3 8198 312 856 279 
 
 THE UNIVERSITY OF ILLINOIS AT CHICAGO 
 
Ji,L. Legis. [ "• ^^' \ 11th Assem 
 
 Fkiday, December 28, 1838. 
 Laid on the table, and 5,000 copies ordered to be printed. 
 
 ME^SACMG 
 
 THE GOVERNOR 
 
 THE GENERAL ASSEMBLY OF ILLINOIS, 
 
 TRANSMITTING 
 
 THE SEMI-ANNUAL REPORTS 
 
 BOARD OF COMMISSIONERS OF PUBIIC WORKS, 
 
 IN COMPLIANCE WITH THE TENTH SECTION 
 
 ACT ESTABLISHING A GENERAL SYSTEM 
 
 INTERNAL IMPROVEMENTS. 
 
 VANDALIA: 
 
 William Walters, Public Printer. 
 1838. 
 
Q-'jl 
 
 M'-f 
 
MESSAGE. 
 
 EsECUTivE Department, 
 
 Vandalia, December 27, 1S38. 
 
 Sir: In compliance with the. lOth section of the act establishing a gen- 
 eial system of internal improvements, I have the honor, herewith, to 
 transmit lo you the semi-annual reports of the Board of Commissioners 
 of Public Works, together with exhibits and accompanying documents, 
 which embrace all the information in possession of this department, in 
 relation to the conduct and management of the public works under the 
 direction of the said Board. 
 
 The great importance of these documents renders it highly necessary 
 that the originals should be carefully preserved on the files of this De- 
 partment; and their voluminous character would have prevented me, in 
 any reasonable time, to have them copied. 
 
 I would therefore respectfully recommend to the House of Represent- 
 atives the propriety of appointing a committee to superintend their 
 printing, with a view to preserve, as far as practicable, the originals 
 witfiout being defaced or injured, and cause them to be returned to this 
 Department. 
 
 I have the honor to be, sir, 
 
 Your obedient servant, 
 
 THOMAS CARLIN. 
 To the Hon. the Speaker 
 
 of tlie House of Representatives. 
 
M E F O R T 
 
 THE BOARD OF PUBLIC WORKS. 
 
 Vandaua, III., Dec. 26, 1838. 
 To his Excellency Thomas Carmn, 
 
 Governor of the Slate of Illinois: 
 
 Sir: In accordance with the requisitions of the 10th section of the 
 law establishing a general systena of internal improvements, the un- 
 dersigned, Oommissioncrs of the Board of Public Works of the State of 
 Illinois, submit to you the following 
 
 REPORT. 
 
 In performing ti^e various duties enjoined upon them by law, the Board 
 have found many difficulties to encounter. This was partially owing to 
 the want of experience on the part o! the officers and agents employed, 
 the scarcity of mathematical instruments and apparatus necessary to a 
 survey and rcconnoissance of the different lines of road contemplated by 
 law. In the first lettings of contracts, too, the absence of experienced 
 and energetic contractors presented difficulties which no energy or 
 efibrfcs of the Commissioners could surmount; yet it is believed that, in 
 most instances, contracts were let, at fair prices, to responsible and en- 
 ergetic contractors. 
 
 In tb." performance of this duty, they have met with various other 
 difficulties. The law under which they were required to act was found, 
 upon experience, to be, in many particulars, defective. 
 
 The Commissioners were required to purchase lands for the use of the 
 State, not absolutely necessary to the construction of any particular 
 work. They were required to establish an office at the scat of Govern- 
 ment and employ a secretary to keep said office. They were required 
 to employ engineers and general agents, whose services could not be 
 confined to any particular work; yet all the appropriations made by 
 law were special, and confined to particular objects, and no fund was 
 provided for any of ihosc general objects of expenditure. Defects were 
 found to exist in various other parts of the act, that render it diflicult to 
 be understood, and often still more difficult to execute. 
 
The present mode of acquiring the right of way over the land of the 
 citizens has been a source of much difficulty to the Commissioners, dis- 
 satisfaction to the land owners, and, in many instances, great and una- 
 voidable cost to the State. 
 
 The mode of declaring contracts forfeited, and of reletting those con- 
 tracts, has been found defective, and, under some circumstances, must 
 operate to prevent the progress, or occasion a very great delay in the 
 prosecution of the work. 
 
 Doubts have been suggested as to the power of the Board to bestow 
 upon its individual members power to do or perform acts absolutely ne- 
 cessary to be done in their respective circuits, or in other circuits for 
 which they were not expressly commissioned, in reference to the loca- 
 tion of roads and other duties: and in short the whole law seems to have 
 been suited to the duties of a Board, appointed generally for the whole 
 State, whose powers should be general, operating in ali parts of the 
 State alike, and not of a Board composed of members elected for, and 
 whose duties would seem to be confined to, particular circuits. 
 
 Great inconvenience, cost, and uncertainty have been met with by the 
 various members of the Board in executing the law in relation to letting 
 contracts. The different members of the Board, and the works upon 
 which they are engaged, must necessarily be far separate from each 
 other. The law requires Vi\g attendance of two Commissioners at each 
 letting, and makes no provision (in case the second Commissioner should 
 not attend) that the acting Commissioner upon the line may call to his 
 aid any judge, justice of the peace, or other oflicer, so that if by any cas- 
 ualty, theie should not be two Commissioners present, the whole object 
 of the law should not be defeated, the lettings fail, and the work delay- 
 ed, at great cost, and injury to the public interest. 
 
 The law has also been found defective in the provisions for paying 
 contractors and others engaged in the construction of the different works. 
 If it was intended by the provisions of the 24th section that no draft 
 should be drawn in favor of this class of persons for a less sum than 
 twenty thousand dollars, then indeed the law becomes almost inopera- 
 tive, as in paying monthly estimates (which is found to be necessary) 
 very {ew contractors perform work to that amount. A Commissioner 
 cannot have on hand more than twenty thousand dollars at any one time, 
 (which, under a proper provision of the law, would be a sum sufficiently 
 large;) yet it may and sometimes has happened that he has been required 
 to pay, monthly, more than forty thousand dollars to contractors, no one 
 of whom was entitled to receive a draft upon the Fund Commissioners 
 for twenty thousand. 
 
 Some difficulty exists in the proper construction of the law in relation 
 to the duty of the Board, or the Commissioners, in the location of the 
 roads within their respective circuits. This duty, in almost every in- 
 stance, has been performed by the engineers engaged upon the lines, af- 
 ter a thorough examination and survey of every plausible route; and the 
 one that appeared cheapest, and in all respects the best for the interest 
 of the State, has been adopted. The Commissioners have not believed 
 themselves at liberty to depart from those routes, notwithstanding how 
 much it might be desired for the promotion of individual interest, or the 
 supposed interest of isolated parts of the community through which the 
 roads pass. 
 
