CjO t 
 
 Jii.lv. of jil. Library 
 
 51 
 
 33 /Y 
 
 HUDSON RPffi RAIL ROAD 
 
 \ 
 
 EEPOET 
 
 Oak Street 
 UNCLASSIFIED 
 
 .. 
 
 LOCATION OF THE LINE 
 
 usamaa.^ 
 
 ©enevai Ketnavfts 
 
 ON THE 
 
 PROSPECTS OF THE ROAD. 
 
 JOHN B. JEHVIS, Chief Engineer. 
 JANUARY 12th, 1848. 
 
 V\WAN*AS\W 
 
 Yorfe: 
 
 WM. C. BRYANT & CO. PRINTERS, 
 
Digitized by the Internet Archive 
 in 2017 with funding from 
 
 University of Illinois Urbana-Champaign Alternates 
 
 https://archive.org/details/hudsonriverrailrOOjerv 
 

 OFFICE OF THE HUDSON RIVER RAILROAD COMPANY, } 
 
 Engineer Department, > 
 New-York, 12th January, 1848. } 
 
 To the Board of Directors of the Hudson River Railroad Company : 
 
 Gentlemen — I have the honor of presenting a report on the question of the loca- 
 tion of the line of road from 
 
 FISHKILL TO GREENBUSH. 
 
 Examinations and surveys have been diligently prosecuted by Mr. Clark, the 
 locating engineer, and he has submitted a detailed report with estimates on two 
 routes. In preparing the lines for each route, surveys have necessarily been run 
 over a great extent of country, in order to find the most favorable line for each. 
 In the original survey of Mr. Morgan, the point of divergence from the river was 
 at Fishkill, rising gradually, and as it approached Wappinger’s creek it followed 
 the eastern slope of the valley, passing near Houstonville, and crossing the creek 
 east of the falls. The line then inclined westward, intersecting the old post road, 
 and continuing near it until it reached the eastern part of Poughkeepsie. This 
 line was found to be so unfavorable that a new point of divergence was taken at 
 Wappinger’s creek, and a route found, which passed Poughkeepsie, about half-way 
 between the above line and the river, and intersected it about two miles north of 
 Poughkeepsie. This portion of the line was found about one mile shorter, and 
 much less expensive than the original or eastern line, and therefore it was decided 
 to adopt it for this portion of the interior route. As the maps, submitted herewith, 
 will show the line better than any written description, they are referred to for in- 
 formation on this point. 
 
 The river route generally follows along or near the shore of the river. At Pough- 
 keepsie, Staatsburgh and Barrytown it passes back from the river, in order to 
 avoid interfering with docks, at the first and last place, and a sharp bend in the 
 river at the other. In these departures the grade rises from 20 to 30 feet above that 
 on the immediate shore of the river. The grade at Albany was taken at 22 feet 
 above low water in the river, and gradually declined, keeping above the influence 
 of the freshets, until the point was reached where the freshets of the river do not 
 raise the water above flood tides; from this point the usual level above the river 
 was taken. 
 
 The comparative result of the estimates has been different from what was gene- 
 rally expected. After diligent surveys the best line that could be found for the in- 
 terior route from Fishkill to a short distance north of Staatsburgh, is so expensive 
 as to have but little superiority over the river route. 
 
 From near Staatsburgh to Hudson the general character of the interior route is 
 highly favorable, offering a very easy line to grade, comparing very advantageously 
 with the river line opposite. The line continues favorable from Hudson to about 
 six miles north of Kinderhook village; but from this point to near Albany it is of a 
 very expensive character, so much so that it raises the estimate between Hudson 
 
4 
 
 and Albany about $100,000 above that of the river route on the corresponding 
 section. 
 
 The main difficulties on the interior route, it will be seen, occur in ascending from 
 the river to the table land. At the north end it passes a series of deep ravines and 
 clay ridges. The table land could have been reached with a much less expensive 
 line, if a grade of thirty feet to the mile had been adopted; but this was regarded 
 as incompatible with the great object to be secured. 
 
 The following tables show the degree and amount of curvature and straight line 
 on each route, and the inclination of the several lines, or gradients of the road, 
 with the elevation and depression on each route: 
 
 SUMMARY OF CURVES AND STRAIGHT LINES. 
 
 
 
 RIVER 
 
 ROUTE. 
 
 
 
 
 Number of 
 
 Length of 
 
 Radii in 
 
 Deflection in 
 
 
 Curves. 
 
 Curve of 
 
 Feet. 
 
 Degrees. 
 
 
 
 same deflec- 
 
 
 
 
 
 
 tion, in miles. 
 
 
 
 
 
 4 
 
 0.348 
 
 2062 
 
 41® 
 
 45’ 
 
 
 4 
 
 1.490 
 
 2475 
 
 191® 
 
 
 
 78 
 
 15.418 
 
 3094 
 
 1480® 
 
 05’ 
 
 
 1 
 
 0.664 
 
 3375 
 
 33® 
 
 
 
 7 
 
 1.523 
 
 3713 
 
 124® 
 
 10’ 
 
 
 30 
 
 6.716 
 
 4125 
 
 495® 
 
 29’ 
 
 
 10 
 
 2.976 
 
 4641 
 
 194® 
 
 
 
 5 
 
 1.093 
 
 5305 
 
 51® 
 
 20’ 
 
 
 14 
 
 2.363 
 
 6188 
 
 113® 
 
 30’ 
 
 
 1 
 
 0.184 
 
 7426 
 
 18® 
 
 
 
 7 
 
 1.850 
 
 9282 
 
 60® 
 
 20’ 
 
 Total curved line, 
 
 ... 34.625 
 
 
 
 
 
 Straight line 
 
 ... 48.375 
 
 
 
 
 << 
 
 Length in miles, . . . 
 
 . . 83.000 
 
 
 
 
 
 SUMMARY 
 
 OF CURVES 
 
 AND STRAIGHT LIN 
 
 
 
 INTERIOR ROUTE. 
 
 
 
 Number of 
 
 Length of Radii in 
 
 Deflection in 
 
 
 Curves. 
 
 Curve of 
 
 Feet. 
 
 Degrees. 
 
 
 
 same Deflec- 
 
 
 
 
 
 
 tion, miles. 
 
 
 
 
 
 3 
 
 0.818 
 
 2062 
 
 116® 
 
 
 
 2 
 
 0.184 
 
 2475 
 
 24® 
 
 
 
 34 
 
 8.578 
 
 3094 
 
 834® 
 
 18’ 
 
 
 3 
 
 1.289 
 
 3713 
 
 105® 
 
 
 
 23 
 
 3.347 
 
 4125 
 
 252® 
 
 36’ 
 
 
 4 
 
 1.462 
 
 4641 
 
 95® 
 
 20’ 
 
 
 27 
 
 10.094 
 
 6188 
 
 528® 
 
 15’ 
 
 
 5 
 
 1.808 
 
 9282 
 
 59® 
 
 
 Total Curved line 
 
 
 
 
 
 44 
 
 Straight line 
 
 ... 54.885 
 
 
 
 
 44 
 
 Length in miles . . . . 
 
 . . 82.465 
 
 
 
 
 /Total 
 Deflection in 
 Degrees. 
 
 2802 ° 39 
 
 Total 
 
 Deflection. 
 
 2014° 29’ 
 
5 
 
 RIVER ROUTE. 
 
 Table of Grades and Level Lines between Fishkill Landing and Greenbush. 
 
 Distance in miles. Inclination per mile 
 
 Ascent 
 
 Descent 
 
 Total Ascent and 
 
 
 in feet. 
 
 in feet. 
 
 in feet. 
 
 Descent. 
 
 49.312 
 
 Level. 
 
 
 
 
 9.204 
 
 0.271 
 
 2.50 
 
 
 2.50 
 
 5.993 
 
 0.500 
 
 3.00 
 
 
 3.00 
 
 1.759 
 
 1.136 
 
 2.00 
 
 
 2.00 
 
 2.454 
 
 2.445 
 
 6.00 
 
 
 6.00 
 
 1.000 
 
 5.00 
 
 5.00 
 
 
 5.00 
 
 2.250 
 
 3.007^ 
 
 2.0061? 
 
 
 22.50 
 
 ) 
 
 30. 1 
 
 1 
 
 
 20. 
 
 1 
 
 
 2.505 a 
 1,503 & 
 
 10.00 
 
 15. 
 
 25. | 
 
 127.50 
 
 1 
 
 1.503 8 J 
 0.504 
 
 15 
 
 7.50 
 
 15., 
 
 1 
 
 7.50 
 
 83.000 
 
 
 83.50 
 
 70,00 
 
 153.50 
 
 INTERIOR ROUTE. 
 
 Table of Grades and Level Lines between Fishkill Landing and Greenbush. 
 
 Distance in miles. 
 
 Inclination per mile 
 
 Ascent 
 
 Descent 
 
 Total Ascent and 
 
 
 in feet. 
 
 in feet. 
 
 in feet. 
 
 Descent. 
 
 8.888 
 
 
 
 
 
 
 5.276 
 
 From 
 
 3 to 4 
 
 8.80 
 
 11 
 
 19.80 
 
 1.012 
 
 <e 
 
 6 to 7 
 
 
 7 
 
 7 
 
 940 
 
 66 
 
 7 to 8 
 
 
 7.04 
 
 7.04 
 
 1.553 
 
 66 
 
 8 to 9 
 
 8.00 
 
 5 
 
 13.00 
 
 2.454 
 
 66 
 
 10 
 
 24.54 
 
 
 24.54 
 
 634 
 
 “ 
 
 10 to 11 
 
 
 6.87 
 
 6.87 
 
 1.636 
 
 66 
 
 11 ft. 
 
