FOR THE
VERMONT CENTRAL RAILROAD.
REPORT OF THE ENGINEER
ON THE
KOUTE STJEVEYED
FOR THE
VERMONT CENTRAL RAILROAD,
FROM
CONNECTICUT RIVER, AT HARTFORD, Vt,
TO
LAKE CHAMPLAIN, AT BURLINGTON.
BOSTON:
S. N. DICKINSON, PRINTER.
1 845.
RAILROAD CONVENTION.
Vice-Presidents.
Pursuant to notice, a Convention, consisting of Delegates from various parts of
Vermont and New Hampshire, assembled at Montpelier, January 8th, 1844.
Hon. CHARLES PAINE, of Northfield, President.
Hon. Elijah Blaisdell, of Lebanon, N. H.,
Gen. Joel Bass, of Williamstown, Vt.,
Simeon Lyman, of Hartford, Vt.,
Hon. Joseph Howes, of Montpelier, Vt.,
Oramel H. Smith, Esq., of Montpelier, Vt., ) _
Halsey R. Stevens, Esq., of Lebanon, N. H., j
The Convention appointed Hon. Charles Paine, Daniel Baldwin, Esq., and Col. E. P.
Jewett, a Central Corresponding and Financial Committee.
Resolved, That the Central Corresponding and Financial Committee be authorized to
cause a Survey to be made from Connecticut River to Lake Champlain, through
the valleys of White and Onion rivers, and an examination of the routes on the western
side of the mountains ; also to appoint an agent to raise funds for the same, and to report
in relation to the Survey either through the public press, or by calling meetings at any
future time.
REPORT.
Boston, November 20, 1844.
To Hon. Charles Paine, Daniel Baldwin, Esq., and Col. E. P. Jewett.
Gentlemen, —-
I submit the following Report and Estimates as the result of the
examinations and surveys made under my direction during the past
season, upon the proposed route for the Vermont Central Railroad,
from the Connecticut River, at Hartford, Vt., to Lake Champlain,
at Burlington.
Before proceeding to a detail of the line and estimates, I will
give a general description of the route surveyed, and then refer to
the features of the country through which it passes.
The route from Connecticut River continues in the valley of
White River, through Hartford, Sharon, Royalton, to Bethel ; thence
up the west branch through Randolph and Braintree, to the summit
in Roxbury ; thence down the course of Dog River through North-
field and Berlin to the Onion River, near Montpelier; thence in the
valley of Onion River, through Middlesex, Waterbury, Richmond,
and Essex ; then leaving the river, passing through Williston and
Burlington, to Lake Champlain.
The Survey was commenced at the west bank of Connecticut
River, and two lines continued to White River Village, each being
an extension of the routes surveyed from the Northern Railroad
from Concord, N. H. ; and may also connect with any other road
from the valley of Connecticut River. One of these lines crosses
the Connecticut River below, and the other above the mouth
of White River, near Lyman's Bridge ; the latter has some advan¬
tages in requiring a shorter bridge, and less liable to be injured from
ice, and can be approached with grades of less inclination than the
lower line, and, therefore, is the most favorable for construction.
4
In adopting this line, it will be necessary to cross the White River
below the present bridge of White River Village, as the route is
more feasible on the south side of White River. The line continues
on the south side of the river and near the same, nearly on the
surface of the intervals, to a point opposite Rocky Mountain, so
called, where the line encounters a high sand bluff, which will
require an extensive excavation, and a rubble wall to protect the
embankment. The line crosses the river about half a mile below
West Hartford, and continues on the north side about five miles to
where it again crosses to the south side. The line may be on the
south side to this point, and avoid some rock cutting and its near
approximation to the turnpike, but will require more embankment
and curvature than the line surveyed.