6 
 
 A difficulty has also arisen as to the proper construction of the 33d 
 section of the law. By some members of the Board, the proviso to the 
 said section was understood to refer to county or other important trading 
 tov^ns, by which the law, by the various provisions of the 18th seciion, 
 expressly required the roads to pass, and that those towns might be 
 avoided and lateral branches constructed thereto, if, in the opinion of the 
 Board, the public good required it. Others understood, from this law, 
 that it was the duty of the Board, without any discretion whatever, to 
 locate the roads to the towns mentioned in the law, and that the places 
 mentioned in the 33d section, to which lateral branches were authorized 
 to be made, weretov^ais not mentioned, situated within five miles of the 
 main lines of the dilfcrent roads. If this law could have been understood 
 to bear the former construction, many thousands of dollars could have 
 been saved to the State, and the roads, m many instances, rendered more 
 useful to the community, as many of the towns, made points in the law,- 
 were found to be so situated that they could not be reached by the main 
 lines without g! eat cost, and much delay in the construction of the works. 
 In the course of practice under the present law, the Board has found an 
 evident defect in the provisions in rc'ation to paying estimates upon work 
 done, and materials furnished by contractors. After an estimate has 
 been paid upon materials delivered upon the line of the road, it must 
 necessarily be left there to be us&d and placed in the work by the con- 
 tractor; yet there is no positive law to protect this property from the 
 force of an execution against the contractor. Althoush it may be con- 
 tended that property so situated could not be made subject to an execu- 
 tion, yet it would leave no doubt if the statute made a proper provision 
 against it. With a view to protect the interests of the State, the Board 
 has thus pointed out what they have found to be defects in the law, that 
 it may be seen and remedied by those whose business it is to guard the 
 public good, and look after its interest. 
 
 When the Board was first organized, their attention was turned to the 
 52d section of the Internal Improvement law. By this section it would 
 8cem that the Board were required, without any discretion whatever, to 
 survey and locate all said roads, and put under contract a part of each, 
 so soon as they could possibly perform the same. By the 25th section 
 of the same law, it is provided that the Board should order a fair, equit- 
 able, and uniform progress of all the said works, at the same period of 
 time; and that all of said roads should be immediately commenced at 
 their intersection and connection with navigable streams; and that they 
 should progress in both directions from said streams. Under these pro- 
 visions of the law, the Board could not misunderstand their duty. Al- 
 most every railroad projected in the State intersected navigable 
 streams in various places. The Board was clothed with no discretion 
 whatever. They were bound by law to commence the construction of 
 all the roads, so soon as the same could be located and fitted for contract. 
 They felt no disposition to shrink from this duty. The members had no 
 doubt of the propriety of the law, yet they had nothing to do with the 
 policy thereof, or the wisdom of its provisions. 
 
 At the first meeting and organization of the Board, an ordinance was 
 passed giving all the power to each Commissioner that, by law, was giv- 
 en to the Board, in relation to the location and construction of all the 
 
railroads within their respective circuits, commencing as the law di- 
 rected. This was believed to be proper, as it was clear, from the law 
 that neither the Board,noran_y oneof its members, could proceed faster,or 
 do more in a less time, than the law contemplated; yet, after this power 
 was conferred, it was thought prudent, by most of the Commissioners, not 
 to let or to contract any considerable portion of the public works until 
 it was ascertained that the Fund Commissioners should be successful 
 in procuring the necessary funds to progress with the work. 
 
 But this precaution was not deemed necessary in relation to the North- 
 ern Cross railroad, as it will be seen, by reference to the 53d, 54th and 
 55th sections of the law, that a preference was given to this road, and 
 that the same should be put under contract, whether any money was ob- 
 tained or not, provided the contractors would agree to receive State 
 bonds for the work pertormed by them. 
 
 Under these provisions, the Commissioner of the first judicial circuit 
 proceeded to survey, locate, and put under contract, all that portion of 
 the said road situated between the Illinois river and Springfield, in San- 
 gamon county; all of which location and acts of said Commissioner, and 
 the contracts there made, were approved and confirmed as the act of 
 the Board. 
 
 Because of this provision in the law, and by the reason of the. letting 
 of these contracts, said road is in a greater state of forwardness than 
 any other portion of the railroads of the State. Several miles have 
 been completed, and a locomotive engine is now in operation thereon. 
 
 So soon as it was ascertained that money had been obtained, and a 
 prospect existed of procuring means to pay contractors, each Commis- 
 sioner proceeded with every possible despatch to commence the different 
 works at the proper points, and to survey the whole of said roads. It 
 was, however, deemed prudent to change the order in relation to putting 
 roads under contract, so as to provide against letting any work without 
 an order of the whole Board for that purpose. This was done to arrive 
 at uniformity and to insure a gradual and equal progress of all the pub- 
 lic works in the State. 
 
 Under this arrangement, and under the provisions in relation to the 
 Northern Cross railroad, the following parts of the dilTerent works have 
 been put under contract, up to this date: 
 
8 
 
 Central Railroad, 
 
 '' Miles. 
 
 Grading from Galena, southerly - - 20 
 
 Grading from Peru, northerly and southerly - 22 
 
 Grading and timber from Cairo, northerly - 23 
 
 Grading across the Oakaw river, near Vandalia - 4' 
 
 Peoria and Warsaw Railroad. 
 
 Alton and Shawneetown Railroad. 
 
 694 
 
 Grading from Peoria, westv/ardly - - 12 
 
 Grading from Warsaw, eastwardly - - 12 
 
 24 
 
 Grading and timber from Shawneetown to Equality 12 
 
 Grading at the crossing of Silver creek - - 3 
 
 Northern Cross Railroad. 
 
 Grading from Quincy to Columbus - - 16i 
 
 Grading from Danville, westwardly - - l8 
 
 Whole w^ork from Meredosia to the Sangamon river 64 
 
 Naples branch - - - 3| 
 
 Grading westwardly Irom Meredosia - - 3 
 
 Alton and Mount Carmel Railroad. 
 
 Whole work from Alton to Edwardsville - 15 
 
 Grading and timber from Mount Carmel to Albion 18 
 
 Grading and viaduct at the crossing of the Oakaw - 2 
 
 Grading at the crossing of the Little Wabash - 3 
 
 Alton, Shelbyville, and Paris Railroad. 
 
 Grading and superstructure from Alton, eastwardly 13 
 
 Grading and timber from the State line, westwardly 18 
 
 Grading at the crossing of the Embarrass river - 2 
 
 15 
 
 105 
 
 38 
 
 33 
 
 Bloomington, Mackinaw, Peoria, and Pekin Railroad. 
 Whole work from Pekin to Tremont - - - 9i 
 
 293f 
 
 Making the whole amount of railroad, now under contract, two hundred 
 and ninety-three miles and three-fourths; one hundred and five miles 
 
9 
 
 of which is to be completed. Of thirty miles, the grading and timber 
 for the superstructure are let; and of the residue, the grading only is let. 
 
 The various parts of the roads under contract consist of deep cuts, 
 heavy embankments and costly viaducts, and are by far the most expen- 
 sive portions of the whole work. This is owing to the fact that the 
 lines under contract pass through the highlands and broken country 
 bordering upon the navigable streams and other water courses of the 
 country; consequentlj^, the average cost, per mile, of the roads under 
 contract, will far exceed that of any other portion of the roads of the 
 State. A fair average of the roads now under contract, including super- 
 intendence, engineering, turnouts, depot buildings, and all incidental 
 expenses necessary to complete the works, may be safely computed at 
 twelve thousand five hundred dollars per mile. 
 
 The Board has procured to be surveyed and measured all the raih'oa'ds 
 contemplated by law in the State. The following detailed statement 
 will show the length of each road between the points mentioned in the 
 law — the whole length of each road — and the total length of all the roads 
 contemplated in the State. 
 
 SEVENTH DIVISION — Central Railroad. 
 
 Miles. 
 From Cairo to Vandalia - - - - 155 
 
 Shelbyville - - - - - 36i 
 
 To Decatur 36 miles — Bloomington 43-0- - - 79^ 
 
 To the termination of the Illinois and Michigan canal 60 
 
 To Savannah 93f miles— Galena 30| - - 126* 
 
 Making the total length, of the Central railroad - - 457^ 
 
 EIGHTH DIVISION — Altou and Mount Carmel^ or Southern Cross Railroad. 
 