 
 18 
 
 18 
 
 2.515 
 
 66 
 
 11 to 12 
 
 22.78 
 
 6 
 
 28.78 
 
 4.970 
 
 66 
 
 12 to 13 
 
 62.28 
 
 
 62.28 
 
 1.963 
 
 
 13 to 14 
 
 
 27 
 
 27 
 
 7.056 
 
 
 14 to 15 
 
 
 102.63 
 
 102.63 
 
 1.411 
 
 66 
 
 15 to 16 
 
 22 
 
 
 22 
 
 13.023 
 
 
 16 to 17 
 
 159.93 
 
 57.18 
 
 217.11 
 
 28.807 
 
 66 
 
 17 
 
 222.28 
 
 267.35 
 
 489.63 
 
 0.327 
 
 66 
 
 17.040 
 
 5.90 
 
 
 5.90 
 
 82.465 
 
 
 
 536.51 
 
 515.07 
 
 1051.58 
 
 From the tables of curves, which show the linear arrangement, it appears that 
 the Interior route has six and a half miles more straight line, and seven hundred 
 and eighty-eight degrees less curvature, than the River route ; the minimum and 
 maximum radius being the same on each route. The length or distance from Fish- 
 kill Landing to Greenbush being on the 
 
 Interior route 82.465 miles 
 
 River “ 83.000 “ 
 
 The river line is longest by 0.535 
 
 The lines may be extended from half to three-fourths of a mile further north, de- 
 pending upon the point that may be selected for a termination ; but assuming it 
 may be half a mile, the distances will be respectively on the 
 
 Interior route 82.965 miles. 
 
 River “ 83.500 “ 
 
 The tables of gradients, or planes, show the maximum grade of the 
 
 River route to be . . ... 10 feet per mile. 
 
(excepting half a mile extending south from the Poughkeepsie depot, which has a 
 grade of 15 feet per mile ; but as it occurs whore the trains must stop, it is not re- 
 garded as of any practical importance.) 
 
 Interior route 17 feet per mile. 
 
 The total rise and fall is on the 
 
 Interior route 1051.58 feet. 
 
 River “ 153.50 “ 
 
 The highest summit above the river grade is 
 
 On the Interior route 218 feet. 
 
 On the River route 30 “ 
 
 In linear arrangement the Interior route is, say, half a mile shorter, and has 
 6 miles more of straight line. The curves on both lines, with a small exception, 
 are on large radii, being from 3094 feet to 9282 feet, and admit of being traversed 
 at high velocity. In this respect the lines may both be considered as good, the 
 preference being with the Interior, both as to directness and distance. In the more 
 important matter of gradients, or planes of the road, the River route is materially 
 superior. 
 
 No estimate has been made for land required for the road on either route. Ex- 
 perience having shown that the real value of land, when taken for such purposes, 
 has little to do with the question, provided two things are settled, namely, the line 
 of the road, and the determination to proceed with its construction. 
 
 In connection with this subject it may bo remarked, that the land required for 
 the Interior route, for the greater part, passes through a fine agricultural country, 
 and, to a greater or less extent, unavoidably traverses cultivated fields. The River 
 line occupies mainly the rough and uneven ground along the shore of the river, 
 doing little real damage, except as it disturbs buildings at the villages. In some 
 places the wharves will require to be extended, and this is provided for in the esti- 
 mates. To a very great extent the construction of the Road will improve the ap- 
 pearance of the shore ; rough points will be smoothed off, the irregular indenta- 
 tions of the bays be hidden and a regularity and symmetry imparted to the outline 
 of the shore ; thus by a combination of the works of nature and of art adding to 
 the interest, grandeur and beauty of the whole. However strongly this may now 
 be objected to by some, it is confidently believed that before two years shall have 
 passed after the completion of the road, none will be found willing to have the road 
 removed. 
 
 To some extent conditional contracts for land have been made on both routes, 
 which will doubtless be submitted by the Land Committee, and the Board will 
 judge as to the influence of land damages on this question of location. 
 
 The estimated cost is as follows : — 
 
 River Route, 
 
 Grading, including masonry and bridging $2,079,159 
 
 Extending wharves 30,000 
 
 Fencing 82,200 
 
 2,191,359 
 
 Add for contingencies and superintendence at 10 per 
 
 cent 219,135 
 
 $2,410,494 
 
 Carried forward $2,410-494 
 
7 
 
 Brought forward $2 : 4l0,494 
 
 Interior Route, 
 
 Grading, including masonry and bridging. ..... ... .$1,616,465 
 
 Fencing 85,200 
 
 1,701,665 
 
 Add for contingencies and superintendence at 10 per 
 
 cent 170,166 
 
 — $1,871,831 
 
 Interior less than River routo $538,663 
 
 The estimate is made for grading for a double track to Poughkeepsie on both 
 
 routes, and a single track from Poughkeepsie to Albany — the masonry and bridges 
 for a double track throughout. 
 
 The estimate would not exceed the above, on either route, more than $200,000, 
 to provide for a double track throughout. The difference will be less in proportion 
 to total cost on the River route, in consequence of the river walling, which is a 
 heavy item, and will be the same for a single as for a double track. 
 
 Having presented a statement of the gradients of the two routes, it is now pro- 
 posed to investigate their comparative advantages in the working of the road. In 
 doing this, it will be the object to present the subject in a manner as free as practi- 
 cable from technicalities, and if it do not appear clothed in a strict professional form, 
 it is believed the Board will, not the less, be able to understand and appreciate it. 
 As the passenger and freight trade will be affected somewhat differently, it appears 
 proper to consider them separately. In doing this, the engines and their power, 
 and the resistances they must overcome, will be especially the subjects of discus- 
 sion. 
 
 ENGINES FOR PASSENGER TRAINS. 
 
 The medium by which a Locomotive exerts its power on the load, is the adhesion 
 of what are termed its driving wheels to the rails. If this adhesion be not sufficient, 
 the wheels will slip on the rails, and, though the engine may turn the wheels, the 
 load will not move forward. In any event, therefore, provision must be made for so 
 much adhesion in the driving wheels as will be sufficient to enable the engine to 
 move with the load it is intended to transport. The capacity of the boiler to gene- 
 rate steam determines the actual power of the engine. This power being settled, 
 the load the engine can transport, will be in a ratio varying inversely with the ve- 
 locity with which it is to be moved ; but the medium (adhesion) by which this 
 power i3 transmitted will be in direct proportion, not to the velocity, but to the load. 
 
 This may be illustrated by supposing an Engine capable of moving a load of 100 
 tons at the rate of 15 miles per hour. Now the velocity may be increased so that 
 the engine can only carry 50 tons, though working up to her full capacity of gene- 
 rating steam ; but the weight of the load being reduced one half, the amount of 
 adhesion in the engine necessary to set it in motion is also reduced one half. The 
 adhesion of the driving wheels, therefore, may be reduced as the velocity is in- 
 creased, the power of the engine remaining the same. 
 
 It is important to keep distinctly in view, that the actual power of an engine is 
 determined by its capacity to generate steam, while the adhesion required to apply 
 this power to the load, will be in proportion to the load, and the load will vary ac- 
 cording to the velocity with which it is moved. 
 
 A passenger train is required to move more rapidly than a freight train, and, con- 
 sequently, requires less adhesion in its driving wheels. The practical consideration 
 of this question of adhesion depends materially on the character of the road 
 
8 
 
 and the circumstances of its passenger trade. If heavy gradients occur occasionally 
 on the route, or heavy loads are to be carried, that do not require great speed, it is 
 necessary to provide more adhesion to enable the engine to exert its power at a re- 
 duced velocity. 
 
 Passenger Engines in this country are generally made with two pairs of driving 
 wheels, a practice which I consider to have arisen from the frequency of heavy 
 grades and the necessity of carrying heavy loads, at a corresponding diminution of 
 velocity. This may do very well where no competion exists, and a moderate velocity 
 will afford sufficient accommodation to control the trade ; but it is not applicable 
 where high velocity and the greatest economy are required in working the road. 
 
 The advantages of one pair of driving wheels over two pairs are — First ; less 
 number of working parts in the machine, by which the risk of accident and the cost 
 of repairs are diminished. Second : The machine being more simple works more 
 effectively ; and Third : By substituting a simple pair of bearing wheels for one 
 pair of large driving wheels, from one and a half to two tons are saved in the 
 weight of the engine, while its power is not reduced. These are considerations of 
 great importance in an engine, designed to run at high velocity. 
 
 In England it is believed to be the uniform practice, on roads on which a high ve- 
 locity is maintained, to use engines with one pair of driving wheels, for their fast 
 trains. 
 
 Perhaps there is no road that, from its gradient and the importance of running at 
 high speed, is better adapted to, or more urgently demands the use of engines with 
 one pair of driving wheels for its passenger trade, than the one under considera- 
 tion. The investigation will, therefore, proceed on the basis of engines with one 
 pair of driving wheels, and they will be assumed to be capable of working up to 
 their adhesion, at the speed with which it is intended to run. 
 
 The adhesion of a driving wheel will be in a ratio of the weight with which it 
 bears upon the rail. This ratio will be affected by the condition of the rail. When 
 dry, or washed by a heavy rain, the rail is regarded as in its best state for adhesion; 
 and, when slightly wet by dew, or mist, in its least favourable state, if we except 
 white frost and snow, which at times, nearly destroy it. In a fair state of the rails 
 this adhesion is equal to 1-6 the insistent weight, and 1-8 is regarded as a safe 
 basis for the usual, or ordinary condition of the rails. For a passenger business 
 1-10 is considered a proper ratio for general calculation ; allowing for a larger range 
 in the condition of the rails, and at the same time providing for the occasional oc- 
 currence of an extra load, which it may be necessary to attach to the engine. 
 
 The question has been dwelt on more at length, on account, not only, of its im- 
 portance, but because the views entained are somewhat at variance with the general 
 practice in this country. 
 
 Before proceeding to calculations of the load an engine will move, the principal 
 sources of resistance will be briefly noticed. They are 
 
 First. — That arising from the friction of the cars. It is usually estimated that 
 8 1-2 lbs. is a power sufficient to draw one ton, of 2240 lbs. on a level. This has 
 been reduced to 6 lbs. on the best carriages on English roads. It is probable that 
 a similar reduction will in time be effected in this country, but as we must com- 
 mence with cars, not differing materially from those now in use, it is best not to 
 anticipate improvements, so far as to make them the basis of computation at this 
 time. Eight and a half pounds, therefore, will be taken as the basis for friction. 
 