From here the line follows the general course of the river, which
is very direct from its mouth, to opposite Sharon Village, where the
river makes a short bend around the high point of the hill on the
south side, through which the line passes, and will require an ex¬
cavation of 140,000 yards. The route from this point is near the
river to where it crosses the same near the First Branch, so called,
and thence on the north side, passing Royalton Village, to the
Second Branch, it being 21.02 miles from Connecticut River. The
entire line to this place is very level, and will require no grades
exceeding 21.12 feet per mile, and much of the distance may be re¬
duced to a level without great expense.
The line then continues on the north side of the river about
4 miles to West Bethel, where it enters the valley of the Third
Branch of White River, which it crosses below the Falls.
The route pursues the valley of this stream, crossing some
points of the highlands and ravines by a succession of excavations
and embankments, and extending to West Randolph. From thence
the line frequently crosses the stream in its course, and continues
on very level and favorable ground for a road through Braintree to a
corner of Granville, where the ascent becomes greater, and will
require the maximum grade of 50 feet per mile to overcome the rise
to the summit in Roxbury.
The summit is 46.61 miles from Connecticut River, 56.23 miles
from Lake Cham plain, 678 feet above the surface of the river, and
913 feet above the Lake.
After passing the summit, the descent on the west side is more
rapid, and will require the maximum grade of 50 feet per mile, and
from the broken nature of the country, by abrupt and deep ravines
6
in the valley of Dog River, will increase the amount of excavation
and embankment.
In following the course of Dog River, we are obliged to adopt a
grade of 50 feet per mile about 4 miles, and extending near to
Paine's factory. From the factory pond to the mouth of Dog River,
the descent is 210 feet, and distance 8.4 miles, and will require a
grade from 35 to 40 feet per mile for about 4 miles.
From this point at the junction of Dog River and the Winooski
or Onion River, and 40,43 miles from the Lake, the route is very
level to Middlesex Falls, 4.5 miles, and a descent of only 12 feet.
Here the river falls 48 feet, which may be overcome by a grade of
40 feet per mile.
The descent, from the foot of these Falls to the head of Bolton
Falls, is 42 feet in a distance of 5.5 miles. At Bolton Falls the de¬
scent is 58 feet, and requires, a grade of 40' feet per mile 1.5 miles.
From a point 30.5 miles from Burlington, two lines were surveyed
about 12 miles on each side of the river. The line on the north
side passes through the village of Waterbury, and. is 400 feet shorter
than the line on the south side of the river. The character of the
work and cost of construction on both sides would be nearly the
same, with the exception of the passage at Bolton Falls, where a
greater amount of rock excavation would be encountered, rendering
the work more difficult and expensive on the north than on the
south side of the river.
The south line here passes over a high gravel ridge, extending
from the main hill to the river near the head of the Falls, through
which the cut will be about 70 feet at the highest point, and the
amount of excavation is estimated at 150,000 yards.
From this point the grade is slightly undulating, and varies from
a level to 20 feet per mile, 15.75 miles, to where the Une crosses the
river about one mile above Bradley's mills, and 9.68 miles from the
Lake at Burlington. Thence the route takes a more westerly
direction, and leaves the Onion River, passing through a part of
Williston — and will require a grade of 40 feet per mile to ascend
the summit between Onion River and the Lake, the height of which
is 252 feet above the Lake, and 7.25 miles distant from it. Then the
line crossing the Winooski turnpike, and following the valley of
Potash brook to the shore of Lake Champlain, will require a
grade of 50 feet per mile, a portion of the distance. Then the
route takes a northerly direction near the shore of the Lake, about
1*
6
two miles from Burlington to the steamboat landing and wharf of
Messrs. Follet & Bradley.
There was another route surveyed, continuing down the valley of
Onion River to Winooski village, there crossing the river, and thence
to the same point of termination ; which is longer, and not so feasi¬
ble as the other-described route.
Also a line from the mouth of Dog River to Montpelier, opposite the
State House, 1.7 miles, was surveyed and estimated. I will here state
that another route has been examined, leaving the line surveyed at
Royalton, and passing up the second branch of White River, through
East Bethel, East Randolph, Brookfield, Williamstown, and Barre,
to Montpelier, which is probably shorter than the one surveyed, but
will require steeper grades in passing the summit, and more expen¬
sive excavation and embankment. This, however, can only be de¬
termined by an accurate survey, which would probably be made
previous to the location of the road.