 From Alton to Edvvardsville - - - - 14 
 
 To Carlyle , - - . . 37 
 
 To Salem - - v . - 23 " 
 
 To Fairfield .... - 39 
 
 To Albion - . ... . - " 16 
 
 To Mount Carmel - - - - - 18 
 
 147 
 
 Shawneetown Branch. 
 
 From the intersection near Edwardsville to Lebanon - - 18 
 
 To Nashville - - - . . 30 
 
 To Pinckneyville - - - . - 19 
 
 To Frankfort - , - - - - 30 
 
 To Equality - . . - - • 38 
 
 To Shawneetown - - . • .12 
 
 147 
 
10 
 
 From Alton to Mount Carmel (as above) 
 Shawneelown branch (as above) 
 
 Miles. 
 
 147 
 147 
 
 Making the total length 
 
 of this road • - 
 
 - 
 
 294 
 
 NINTH 
 
 DIVISION — Mrlhern Cross Railroad- 
 
 
 
 From Q'linc}^ to Columbus 
 
 
 16^^ 
 
 To Clayton 
 
 
 
 12 
 
 To Mount Sterling 
 
 
 
 9i 
 
 To Meredosia 
 
 
 
 15i 
 
 Naples branch 
 
 
 
 3i 
 
 , To Jacksonville 
 
 
 
 23 i 
 
 To Springfield 
 
 
 
 33i 
 
 To Decatur 
 
 
 
 37i 
 
 To Sidney 
 
 
 
 47| 
 
 To. Danville 
 
 
 
 23| 
 
 To State line of Ii 
 
 idiana . - - . 
 of thi-', road 
 
 elbyvilh and Paris branch of Central Rail 
 
 IH 
 
 Making the total length 
 
 234i 
 
 TENTH DIVISION Sk 
 
 road. 
 
 From Shelbyville to Charleston 
 
 . 
 
 34 
 
 To Paris - 
 
 - 
 
 . 
 
 27 
 
 To State line of In 
 
 diana 
 of this road 
 
 - 
 
 10^ 
 
 Making the total length 
 
 7H 
 
 ELEVENTH DIVISION — Peoria and Warsaw Railroad. 
 
 From Peoria to Canton - ... 
 
 To Macomb - 
 
 To Carthage ..... 
 
 To Warsaw - - . . . 
 
 Making the total length of this road 
 
 TWELFTH DIVISION — Altori and Shelbyville Railroad. 
 
 From Lower to Upper Alton 
 
 To Hillsborough - - . . 
 
 To Central Eailroad - - . - 
 
 Making the total length of this road - . - 
 
 THIRTEENTH DIVISION — BellevUlc and Lebanon Branch, 
 From Belleville to the place of intersection, at or near Highland 
 
 32 
 
 37 
 28 
 19 
 
 116 
 
 2 
 44 
 45 
 
 91 
 
 23i 
 
11 
 
 FOURTEENTH DIVISION — Bloominglon, Mackinaw^ Peoria and Pekin Railroad 
 
 Miles. 
 2C 
 17 
 16f 
 
 531 
 
 From Bloomington to Mackinaw town 
 
 From thence to Peoria - ... - 
 
 From Mackinaw town to Pekin - - 
 
 Making the total length of all the branches of this road 
 
 The following list sliows the total length of each road, and the total of all 
 the roads projected in the State: 
 
 Miles. 
 
 1 Central Railroad ..... 457i 
 
 2 Southern Cross Railroad . . . • 294 
 
 3 Northern Cross Railroad . . . . 234-J 
 
 4 Shelbyville and Paris branch of Central Railroad . . '71^ 
 
 5 Peoria and Warsaw Railroad . . ♦ . .116 
 
 6 Alton and Shelbyville Railroad . . .91 
 
 7 Belleville and Lebanon Railroad . ... 23 1 
 
 8 Bloomington, Mackinaw, Peoria, and Pekin Railroad . 53| 
 
 . 1.3411 
 
 Making the total length of all the roads in the State 
 
 The following table shows the average cost, per mile, and the total cost, of 
 each and all of said roads: 
 
 
 Names of Roads. 
 
 Cost per mile. 
 
 Total cost. 
 
 1 
 
 Central Railroad 
 
 |8,32G 00 
 
 13,809,14-5 00 
 
 '2 
 
 Southern Cross Railroad, and Alton 
 
 
 
 
 and Shawneetown Railroad 
 
 8,^<?00 00 
 
 2,410,800 00 
 
 3 
 
 Northern Cross Railroad 
 
 8,430 GO 
 
 1,976,335 00 
 
 4 
 
 Shelbyville and Paris Railroad 
 
 10,589 00 
 
 757,113 50 
 
 5 
 
 Peoria and Warsaw Railroad 
 
 8,331 00 
 
 966.396 OO 
 
 6 
 
 Alton and Shelbyville Railroad 
 
 8,295 00 
 
 754.845 00 
 
 7 
 
 Belleville and Lebanon Railroad - 
 
 7,000 00 
 
 164,500 00 
 
 8 
 
 Bloomington, Mackinaw, Peoria, and 
 
 
 
 
 Pekin, Railroad 
 
 11,736 00 
 
 630,810 00 
 
 
 Total cost of all of the said roads - 
 
 - 
 
 11,470,444 50 
 
 In making these estimates, the Board has included all the expenditures 
 for supcrintendencp, engineering, and all other incidental expenses. 
 Easy grades have, in general, been adopted, and in all cases calculations 
 have been made for the most useful and durable structures; and the 
 Board has no doubt but the works may be constructed, upon the most 
 approved plans, at the cost estimated upon each work. It is believed 
 that, in every instance, the lines may be improved, locations changed, 
 and improvements made in the construction, that may lessen the cost 
 far below those prices. 
 
 The average cost of some of the roads exceeds the sum heretofore sup- 
 posed to be sufficient, but this, in a great degree, is cwingtothe policy 
 
12 
 
 adopted in the law of confining the locations to particular points situated 
 upon high and elevated grounds, or surrounded by deep ravines and an 
 undulating surface. 
 
 The total cost of these roads exceeds the sums heretofore appropri- 
 ated for their construction. This is mainly owing to the fact that the 
 roads, upen actual measurement, are found to be longer, and consequent- 
 ly to accommodate more inhabitants, and supply the wants of a much 
 greater extent of country, than was at first contemplated. In addition 
 to the railroads heretofore mentioned, the Board has proceeded to im- 
 prove the great western mail route, as required by law. In performing 
 this duty, they have endeavored so to distribute the benefits to be deriv- 
 ed from the appropriations to this work, that the same should be felt at 
 all points where improvement was necessary, without laying out large 
 sums, and exhausting the appropriation by making costly improvements 
 at any one place. By this course, it is believed that most of the difficult 
 places upon this great thoroughfare may be remedied by the present ap- 
 propriation. Accompanying this report are those of the Commissioners 
 of the second and fourth judicial circuits, to which reference is made 
 for further particulars in relation to this work. 
 
 The total length of this road is found, upon actual measurement, to be 
 one hundred and fifty-two miles, and it is believed that very few of the 
 improvements of the State will confer greater benefits, or could be made 
 sooner to yield a profit, than this. The total amount of money expend- 
 ed upon said road, up to the first Monday in this month, is found to be 
 .$102,987 89. For particular places, and objects of its expenditure, 
 reference is made to the reports of the Commissioners of the second and 
 fourth judicial circuits, heretofore referred to. 
 
 Great Wabash Improvement. 
 