 Second. — Air offers a resistance that is very small at low velocities ; but as ve- 
 losity is increased it becomes important. This is approximately determined, by as- 
 certaining the area of that part of the train which is exposed, when in motion, t 0 
 
9 
 
 tli© impact of the air, and the velocity of its motion With a train of five passenger 
 cars moving at the rate of 35 miles per hour, this resistance would require a power 
 of about 400 pounds to overcome it ; and if, in addition to this, the train should 
 meet a head wind, blowing at the rate of ten miles per hour, the resistance would 
 be increased to about 660 pounds. Should such a current of wind, however, blow 
 in the direction of the train’s motion, the resistance would be reduced to about 200 
 pounds. It therefore appears, that, while the train moves at the same rate, this 
 resistance may be very different, varying according to the force and direction" of 
 the wind. The speed of the train, however, must be maintained in all cases, and 
 power must be at command to meet the ordinary circumstances of this resistance. 
 At the same time it would not be economical to provide at all times power suffi- 
 cient to meet the resistance of extraordinary head winds — it would be best in such 
 cases, when a heavy train is to be moved, to use an extra engine. These remarks 
 arc sufficient to shown the importance of this element of resistance, and such pro- 
 vision should be made for it, as appears to be demanded for the proper conduct of a 
 passenger train. A wind blowing at the rate of 10 miles per hour, is a very com- 
 mon occurrence, and, as it must be against the train in one direction, it would hard- 
 ly be prudent to provide less power than sufficient to meet this amount of atmos- 
 pheric resistance. 
 
 Third. — The resistance from gravitation in ascending an inclined road, which 
 will vary according to the angle of ascent. If the resistance from friction be taken 
 at 8 1-2 pounds per ton, of 2240 lbs., the resistance from gravitation will be essen- 
 tially the same in amount, in ascending an inclination of 20 feet per mile ; and in 
 proj)ortion for any other inclination. It therefore, appears, that to draw a load up 
 •an asoent of 20 feet per mile requires double the power needed to draw it on a level. 
 It must not be inferred from this, that an engine will draw half the useful load up 
 such ascent, that it would on a level ; for, in moving up the ascent, the resistance 
 from the gravitation of the engine and tender must be deducted from the power 
 sthat was available on the level to carry useful load, and the difference in effect, 
 caused by this deduction, will be in the ratio which the weight of the engine and 
 tender bears to the useful load carried ; consequently it will be greater for a train 
 moving at high velocity, than for one moving at a low velocity. 
 
 The first and second elements of resistance, viz, friction of carriages and the im- 
 pact of the air, occur to a train moving on a level; the resistance arising from 
 gravitation, in addition to these occurs on an ascending plane. 
 
 The weight of engine assumed for the following computation is— 
 
 16 tons, with 7 tons (15,680 lbs) on one pair of driving wheels. 
 
 Weightof Tender, 14 tons. 
 
 The ton used in these calculations is 2,240 lbs. 
 
 Adhesion 1-10 the insistent weight on drivers. 
 
 Friction of cars 85 lbs. per ton. 
 
 Resistance of air, 650 lbs., due to a velocity of 35 miles per hour, against headwind 
 of 10 miles per hour. 
 
 The gross load includes the cars and their load, and is exclusive of the engine and 
 tender. 
 
 Then, we have 
 15,680 
 
 = 1,568 lbs, tractile power of the engine. 
 
 10 
 
 1,568 — 650 
 
 and 14 (tender) = 94 tons, gross load on a level. 
 
 2 
 
 8.5 
 
lu 
 
 To determine what portion of this the engine will carry up an ascent, we must first 
 deduct the resistance arising from the gravitation of the engine— which will be found 
 (having assumed the resistance from friction of cars as equal to an ascent of 20 feet 
 per mile) by taking such fraction of the weight of the engine and tender as will be 
 in the same ratio to its full weight as the inclination of the plane is to an ascent of 
 20 feet per mile : and deduct the same from the gross load on a level, before stated ; 
 the remainder must be divided by a number that will express the resistance from 
 both friction and gravitation of cars. 
 
 We have then for an ascending plane of 
 94 — (8+7) 
 
 10 feet per mile 52.66 tons gross load. 
 
 1.5 
 
 94— (13.6-f-11.9) 
 
 17 feet per mile = 37.03 tons gross load. 
 
 1.85 £ 
 
 For the several planes embraced in the preceding computations, the gross load dwe 
 to the adhesion, as assumed, appears to be 
 
 On a level 94.00 tons. 
 
 On ascent of 10 feet per mile 52.66 “ 
 
 On ascent of 17 feet per mile 37.03 “ 
 
 It is assumed (and fully believed) that the engine may be made to generate steam, 
 sufficient to move the loads above stated, on the respective planes, at a velocity of 35 
 miles per hour, and make average time, including stops, of 32 miles per hour; at this 
 speed the trip between New York and Albany would be performed in 4^ hours. 
 
 If the road were constructed uniformly on either of k the planes embraced in the 
 above computations, the load expressed would be the measure of useful effect on 
 each. But this is not the case on either of the two routes under consideration, as 
 has been shown in the table of grades before given. It is therefore necessary to see 
 how these results will be modified by the different planes, and their lengths on either 
 route. 
 
 The ratio of adhesion has been taken at 1-10, and if the velocity of the engine be 
 reduced, a corresponding increase of load may be taken, provided the adhesion be 
 sufficient to transmit the power to the load. It has been stated that the maximum 
 adhesion is 1.6 the insistent weight, and for short distances it may safely be taken at 
 1-8, if not 1-7; but let it be 1-8, which will be an incx'case of 25 per cent. Now. if 
 the velocity be reduced to 25 miles per hour, the resistance from air will be reduced, 
 according to the basis of the calculation of that resistance, 250 pounds. If this 
 power be applied to overcome the friction and gravitation of additional load, it would 
 be equal to the traction of 30 per cent of the gross load in this case, and we may, 
 therefore, safely add 1-3 to the load, if this reduction in velocity is permitted. By 
 this reduction in velocity a loss of time is caused, half of which may be regained by 
 an increase of speed on the descending planes, when the power of the engine will be 
 aided by the same amount of gravitation, which was overcome in the ascent. This 
 question will be further modified by the intervening planes of lighter ascent and de- 
 scent, and those that are level. 
 
 Not to go into too much detail, it may suffice to assume that all the grades on the 
 Interior line that are below 14 feet per mile, will permit the engine to maintain an 
 average speed of 35 miles per hour; and those above this, being for the most part 16 
 and 17 feet per mile, will cause some retardation. For the River line, all that are at 
 and under five feet per mile will also allow the maintenance of an average speed of 35 
 
11 
 
 miles per hour, and all over this being 10 feet per mile, will cause some retardation. — 
 The time required to perform one mile at the rate of 25 miles per hour is 686-1000 of a 
 minute greater than at the rate of 35 miles per hour, and if half this is regained by 
 increase of speed on the descending planes, the loss of time per mile of heavy plane 
 in the ascent is equal to 343-1000 of a minute. Multiplying the number of miles in 
 each plane by this fraction, will give the total loss of time caused by the proposed in- 
 crease of load, and is 
 
 For the Interior Line — 
 
 25-312 miles a .343 = 8.682 minutes 
 For the River Line — 
 
 6,625 miles a .343 = 2.272 
 
 Difference in favor of River Line .... 6.410 “ 
 
 A grade of half a mile in length, of 15 feet per mile, occurs on the River Line, 
 which has been included in the length of road having a grade of 10 feet per mile, 
 but has not otherwise been considered, for the reason, that it terminates at the 
 point designed for a depot at Poughkeepsie, where the speed would necessarily be 
 reduced, for the purpose of stopping the train, and because its length is not suffici- 
 ent to produce any practical impediment to the progress of the train. 
 
 From the computation above stated it appears that the loss of time by the Inte- 
 rior, as compared with the River Line, will be about 65 minutes ; but this loss, in 
 consequence of the extra length of the River Line, about half a mile, will be re- 
 duced to, say, 5^ minutes. On the other hand, the River Line, being mainly a lev- 
 el, would have some advantage over the undulating plans of the Interior Line. It 
 does not, however, appear important to enter into furthei details. 
 
 It is necessary now to determine the number of passengers that may be transport- 
 ed, or that will make up the load of the Engine. 
 
 For through passengers, with the usual allowance for baggage, the following esti- 
 mate has been prepared : 
 
 A car capable of accommodating 50 passengers is estimated to weigh when 
 
 empty 7 tons 
 
 50 passengers at 150 lbs each 3.34 
 
 Baggage, at an average of 40 lbs with twice and a half the weight in car to 
 carry it, is equal to 140 lbs per passenger, and 50x140 gives for gross load of 
 baggage and car 3.12 
 
 Total for 50 Passengers 13.46 
 
 equal to 3.64 passengers per ton of gross load. 
 
 Consequently we have on the several planes above investigated, as follows (add- 
 ing i on the ground before stated) viz : 
 
 Passengers. 
 
 On a level 94x3.64=342 
 
 “ an ascent of 10 feet per mile 
 <( « 27 “ « 
 
 ( 52.66 > 
 
 . 1 52.66 -\ — £ *3.64 = 255 
 
 C 37.03 } 
 
 } 37.03 -J V x 3.64 = 180 
 
 The trains would probably average f of a full load, and the number of passen- 
 
 gers then would bo 
 
 On a level 228 
 
 ** ascent of 10 feet per mile 170 
 
 « « 17 “ “ 120 
 
 If the running velocity be reduced to 30 miles per hour, and an average of 26 
 
12 
 
 miles per hour, including stops, as for a way train, the load may be increased 
 
 about 5 of the above, and the average would be. 
 
 On a level. . . 804 passengers. 
 
 “ an ascent of 10 feet per mile 227 “ 
 
 “ “ 17 “ “ 160 « 
 
 The great difference of the loads on the several planes arises from the causes be- 
 fore mentioned and the large amount of power required to overcome the resistance 
 of the air, which, being nearly the same on all the planes, must first be deducted 
 from the power ; thus reducing the useful effect,, and varying the ratio of the 
 weight of engine and tender to the total load transported. 
 
 To increase the load on the 17 feet ascent to that above given for a ID feet as- 
 cent, it would not be necessary to increase the power of the engine in the propor- 
 tion above stated. The resistance from air would be essentially the same, and it 
 would only require sufficient additional power to overcome the resistance from 
 friction and gravitation, which would be about 25 per cent. This, however, does 
 not affect the correctness of the above comparison ; it only shows that for a larger 
 engine the ratio of useful effect would compare somewhat more favorably for the 
 heavy planes : for the larger engine, if on a 10 feet plane, at the same velocity, 
 would carry a corresponding increase of load, leaving out of view one element of 
 resistance common to both. 
 
 The class of engine assumed in the preceding computations is one that is regard- 
 ed as well adapted to high velocity. It may be found expedient to adopt a larger 
 class ; but for the work it may do, this will probably operate as economically as 
 any other, and, therefore, the comparison is a good one for the several planes. 
 
