grades nowhere c.xceeding 26-4 feet to the 
 mile, and a few level plains to accommodate the stations. On 
 the proposed route in Constable, at a point opposite Malone 
 village, the grade line would be. about 245 feet lower than the 
 corresponding point on the located line ; but at the crossing of 
 the Chateaugay river these lines must come together, there being 
 no practicable route by which to roach the Clinton summit, north 
 of the “New Bridge” over the Chateaugay river. The point of 
 crossing the Chateaugay river is 242 feet higher than the located 
 lino near Hosford’s Hotel, in Malone, and consequently 487 feel 
 
 of Constable. The distance from Malone to the Chateaugay 
 river is 11-4 miles. Suppose the distance from Constable to the 
 Chateaugay to be 12T7.5 miles, and we have an average rise of 
 forty feet to the mile for the whole distance. It is evident, from 
 mere inspection, that this rise of 487 feet, between Constable and 
 Chateaugay, cannot be uniformly distributed through the line, 
 within any reasonable expense. But grades of at least 50 feet 
 to the mile would be required, if a lino of tolerable directness 
 should be maintained. 
 
 On the proposed line, the crossing of the Salmon river, and 
 that of West Trout river, may be a trifle less expensive than 
 the crossings of the same streams on the located line; but the 
 other portions of the northern route would be generally more 
 expensive. The portion of this line between Little Salmon river 
 and Constable would be much more expensive than the corres¬ 
 ponding part of the located line, if one of equal directness were 
 established; so that we should gain nothing, and lose much in 
 the character of the road, by taking the northern route through 
 Franklin County. 
 
 The located line in this division is on the north side of the 
 north road, and varies very little from a straight line for nearly 
 ten miles. This brings us within about one and one-half miles 
 of Malone village. At this point, the line, as located, curves 
 
10 
 
 genlly to the right, passing under the Fort Covington road, near 
 Barnard’s wood-lot, and approaches the village of IMalone by a 
 level grade of about a mile in length. It is proposed to cross 
 the Salmon river at the village by a stone arch bridge of sixty 
 feel span. 
 
 From the Salmon river the line passes through the eastern 
 part of the village, b)' a compound curve of from two to three 
 thousand feet radius, and crosses the back road to Chateaugay, 
 about a mile from the village. It crosses the West Trout 
 river by a double arch culvert; passes under the po.st-road 
 near Chapman’s; and continues the same general direction as 
 before the dcloiir by iMalone village (and nearly in the same 
 straight line), between the north and south roads, crossing the 
 East Trout river near Smith’s tavern in Burke, and continuing 
 on the north side of, or near to, the post-road, to the neighborhood 
 of the Chateaugay river. 
 
 "U'e have surveyed several places for crossing this river. They 
 are all difficult; and a crossing here will be somewhat expensive. 
 The place selected as the most eligible point for crossing this 
 river, is at a locality called Lillie Falls. \ bridge at this place, 
 of SLX hundred feet in length, and spans of one hundred and fifty 
 feet, will enable us to reach the Clinton summit, without increas¬ 
 ing our grade beyond 26-4 feet to the mile, which is the maxi¬ 
 mum in the previous part of the route. 
 
 From Chateaugay river the line passes a little to the south of 
 the Chateavgay Four Corners; crosses the post-road from half a 
 mile to a mile east of the same; and passes Marble river, on the 
 confines of Clinton county, near the turnpike, four miles east of 
 Chateaugay river. This brings us substantially to the summit, 
 the remaining distance (about five miles) being nearly level, with 
 slight elevations only. 
 
 Throughout this division, which is 32-86 miles, the maximum 
 grade will be the same as in the western division, 26-4 feet to 
 the mile. About four miles and a half will be level; and we 
 have intermediate grades of thirteen feet to the mile. There are 
 twenty-sLx miles and one-third of straight line. Five miles have 
 a curvature of 5.000 feet radius; a little more than a mile of 
 3,000 feet radius; and 1,600 feet of 2,000 feet for the radius of 
 curvature. This last curve is at the hlalone station, where the 
 trains will be moving at a moderate rate. 
 
 The bridges in this division will be more expensive than those 
 on either of the routes in the western division. They will, how¬ 
 ever, be principally stone arches, as they can generally be built 
 about as cheap of that material as of wood — an abundance of 
 stratified rock being found in the immediate neighborhood of the 
 streams. 
 