 Since the passage of the law in relation to internal improvements in 
 this State, and providing for the improvement of the navigation of the 
 Great Wabish, in connection with the State of Indiana, that State has 
 appropriated the additional sum of fifty thousand dollars, which makes 
 the total sum appropriated for that object by said State equal to the 
 sum appropriated by the State of Illinois. 
 
 This money has bSen placed under the direction of Col. Thos. H. 
 Blake, of Terre Haute, in that State, who, on the part of the State of In- 
 diana, together with the Commissioner of the fourth judicial circuit, on 
 the part of the State of Illinois, has proceeded to project, and to put 
 into operation, a plan for the improvement of the navigation of the 
 Grand Rapids upon this stream. Contracts have been let, and said im- 
 provement is in progress. 
 
 The contract prices for the work already let falls short of the appro- 
 priations made by the two States for that object. 
 
 The total amount of money expended by the Board, on the part of the? 
 State of Illinois, for this portion of the public improvements, amounts to 
 the sum of ^6,183 82. For further particulars in relation to this im- 
 provement, reference is made to the report of the Commissioners of said 
 fourth circuit. 
 
13 
 
 The Illinois River. 
 
 The first season after the organization of this Board, a survey of this 
 river was (•ornmenced and carried on under the patronage of the United 
 States: and the Board was encouraged in the belief that all the neces- 
 sary infoimation would be derived from that source; but in this the 
 Board was disappointed. No information was ever communicated of the 
 result of that examination; consequently a delay was occasioned for that 
 season. After this, an unusual continuance of high water prevented the 
 necessary examinations of the river, until about the month of September 
 " last, at which time the Commissioners of the first and seventh judicial 
 circuits proceeded to make examinations, and ascertain, as far as was 
 practicable within the short time allowed, the character and extent of 
 the obstructions to the navigation of this stream. 
 
 From those examinations it is apparent that few, if any, of the streams 
 within the valley of the Mississippi present a current so easy and a 
 channel so favorable for navigation as this river. 
 
 The obstructions are mostly deposites of sand and gravel, which arc 
 few in number, and, except in stages of extreme low water, present but 
 little obstruction to a free and safe navigation. 
 
 These stages o! water, however, often and indeed almost always occur 
 at a lime when the free navigation of the stream is most useful to the 
 inhabitants. It is confidently believed that the damage occasioned to 
 the inhabitants ol' the valley of this stream, during the last season of unu- 
 sual low water, would amount to a sum sufiicicnt to complete all the im- 
 provements contemplated upon this stream. 
 
 The Board is, therefore, resolved to make every effort to improve the 
 navigation of tliis valuable channel of communication. Tlic sum alrea- 
 dy expended upon this work lias_ only been for the expenditures 
 incidental upon those examinations, and amount to the sum of $301 02. 
 For more minute information in relation to this stream, reference is made 
 to the report of the Commissioners of the first and seventh judicial cir- 
 cuits, hereto annexed. 
 
 Rock River. 
 
 The sum of one hundred thousand dollars was appropriated by law for 
 the improvement of the navigation of this stream, and the Board was re- 
 quired to commence their operations thereon by removing the most for- 
 midable obstructions nearest the mouth. 
 
 Upon an examination of this river, it was found that, with the proper 
 improvements, it would be well adapted, at all seasons, to navigation for 
 steamboats drawing three feet water. as far upas the State line. 
 
 The most serious obstruction to the navigation of this river was found 
 at VandruflT's Island, three miles above the mouth, commonly called the 
 Lower Rapids. This obstruction was put under contract by the late Coi. 
 Steiihenson, formerly member of this Board for the sixth judicial circuit, 
 and the contract , price amounts to sixty thousand three hundred and 
 eighty-nine dollars. The next obstruction was found at Prophet's vil- 
 lage, about forty-five miles above the mouth. 
 
14 
 
 But the next most serious obstruction to the navigation of this stream 
 was found in the Upper Rapids, sixty miles from the mouth, and will 
 cost over eighty-five thousand dollars to remove. This obstruction was 
 also advertised to be let, by Col. Stephenson, but, owing to the iact that 
 the sum required lo make this improvement, together with the improve- 
 ments below said obstruction, was greater than the appropriation for that 
 purpose, it was not let to contractors, and all further operations thereon 
 were suspended. 
 
 It is ascertained that the sum now appropriated for the improvement 
 of this river is not sufiicien' to complete this valuable work, and that 
 the additional sum of seventy-six thousand dollars will be necessary to 
 this object. It is believed however, by the Board, that the object to be 
 atf.ained would fully justify this farther expenditure. For further par- 
 ticulars in relation to this river, reference is here made to the annexed 
 report of John Dixon, acting Commissioner of the sixth circuit, and the 
 accompanying documents. 
 
 Kaskaskia River. 
 
 The improvement of the navigation of this stream has long been a 
 desirable object, owing to its central position, and from the fact, 
 too, that it passes far into the interior of the State, and is surrounded by 
 a country not exceeded by any for fertility of soil and salubrity of cli- 
 mate. 
 
 This particular improvement was placed under the control of the 
 Commissioner of the second judicial circuit. Every effort has been 
 made by him to forward the work, and, although greatly delayed by 
 sickness and other unavoidable causes, this very desirabJe improvement 
 is in a slate of forwardness that ensures the most happy results. For fur- 
 ther particulars in relation to this subject, reference is made to the re- 
 port of the Commissioner in charge of the work. The total amount ex- 
 pended upon said river, up to the first Monday in this month, is two thous- 
 and and hfty-seven dollars and forty-seven cents; which sum has been 
 expended in the engineering service, and in removing obstructions to 
 the navigation. 
 
 Little Wabash River. 
 
 The improvement of the navigation of this river was placed under 
 the immediate direction of the Commissioner of the third judicial circuit. 
 Under his direction this river has been surveyed, and the locality and 
 nature of the obstructions to the navigation determined. 
 
 It was thus ascertained that the appropriation made was inadequate 
 to accomplish the object in the manner pointed out bylaw. The ob- 
 structions to the navigation by the deposite of timber in the bed of the 
 river are now being removed; which, when completed, will greatly facil- 
 itate the navigation. This river presents the appearance of a natural 
 canal, commencing in the county of Effingham, and passing through sev- 
 eral of the finest counties of the State, the navigation of whi-h is ob- 
 structed by two principal rapids. These rapids are occasioned by reefs 
 of rocks over which the river passes, and at which points the principal 
 
15 
 
 descent in the stream occurs. Both shores of this river at each of these 
 points are private property, and dams are built and machinery erected 
 at each, over which the State has no control. Before the navigation of 
 this river can be thoroughly improved, which can be done only by dams 
 and locks, it will become necessary that those rapids should be conver- 
 ted into State property. To do this, a much larger sum than the. pre- 
 sent appropriation will be necessary; yet the Board is clearly of opinion 
 that the property when purchased and improved, as must necessarily be 
 done to improve the navigation in a proper manner, and the great advan- 
 tages that must necessarily accrue to the inhabitants of this fertile re- 
 gion of country, would fully justify an appropriation adequate to the 
 undertaking. 
 
 The sum expended upon this river, up to the (irst Monday in this month, 
 is ,|;2,93(3 4U. For further particulars in relation to this part of the 
 public improvement, refeience is here made to the annexed report of 
 the Commissioner of the third judicial circuit, and the accompanying 
 documents. 
 