 Such an engine may be run at an expense of forty cents per mile, and the repairs 
 of cars, road and stations, and all other expenses, will be fully provided for at forty 
 cents more, making the total expense, per mile run, eighty cents. To use a larger 
 class of engines will increase the expense of repairs, both of engines and road, and 
 require a corresponding increase of fuel. The addition of twenty-five per cent, to 
 the weight and power of the engine, is estimated to add ten cents per mile to the 
 expenses for power. The data from which this result has been obtained are not yet 
 clearly settled, as it is not known what the comparative influence of heavy and light 
 wheels is on the cost of repairs of both engine and road. The question is regarded, 
 however, in its application to high velocities, as quite important, and experience 
 may show it to be greater than provided for above. As the planes will extend a 
 controlling influence over the whole road, it appears that the expense of a train car- 
 rying the same number of passengers by the interior route will be $14.20-100 more 
 than by the River route. 
 
 The average number of passengers, as before stated, for a train moving at 35 
 miles per hour, on the River line, is 170. The cost of transporting them will be aa 
 follows : 
 
 On the River Line $115 20 
 
 “ “ Interior 129 40 
 
 170 passengers at $1 50|= $255. 
 
 Receipts over expenses : 
 
 On the River Line $139 80 
 
 “ “ Interior Line 125 60 
 
 The cost of transportation per passenger at speed of 35 miles per hour, is 
 
 By River Line 67 8-10 cents. 
 
 By Interior Line 76 1-10 “ 
 
 Difference in favor of River Line, 8 3-10 cents. 
 
13 
 
 In a large passenger train, at a speed of about 22 miles per hour, or so as to make 
 the|time between New- York and Albany hours, an engine with two pairs of dri- 
 ving wheels, and weighing 20 tons, would be able to transport 
 
 On the River Line 500 passengers. 
 
 “ “ Interior Line 375 “ 
 
 The cost would be the same in either case, except the difference in the additional 
 cars for the larger number, which is estimated at 10 cents for each passenger, or 
 $13 50 on 135, which is the excess in the number of passengers. 
 
 The cost is estimated for the train — 
 
 River Line, at $140 00 
 
 Interior Line, at 126 50 
 
 Cost per passenger : 
 
 River Line v . 28 cents. 
 
 Interior Line 33 7-10 “ 
 
 If the load be reduced l-5th for an average, the cost will be on the — 
 
 River Line 35 cents per passenger. 
 
 Interior Line 421-10“ “ 
 
 The preceeding computations show two important features in the economy of a 
 passenger traffic, viz : That arising from large trains, or a full load, as compared 
 with a partial load ; and that arising from a moderate velocity, as compared with a 
 high velocity, a speed of 32 miles average velocity costing about double that of 22 
 miles. 
 
 ENGINES FOR FREIGHT TRAINS. 
 
 These generally travel at the rate of about 12 miles per hour. At this speed the 
 resistance from air is not of much moment, and is not usually taken into account ; 
 this calculation will not be made so close, in regard to power and resistance, as to 
 render it necessary to do so. The adhesion will be taken at l-8th the insistent 
 weight, which is about l-3d less than will be available in a good state of the rails. 
 As the speed is slow, two pairs of driving wheels are necessary, and it will be easy 
 to give the engine power to work up to this adhesion. Engines for freight trains 
 have been made for six and eight driving wheels, but for general use those with two 
 pairs, or four driving wheels, are preferred. 
 
 The data for the calculation of their performance will be as follows s 
 
 Weight of Engine, 20 tons. 
 
 Weight on 4 drawing wheels, 14 tons, or 31,360 pounds. 
 
 Adhesion l-8th the insistent weight on drivers. 
 
 Tender, 14 tons. 
 
 Traction per ton of gross load, 8^ pounds. 
 
 31360 
 
 Then, = 3920, pounds the tractile power of the engine. 
 
 8 
 
 3920 
 
 14 = 447.17 tons, the gross load on a level, exclusive of engine 
 
 8£ and tender. 
 
 The load thafean be taken up an 
 
 447.17 — (10+7) 
 
 Ascent of ten feet per milo -= 286.78 tons. 
 
 1.5 
 
 447.17— (17 + 11.9) 
 
 =226.09 tons. 
 
 1.85 
 
 Ascent of 17 feet por milo = 
 
14 
 
 The freight a ear will carry should be six-tenths of the car and freight. The 
 amount of freight, therefore, comprised in the above calculated loads, will be : 
 
 On a level 447.17 X .6 = 268.30 tons. 
 
 Ascent lOfeetper mile 286.78 X .6 = 172.06 “ 
 
 “ 17 “ “ 226.09 X -6 = 135.65 “ 
 
 The cost of running the train (exclusive of depot expenses) is estimated for en- 
 gine men, (including driver, firemen, conductor and brakemen,) fuel, oil, and 
 maintenance of way and engine, at 50 cents per mile run, or for 144 miles, $72 ; for 
 cars, including maintenance of the same, and their share of maintenance of way, 
 35 cents per ton of freight on the whole trip of 144 miles. 
 
 The cost of transportation will be for an ascent of 10 feet per mile — 
 
 Engine, &e., as above $72 00 
 
 172 tons freight, at 35 cents 60 20 
 
 $132 20 
 
 For an ascent of 17 feet per mile — 
 
 Engine, &c.,as above $72 00 
 
 135 tons freight, at 35 cents 47 25 
 
 $119 25 
 
 The cost per ton transported, hence, is 
 
 132.20 
 
 On the River Line = 76.86 cts. 
 
 172 
 
 119.25 
 
 Do Interior Line = 88.33 cts. 
 
 135 
 
 Difference in favor of the River Line say 12 cts. per ton. 
 
 In order to present a more comprehensive view of the com- 
 parative ultimate economy of these two routes, it is necessary 
 to ascertain the amount of business that will be done, and 
 that will be influenced by this question: All the through 
 business and a large portion of the way business above Fish- 
 kill will be affected by it. It is, obviously, proper that any 
 estimate that is made should look forward to a period some 
 years subsequent to the opening of the road throughout. Not 
 less than five years (and ten would be more near the mark) 
 should be taken to allow a fair development of the business 
 of the road, which will go on, thereafter, increasing with the 
 growth of the country. Keeping this in view, not less than 
 500,000 passengers and 100,000 tons of freight may be taken 
 as the amount of business that will be affected annually by 
 this question, and according to the results arrived at above, 
 this would be done at a reduction of cost on the River Line, 
 as compared with the Interior, as follows : — 
 
 500.000 passengers at 8 cts • $40,000 
 
 1 00.000 tons freight at 12 cts. 12,000 
 
 Total $52,000 
 
15 
 
 ♦ 
 
 These amounts of traffic must be regarded asimbr.Ue, i 
 view of the prospects of the road. 
 
 It is estimated that the River (Line would be more expen- 
 sive to maintain, on account of exposure to the ice, and the 
 wash of the river. 
 
 This, however, would be counterbalanced to some extent 
 by the slides and settlement of the heavy clay cuttings and 
 embankments that must be encountered on the Interior route. 
 The River route, especially that portion exposed to the action 
 of the river, is for the most part of hard and rocky materials, 
 well adapted to resist the influences referred to. So far as fuel 
 or other material for the use of the road may be required from 
 the river market, the River route will be most advantageous. 
 In view of the relative exposure that will cause extra expense 
 in maintenance and the facilities for conducting the business 
 of the road on the two routes, it is considered that the River 
 route will be in the aggregate the most expensive, probably 
 to the amount of ten thousand dollars per annum. This is a 
 proper item to be deducted from the superior economy above 
 shown in favor of the River route in regard to running expen- 
 ses and will reduce the saving to Forty-two Thousand Dollars 
 per annum. 
 
 If, therefore, the amount of annual business before assumed 
 be well founded, the River route will be equal as an invest- 
 ment at the additional outlay in first cost of $600,000. 
 
 The estimated excess in cost - has been shown to be 
 $ 538 , 663. This difference in cost compared with the 
 economy in conducting the business of transportation, leaves 
 the question of route to be settled mainly by the relative pros- 
 pects of business on the two. In examining this question it 
 is proposed to confine the enquiry to those items that are or 
 may be considered peculiar to each. The general or through 
 trade is supposed to have been provided for in the calculations 
 before presented ; but it is considered proper to remark that 
 it is believed the amount assumed is much below what it will 
 be within ten years of the time of the completion of the road. 
 
16 
 
 and was taken rather than place this question on a more re- 
 mote period of its trade. Both routes reach Poughkeepsie on 
 lines that leave no important considerations in favor of one 
 over the other. 
 
 After leaving this place, the interior route, intersects no 
 village or city on the river, until it reaches Hudson, which it 
 passes about one mile from the river. It passes through or near 
 the villages on the old post road, ranging from one to near 
 four miles from the river. From Hudson the line inclines eas- 
 terly from the river, passing several factories and running 
 about one and a half miles westerly from the villageof Kin 
 derhook, where it is about three miles from the river ; thence 
 inclining towards the river the line traverses about six mile 
 of cultivated country, and about ten miles very little cultivat- 
 ed, when it comes out into the valley of the river, about three 
 miles from Albany. After passing Kinderhook there is no vil- 
 lage on the line, or nearer than those on the river, which on 
 the east side, are small between Hudson and Albany. 
 
 Between Poughkeepsie and Hudson, this line traverses a 
 fine agricultural district, that extends from the east bank of 
 the Hudson river, to ten, and in some cases fifteen miles in 
 width, where the country becomes broken and hilly, and 
 much less valuable for agriculture. There is nothing worthy 
 of note as manufactures, or mechanical facilities for manufac- 
 tures in this district. The trading towns are small, dividing 
 the commerce of the country with the small villages on the 
 river where the heavy business is done. Between Hudson and 
 Kinderhook village, there are several large manufactories, at 
 Columbiaville, Print works, Staatsville, and Stuyvesant Falls. 
 If concentrated, they would form a very respectable manufac- 
 turing town. Some of them are so situated that they would 
 be as well accommodated by one line, as the other, but gen- 
 erally the inland route would best accommodate them. From 
 Hudson to about six miles North of the Kinderhook village, 
 the line traverses a fine agricultural district. 
 