The general character of the route above described and surveyed
is very favorable for the construction of a good and permanent rail¬
road at a moderate expense. The earth to be excavated is mostly
composed of sand or gravel, easily moved, and suitable for forming
a good road-bed. The amount of rock-excavation between Connect¬
icut River and the summit in Roxbury is comparatively small, but
occurs more frequently in the spurs of the hills, along the valleys
of Dog and Onion rivers. The rock is mostly argillite, and not diffi¬
cult to excavate, but some limestone is found near Burlington. In
the following estimate, a liberal allowance has been made for rock
in the deep cuts, and perhaps more than would be encountered in
construction.
The estimates for grading a single track, are based upon a width
of road-bed of 20 feet in excavation, and 15 feet on the embank¬
ments ; and the superstructure is computed for a wrought-iron rail
of the most approved pattern, 18 feet in length, weighing 56 lbs. per
linear yard, with clasp chairs at the joints; with the rails and chairs
spiked to wooden sleepers placed upon sub-sills.
In the following estimate I have made three divisions, correspond¬
ing with the character and quality of the work, on different portions
of the route. The whole distance of the line, as surveyed, is 102.84
miles, from Connecticut River to Lake Champlain.
7
ESTIMATED COST OE CONSTRUCTION.
From Connecticut River to Royalton. Distance 21.02 miles.
Earth excavation,
1,014,189 cubic yards, at
.10
$101,418.90
Rock excavation,
9,500 "
H II
.80
7,600.00
Common masonry,
9,520 perches, at
1.75
16,660.00
Bridge masonry,
5,600
Ii
4.00
22,400.00
Rubble,
1,200 "
il
.75
900.00
Bridging,
1,200 ft. in length, at
16.00
19,200.00
Changing common road and crossings,
'
-
1,000.00
$169,178.90
From Royalton to Montpelier.
Distance 41.39
miles.
Earth excavation,
820,772 cubic yards, at
.12^
$102,596.50
ti il
484,348 "
Ii
.11
53,278.28
Rock excavation,
54,176 "
it
.75
40,632.00
it it
19,125 "
il
.80
15,300.00
Bridge masonry,
18,100 perches,
it
2.50
45,250.00
it ti
2,600
il
4.00
10,400.00
Common masonry,
2,973
a
1.75
5,202.75
Rubble,
3,600
ti
.90
3,240.00
Bridging,
700 feet,
It
16.00
11,200.00
it
1,525 "
il
15.00
22,875.00
i(
440 "
it
12.00
5,280.00
Small bridges,
- 1,720.00
Changing common road and crossings,
•
-
1,800.00
$318,774.53
From Montpelier to Burlington.
Distance 40.43 miles.
Earth excavation,
993,970 cubic yards, at
.11
$109,336.70
it it
244,986 "
i.
• 12^
30,623.25
Rock excavation,
20,250 "
a
.90
18,225.00
it il
62,175 "
a
.75
46,631.25
Common masonry,
17,139 perches,
IC
1.75
29,993.25
Bridge masonry,
4,630
a
4.00
18,520.00
Bridging,
800 feet,
il
15.00
12,000.00
Small bridges,
.
-
-
- 4,400.00
Changing common road and crossings,
•
-
3,995.00
$273,724.45
8
From Dog River to Montpelier. Distance 1.70 miles.
Earth excavation, 18,500 cubic yards, at .12| $2,312.50
Rock excavation, 900 " " " .75 675.00
Masonry, 550 perches, " 2.00 1,100.00
Bridging, 100 feet, " 15.00 1,500.00
$5,587.50
Estimate for one mile of Superstructure.
at
Longitudinal sills,
Sleepers,
Iron rails,
Chairs,
Spikes,
25,000 feet,
1,760
88 tons,
586
3,520 lbs,
12.00 per M.