 Thus the Board has presented a detailed statement of their operations 
 upon the rivers. They will now proceed to give a detailed account of 
 the several sums expended Upon the several public works under their 
 control; all of which will appear in the following table: 
 
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17 
 
 The Board, in making this report, have thought it their duty to collect 
 and embody every possible information that might shed light upon the 
 very important and all absorbing subject of internal improvement in our 
 State. With this vievi'- they have collected and herewith transmit co- 
 pies of their individual reports, and of the different engineers engaged 
 in the reconnoissance and location ofthe different works, thereby furnish- 
 ing a mass of information that cannot fail to give to the people, and to 
 their representatives, a full account of theproceedings of the Board, and 
 at the same time enable them to form correct conclusions as to the mex- 
 haustible resources of our State, and at present dormant sources of wealth 
 and prosperity, which may be brought into action by the uniform pro- 
 gress and vigorous prosecution of our system of internal improvments. 
 
 If slight defects have been found in the law organizing the system- 
 or if errors shall have been committed in carrying it into execution, it is 
 what might reasonably have been expected in a system so extended, 
 brought into existence by the spirit of compromise amidst conflicting and 
 adverse interests, and carried into execution by agents heretofore with- 
 out experience in such employment. 
 
 That the different members of the Board, in this first attempt, have in 
 all things performed their various and often difficult duties, strictly in 
 accordance with the spirit and intention of the framers ofthe law, could 
 not have been expected. 
 
 In locating thirteen hundred miles of railroad, and performing other 
 duties equally difficult, it could not well be otherwise than that er- 
 rors of judgment should occur, and that we should be brought into con- 
 tact with private interest, and become the unwilling though necessary 
 and unavoidable causes of disappointment to some, and the prostration 
 of splendid but visionary schemes of speculation in others. Under these 
 circumstances it was not expected by us that we could perform those 
 various duties to the entire satisfaction of all parties, or that however cor- 
 rect might be our course, or strongly marked by wisdom our acts, we 
 could escape without censure, or avoid the malevolence of the disap- 
 pointed. 
 
 In conclusion, the undersigned would say that the experience they 
 have had in commencing and prosecuting the present plan of internal 
 improvements^ which in their opinion is to be the ornament and honor 
 of the State, and the foundation of its prosperity and wealth, has brought 
 their minds to the conclusion that the onward path is the high road to 
 success, and that to recede or even to faulter would be to violate good 
 faith, to disappoint the hopes and dampen the energies of this great and 
 enterprising State. 
 
 We invite scrutiny and examination into all our public acts, indulging 
 2 
 
18 
 
 a hope that we may be accredited the good we have done, and that, if 
 errors have been committed, our successors may see and avoid them. 
 Ail of which, sir, is most respectfully submitted, 
 And we subscribe ourselves, 
 
 Your most humble and obedient servants, 
 WILLIAM KINNEY, 
 
 President. 
 M. McCONNEL, 
 Commissioner of tlie First Circuit. 
 
 ELIJAH WILLARD, 
 Commissioner of the Third Circuit. 
 
 M. K. ALEXANDER, 
 Commissioner of the Fourth Circuit. 
 
 J. WRIGHT, 
 Commissioner of the Fifth Circuit. 
 
 JOHN DIXON, 
 Commissioner oftJic Sixth Cit^uit. 
 
 Mr. Peck, Commissioner for the seventh circuit, having resigned before 
 this report was made, has not therefore signed the same. 
 
 EXHIBIT No. I. 
 
 REPORT OF M. M'CONNEL, 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 Vandalia, December?}, 1838. 
 To the President of the 
 
 Board of Public Works of the State of Illinois : 
 
 At the date of my last report, it will be seen, by a reference thereto, 
 that the amount of money expended by me upon the public works un- 
 der my charge, up to that date, amounted to the sum of one hundred and 
 fifty-one thousand and thirty-three dollars and ninety-four cents. Of 
 that sum, there was at that date paid out for work done, and materials 
 furnished upon the Northern Cross railroad, the sum of one hundred 
 and twenty-four thousand four hundred and twelve dollars and forty-five 
 cents. There was then expended for surveys, and locating the various 
 works under my charge, the sum of twenty-seven thousand six hundred 
 and twenty-one dollars and ninety-four cents. At that time there were sev- 
 
19 
 
 eral locafing parties in the field. One party was under the direction of 
 Mr. Win. Pollock, engaged in the location of the roads from Peoria and 
 Pekin to Mackinaw town, and thence toBloomington,in McLean county, 
 and also in the location of the Central railroad between Bloomington and 
 the north fork of the Sangamon river, via Decatur, in Macon county. 
 This work has been completed by Mr. Pollock so far as to be able lo de- 
 termine the probable cost of the construction of those routes. Mr. Pollock 
 has made a full and complete report of all those surveys to Mr. Bucklin, 
 the principal engineer of the western district; which is hereto attached, 
 and referred to for further information in relation to said survey. An- 
 other of these parties was under the direction of Mr. Bucklin, principal 
 engineer, in i-elocating that part of the Northern Cross railroad situated 
 between Jacksonville, in Morgan county, and Springlield, in Sangamon 
 county. 
 
 Tills part of the Northern Cross railroad had previously been sur- 
 veyed and located by M. A. Chinn, but, in the opinion of Mr. Bucklin, 
 chief engineer, the location was not made at that time in the proper 
 place, and consequently, by his request, a company was again organized, 
 and the road located under his immediate direction. 
 
 The other locating party was placed under the direction of Frederick 
 Ilawn, Esq., senior assistant engineer, and was engaged in tlic location 
 of the road contemplated to be constructed from Alton to Shelbyvillc. 
 Tliis road I understand has been surveyed, and a report made to the 
 Commissioner of the second judicial circuit, in whose circuit is situated 
 the commcncemc[it and teimination of said road. The only agency that 
 I have had in this part of the public service has been (o famish the camp 
 equipage, and to pay all the expenses of making said survey and location. 
 
 At the June meeting of the Board, all that part of the Northern Cross 
 railroad, situated in the fifth, judicuxl circuit, was placed under my imme- 
 diate supervision. Previous to that time, contracts for the grading were 
 let upon said road, from Quincy to Columbus, in Adams county. Those 
 contracts have proceeded speedily, and all the jobs appear to be in a 
 prosperous state of forwardness. 
 
 At the same meeting of the Board, it was ordered that the grading of 
 three miles of said road on the Illinois river, commencing opposite Mer- 
 edosia, be put under contract. In pursuance of this order, I proceeded 
 to advertise said three miles as the law directs; and, in Auo^ust last, the 
 same was let to Messrs. Davenport, Henry & Co., at fair prices. 
 Much difficulty was encountered by the engineers in estimating the cost 
 of the large amount of masonry found necessary In this low and inunda- 
 ted bottom. No suitable stone could be procured within several miles 
 of the work; and the quality when found was not known to be good. 
 
 All this taken into consideration, together with the fact that these three 
 miles run through a low bottom, inundated by the Illinois river, almost 
 every year, to the depth of fr(>m four to eight feet — it was ascertained 
 that this part of the road would cost a sum far beyond all former calcu- 
 lations. To avoid as much as possible this result, it was deterinined to 
 construct the four large abutments, necessary upon this work, of 
 timber. Those abutments were also let to the same persons who took 
 the contract for the embankment. 
 
20 
 
 Immediately after this contract was taKen, the country was visited 
 with an unusual degree of sickness, which greatly retarded the progress 
 of the work; yet the contractors have shown every disposition to pro- 
 ceed, and have made an efficient commencement. 
 
 Hereto annexed, will be found the reports of Mr. A. R. Parker, engi- 
 neer upon that part of the Northern Cross railroad situated between the 
 Illinois and Mississippi ri: ers; to which I refer for all further particulars 
 upon said works. 
 