 The interior route for the most part runs from two to four, 
 
17 
 
 and some times(by the travelled roads) five miles from the river. 
 This circumstance will give it the control of the passenger 
 business of the district through which it passes, at higher rates 
 of fare, than could be obtained from the same, if they were to 
 go to the line on the river, where a choice could be made be- 
 tween the Railroad and steamboat conveyance. The saving 
 in cartage over ordinary roads, would be an inducement to 
 send a larger amount of freight on the Railroad, than would 
 be sent if the property were transported to the river, where 
 navigation would come in direct competition with the RaiK 
 road. 
 
 These remarks are applicable only during the season of 
 navigation ; when the river is closed by ice, the Railroad will 
 have no competitor. 
 
 The river route following the shore, and passing directly, 
 or near by the steamboat landings, must come in direct com- 
 petition with the river navigation, for all its business during 
 the season when the river is not obstructed by ice. If it 
 should not be able to sustain this competition successfully, 
 then it is clear the interior route would be the best, and it 
 would be advisable to carry it still farther from the river than 
 it has been run. 
 
 If it be admitted the Railroad will successfully compete 
 with steamboats, still it would be at some reduction in profit, 
 and a larger amount of trade must be secured on the river 
 route to produce the same amount of income. 
 
 The villages on the east shore of the river between Pough- 
 keepsie and Hudson and also between Hudson and Albany 
 are small. On the opposite side of the river, the villages are 
 much more important. Of the latter, Kingston andRondout are 
 situated at the termination of the Delaware and Hudson Canal, 
 and more shipping is employed at Rondout, than at any other 
 place, between New York and Albany. 
 
 Saugertiesis a large and flourishing manufacturing village. 
 Cattskill is among the most important towns on the river* 
 Athens is a considerable village opposite Hudson. Coxackie 
 
 3 
 
18 
 
 ts t he most important village between Hudson and Albany, 
 and New Baltimore and Coeymans, larger than any village 
 on the east side between the same places except Stuyvesant 
 landing. By an inspection of the map of the State it will be 
 seen that the trade and travelling of a larger extent of coun- 
 try, concentrates and passes through the villages on the West 
 side, than through those on the Bast side, if we except 
 Poughkeepsie and Hudson. 
 
 This arises from the greater facility of diversion on the 
 East, than there is on the West side of the river. 
 
 If the road were constructed on the interior route it would 
 be less able to compete for the travelling from the river vil- 
 lages than for the travelling of the interior villages, if the 
 river route should be adopted ; for the passengers from the vil- 
 lages on the river would have the boats at hand, when to 
 take the railroad on the interior route they must travel from 
 one to five miles on ordinary roads to reach it; whereas tra- 
 vellers from the interior, if the road was on the river route, 
 must do no more to reach the railroad than would be necessa- 
 ry to reach the boats. Travellers from the west side of the 
 river could not be expected to cross and take conveyance to 
 the interior route to any great extent. The road constructed 
 on the interior route would, no doubt, cut off the great mass 
 of travelling on and east of it, that now goes to the river, 
 and it would lose the greatest part of that on the immediate 
 bank of the river, more particularly of the river villages ; and 
 it would lose nearly all the travelling from the west side. 
 
 If the road should be constructed on the river route, it 
 would be able to compete at even terms with the boats on the 
 river, for the travelling that would come from the interior line; 
 for, as before observed, they must come to the railroad, in or- 
 der to take the boats, and then the railroad and the boats would 
 be offered for their choice. For all the business on the east side 
 of the river the railroad would then have a fair competition 
 with the boats. To obtain business from the west side the 
 railroad must offer such facilities as will induce passengers to 
 
19 
 
 cross by a ferry in order to enjoy them Advancing north 
 from Poughkeepsie the river narrows, and ferries may be easi- 
 ly and cheaply established. They already exist to a consi- 
 derable extent, and it is confidently believed the advantages 
 the railroad would offer immediately opposite, would lead to 
 the most convenient and cheap accommondation of this sort. 
 Suppose a number of passengers on the west side of the river 
 atCatskill, designing to take the day boat from Albany — the 
 cars are to arrive on the opposite side, already an hour, to an 
 hour and a half in advance, and will reach New York four 
 to five hours in advance of the boat; how many of them 
 would cross a ferry requiring five minutes, and take the cars 
 in preference to waiting for the boat 1 Certainly every one of 
 them that desired a few hours to transact business in New 
 York and return to Catskill the same evening, and probably 
 the greater part of those who did not design to return the 
 same day. To reverse the direction of travelling, the passen- 
 ger at New York desires to visit Catskill, and spend a few 
 hours to transact business, or for amusement, and return to 
 New York in the evening, would take the cars of necessity, as 
 the boat would not furnish the means of accomplishing his 
 object. And if he leave New York in the evening, the cars 
 would enable him to reach Catskill about nine o’clock, while 
 the boat would arrive at the uncomfortable hour of one or two 
 o’clock the next morning. This is a practical affair, and may 
 readily be comprehended by any man, at all acquainted with 
 the habits of the travelling community, and there can be no 
 doubt a very large share of travellers from Catskill would pre- 
 fer crossing a short ferry, and thereby avail themselves of the 
 superior facilities the railroad would furnish. What has been 
 said of passengers to and from Cattskill, will apply to every 
 town on the west side of the river above Poughkeepsie, and 
 leaves no doubt that the way business from the west side of 
 the river, would be very large, if the road was constructed on 
 the river route. 
 
 It is believed the freight traffic during the season of navi- 
 
20 
 
 gation would be greater on the interior, than on the river 
 route. For the season of suspended navigation, the river 
 route would command I he largest amount of freight, from the 
 increased facility of approach, from the west side of the river. 
 
 The increase of traffic from the establishment of manu- 
 factures by steam power, would be much greater on 
 the river route, than on the interior route. Many persons have 
 little faith in the use of steam for such purposes, and will not 
 regard this as of the least importance ; but in view of the fact 
 that steam power is now used in the Eastern States to drive 
 two hundred and forty thousand cotton spindles, besides other 
 machinery, it cannot be doubted the highly favorable advan- 
 tages enjoyed, and to be enjoyed, in the Hudson River val- 
 ley, will soon induce the establishment of such manufactures. 
 
 The coal that finds its way to the shores of Rhode Is- 
 land and Massachusetts, to drive steam mills, comes directly 
 from the mines into the valley of the Hudson, and may be 
 landed from the canal boats, at the doors of similar establish- 
 ments on its banks. 
 
 The valley of the Hudson receives the traffic of a vast extent 
 of country, which naturally seeks this avenue of communica- 
 tion. The business of the Railroad is to improve this avenue, by 
 affording a more expeditious conveyance in summer, and at all 
 seasons, the means of cheup and expeditious transit. That the 
 road during the season of suspended navigation will control the 
 business of freight and passengers, as before observed, cannot 
 be questioned. If it cannot compete successfully for passen- 
 gers during the. season of navigation, then as before stated, it 
 will be best to adopt the interior route, where a considerable 
 share of business might be obtained, in consequence of its be- 
 ing so far removed from the competition of the river. It there- 
 fore appears necessary to a proper understanding of the com- 
 parative merits of the two routes, that the question as to the 
 capacity of the Railroad, to compete with boats for passengers, 
 should he examined. The great business of the Railroad in 
 summer must be in passengers, and it is proposed to examine 
 the prospect of its ability to do this business. 
 
21 
 
 If itcannot successfully compete with the boats for the way 
 traffic, it certainly cannot for the through traffic^ and in this 
 view the question is essential to the success of the enterprise 
 on any route. It will be considered that the boats on an 
 average, make the trip in ten hours ; they sometimes, under 
 favorable circumstances, perform it in seven and a half to eight 
 hours, but the average of fast boats, including landings, do 
 not much, if any, exceed the average above stated. The 
 cars on the Railroad will easily make the trip in five hours. 
 It may be urged that the boats will increase their speed, to 
 which it is a sufficient reply, that the Railroad will possess 
 the means of maintaining a corresponding increase. 
 
 The boats, to increase their speed, must be able to resist a 
 dense medium, (water,) while the increased resistance to the 
 cars would be air. The relative power to pass through these 
 elements may be judged of by the speed a man moving in 
 water up to his neck, would make, as compared with the 
 speed he would make by exerting his power, to run through 
 the air. Persons who speak of the increase that will be made 
 in the speed of steamboats, have usually very little idea of 
 the nature of the resistance they must meet, and it may be re- 
 garded as a safe basis that the cars can be moved on the 
 Railroad at about double the velocity of boats on the river.* 
 
 It has been urged by the opponents of this enterprise, that, 
 though the cars would travel faster than the boats, the lat- 
 ter would be able to transport at so much lower fare, as to 
 command the great bulk of the passengers. 
 
 Thers is no doubt that Railroad fare is generally higher 
 than that of steamboats on the Hudson. This may also be 
 said of steamboats on other waters, as compared with the 
 Hudson river boats. The economy of transporting passengers 
 depends materially on the number to be carried, whether by 
 
 * The greatest speed attained by Steamboats is believed to be, that made by 
 the Oregon and Vanderbilt last season on a race or trial of speed, from New 
 York to Sing-Sing and back, which was about 23 miles per hour; while many in- 
 stances have occurred of a speed of 60 miles per hour on railroads, or about three 
 times that of the fastest boats, under the most favorable circumstances* 
 
22 
 
 cars or boats. Were it not t hat it would too much extend this 
 paper, it might he shown that passengers could be transported 
 at less expense on the Railroad than on boats, considering the 
 numbers that this route will furnish. But it is sufficient to 
 show the practical working of Railroads, and compare the re- 
 sult with what may be depended on for this road. With this 
 view the following tabular statement has been prepared, 
 showing at a glance, the results of business in 1846, on nine 
 different roads in Massachusetts, seven of which terminate in 
 Boston. 
 

 Miscel 
 
 laneou 
 
 Receipt 
 
 
 
 a 
 
 o 
 
 P5 m 
 
 Total. 
 
 HOhOhW »-h 
 
 <©©}©©} o i'* t co 
 r^cocOi-ic4i-Hf>lrj5io 
 
 
 fa 
 
 °s 
 
 a 
 
 h a 
 
 Single 
 
 Track. 
 
 1.86 
 
 30.95 
 
 8.45 
 
 25.20 
 
 82.57 
 
 46.61 
 
 37. 
 
 1.19 
 
 148.55 
 
 • 
 
 Q 
 
 X 
 
 iH 
 
 fc 
 
 fa 
 
 h4 
 
 Double 
 
 ; Track. 
 
 25.75 
 
 12-25 
 
 44.62 
 
 16.— 
 
 5.11 
 
 13.12 
 
 6.45 
 
 Divi- 
 
 dend 
 
 per 
 
 Cent. 
 