The earth formations, in a large part of this division, consist 
 of a mixture of gravel and argillaceous earth. There are, how¬ 
 ever, scattered through the division, dcposites of e.xcellent gravel, 
 for dressing the road-bed. Roclc will be encountered in several 
 places: this is provided for in the estimates. There will, how¬ 
 ever, be no deep cutting in rock. 
 
 The summit which we have adopted, is substantially that 
 selected by Mr. Brodhead, and is undoubtedly the most eligible 
 point for crossing the highlands with a railroad' south of the Can¬ 
 ada line, or even for several miles north of that lino. To the 
 south-west of this point, the ground rises so much as to make it 
 altogether impracticable to surmount the elevations which we 
 should encounter even one mile farther south, without increasing 
 our grades. And by running furtlier to the nortli, very little 
 would be gained in respect to elevation, wliile the approaches to 
 the summit on either side would be rendered more difficult and 
 expensive ; and the distance would be proportionally increased 
 by any nearer approach to the Canada line, in this vicinity. 
 The grades would not be improved by adopting a more north¬ 
 ern line. Controlling points, in this location of the summit, are 
 the points of crossing the Chateaugay river on the west, and 
 the Champlain river on tlie east. Neither of them can be cross¬ 
 ed further to the north with our present grades (nor with any 
 grades, at so low a co.st of construction), without going several 
 miles into Canada with the line of the road. 
 
 From the summit eastward or south-easterly, towards Lake 
 Champlain, we have surveyed two general routes. The first is in 
 the neighborhood of that surveyed by Jlr. Brodhead, passing near 
 the centre of Ellenburgh, and thence in the vicinity of the turn¬ 
 pike, or military road, which it crosses four times between Ellen¬ 
 burgh and the south branch of the Champlain river, and crosses 
 this river about a quarter of a mile east of the turnpike ; thence 
 over the Flat Rock region (an extensive formation of siratified 
 sandstone, which underlies the whole country for forty miles of 
 our survey, but which lies high for eight or ten miles in this part, 
 coming to the surface, and constituting the surface for miles in 
 extent), crossing the Little Chazy river about two miles west 
 of the Chazy Four Corners; and thence, on a slightly serpentine 
 course (but with no curve in any part of the line of a less radius 
 than 3,000 feet), to the landing at Plattsburg. 
 
 The great objections to this route are the great amount of rock 
 that we encounter; the great want of material for the road-bed 
 over this rock, and the very inconvenient distribution of the 
 acclivity or elevation from the lake to the summit. Unless we 
 adopt objectionable curvatures, there must be a good deal of rock 
 excavation, or a very large amount of embankment to avoid it, 
 
12 
 
 if we limit ourselves to a grade of forty feet for tlie maximum ; 
 the rise in the first seventeen miles being thirty-seven feet and a 
 half to the mile on an average, and the narrow margin of two feet 
 and a half to the mile being altogether too little to allow us, in a 
 eountry like this, a suitable selection of the ground for a location, 
 with reference to curves and economy in construction. The 
 remaining seventeen miles to the summit has an average rise of 
 only twenty-three feet to the mile, and eight or nine miles of this 
 is from thirty-seven to forty feet to the mile. The survey of 
 this route, made in 1S40, gives 19-4 miles of forty feet grade 
 in this division. 
 
 The other line from the summit is more easterly, crossing the 
 main branch of the Champlain river near the east line of Ellen- 
 burgh; crossing the south branch about three miles from the 
 military road; and passing near Obefs Corners, in the northerly 
 part of the township of Chazy. From the summit to this point, 
 which is about twenty miles, the direction of the survey is east- 
 south-east, oblique to the general slope of the country, and slight¬ 
 ly serpentine, to conform to the varying surface, and, at the satne 
 time, to preserve, as nearly as we might, our assumed grade; but 
 with no necessary curvature in any part, having a less radius 
 than -5,000 feet- 
 
 The line here described from the summit eastward is not 
 offered as a definite location. It will probably, however, require 
 to be very little varied for the first fifteen or twenty miles. What¬ 
 ever line shall be finally adopted thence to the lake, it will be 
 necessary to make the table land north-westerly of Ober’s Corners, 
 between the south branch of the Champlain and the Corbeau 
 
 This general line will best distribute the inclination from 
 the summit to the more level ground bordering the lake; the 
 general average being about -33 feet to the mile, and the average 
 from this table land to the summit being about -34.V feet to the mile. 
 As we have laid our profile of the grades, there are two planes, 
 amounting to about two and a half miles, which have an inclina¬ 
 tion of -39-6 feet to the mile. This is the maximum in this 
 division. There is no plane ascending towards the east. A 
 more northerly line would increase our grades from the summit 
 thus far, beyond forty feet to the mile; and a more southerly line 
 would throw us on the Flat Fiock country; would add greatly to 
 the expense of construction on that account; would "carry the 
 line farther from the villages, and from the improved and improv¬ 
 able portion of the eountry; and would increase the grades beyond 
 our present maximum between the south branch of the Champ¬ 
 lain river and the lake. 
 