 At the meeting of the Board in June last, it was ordered, upon the 
 petition of various citizens of Morgan county, that a lateral branch of 
 the Northern Cross railroad be constructed from a point near the Illi- 
 nois bluff to the towai of Naples, in said county, upon condition that the 
 Naples and Jacksonville Railroad Company would relinquish the charter 
 granted them at the last general session of the Legislature of this State. 
 
 In pursuance of this order of the Board, 1 proceeded to cause a survey 
 and location of said road. 
 
 It was then found that the company had done a large amount of work 
 upon the road, and that they had a right by law to construct the road 
 upon almcsL the same route for many miles then occupied by the North- 
 ern Cross railroad, and that the construction of the last mentioned road 
 was in violation of the charter of that company, and that said charter 
 was believed not to be within the provision of the internal improvement 
 law in relation to relinquishing charters; and under all those circumstan- 
 ces it became necessary that some compromise should be made, to avoid 
 a collision between the State and the company, and a probable delay of 
 the whole work. It was ascertained also that llie company had located 
 said road upon the most direct route from the town of Naples towards 
 Jacksonville, and that the worlf was done upon said direct route, and that 
 the same v;ould intersect the Northern Cro^s railroad, in the most ad- 
 vantageous and beneficial manner for the benefit of the State and the 
 use of said branch; yet it was ascertained that a route might be had 
 from said town of Naples to the Northern Cross road by a shorter line 
 than the one adopted by the company; yet that line would be much more 
 circuitous, and less useful as a road from Jacksonville to Naples, than the 
 one adopted by the company. It was also found that as the company 
 was by law entitled to a full compensation for work done upon their 
 road, which must be paid for and lost to the State, and that the right 
 of way upon their route would cost nothing, and the right of way upon 
 the shorter route would cost a large sum of money, and their route would 
 be cheaper to the State than the one referred to as the shorter branch; 
 consequently, the loute that w^as found to be the most direct, and, all 
 other circumstances considered, the cheapest was adopted. (The 
 communication from the President of said Railroad Company heretofore 
 referred to, is annexed as a part of this report.) 
 
 After this branch was located, I proceeded to advertise and let the 
 same to efficient and responsible contractors, according to the orders of 
 the Board, upon terms highly advantageous to the State, as will be seen 
 by reference to said contract now on fiUe in the proper office. The char- 
 ter of the company has been relinquished; the right of way over a large 
 amount of land has been secured for the Northern Cross railroad. A 
 
21 
 
 lot for an engine house and a lot for depot buildings, at Naples, have 
 been granted free oi charge; for the particulars of which, reference 
 is made to said contract on file in the proper otficc. 
 
 After said woric was put under contriact, the persons engaged thereon 
 proceeded with all possible despatch towards its final completion, and 
 said road, together with a building for a depot, is now in a great state of 
 forwardness. 
 
 That part of the Northern Cross railroad between the Illinois and 
 Sangamon rivers, it will be remembered, was under contract previous to 
 my last report. Since that time the contractors upon that road, ;iltiiough 
 much delayed by an unusually sickly season, have progressed speedily. 
 All the grading, except about one-half mile between the Illinois river and 
 Jacksonville, is completed. Several miles from Mercdosia towards Jack- 
 sonville are cJready completed, and a locomotive of the first order is in 
 successful operation thereon. All the grading between Springfield and 
 Jacksonville, except about eight miles, is done, and a large amount of 
 timber is already furnished upon the road; and it is confidently believed 
 that, with proper diligence on the part of the officers of the State, and 
 proper encouragement to contractors, said road may be completed 
 and the cars running to Springfield on the fifteenth of September next. 
 
 Mr. Bucklin, chief engineer, has submitted to me an abstract of all the 
 estimates made for co.Uractors upon the Northern Cross railroad, within 
 the first judicial circuit. This abstract shows the total amount of work 
 done, the amount and prices paid therefor, and the work to be done 
 upon each of the divisions of said road, and by each contractor; which 
 is hereunto annexed, as a part of this report. 
 
 That part of the Pekin and Bloomington branch of the Central railroad, 
 situated between Pekin and Tremont, was under contract previous to 
 my last leport in June. The grading upon this part of the road was 
 originally' let to various contractors, but, by sub-contracts made since, the 
 whole of that work has fallen into the hands of two very enterprising and 
 efficient .contractors; and it is expected that said road will be completed 
 by the last of October, in iSSO. While upon the subject of this road, it 
 becomes my duty to state that much difficulty is likely to arise in finding 
 suitable rock for bridges and culverts conveniently situated to this, line, 
 as well as the whole line of the Central railroad from Bloomington south 
 to the north fork of the Sangamon river. These lines pass over a high 
 and gently rolling country, and their great elevation above the common 
 strata of limestone. None o" this article appears even in the deepest 
 valleys of the streams. J would therefore suggest the propriety of adop- 
 ting either wood or brick for the first construction of the bridges and 
 culverts, which will answer for some years, and until their places can be 
 supnlieJ by a more durable material transported upon the road. 
 
 That part of the Northern Cross railroad within the first judicial cir- 
 cuit,, situated east of Decatur, has been surveyed and located by the en- 
 gineer of the eastern district, under the immediate control of the Com- 
 missioner of the fourth judicial circuit; and as no report has been made 
 to me in relation to said survey, I cannot render any information to the 
 Board in relation thereto. 
 
 That part of the Central railroad, situated in the first judicial circuit, 
 north of Bloomington, has been surveyed and located by General Ran- 
 
som, whose report to me in relation thereto will be found hereunto an- 
 nexed, to which I refer, as giving all the necessary information. 
 
 On the llth day of August, 1837, having learned that the Fund Com- 
 missioners were about to go to the Eastern States, upon the businesji of 
 this State connected with their duties as Fund Commissioners, I sought 
 and obtained the aid of tliose gentlemen in purchasing iron, a locomotive, 
 cars, and other necessary articles tor the roads in my circuit. At that 
 time I made and delivered to them a letter of authority; a copy of which 
 I hereto annex as a part of this report. Those gentlemen proceeded to 
 purchase railroad iron, cars, a locomotive, and various other articles ne- 
 cessary for the road, a part of which has been received, and the cost of 
 transportation paid by nie; but as those gentlemen have not rendered 
 to me any account or statement of the cost, quantities or description of 
 the articles purchased, it is impossible for me to give the necessary in- 
 formation in relation tliercto, It is not precisely understood by me, 
 whether those gentlemen, in the purchase of all those articles, acted by 
 virtue of tlicir otfices as Fund Commissioners, or under the letter of au- 
 thority from me. But be that as it may, I have no doubt but all the 
 necessary information in relation to the whole subject, may be had by 
 reference to their report when made, and to the books and records of 
 their office. 
 
 The iron received is a good article of the kind, except that the spikes 
 were not of the proper kind, and were made of very bad iron, and conse- 
 quently was of little value to the contractors. The locomotive received 
 is of the first order; but is heavier than is necessary for the light grades 
 upon the Northern Cross railroad, and is better suited to the Fekin and 
 Bloomington branch of the Central railroad; for which road I understand 
 it was intended: but notwithstanding its weight, it is in successful opera- 
 tion without doing the least injury to the road, or at all deranging its 
 structure. 
 
 The next subject about which it becomes nocessary for me to report 
 to the Board, is that connected with the improvement of the naviga- 
 tion of the Illinois river. 
 
 it will be remembered that all of this river, from its mouth up to the 
 junction with the Sangamon river, was placed under my immediate di- 
 rection and control. From that time up to the first day of September 
 last, the waters continued so high that it was impracticable to make 
 '<iiiy =r^t::r?.':i'^'-y survey or examination of the channel. About that 
 time the waters fell, and presented a favorable opportunity to examine 
 the obstructions to the navigation. The country along the river, and 
 indeed in the interior to a great extent, then became so sickly that 
 hands could not be procured to make the necessary survey and exami- 
 nations of said river. With a view, however, of making this survey, I 
 conditionally procured a small steamboat for this service. This boat 
 was found not to answer the purpose, and the money intended to 
 be paid therefor was applied to other parts of the public works, without 
 cost to the State. 
 