.30 each,
65.00 per ton,
.50 each,
.05 per lb.
Laying superstructure,
Transportation, delivery, and distribution of materials,
300.00
528.00
5,720.00
293.00
176.00
320.00
663.00
$8,000.00
Estimate for furnishing the Road.
8
Locomotive Engines,
at
$5,000
$40,000
8
Passenger Cars,
((
1,800
14,400
4
Baggage Cars,
it
500
2,000
50
Freight Cars,
tt
300
15,000
50
it tl
it
500
25,000
4
Snow Ploughs,
it
250
1,000
4
Turn-tables,
a
800
3,200
Hand Cars and Tools,
-
.
1,600
Repairs, Shop, and Fixtures,
-
- 7,800
$110,000
Recapitulation.
From Connecticut River to Royalton,
From Royalton to Montpelier,
From Montpelier to Burlington,
From Dog River to Montpelier,
Superstructure, including turn-outs,
Furnishing the road,
Depot Buildings and Fixtures,
21.02 miles,
41.39 "
40.43 "
1.70 "
$169,178.90
318,774.53
273,724.45
5,587.50
767,265.38
896,000.00
110,000.00
60,000.00
9
Fencing, - 32,960.00
Right of way, and land damages, .... 78,375.00
Agencies, Engineering, and incidental expenses, - 60,000.00
2,004,600.38
For contingencies add 10 per cent., ... 200,370.03
$2,204,970.41
The result of the estimate shows an average cost of about
$21,000 per mile, which I think is amply sufficient for the comple¬
tion of the road for operation. The curves on the line may be lim¬
ited to radii from 1,000 to 5,000 feet. The following table exhibits
the inclination or grades per mile ; the number of planes required,
with the distance.
Table of Grades.
Grades per mile in feet,
Level.
5 to 20
20 to 30
30 to 40
40 to 50
Number of planes,
53
24
29
13
11
Distance in miles,
40.54
19.81
15.93
12.01
14.55
By referring to the above table, it will be seen that the route is
very favorable, as the inclinations will admit a high rate of speed
and heavy freights in operating it, there being more than 40 miles
level, and nearly three fourths of the entire distance less than 30
feet per mile.
In the execution of the surveys, from Northfield to Burlington, I
engaged the services of Mr. Jonathan Adams, who has had much
experience, and in whose ability I have the utmost confidence.
The line from Connecticut River to Northfield was surveyed by
Mr. George Stark, who is entitled to much credit for his skill and
perseverance in the performance of the duties assigned him. And
their assistants, Messrs. Pearson and Pratt, and others, rendered
efficient aid in the prosecution of the surveys. I am also under
obligation to the gentlemen of the committees, and the citizens on
the route, for their hospitality and assistance in the progress of the
Survey.
10
In relation to the advantages of this road, and amount of business
that would be done when completed, it is not deemed necessary to
give a minute account of statistics of the products of the country
through which it passes, or enter into a detailed comparison of its
importance with other routes.
This has always been considered the most feasible route, and the
least expensive of construction and operation, from Boston to Lake
Champlain, and the results of the surveys show it to be more favor¬
able than was anticipated. It would be superfluous for me to
attempt to argue the superior advantages of railroads with other
modes of conveyance, or of their importance as a speedy, cheap,
and profitable mode of transportation ; as this is fully demonstrated
by those already constructed and in successful operation.
As to the business that would be done upon this road, when com¬
pleted and in operation from Boston to Burlington, suffice it to say,
that the Central Railroad, in connection with the railroads from
Boston, passing through the interior of the State, by which
the travel and freight of the counties of Windsor, Orange, Wash¬
ington, Chittenden, Caledonia, Lamoile, Orleans, and Essex, would
be better accommodated than by any other route across the State ;
while the counties of Franklin and Grand Isle would be equally as
well accommodated, and at Burlington would receive a portion of
the produce of Addison and part of Rutland counties.