 ’-’ht 
 
 CGCOCOCDCOOiO^HCO 
 
 “H* O 
 
 o 
 
 O) 
 
 t- 
 
 © 
 
 TJl 
 
 in 
 
 
 Cost of 
 Road pr. 
 mile. 
 
 03©0^(^©COOH 
 
 GOhOhiOOtCh 
 
 ^.<r<QDi>o^ao^(?*c^05 co 
 
 o' CO «S CO —i" o' cf 
 
 j > ^to*oei5coeow*o 
 
 48,031 
 
 £ 
 
 *m 
 
 ty per 
 -stops 
 ided. 
 
 Frei 
 
 ght. 
 
 “floa'oaoo^ffto 
 
 1 
 
 0 
 
 CQ 
 
 Yeloci 
 
 hour- 
 
 inch 
 
 Pas- 
 sen - 
 g’rs. 
 
 rj HN 
 
 H^tOlNHiOOO^^ 
 
 
 o 
 
 m 
 
 p! t3 • 
 
 ® a 2 
 
 ci< a & 
 x bD 
 
 ^ S 
 
 Total. 
 
 $ 
 
 212,233 
 
 169.679 
 283,876 
 162,804 
 179,734 
 117,447 
 
 57,230 
 
 70,279 
 
 412.680 
 
 
 g’g s 
 
 S Ph 
 
 o 
 
 Per 
 
 Mile. 
 
 “rtODOOOCOCOh'OlCO 
 
 OCOOOClCOCOCO<®'3 , t'. 
 
 OJ-rH rH 
 
 CO 
 
 CO 
 
 
 
 Gross 1 
 
 Receipts. ! 
 
 tO(N*OOCO>OWCC-t 
 
 ncofflt'CJOOH® 
 
 cocci’— i«ocd^!Op: 1 
 
 * w o o ci a h o m ®" 1 
 
 i-l l-< Cl HH 
 
 1,431,876 
 
 
 H 
 
 a 
 
 o 
 
 M 
 
 Receipts 
 pr. m. pr. 
 Train. 
 
 $ cts. 
 
 1 3 65 
 
 2 14 
 
 2 79 
 
 1 25 
 
 1 66 
 
 3 15 
 
 90 
 
 3 41 
 
 1 49 
 
 
 
 HH 
 
 a 
 
 fa 
 
 Tons 
 
 per 
 
 Train. 
 
 ©OJ©« • O CO (N O 
 
 CO ^ CO CO • r-H 05 CD 
 
 91.37 
 
 
 
 Miles 
 run by 
 Trains. 
 
 ©* co ao © co 000005 
 
 NOOOCOCON^HiO 
 <©t^O co ^ f-H CO CO 
 ©f^'coooooocCooco' 
 
 4OiOO5C0CO^C^r-<r-J 
 
 • 
 
 Hi 
 
 
 Gross 
 
 Receipts. 
 
 $ 
 
 185,234 
 
 230,486 
 
 279,792 
 
 310,061 
 
 223,191 
 
 128,737 
 
 101,857 
 
 59,092 
 
 389,861 
 
 1,908,311 
 
 'd 
 
 a 
 
 0 
 
 1 
 
 
 Receipts 
 pr. m. 
 pr train. 
 
 0«®^»50«®OCO 
 
 1 50 
 
 A 
 
 0 
 
 so 
 
 a 
 
 w 
 
 JPassengr’s 
 
 per 
 
 Train. 
 
 H C< to CO Tf O (N © 
 
 cocococo^^^r^oi 
 
 ©* 
 
 CO 
 
 *M 
 
 © 
 
 in 
 
 © 
 
 •M 
 
 0 
 
 & 
 
 a 
 
 CO 
 
 03 
 
 a 
 
 Miles run 
 
 by 
 
 Trains. 
 
 134,633 
 
 140,878 
 
 195,692 
 
 201,626 
 
 204,401 
 
 140,424 
 
 63,073 
 
 28,515 
 
 215,369 
 
 • 
 
 % 
 
 $ 
 
 X 
 
 
 NAME OF ROAD. 
 
 Boston & Lowell .... 
 
 & Providence . . 
 it Worcester . . 
 
 & Eastern .... 
 
 it Maine 
 
 St Fitchburg . . 
 
 & Plymouth, 0. C. 
 Nashua St Lowell . . . . 
 Western R. Road .... 
 
 Averages. 
 
 * ■*- o = 
 
 S3 
 
24 
 
 The above statement presents much interesting detail, but it 
 is onl) r intended particularly to remark on those features that 
 bear on the passenger traffic. They do a mixed business of 
 freight and passengers ; the latter averaging about sixty per 
 cent, and the former about forty per cent, of the whole, from 
 which it appears the passenger traffic is the most important.in 
 the aggregate. The expense of running passenger trains is 
 not kept separate from freight trains, but it is known the lat- 
 ter are considerably more expensive per mile run. The Eas- 
 tern and Plymouth roads have the smallest freight traffic, and 
 it is seen, their running expenses are twenty cents per mile less 
 than the average of the table. 
 
 The average cost of the above Railroads is not materially dif- 
 ferent from what will be the cost of the Hudson River road 
 with a similar amount of double track and furniture. The total 
 amount of receipts per mile of train run for passengers, aver- 
 ages $1,497, say 150 cents. The average number of passen- 
 gers is seventy-six. With a traffic made up of this and forty 
 per cent. of freight, the average dividends were seven and eight- 
 tenths per cent, in 1846. 
 
 The reports are not yet officially made for 1847, but it is 
 known the dividends have exceeded an average of eight per 
 cent. Considering the great extent of country that concen- 
 trates its traffic on the Hudson, and the favorable grades, or 
 planes, this road offers for the transportation of freight, it may 
 safely be assumed that it will derive as much profit from 
 freight, in proportion to its length, as the average of the Rail- 
 roads, in the above table ; and if it can do a passenger busi- 
 ness equal to the average that appears above, then it is fair to 
 conclude it will produce equally as great an income as they do, 
 or a dividend of say eight per cent, on its cost. 
 
 In order to do this, it must receive an average of one hun- 
 dred and fifty cents per mile run by passenger trains, and run 
 as many trains, at similar expense for running that is incurred 
 by the average of the above railroads. The planes being 
 much more favorable on the Hudson River Railroad than the 
 
25 
 
 average of those in the table, it may be run at considerably 
 higher speed without increasing the expense. A charge of 
 
 the average rate of one cent per mile per passenger, 
 would require the average number of one hundred and fifty 
 passengers, to give this road the same success, as those in the 
 table. It therefore remains to ascertain if this average num- 
 ber of one hundred and fifty passengers per train can be 
 obtained. 
 
 In general, it may be remarked that the Hudson River Rail- 
 road will occupy the greatest thoroughfare for travelling on 
 this continent, and forty trains per day, of the size above re- 
 quired, would not suffice to transport the average number of 
 passengers during the season of navigation. It has a great 
 natural increase that may be expected to go on for many years 
 to come. Increased facilities will still further augment this 
 natural increase, and it may confidently be expected that, 
 within five years from the time the Railroad is in operation 
 its whole length, it will, beyond doubt, require from seventy to 
 eighty such trains per day. But fifteen such trains per day 
 would afford the proposed support to the Railroad, This 
 would leave more business for the boats, at the end of the five 
 years, as above, than they now have. Is it practicable for 
 the Railroad, at a fare of one cent, per mile, to secure this 
 amount of buriness? This is the problem to be solved. 
 
 Those travellers who from a love of expedition, or have an 
 object to economise time, would no doubt give preference to 
 the Railroad, and this embraces a large class of passengers. 
 But this will appear more clearly by following the practical 
 working of the road. 
 
 FIRST.— IN REGARD TO THE MORNING TRAINS. 
 
 The boat and the cars are supposed to start at the same 
 hour in the morning, say seven o’clock. The cars will reach 
 Albany at 12 M. The traveller having business requiring 
 several hours to transact at Albany, and desiring to return to 
 New York the same evening, would certainly take the cars, 
 
 4 
 
26 
 
 as his business would be transacted, and himself on his way 
 back by the P. M. train about the time the boat would have 
 reached Albany. This will apply to travellers under similar 
 circumstances to intermediate towns. Il will be kept in mind 
 that the boats do not furnish facilities sufficient for travelling 
 to and from Poughkeepsie the same day. A traveller desires 
 to visit the springs ; by the cars he will reach Saratoga in 
 good time for dinner, and he will have dined, and be enjoy- 
 ing the benefits of this celebrated watering place, before the 
 boats will have reached Albany. He may dine at Saratoga 
 the next day, return by the evening train to New York, and 
 be at home by ten o’clock, having spent over a day at the 
 Springs, lost no regular rest, with an absence of about thirty- 
 eight hours only from New York. Again, the travellers are 
 going west. (Here it is presumed the roads west of Albany 
 will be put in a condition to realize the progress of railroads.) 
 To a considerable extent these travel by the day line, and 
 would find their taste or convenience very much promoted 
 by the railroad ; but the largest portion of the western travel- 
 lers take the night boat to save time, though they do not 
 like the rest they get on the boats. Some persons, from ha- 
 bit or peculiar temperament, rest very well on steamboats, but 
 it is notorious that the great mass of travellers who take the 
 night boat do so merely to save time, and by so doing make 
 a sacrifice of comfort, which they would be glad to avoid. 
 By taking the morning cars they would reach their destina- 
 tion within a few hours of the time they would have done by 
 taking the boat the evening before. Those for Utica, Syra- 
 cuse, Auburn, and even Rochester, would be at their destina- 
 tion the evening of the same day. 
 
 Travellers from Albany would reach New York by the six 
 o’clock morning trains at eleven o’clock, A. M. and have 
 nearly all the business hours of the day, which would be 
 concluded before the arrival of the boat, and for transactions 
 not requiring more time would be able to take (he evening 
 train, and reach Albany by ten o’clock in the evening of the 
 
27 
 
 same day. Way passengers would secure the same advan- 
 tages. The cars would be much more exact as to time, and 
 would be first ofFemd, as the boat must rapidly fall behind; and 
 it may be regarded as certain, at the fare proposed, that very 
 few would have the philosophy to wait for a chance on the 
 boat. Instead of its being a question whether the cars could 
 compete with the boats , it is hardly possible the day boats could 
 compete with the cars , especially for first class passengers . 
 The way traffic must enevitably be swept off before their arrival 
 at the way landings . The facilities that will be offered by 
 the cars will not only take the greatest share of the present day 
 travel , but must greatly draw from the night travel . 
 