The superiority of this new line, or rather, new route, from the 
 summit to Chazy, and thence to the lalte, by either of the three 
 lines which we have surveyed (but particularly to Plattsburgh), 
 in comparison with the route across the Flat Rock region,— is, 
 1. That it avoids the inconvenient curves encountered on that 
 route; the new line, when definitely located, having no curvature 
 of a less radius than 4,000 feet, and probably not less than 5,000 
 feet. 2. It distributes the grades better through the whole dis¬ 
 tance from the lalte to the summit, as was before stated. 3. It 
 avoids almost entirely the Flat Kock region, and most of the 
 rock cutting-, — touching only some small spurs of it, — passing, 
 in the corresponding portion of the line, over gravelly formations, 
 with an intermingling of loose rock. 4. It passes nearer the 
 villages, and nearer those portions of this district in which vil¬ 
 lages are likely to grow up. 
 
 From this table land, between the south branch of the Cham¬ 
 plain and the Corbeau, we have surveyed three lines to the lake. 
 One to Plattsburgh; one to Cumberland Head ; and one to 
 
 Rouse’s Point, near the Fort in the neighborhood of the Canada 
 
 The line to Plattsburgh from this point of divergence is in 
 a southerly direction, passing near the villages of Chazy Four 
 Corners, Beekmantown Four Corners, and Beekmantown South 
 village; and is generally over ground favorable for the grades 
 and the cost of construction, till we reach the lake on the north 
 side of the mouth of the Saranac River in the village of Platts¬ 
 burgh. This survey proves the feasibility and the facility of 
 reaching the lake in the neighborhood of Plattsburgh; but I 
 have not yet such knowledge of the capabilities of the present 
 landing and its vicinity, as to satisfy me with respect to the 
 harbor, wharves, docks, and other accommodations necessary to 
 connect the road with the business of the lalte. That portion 
 of the business of this road, destined to be connected with the 
 Hudson River and New York, through the Northern Canal,— 
 must, in the course of a few years, very far e.vcced that which 
 the present harbor and wharves of Plattsburgh are capable of 
 accommodating. At what cost this harbor and the system 
 of docks may be so e.vtendcd as to give reasonable promise 
 of being able to accommodate the future business of the 
 road, — and whether it can be so extended, — I have not had 
 time and opportunity sufficiently to inform myself, to be able to 
 give an opinion. I entertain a hope that the docks, &c. at that 
 place, mai/ be so extended as to be capable of accommodating 
 that portion of the business destined to a southern direction upon 
 the lake. 
 
14 
 
 The Cumberland Head line, as surveyed, is identical with the 
 
 Plattsburgh line, till within about five miles of that village. 
 Here it diverges to the east, and reaches the navigable waters of 
 the lake, about three miles east of Plattsburgh. This line is also 
 very favorable for the construction of a railroad, and will prob¬ 
 ably, when resurveyed, be a little more than a mile, — possi¬ 
 bly one and a half miles longer than the line to Plattsburgh. 
 This line will reach the lake a little north of Light House Point, 
 at a locality which will require protection, by jeUces or piers, on 
 either side of the lake, and of each place, where vessels are to 
 be accommodated, for the security and safety of the steamboats 
 and other water craft used in connection with the business of the 
 road. The distance to the nearest part of Grand Isle is less 
 than a mile and a half. The landing on that side will require 
 about the same protection by artificial means, as that on the 
 east side of Cumberland Head. Bach of these harbors would 
 require very great e.vpense to render them spacious enough for 
 the business of the. road, and safe in all weathers for the num¬ 
 ber of vessels which would congregate at the Railroad Ferry, 
 particularly' at the ivest end of the ferry. 
 
 From the eastern end of this ferry, across the island, to the 
 sand bar, so called, is about six miles. The route is perfectly 
 feasible; not inconveniently circuitous, though not straight; and 
 not very expensive. The Sand Bar is a shoal on the south-east 
 side of the island, about one mile across, constituting a conve¬ 
 nient ford-way' for the islanders to communicate with the main 
 land in the direction of Burlington, and the neighboring coun¬ 
 try. The depth of water across the bar is from one to three 
 feet. There can be no objection to building a solid embankment 
 across this bar, nor would it be very expensive. The earth for 
 such an embankment is hard upon the shore opposite the bar; 
 and plenty of the proper material to protect the embankment 
 from the action of the water, is found within a short distance. 
 