These counties comprise about three fourths of the capital, agri¬
cultural products, manufactures, and merchandise of the State.
Indeed, this route would undoubtedly receive the support of the
entire State, excepting a portion of the southern counties, which
now find, and always will find a market in New York.
Vermont is considered first in reputation for her agricultural
productions, while her facilities for manufactures of every kind, and
her mineral resources, are unbounded.
The city of Boston is believed to afford, either for agricultural or
foreign productions, one of the best markets in the Union. And if
it possessed the advantage of easy access with the interior of Ver¬
mont for the transportation of produce and merchandise, and the
cheap and rapid conveyance of persons, which this road would
afford, there can be but little doubt that it would maintain a suc¬
cessful competition with Troy, Albany, and New York, which are
now rivals in the business, from that section of the country border¬
ing on Lake Champlain.
The present means of access to other markets should not, there*
11
fore, supersede the demand for a readier one to that, with which
most of their business has been transacted in former times, and
which, with equal facilities of communication, would still have the
preferente.
But in addition to the object of preserving the trade and profita¬
ble intercourse, the proposed railroad may be regarded as a high¬
way that will open a commerce with a vast and rich country without
the limits of the State.
The friends of the Central Railroad may look far beyond Ver¬
mont for the business Which is to give it its chief importance.
From Burlington to Montreal, through a country rich in its resources,
there is no obstacle to the extension of a railroad, thus uniting the
capitals of New England and the Canadas ; and, in connection with
the Royal Mail Steamships, becoming the grand thoroughfare of
travel and transportation between England and her principal
American colonies.
Were theTé no other advantages it cannot be doubted that the
business of the section of the country which this route would pass,
together with the transportation of foreign goods and travel between
Boston and Montreal would be amply sufficient to render it a profit¬
able investment of capital. Yet the main advantage of this route
remains to be adverted to, — a glance at the map of North
America will show that the completion of this road will have but a
short link to be made, in order to connect Boston, by a direct,
speedy, and cheap means of communication, with a section of the
country destined ere long to be as rich in products as the whole of
the present Union.
A railroad which has long been contemplated, and the routes as
now surveyed, proves very feasible, from Lake Champlain, oppo¬
site Burlington, to Ogdensburgh, N. Y. This is the last link to con¬
nect Boston with all the great northern lakes which wash the shores
of New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Wis¬
consin, and Canada West.
The great advantages of this route over others to the same points,
is, that it is the most feasible and practicable route for crossing the
Green Mountains, that can be found along their whole extent ; also,
it passes through the interior of the State, and thereby connecting
and intersecting with other roads now in successful operation, and
forming a communication with the principal manufacturing districts
of the Union, and the most densely populated section of the State.
The importance of this enterprise to Vermont, cannot be too
12
highly appreciated by its citizens ; and an evidence of their interest
is manifested in the very liberal provisions of the charter granted
for this road, and permitting a connection with any railroad extend¬
ing from Boston, which offers an inducement for capitalists, worthy
of consideration.
This work should be regarded as one of the first importance.
While all the other New England States have railroad communica¬
tion with the seaboard, there is no reason why Vermont should
remain inactive in regard to her own trade and resources.
A rich soil, superior quality of products, the industry and enter¬
prise of her citizens combined, of which she may be justly proud,
yet it is not difficult to see that the same determined, persevering
enterprise, industry, and skill, which created these resources, are
still to be exercised to preserve them.
To reap the fruits of the soil, and gather the gifts of nature, it is
necessary that men should be scattered upon the face of the earth ;
but that they may enjoy the benefits of social and civilized fife, the
advantages of trade, and the improvements of the arts, they must
have a facility of intercourse with one another. So essential is *
this ease of intercourse, that, without it, any great advance in the
cultivation of the arts, or in wealth, is not to be expected; and it is
almost in proportion to the perfection of the means of communica¬
tion in a community, that its numbers, wealth, and means of enjoy¬
ment increase.
Respectfully submitted by your Servant,
T. J. CARTER, Engineer.