 SECOND.— IN REGARD TO THE EVENING TRAINS. 
 
 Business is generally over, and passengers may be ready 
 to leave New York at five, P. M. The way boats all leave 
 at or before this hour. The cars will then reach Albany by 
 ten o’clock in the evening, and all travellers who do not like 
 a lodging on a steamboat, by taking the cars will be able to 
 lodge at Albany, and may take the cars west from Albany at 
 the same hour the next morning with those who travelled all 
 night in the boats, provided fogs or low water had not pre- 
 vented the boats from reaching Albany in lime for the morn- 
 ing train, in which case, the railroad passengers would proceed 
 without them. If expedition be important to the traveller, 
 he would proceed west from Albany at 11 o’clock the same 
 evening he left New York, take an early breakfast at Syra- 
 cuse, and dine at Buffalo the next day. For the travellers to 
 way stations on the river, especially at or above Poughkeep- 
 sie, the hour of reaching their destination by the cars would 
 be so much more desirable than by the boats as lo decide the 
 question, with the great mass in favor of the cars. The 
 evening train from Albany will take such passengers as pre- 
 fer to lodge at home, or at a hotel, and be prepared, by quiet 
 and refreshing sleep, for the next day’s business, to a half-wak- 
 ing and disturbed res', on a steamboat, disqualifying them fora 
 
28 
 
 vigor uiu ^Lcaiiui- iu ihe duties oi the loiiowmg day. The 
 evening train will take up the wav passengers in advance of 
 the boat, and at a more desirable hour for the greater part. 
 
 The cars will be run more frequently, and thus better ac- 
 commodate the travelling public than the boats. All travel- 
 ling between intermediate places on the route will be far bet- 
 ter accommodated by the cars than it can be by the boats. 
 
 Thus far the subject has been disscussed with reference to 
 first class passengers, to whom the saving in time secured by 
 the certainty and superior speed of the cars, the superior con- 
 venience and comfort of intercourse, as well as the fondness 
 for rapid travelling, would be a sufficient inducement to pay 
 the low fare proposed on the railroad, rather than travel for 
 nothing on the boats. But if it shall appear of any impor- 
 tance for the railroad to run second class trains, in order to 
 meet the competition of the boats for passengers who prefer 
 lower fare to a saving in time, such trains, it has been shown, 
 could be run at half the rate of fare, and make the trip in 
 seven hours, and afford a remunerating profit to the road. At 
 this speed they would always be in advance of the boats, and 
 being provided with comfortable seats, in which there is often 
 a great deficiency on the boats for this class of passengers, 
 and free from delays by fogs, sandbars, and low water, would 
 be much better accommodated by the cars, and make an 
 average saving of two to three hours in time. 
 
 The railroads, as before observed, would possess the power 
 of running trains more frequently, taking up the passengers 
 more in detail, and thus extend greater accommodations to 
 the general traffic than could be done by the boats. 
 
 What can be done by the steamboats onthe Hudson is well 
 known, and though there is no Rail Road actually constructed, 
 it is equally well known, that it can be constructed and run as 
 proposed. The result is as much a matter of certain calcu- 
 lation in the one case, as in the other. It is reduced to a prac- 
 tical demonstration, and needs only to be looked at by the eye of 
 an every day philosophy. Speed can be attained and will 
 
29 
 
 command passengers at a remunerating fare, and the lm- 
 sistible conclusion is — 
 
 That the improved facilities the Rail Road will furnish, 
 will enable it, not only to compete successfully with the boats, 
 for the present traffic : but will be the means of greatly aug- 
 menting the number of passengers on the route. 
 
 Instead of 150 passengers per train, the fast trains maybe 
 expected to average 200 passengers, and the slow, or seven 
 hour, trains 350, to 400 per train, during the navigable sea- 
 son. The average daily number of passengers on this route 
 is now estimated at 7000, and the increase the Rail Road 
 will produce, together with the natural increase, will swell 
 this to 10,000, by the time, or very soon after, the Rail Road 
 can be completed throughout. It is certainly a moderate es- 
 timate, to assume that the fast trains on the Rail Road will 
 take, of this number, 3000, and the slow trains an equal num- 
 ber, making together 6000, as the daily summer traffic, esti- 
 mated to average 100 miles each. 
 
 The winter traffic, or that during the season of suspended 
 navigation, as before observed, will wholly centre on the Rail 
 Road, both for freight and passengers. The length of this 
 season, with the uncertainty that attends the close and open- 
 ing of navigation, may be taken at an average of about four 
 months. If the river route be adopted, it will receive, during 
 this season, nearly as much traffic from the interior route, as 
 would come to it, if that route were adopted. Being in the 
 valley of the river, it would draw from the west shore a much 
 larger amount of both freight and passengers, than would seek 
 the interior route from the same quarter. 
 
 Reviewing the subject, it appears — 
 
 First. That the interior route will be more expensive than 
 was indicated by the original survey. 
 
 Second. That the cost of constructing the river route, oyer 
 that of the interior route, will be less than was anticipated. 
 
 Third. That the cost of working the road on the river 
 
30 
 
 route, will be so much less than the cost of working on the 
 interior route, as to neutralize the excess in first cost. 
 
 Fourth. That the road will be able to do a successful pas- 
 senger business in competition with the steamboats, — and by 
 its peculiar and superior facilities, will greatly augment the 
 passenger traffic. 
 
 Fifth. That the valley of the river is the natural thorough- 
 fare for the trade and travel of the country on both sides, in- 
 creasing in extent and importance, as the line advances north 
 to Albany and Troy— and, consequently, the river route, lying 
 directly in the valley, will most effectually secure its present 
 and prospective business, and render the road more exten- 
 sively useful to the public. 
 
 Sixth. That the river route occupying the natural channel 
 of intercourse and trade, will best secure an adequate income 
 to the stockholders, for the outlay they are required to make. 
 
 Seventh. That in the aggregate, the river route, presenting 
 the greatest advantages, both to the public and the stock- 
 holders, is therefore recommended to be adopted. 
 
 It is believed the estimates for the cost of construction and 
 expense of running the road, will be found fully adequate to 
 meet the wants of the work. They have been reached after 
 thorough surveys, investigations and estimates in detail, 
 which cannot vary essentially from the amounts stated. 
 
 The report of J. T. Clark, Esq., Locating Engineer, is here- 
 with appended. 
 
 In conclusion, it may be remarked, that the examinations 
 connected with this question, have incidentally led to a con- 
 firmation of the favorable opinion heretofore entertained of 
 the great usefulness and productiveness of this enterprise. Im- 
 provement in the means of social and commercial intercourse 
 have, from time immemorial, been regarded as among the 
 highest evidences of the civilization, intelligence and refine- 
 ment of society, and it is confidently believed, that the time 
 is not distant, when the benefits of this road will be so de- 
 veloped, that none will be found to disparage a work of art, 
 
3i 
 
 that shall justly claim a participation in the production of 
 those efforts, that mark the progress of social, intellectual and 
 moral improvement. To the intercourse of the great tho- 
 roughfare on which it is located, as well as to the commer- 
 cial interest of the city and state, the work is due, as a means 
 of more frequent and rapid transit in summer, and as a remedy 
 for the embarrassment and suspension of communication, now 
 imposed by frost for one-third of the year — and it is demanded 
 as a means of giving to the valley of the Hudson, that in- 
 creased facility of intercourse in its social and commercial 
 relations, that is called for in the present state of science 
 and civilization. 
 
 The thorough surveys and investigations that have been 
 made during the past season, place the enterprise on a well 
 ascertained basis, clearly demonstrating its feasibility and 
 usefulness, and afford high inducements, founded on public 
 advantage and remuneration for the outlay, to stimulate that 
 diligent and intelligent perseverance which may secure an 
 early accomplishment of (he great work. 
 
 These remarks are made with a profound sense of the re- 
 sponsibility that is involved, and under the firm belief that 
 they are well founded. 
 
 Respectfully submitted, 
 
 JOHN B. JERVIS, 
 
 Chief Engineer. 
 
To 
 
 JOHN B. J ERV IS, E s q r . , 
 Chief Engineer, H. R. R. R. 
 
 Sir: 
 
 Having been appointed Locating Engineer of the Northern Division of the 
 Hudson River Railroad, from Fishkill Landing north to Greenbush, I entered im- 
 mediately upon the duties of said appointment, and commenced field operations at 
 Greenbush on the 24th of May last, with Mr. Edward Martin, as one of my principal 
 assistants. Another party was soon after organized, with Mr. William Jervis as 
 my other principal assistant, and surveys commenced at Fishkill Landing, on the 
 17th June. 
 
 From the commencement of these surveys down to the 15th of November, both 
 parties have been actively engaged in field work. Since that time the available 
 forces of the two parties have been studiously engaged in office work; in the execu- 
 tion of maps and profiles, and calculation of quantities. 
 
 I now submit the result of our labors: Two distinct lines have been located, 
 designated as the River Route and Interior Route. 
 
 The River Route commences at Fishkill, Upper Landing, and follows the east 
 margin of the Hudson River for most of the distance to Greenbush, terminating at 
 a point about half a mile south of the Boston Railroad Depot in East Albany. 
 
 The length of this route is 83 miles from Fishkill Landing to Greenbush. 
 
 The Interior Route commences at the same point in Fishkill, and is the same as 
 the River Route for the distance of miles, when a change of grade is introduced, 
 but no variation of the line takes place for a further distance of 1 mile; at this point 
 the line diverges from the River Route and reaches the table landabout 4miles south 
 from the village of Poughkeepsie, passing through the central part of said village 
 with an elevation of 115 feet above high tide. From Poughkeepsie north, the line 
 passes through the village of Hydepark, a little west of the villages of Rhinebeck, 
 Lower Red-hook, and Upper Red-hook; east of Clermont, crossing the Rulof 
 Johnson Kill, near the “Blue Store,” and reaches Hudson at the eastern extremity 
 of the city with an elevation of 163 feet above high tide. Northerly from Hudson 
 it crosses Claverack Creek about half a mile west of Stott’s factory, and the Kin- 
 derhook Creek near Adam Van Alstine’s, which is about two miles westerly from 
 Kinderhook Village. From Kinderhook Creek to Mitche’s Kill (six miles) the 
 ground is favorable for a good line and cheap grade, but from Mitche’s Kill to 
 Greenbush (12 miles) the country is broken and the grading will be expensive. — 
 This route terminates with the River route at Greenbush, and is 82£ miles in 
 length. 
 