 From this ford to the Central Eailroad near Burlington, a sur¬ 
 vey has been made, under the direction of the officers of that 
 Corporation ; and I understand there is no difficulty in construct¬ 
 ing a railroad there with easy grades. 
 
 The soundings at Cumberland Head give us a depth of over 
 two hundred feet for several hundred feet together. This puts 
 out of the question the idea of a bridge at that place ; and the 
 exposed position of the shores is such as to require a considerable 
 expense for piers or breakwaters, to render the position safe and 
 convenient for a ferry. 
 
 From a point in the line from the summit to Plattsburgh, just 
 described, and eighteen miles from the latter place, we surveyed 
 the line to Rouse's Point. This line passes near the villages of 
 
of any lenglli, I have thought it necessary to seel; for some other 
 place, or some other method, for crossing the lake. With this 
 view, we have surveyed the two other lines mentioned above; 
 one to Cumberland Head, and one to Rouse’s Point. 
 
 In selecting the eastern terminus of this railroad, a variety of 
 circumstances were to be considered. A large amount of busi¬ 
 ness will go from this road through Lake Champlain to White 
 Hall, and through the Northern Canal to Troy, Albany, and New 
 York. This portion of the business will, as we have before 
 stated, require a safe and commodious harbor, e.xtensive wharves, 
 and ample ranges of store-houses. The other portion of the 
 business will seek a connection with Y'd-mont, and the railroads 
 leading to the East and the South. This portion of the business 
 will demand the most safe and expeditious crossing of the lalce, 
 
at all seasons of the year, and in all states of the weather. Such 
 a crossing can be secured only in o}ie Jffay, — by a permanent 
 bridge. This is the great desideratum. In looking, therefore, to 
 the accommodation of that portion of the busine.ss which is des¬ 
 tined to the Vermont side of the lake, we have made examination 
 of the lake shores and channels, with a view to the construction 
 of a bridge across its loalers. In this inquiry we have been en¬ 
 tirely successful. In the neighborhood of the Canada line, near 
 House's Point, there is a beautiful site for a bridge at a very 
 inconsiderable expense. The whole distance across is 3,8S0 
 feet; the length of way that has ten feet of water, and over, is 
 only 2,000 feet. The location is perfectly protected by the pro¬ 
 jecting points of the opposite shores. A bridge of less than half 
 a mile in length, in ten feet water at its abutments, and less than 
 ticentij feel at its maximum depth, will carry our cans to the Ver¬ 
 mont shore in Alburgh. From this crossing there is a very direct 
 and feasible route to the village of Swanton, crossing the outlet 
 of Missisquoi Bay at Hog Island. This line has been surveyed ; 
 the distance across the Bay being about 3,900 feet; the greatest 
 depth of water, only fifteen feet, and this only for a short distance, 
 about two hundred yards. From the Bay to Swanton village, 
 there is nothing to interfere w'ilh the location of a railroad on a 
 nearly straight line of very gentle ^ades. Swanton is a manu¬ 
 facturing vill^e of evident enterprise and thrift, and lies nearly 
 in the direction from Rouse’s Point to St. Albans — the shire 
 town of Franklin County. 
 
 At Swanton we meet a line surveyed from that village to 
 the neighborhood of Burlington, by W.m. Beckwith, Esq., un¬ 
 der a charter authorizing the construction of a railroad from 
 Canada, to connect with each of the two important railroads now 
 in progress of construction through the State of Vermont.— 
 These surveys show, that there is a perfectly feasible route for a 
 railroad, at a reasonable expense, from Swanton village to tlic 
 Central Railroad near Burlington, — and thence, of course, into 
 the village; the w'hole distance from Rouse’s point to Burlington 
 being about 38 miles. I, therefore, consider the question of 
 “Bridging the Lakef settled, so far as practicability and expe¬ 
 diency are concerned. 
 
 This bridge at Rouse Point wall subserve other important in¬ 
 terests besides those of the Northern Railroad. It will connect 
 all New^ England with Montreal, as well as with Ogdensburgh and 
 the Lakes. Certain citizens of Montreal have given notice in 
 the public papers of the Province, that application will be made 
 to the Provincial Parliament, at its approaching session, for a 
 charter to construct a railroad to the province line on the South; 
 and we can entertain no doubt that the application will be granted. 
 