 Being disappointed in this, I endeavored to procure the necessary 
 information in a different way. I employed skilful persons, and those 
 well informed as to the obstructions to the navigation, to proceed to ex- 
 
23 
 
 amine all the bars, at the lowest water, and then examine and ascertain 
 the depth of water, and the extent and character of the obstructions. 
 The information thus acquired will be found in a statement and descrip- 
 tion oi" the obstruction to the navigation of the Illinois river, below the 
 mouth of tlie Sangamon river, hereto annexed. 
 
 It is not pretended that the information thus acquired is entirely cor- 
 rect, but is sufficiently so to enable the Board to determine the probable 
 cost of removing the obstructions, and making the river navigable for 
 steamboats at all stages of water. The material composing all the bars 
 mentioned in this statement is sand and claj, and of such a texture as 
 to be easily removed by a steam dredging machine propcrlj' constructed. 
 I would therefore suggest to the Board the propriety of purchasing a 
 machine of that kind for this service, and that the same may be imme- 
 diatsly put into operation upon this river. I would further suggest the 
 propriety of employing one competent engineer, experienced in this 
 kind of improvement, to whose charge the whole work upon this stream 
 should be committed. 
 
 it is ascertained that this river is one of the most valuable st/eams 
 for navigation of all the tributaries of the Mississippi, and it is believed 
 that no other improvement would add more value to the country, or con- 
 fer more general benefits, than the improvement of its navigation. It is 
 therefore very desirable that this should receive the immediate atten- 
 tion of the Board. 
 
 The next subject of inquiry for the Board to make of me, as one of its 
 members, is, as to the amount of money expended by me, as Commis- 
 sioner, upon a,\\ and each of the of the public works under my charge. 
 It will be remembered that the appropriations made by the law, in re- 
 lation to internal improvements, are all special, and only applicable to 
 certain specitic objects; yet the same law requires the Board to purchase 
 land for the use of the State, and not necessary to any particular 
 road, and to do other acts and make other expenditures not applicable to 
 any particular portion or division of the improvements of the State. Un- 
 der these circumstances, the Board of Public Works and the Board of 
 Fund Comn)is3ioncrs constituted a general fund, to be used upon objects 
 not confined to any particular works. Upon this fund I made several 
 drafts; and the money thus drawn was applied to various objects not par- 
 ticularly applicable to any one road. 
 
 Out of this fund, all the property was purchased to accommodate the 
 locating parties, and, generally, to carry on the various duties connected 
 with the engineering necessary upon the various works under my charge. 
 
 Since the meeting of the Board of Public Works, on the first Monday 
 in this month, 1 have been requested by the Board of Fund Commission- 
 ers to divide and appropriate this fund among the different works and 
 appropriations. In performing this service, I have adopted the rule 
 of dividing this fund, pro rata, between the works, according to the ex- 
 tent of the appropriations, except that the amount paid for property now 
 on hand for the use of the diflfcrent roads, was charged to the Northern 
 Cross railroad, and, consequently, the proceeds arising from the sale of 
 land property, (if it should become necessary to sell it) should be re- 
 turned to that appropriation, and a proper allowance made out of the 
 other appropriations to supply the loss consequent upon the use of this 
 property. 
 
24 
 
 The total amount of money expended by me since the commencement 
 of my services, upon all the various roads and parts of the public works 
 under my charge, up to the first Monday of this month, is ^"230,148 75. 
 The tota^l amount drawn is|229,395 45. 
 
 Ofthe sums thus expended, $l9,930 77 has been expended upon the 
 Bloomington and Pekin railroad. 
 
 Upon the Alton and Shelbyville railroad, the sum of ^4,535 79. 
 
 Upon tbe Central railroad, the sum of f 3,550 67i. 
 
 Upon the Illinois river, the sum of ,')§:iOO 00. 
 
 The residue of said sum, amounting to |-202,03l 5U, has been ex- 
 pended upon the Northern Cross railroad, in addition to the sum of 
 money expended by me upon the Northern Cross railroad, as aforesaid, 
 there has been paid to the contractors, by special drafts drawn by me 
 for work dune upon said road, the sum of $'263,625 33. 
 
 There has also been paid, by a special draft drawn by me in favor 
 of John J. Hardin, Esq., for and in consideration of a judgment render- 
 ed for the right of way for said road over a tract of land, the sum of 
 J|^2,IG6 00; making the total amount paid upon this road from the com- 
 mencement of operations upon the public works, up to the first Monday 
 in this month, the sum of |467,822 84. 
 
 In addition to the sum before stated as having been paid upon the 
 Pekin and Bloomington railroad out of money drawn by me, there has 
 been paid by special drafts upon the Fund Commissioners, in favor of 
 contractors, for work done upon said road, the sum of ^18,092 00, mak- 
 ing the whole sum expended upon that road - ^38,022 77. 
 
 Upon the Alton and Shelbyville railroad, the sum of 4,535 79 
 
 Upon the Central railroad - - - 3,550 67 
 
 Upon the Illinois river - - - lOO 00 
 
 In conclusion, I would say to the Board that the average cost of the 
 several roads in the first circuit must necessarily be greater than the 
 same extent of road further in the interior. This is owing to the fact, 
 that these lines pass through the undulating surface bordering upon the 
 Illinois river, and owing to the fact, too, that the law expressly requires 
 the roads to be located to certain towns and places; to arrive at which 
 it becomes necessary to make deep cuts, raise heavy embankments, and 
 construct costly viaducts; all of which could have been avoided, if the 
 points to which the roads were expressly made to pass had been 
 Jesss in number or differently situated. 
 
 All of which is respectfully submitted. 
 
 M. MeCONNEL, Com'u 
 
25 
 
 Copy of a letter of aidkority given to the Fund Cnmmissioners to purchase iroiu 
 
 Jacksonville, Aug. 1 1, l837. 
 Messrs. Mather, Rawlings, and Oakley, 
 
 Fund Commissioners of the State of Illinois. 
 
 Gentlemen: There is now in this district nearly fifty-eight miles of 
 raih-oad under contract, which will require about sixty-two miles of rail- 
 road iron. It is also my intention to put under contract this season that 
 part of the Pekinand Bloomington branch of the Central railroad situa- 
 ted between Pekin, on the Illinois river, and Tremont, probably about 
 ten miles. For this route the iron may be required, (or, at any rate, a part 
 of it,) the coming season ; say eleven miles of iron. 
 
 In all contracts made and to be made, the State has and will reserve 
 the right to furnish the iron. The kind of iron M'^ante i is of that width 
 and thickness that requires twenty-two tons to the mile, including plates, 
 bolts, and all other things necessary. 
 
 You are authorized and requested to furnish the funds and purchase 
 this iron, or to procure it to be imported to the port of New Orleans, sub- 
 ject to the order of M. McConnel, Commissioner of the Board of Public 
 Works of the State of Illinois. It will be necessary to secure the duties 
 upon this iron at New Orleans, to be returned when the iron is laid. If 
 you should believe that iron will decline in price, so that the same may 
 be bought nest year for less than at present, you may contract for the 
 delivery of thirty miles, say, six hundred and sixty ton;, or thereabouts, 
 as we may not want to use more than that quantity in this district through 
 the next season. In all this you will exercise your discretion. 
 