 These two linos have been thoroughly revised throughout by re-surveying with 
 care tho entire distance of each. Much pains have been taken to obtain correct 
 data on which to predicate an estimate of the cost of construction, and care has 
 been given alike to each of the two lines 
 
33 
 
 in addition to the two revised lines which have been selected for estimates, 
 'Other lines have been run, and much country explored with a view to improvement, 
 but no routes have been found of advantages sufficient to justify the expense of fur- 
 ther surveys on any one of them. Nor have estimates been made of any, except 
 «the one first surveyed between Fishkill Landing and Poughkeepsie. This line 
 leaves the Hudson River near the mouth of Wappinger’s Creek, and extends east- 
 erly along the south slope of the valley for 3£ miles, crossing the creek at the upper 
 falls with an elevation of 45 feet above the bed of the stream. The place of cross- 
 ing is 1J miles above Franklin Dale. Thence it passes through a limestone 
 ridge immediately north of Wappinger’s Creek, and traverses a broken country for 
 most of the distance to Poughkeepsie ; crossing Main street at Adriance’s Furnace, 
 with an elevation of 169 feet above high tide. It unites with the main Interior 
 Line about 2 \ miles north of Poughkeepsie. 
 
 From Fishkill Landing tothejunction, it is one mile longer than the main Inte- 
 rior line, and much more expensive to grade, as will be seen from the estimate. 
 
 Maps and profiles of the two routes are herewith submitted. Also, of the last 
 described line from Fishkill to Poughkeepsie, which is the most easterly route of 
 any. Accompanying this are tables of grades and curves of the two lines. 
 
 Table marked A, gives a statement in detail of the grades on the Interior line. 
 Table marked B, gives a summary and concise view of the grades on the same line ° 
 Table marked C, gives in detail the different sections of curves and straight lines, 
 the radius of each curve and the total amount of deflection on the Interior line, and 
 table marked D gives a summary and concise view of the curvature on the same 
 line. 
 
 In like manner tables are prepared for the River Route marked E, F, G, H. 
 
 To insure a greater degree of accuracy, both lines have been divided into sec- 
 tions of suitable length, and an estimate made in detail of each section. A tabular 
 statement is also prepared, giving the length of each section, and the amounts of 
 the different kinds of work, with the prices annexed. 
 
 The estimates are for grading for a double track from Fishkill to Poughkeep- 
 sie, and single track from Poughkeepsie to Greenbush, with the exception of me- 
 chanical work, which is estimated for a double track throughout. 
 
 The estimates provide for aroadbed on the most liberal scale. In earth excava- 
 tion, the width of grade line for double track to be 40 feet, and embankment 30 feet. 
 For a single track in earth excavation 30 feet, embankment 20 feet wide on River 
 line, and 16 ft on Interior line. Slopes 2 to 1. 
 
 In summing up the estimates we come to the following results : 
 
 Cost of grading River Route 83 miles $2,191,359 
 
 Cost of grading Interior Route 82£ miles 1,701,665 
 
 Difference $489,694 
 
 Without expressing any opinion as to the relative merits of the two routes, I 
 feel much confidence in saying, that whichever route may be selected, the estimates 
 will be found sufficient to construct the work in the most substantial manner, and 
 cover all expenses properly belonging to the grading. Of course, the item of land 
 damages is not included in the estimate; nor the usual allowance of 10 per cent, for 
 contingencies. Nor does the estimate provide for grading depot grounds, for 
 buildings, or any of the appendages to the road 
 
34 
 
 Messrs. Martin and Jervis, my two principal assistants, who have had charge of 
 the respective parties, have prosecuted these surveys in the most satisfactory man- 
 ner, by uniting with skill, continued perseverance, and a course of conduct highly 
 commendable. The young gentlemen composing the parties have also done service 
 to the company and credit to themselves, by performing with cheerfulness and 
 ability the several duties assigned them. 
 
 Respectfully, 
 
 Your obedient servant, 
 
 JOHN T. CLARK. 
 
 Poughkeepsie, January 10th, 1848- 
 
RIVER ROUTE . 
 
 35 
 
 Fenci 
 For I 
 
Mi 
 
Summary of Quantities and Amounts of Southern Division. 
 
 INTERIOR ROUTE. 
 
 37 
 
 h a s 
 
 
 05 05O«CCOM$OOQO^ 
 
 NMNOh.OiOHOiO’^^HCCCO^O^iOOCOCO 
 CO c^COCi CO C» CD »D CO CO rf Cl *C CO CO CO O 
 
 cf iooTcoiot>T‘Ouocfi^'^oooi'cof>^t^cf oo oT *o co oT 
 
 niCOHCOHCOWCiW^hHH^^HHHHHHH 
 
 *CtCi0O^HOTfTt050lOCCa)^00OOOOOO 
 (N«HiO»050^«000«COCtMC<HN05«^0505 
 rtto 05 ^ COCDt^*OOOdCO*OeOClt^05 rH CO O CO 
 Cl C^pH^aro^rforoOCOcf^^iOC^rf co o' CO CO 
 
 »oo»oooooooooooocooooooo^ 
 
 ^000(NCOH*005C7IOCOO*OCOCOIO(^OCO^ 
 
 h o (N co o o h oo co o h o fo^o n o ® ^ 0 
 ©dCDC**C^^©<Wt^COOfcd.-Hr-HOf©'aDco''ofci©' 
 
 ^OOH 1-^CttMCO^HH^rfHrH rH H H 
 
 o 000 0000000000 
 
 O 10*00 0*00*0*0*010000 
 
 (NN II© 
 
 ® -1 II® 
 
 rv-\ 
 
 
 *0 o *0 o o o o < 
 
 tO 50 N CD 00 CO CO ( 
 
 Quantities Estimated. | 
 
 Prot’on 
 
 Wall. 
 
 o O o O O 
 
 O O O O O 
 
 CO © <0*0 0 
 od 05 CO d rH 
 
 rH rH 
 
 44,900 
 
 if 
 
 |3 
 
 Em- 
 
 bank’t. 
 
 170,000 
 
 76.000 
 
 44.000 
 
 127.000 
 
 138.000 
 
 30.000 
 
 54.000 
 
 180.000 
 
 38.000 
 
 28.000 
 
 8,000 
 
 3.000 
 
 8.000 
 
 904,000 
 
 1,726,000 
 
 1 ° 
 i o 
 
 !§- 
 
 CO 
 
 0 
 
 1 cT 
 
 Rock 
 
 Exca’n. 
 
 O ©©©©©OQO©©©©© © ooo 
 
 O OOOOOOOOOOOOO o ooo 
 
 ip co © © © © © © © co _Tt; t~- cs © to © q q 
 
 ao in jtCoo oo oo'rn’oi ol'co'jC ot^'oi' 
 
 Tj. rH l- CO rH OHHHH rH 
 
 355,400 
 
 18,600 
 
 i§ 
 
 ©^ 
 
 !” 
 
 x) p 
 "S "«3 
 c3 g 
 
 -.1 PN 
 
 J w 
 
 oooooooooooooooooooooo 
 
 oooooooooooooooooooooo 
 
 0©*0©©©©©©*0*Od*0©COiOd©©*OrtiCO 
 d CD CO CO C5 d rH Cl OO GO Cl i—r-H CO H GO Cl O Co" CO 
 
 HOdOCNOClHiCCOOlHHH^COiOCKMiOO 
 rH rH Cl rH 
 
 1.173.200 
 
 2.213.200 
 
 1 O 
 
 1 o 
 
 1 ^ 
 CO 
 CO 
 
 iS- 
 
 jTotal Quantities. Cubic Yards. 
 
 Prot’on 
 
 Wall. 
 
 8.800 
 
 9,000 
 
 3.600 
 
 12.500 
 
 11.000 
 
 44,900 
 
 44.900 
 
 Em- 
 
 bank't. 
 
 oooooooooooooooooooooo 
 
 OOOOOOOOOOOOOOOOOOOOOO 
 OQOOpOOqOOCOOc.iOOCNOOCOOOCO 
 oci O 00 ®Hi®No6l^fflr(o6ujrirH<BiOOi®ffloi 
 !D®IMI>HO®Ot'OOeOWO»HOCiOWH , IM'#« 
 00 <N rH rH CT CM 
 
 2.260.600 
 
 3,831.500 
 
 1 ° 
 
 1 O 
 
 c4 
 
 § 
 
 1 co" 
 
 xp 
 §8 
 ^ W 
 
 © OOOOOOOOOOOOO o ooo 
 
 O OOOOOOOOOOOOO o ooo 
 
 o COOOOOOOOCO^I-CIO CD Odd 
 
 GO ID tdo 6 1- 'rp GO 00 T-1 C'. V 1 CO f- CD I - Cl 
 
 ^ rH h~ CO rH O r H H H Jh 
 
 355.400 
 
 18,600 
 
 374,000' 
 
 Earth 
 
 Exca’n. 
 
 oooooooooooooooooooooo 
 
 OOOOOOOOOOOOC' — oooooooo 
 p o^iop p o op q,iswfjeoe®Noo»?» 
 
 Oi®'cdc0t'®OlH^.N0C<»NN r-i 'eo rH C<6 cl ©CO ,P' 
 HO«OONOIMHOMilHrHHlnSN«gM 
 
 1.173.200 
 
 2.213.200 
 
 1 o 
 
 || 
 
 CO 
 
 1 CO 
 
 Dist’ncei 
 
 in 
 
 feet. 
 
 ^dCDOOOO^OdOOcDdrfi-Hi-tcDoorttOOdiD 
 
 CDHH^iOONCOCHf-l-^Cl^GOjQtNOOCOin 
 d © CD OOONOOGNHqcO^ CO CD C] *o l- T OO lO 
 
 6cdoajNgDi>NOcoo5blco t-^'cb cTo> © co'»od 
 
 190.439 
 
 243.696 
 
 1 *o 
 
 1 CO 
 
 13 
 
 r 
 
 No. 
 
 of 
 
 Sec. 
 
 HCiCO^OtOi'CODOHWCO^tGDl-OODOHIN 
 
 Fencing 85.200 
 
88 
 
 $1,701,666 
 
I 
 

 
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