The proposed location of the bridge is but twenty miles from the 
 present terminus of the Montreal and St. Johns Railroad. The in¬ 
 tervening country is perfectly level; and there can hardly be a 
 doubt that that road will be extended to meet the Kew York and 
 Vermont Railroads, as soon as they shall be completed. 
 
 A bridge across the lake, at or near Rouse’s Point, for the use 
 of the railroads which may centre there,—with a draw for the ac¬ 
 commodation of the shipping which navigates the river between 
 the lake and St.Johns, — is not only feasible, but it is neither 
 difficult nor expensive. And it is not to be believed, that, when 
 this subject shall be fairly examined by the legislature of either 
 of the States having jurisdiction on those waters, such an appli¬ 
 cation will be refused to the various public interests which a.sk for 
 such an improvement. 
 
 With a bridge at Rouse’s Point, and the Montreal Railroad 
 extended to meet the New York and Vermont Railroads at this 
 place, — the steam-boats which navigate the lake would doubt¬ 
 less stop at this new terminus of the Montreal Railroad, and thus 
 relieve themselves of some twenty-five miles of the most diffi¬ 
 cult part of their route. 
 
 With the Montreal Railroad extended to this jjoint, the whole 
 distance from the shore of the river ojrposite Montreal, to Rouse’s 
 Point, may be easily run in one hour. This would shorten, by 
 some two hours, the passage from Montreal to Rouse’s Point, 
 even in good weather,— and would add greatly to the facilities of 
 steam navigation through Lake Champlain. It would shorten the 
 time from Montreal to Burlington four hours in good weather. 
 The difference in bad weather would, of course, be greater. 
 
 I feel confident that the objection, that the drawbridge ob¬ 
 structs the navigation, will not be interposed to prevent the erec¬ 
 tion of a bridge at that place, to subserve so important a pub¬ 
 lic improvement; and that, if interposed by those who imagine 
 they have an opposing interest, it will not be sustained by the 
 legislature of either of the States. 
 
 Connected with this plan of bridging the lake at Rouse’s 
 Point, and there meeting the railroads from Montreal and from 
 Burlington, it may be well to consider the expediency of con¬ 
 structing a branch of the railroad to Plattsburgh, or the most 
 eligible point near that village, for a depot for that portion of the 
 business of the railroad which is connected with the business of 
 the lakes, and also for a junction with branch roads from the 
 An Sable and the Saranac valleys. These valleys constitute the 
 great iron district of Northern New York, and will ultimately 
 contribute an immense amount of business to the Vermont roads, 
 as well as to the Ogdensburgh and Lake Champlain Railroad. 
 
IS 
 
 The expense of such a branch will be comparatively light. The 
 distanceiis about sixteen miles ; and the country favorable. 
 
 The advantages of this method of crossing the lake by a 
 bridge, with its collateral arrangements, are so obvious and so 
 great, that they must commend themselves to the approbation of 
 all persons interested in the navigation of the lake, or in the 
 business of the railroads on either side. It connects the whole 
 western border of Vermont, the centre, and the south-east, di¬ 
 rectly with hlontreal, with Upper Canada, and the business of 
 the West. It connects Montreal with the system of railroads 
 which traverse the iXew England States and New York; it con¬ 
 nects Eastern and Central New York with the Northern frontier 
 of the State; and it secures to Plattsburgh and the valleys of the 
 Saranac and the An Sable Rivers — the rich iron district of 
 Northern New York — the best connection which they can pos¬ 
 sibly have with the East, the TFesf, the North, and the Sonlh; 
 and takes nothing from their present advantages, but adds in¬ 
 calculably to the business of all. It will, of course, be a great 
 advantage to the Ogdensburgh and Lake Champlain Railroad, 
 and in all these advantages the other roads east of it must 
 share; for it is manifestly against the interests of all the roads on 
 the line, and of the communities which furnish the business, 
 that the freight going in either direction should be, in amj part of 
 the line, taxed with unnecessary expense. 
 
 The Western Terminus of the Iload. 
 
 Though Ogdensburgh is the western terminus of the railroad, 
 it is not to be the termination of the great business which this 
 road is destined to subserve. It may be regarded only as a 
 midway station in a new and important thoroughfare of travel 
 and business, of which this road is but a small part; one of the 
 results of this road, if not one of its objects, being to open an¬ 
 other channel for the business of the West through the State of 
 New York, from the Great Lakes to the Hudson River valley; 
 for Lake Champlain lies in what may be considered a continua¬ 
 tion of the valley of that river. 
 
 Ogdensburgh — the western terminus of the railroad — is at 
 the foot of navigation for the great chain of lakes. It is con¬ 
 nected by means of the river St. Lawrence, the Welland Canal, 
 and this vast chain of lakes, with the peninsula of Upper Can¬ 
 ada, with seven of the largest and most fertile States of the 
 Union, and with a lake coast exceeding in extent, by about two 
 thousand miles, the whole Atlantic border of the United States, 
 from Passamaquoddy to Mexico. The commerce of these lakes 
 is now, or is soon to be, connected, by the Illinois Canals and 
 other improvements, with the Mississippi river and the business 
 
19 
 
 of that extensive and fertile region. This section of country — 
 perliaps the first, certainly among the first in the world, in natural 
 fertility — is rapidly increasing in its resources and its com¬ 
 mercial wants. Its increasing products will crowd eastward, and 
 seek an exchange for the manufactures of the Eastern States, and 
 the merchandise of- the other quarters of the globe. It cannot, 
 then, be matter of doubt that this road will be extensively used 
 for the transportation of the produce of the West to Lake Cham¬ 
 plain, to be thence taken to New York through the Northern Ca¬ 
 nal, or to Boston over the Vermont, New Hamitshire, and Mass¬ 
 achusetts Railroads; and that it wiii receive, in return from the 
 watercraft of the lake and the canal, and from the railcars of 
 the Vermont roads, those articles of commerce which the new 
 country of the West does not yet produce for itself. A very 
 important feature, therefore, of this road, is its connection with 
 the navigation of the St. Lawrence and the lakes, by a suita¬ 
 ble maritime depot at its western extretnity. With refer¬ 
 ence to this connection, we have made a thorough survey of 
 the river at Ogdensburgh; have obtained soundings of the New 
 York side for about three miles: and have ascertained, that it is 
 capable of affording the most ample accommodations for a large 
 amount of shipping. The mouth of the Oswegatchie River, 
 and the bays on either side of “ Slilc Point,'' aflbrd room for sev¬ 
 eral miles of wharves, a large amount of which would be pro¬ 
 tected in all winds; and the river itself, and the capacious bay 
 between “ilfiVe Point" and ‘Pndian Point," constitute an excel¬ 
 lent harbor or road-stead, where vessels may lie at anchor in per¬ 
 fect safety, in any weather. 
 
 Our surveys connect themselves with the river St. Lawrence, 
 both above and below the mouth of the Oswegatchie; and, on 
 whichever side of that river we locate the terminus of the road, 
 it will be perfectly easy to have a rail track running alongside of 
 the store-houses upon the wharves generally on that side of the 
 Oswegatchie. Indeed, it will be easy to connect the railroad 
 directly with several thousand feet in length of store-houses, at 
 the doors of which the lake vessels may lie afloat, for loading 
 and unloading their freight. I may further remark, that the loca¬ 
 tion and position of the grounds oflered the company fora depot 
 for the lake business are such as to give, when finished, a very 
 perfect arrangement; and will afford opportunity for a very great 
 increase of accommodation, in the future growth of the bust-- 
 
A Summary of the Characteristics of the Road, lohen finished. 
 
 1. The grades are more favorable than those of any other road, 
 of the same length, in the Northern States ; and they are conven¬ 
 iently disposed for the business which the railroad will be called 
 to do. A large amount of the freighting business will be east¬ 
 ward from the St. Lawrence river, or from the rich agricultural 
 district bordering on that stream, to Lake Champlain. And of 
 the icay-business generally, much the larger portion will go east¬ 
 ward towards the lake. The grades of the road favor this distri¬ 
 bution of the traffic. The rising grades, going east, are gener¬ 
 ally gentle, none of them exceeding an elevation of one foot in 
 two hundred, or 264 feet to the mile. The rising grades 
 going westward from Lake Champlain to the summit —a 
 distance, on the. adopted line, of about 33 miles — average 
 thirty-one feet to the mile. There is no descent in this 
 direction, in this division of the road. In laying the planes for 
 the estimates which we have made of the cost of the Eastern 
 division, the greatest elevation which we have assumed is 39'6 
 feet to the mile [less than an inch and a half in a rod]. There 
 is, however, but one plane of this grade, about 24 miles in 
 length. In a final location, there will be no plane exceeding 
 this inclination. 
 
 Beyond the summit, westward, there is no inclination exceed¬ 
 ing 26.4 feet to the mile. Indeed, the whole aggregate of eleva¬ 
 tion to be overcome for eighty-four miles will be only two hun¬ 
 dred and sixty feet; and, for the first forty-five miles, the aggre¬ 
 gate rise will be only twenty-four feet. 
 
 2. A second characteristic of this road is its remarkable free¬ 
 dom from inconvenient curvature; there being only one curve of 
 a less radius than four thousand feet; and that occurs at a sta¬ 
 tion, where the trains will always move slow. The radius of 
 this short curve will vary from two to three thousand feet. The 
 portion of the curve having a less radius than three thousand 
 feet will be on a level portion of the road. About eighty miles 
 together are sufficiently straight to be run at the rate of forty 
 miles to the hour, with as much safety as any road in the coun¬ 
 try. For nearly sixty miles there will be no curve of a less 
 radius than 10,000 feet. Indeed, there is very little curvature 
 between Ogdensburgh and the Clinton summit — about eighty- 
 two miles. The Eastern Division has more of curvature; but 
 there will probably be no curve of a less radius than five thou¬ 
 sand feet: and there will be in this division about twenty-five 
 miles of straight line. 
 
 The practical result to which we arrive is this: We can have, 
 at a comparatively low cost, a railroad from Ogdensburgh to 
 
Lake Champlain at Rouse’s Point, one hundred and fifteen 
 miles long, with no acclivity exceeding 26.4 feet to the mile 
 {less than one inch in a rod), with no curves of a less radius 
 than five thousand feet; and with ciglihj-five per cent, of the road 
 perfectly straight. 
 
 With curves of four thousand feet radius, there will be one 
 hundred miles of straig-ht line between Ogdensburgh and the 
 lake. 
 
 3. The character of the grades and curves places this road in 
 the very first class of railroads in the country. Its capacity as 
 a freight road is greater than that of any road of its length with 
 which I am acquainted, — greater than any road entering Bos¬ 
 ton, not even excepting the Boston and Lowell road. Indepen¬ 
 dent of the advantage to be derived from its freedom from ex¬ 
 ceptionable curvature, which is very great, its capacity for 
 freighting is, to that of the Western Railroad, as 100 to 4-5, and 
 to that of the New York and Erie Railroad, as 100 to 52. The 
 advantage which it has over these roads on account of its 
 straightness, is not susceptible of precise estimate; but it must 
 add considerably to that stated above. 
 
 The capacity of this road as a freight road, compared with 
 some of the principal railroads in the Northern States, so far as it 
 depends on the grades, is shown in the following tabular view ; 
 
 Ogdensburgh and Lake Champlain.100 
 
 Vermont Central.77 
 
 Northern Railroad, N. H.66 
 
 Vermont and Massachusetts.651 
 
 The Cheshire and the Rutland Railroad . . . 654 
 
 Western.45" 
 
 Boston and Lowell, and Boston and AVorcester 89 
 
 New York and Erie.52 
 
 Boston and Providence.82 
 
 Boston and Maine, in New Hampshire ... 78 
 
 Boston and Maine to “ Lawrence”.100 
 
 4. As a passenger road, its character for directness is of great 
 importance. This, together with its freedom from heavy grades, 
 adapts it to fast driving. The whole road may be run, gener¬ 
 ally, from Ogdensburgh to Lake Champlain, in about three and 
 a half hours, or thirty-three miles an how, including stops; and, 
 with a good bridge across the waters of the lake, at Rouse’s 
 Point, four and a half or five hours would be ample between 
 Ogdensburgh and Burlington. 
 
22 
 
 Esquires — engineers of the several divisions — for the able man¬ 
 ner in which they have executed the surveys, and for the aid which 
 they have rendered me in the discharge of my own appropriate 
 duties in this investigation. It is owing, in a great measure, to 
 the skill and efficiency of these gentlemen, that I am able to pre¬ 
 sent, at this time, so full and so satisfactory an exhibition of the 
 capabilities and characteristics of this line of road. 
 
 "With the foregoing statements of the character of the country 
 and the results of the surveys, the following estimates are respect¬ 
 fully submitted by 
 
 ■ Your obedient servant, 
 
 JAiMES HAYWARD. 
 
23 
 
 TABLE OF GRADES. 
 
 Westevn Division — OgdensbuTgh to Moira. 
 

 ||il||felPigsii|| i|| 
 
25 
 
 ESTIMATES. 
 
 Eslimaled Cost of One Mile of Svperslnwlurc. 
 
 Iron Rails, 60 lbs. to llie yard = 95 tons; at .§75 . $7,125 00 
 
 Chairs, 555, 20 lbs. each =11,100 lbs.; at 2|- els. . '305 25 
 
 Spikes, 4545 lbs. at 5], cts. per lb. 250 00 
 
 Ties, 2200, Kyanized, at 30 cts. . . . . 660 00 
 
 Plank, 25 M. at $8 . 200 00 
 
 Laying track, straightening and fitting rails, &c. . 459 75 
 
 Total cost of one mile of track . . , $9,000 00 
 
 Western Division. 
 
 Ogdenshurgh to Briislis Mills, 49'13 miles. 
 
 1,084,940 yards of earth at lO^v cts. per yard 
 19,885 yards of rubble masonry . . 
 
 1610 yards of arch masonry 
 
 1168 feet of bridging. 
 
 31 road signs at $40 each 
 
 96 road and farm crossings at $10 each 
 
 207-6 acres of clearing at $10 per acre . 
 
 78 acres of gi-ubbing at $100 per acre 
 
 42 miles of fencing at $500 per mile . 
 
 Foundations for masonry 
 
 49-13 miles of superstructure at $9,000 per mile 
 
 $181,453 60 
 37,653 00 
 . 5.970 00 
 
 15,176 00 
 1,24 0 00 
 960 00 
 2,976 00 
 7,800 00 
 . 21,000 00 
 2,000 00 
 442,260 00 
 
 $718,488 60 
 
26 
 
 BIiddle Division. 33-86 miles. 
 
 1,092,000 yards of earth work at 16 ots. per yd. $178,460 00 
 
 15,000 yards of rock excavation at 75 cts. per yd. 11,250 00 
 
 3,b02 yards of culvert masonry at $1,75 per yd. 6,653 50 
 
 3,355 yards of small arches and road bridge, ma¬ 
 sonry, .$3 10,065 00 
 
 6,277 yards of arch masonry, for river bridges 18,319 75 
 
 3,223 yards of arch masonry at Salmon river, Ma¬ 
 lone . 13,000 00 
 
 2,331 yards of masonry at Little Falls, Chateaugay 
 
 river. 11,655 00 
 
 650 feet of truss bridging at $25 per foot . . 16,250 00 
 
 155-26 acres of clearing at .$10 per acre . . 1,552 60 
 
 18-82 acres of grubbing at $100 per acre . . 1,882 00 
 
 4 road bridges. 1,300 00 
 
 22 road crossings at $50 each . . . .1,100 00 
 
 89 -farm crossings at $15 each .... 1,335 00 
 
 30 cattle passes at $110 each .... 3,300 00 
 
 5 farm bridges. 1,700 00 
 
 Alteration of roads. 500 00 
 
 32-5 miles of fencing at $500 per mile . . 16,250 00 
 
 32-86 miles of superstructure at $9,000 per mile 295,740 00 
 
 $590,812 85 
 
37 
 
 1,089,369 yards of earth work 
 
 157,556 yds. of rock e.xcavation, at 76 cts. per ; 
 
 7,808 yards of culvert masonry 
 
 1,020 yards of bridge do at $6.50 per yard 
 
 1,338 yards of do. do. at $1.00 per yard 
 
 ISO feet of bridging at $18.00 per foot 
 
 80 feet of bridging at $15.00 per foot . 
 
 140 feet of bridging at §14.00 per foot 
 10454 square rods of grubbing at $75 per rod 
 298'1 acres of clearing at §20 per acre 
 9356 rods of fencing at 50 cts per rod . 
 Foundations for bridges and culverts 
 Altering roads and making drains 
 35.34 miles of superstructure at $9,000 per mile 
 
 . $174,283 04 
 d. '120.9S8 00 
 . 15.609 11 
 
 6.530 00 
 5,352 00 
 3,240 00 
 1.200 00 
 1,960 00 
 7,840 50 
 5,962 00 
 4,678 00 
 4,770 00 
 2,435 00 
 313,060 00 
 
 65 
 
 GENERAL SUMMARY OP COST. 
 
 Estimates for the “Western Division . 
 “ “ “ Middle Division . 
 
 “ “ “ Eastern Division . 
 
 Add for five miles of side track 
 Contingencies, engineering, &c., 10 per 
 
 $718,488 60 
 590.813 85 
 672,307 65 
 45,000 00 
 202,660 90 
 
 Equal to $19,000 per mile. 
 
 $2,229,270 00