 You will also contract for the building of one locomotive, of the most 
 approved plan, and a suitable number of passenger and burthen cars, to 
 be shipped, via New Orleans, to the house of McConnel, Ormsbee. & Co., 
 Naples, Illinois. Y"ou,or either of you, are hereby authorized, either by 
 yourselves or agents, to enter into all contracts, and to make all provis- 
 ions necessary for the procuring of the iron, cars, &c., aforesaid, in as 
 full and complete a manner as I could myself do, as a member of the 
 Board of Public Works for the first judicial circuit; and the funds expen- 
 ded shall be receipted for as expended by me for the use and purposes 
 aforesaid. 
 
 With much respect, 
 
 I remain, yours, &c. 
 
 M. McCONNEL, 
 Commissioner of the Board of Public Works for thefirsi 
 judicial circuit of the State of Illinois^ 
 
26 
 
 Railroad Office, Manville, Dec. 3, 1 838. 
 
 To M. McCoNNELL, Commissione?' 
 
 of the Board of Puhlic Works. 
 
 Sir: Agreeably to your instructions, I have caused the party crsgngcd 
 in locating the Central raihoad from the IlUnois river, souih, to continue 
 the locatlo;i of the same as far as Bloomington. The results thus obtained 
 are, I take great pleasure in saying, in all respects as favorable as you 
 had reason to anticipate from the remarks on the preliminary recon 
 noissance, which I had the honor of communicating to you last summer. 
 
 From that survey it was ascertained that a tangent vi-as practicable 
 between the head waters of Cedar creek and the ford-way at the Macki- 
 naw, near Hudson, a distance of about 43 miles. The location has been 
 made along this tangent, which it may be remarked, is nearly en the right 
 line between Bloomington and the termination of the Michigan and Il- 
 linois canal, and from one-half to one and a half miles east oi the line of 
 exploration. Almost the whole extent of this line is along the Grand 
 prairie, without an obstacle of any kind wortiiy of notice, except at the 
 Panther, Mackinaw, and Sugar creeks; and those, it will be seen, are 
 easily surmounted. The soil is mostly a rich vegetable mould, varying 
 from one and a half to three feet, with a substratum of compound clay, 
 presenting a surface uncommonly free from undulation, ridges, or objec- 
 tionable grades in either direction. 
 
 From the north line of McLean county to the north branch of Panther 
 creek, a distance of twenty-six and a quarter miles, an almost level prairie 
 is passed over. The distance between this and the south branch is two and 
 a quarter miles, with a continuation in the character of the surface. The 
 valleys of each of these branches are gentle depressions into the surface 
 of the prairie of about thirty feet, and extending about a mile on eith- 
 er side of each stream. The former is somewhat the largest, and will re- 
 quire a bridge of thirty-three feet span and sixteen feet in height, with 
 grades on either side, of nineteen ieei per mile, for a short distance. The 
 latter requires a bridge of thirty feet span and twenty feet high, with a 
 bank of about twelve feet in height for eight hundred feet, and grades on 
 either side, not exceeding fifteen feet per mile, for one mile each way. 
 From this stream to Mackinaw creek, a distance of seven miles, a very 
 even though gradual ascending surface intervenes. ' 
 
 Mackinaw creek has here a narrow valley about eighty feet below^ the 
 general surface of the prairie, with steep irregular bluffs on either side. 
 Our line strikes this creek twenty-six hundicd feet above the ford-way, 
 near Hudson, at a point where the blufis on either side approach unusual- 
 ly near for this stream. These bluffs are composed of a coarse firm sand, 
 of a suitable character to form substar.tial embankments. A bridge of one 
 hundred feet span and thirty-three feet high, with an embankment on the 
 south side, four hundred feet long and thirty feet high, will give grades on 
 each side, of nearly fifty feet perniilc, lor a mile each way from the bridge. 
 
 This being very much the steepest grade between Cedar creek and 
 Bloomington, it may be preferable to add a few feet to the height of the 
 bridges and embankment, and thus reduce the declivity in the immediate 
 vicinity of this creek. The surface is somewhat broken and irregular, 
 though with the grade mentioned there will be no cuts required that ex- 
 ceed seventeen feet, and these but for a short distance. 
 
27 
 
 The line passes through ihe principal street in the village of Hudson^ 
 which is at an elevation above the Illinois river, at La Salle, of 3lO feet, 
 and 51 miles distant from that place. One mile from Hudson we pass 
 the Six-mile creek, a stream of about the same size of the north branch 
 of tlie Fanther creek. The vailey is also abouL the same widih and depth, 
 and will conseijaently require a bridge of the same dimensions as the last 
 stream. A distance of four and a half miles from Hudson we attain the 
 greatest elevation on the line, it be-ng four hundred and fourteen feet 
 above the Illmois and the summit between Six-mile and Sugar creeks. 
 
 The grade in ascendidg to this point will require to be about thirty- 
 two feet per mile, for three and a half miles: the southern declivity from 
 this summit is more abrupt, and requires a grade of about thirty-nine feet 
 per mile for one and a half miles. From Six-mile creek to Bloomington 
 the prairie is much more undulating than that north of Mackinaw creek, 
 though no very deep cuts or heavy embankments will be necessary. The 
 only obstacle remaining to be noticed is Sugar-creek,near Bloomington. 
 This is a small stream situated in a valley similar to the south branch of 
 Panther creek. A bridge of thirty feet span and twenty-nine in height, 
 with an embankment nineteen feet high for about one thousand feet will 
 give a grade on either side, of twenty-five het per mile, for a short distance. 
 The line between Hudson and Bloommgton is a tangent, and is believed 
 to be the most favorable location attainable between these places; it ter- 
 minates in the latter place at a point about twelve hundred feet cast of the 
 courl-house. As was indicated in my former communication, the char- 
 acter of the surface here will admit of such a change in the line as will 
 best suit its continuation to Decatur, and other purposes at this point. 
 
 Stone for bridges and culverts can be obtained at Sandy and Panther 
 creeks, though of rather inferior quality. Timber suitable for the super- 
 structure of the road and in suflicient abundance can be obtained on most 
 of the streams traversed by this line. The lively interest manifested in 
 the progress of this work by the inhabitants along the line seems to offer 
 the best guarantee of its ultimate usefulness to them, and incidentally of 
 its importance to the interests of the State. Indeed the necessity of a 
 more facile and speedy communication to the market, to accommodate 
 the wants and requirements of this healthy and fertile portion of the 
 State, is becoming every day more apparent; and it can hardly be doubt- 
 ed that its great agricultural advantages,in connection with the facilities 
 that will be afforded by this railroad, will very soon draw within its bosom 
 a very dense and wealthy population. A simple inspection of the phys- 
 ical features of this portion of the United States must lead to the convic- 
 tion that this railroad would be the most convenient and speedy channel 
 of communication for the inhabitants of this region with the distant mar- 
 kets. Re^^ent experience nas demonstrated that railroads, as a channel of 
 communication, can be depended upon at all times and at all seasons even 
 in latitudes more rigorous than ours. More than two years since it was 
 computed by an engineer of high standing that, when the railroads which 
 were then projected and in progress were completed, a traveller would 
 be enabled to pass from New York or Bosfnn to Chicago in the space of 
 sixty-one and a quarter hours. Subsequently several important and ex- 
 tensive works have been commenced on this line of communication, shor- 
 tening the distance materially, and substituting railroads where one or 
 
28 
 
 two changes to steamboats were requisite; by means of which even this 
 estimate must be very much reduced, so much so that it admits of no 
 doubt that, when those works are completed, the journey will be made 
 from Bloomington to Boston, or New York, and back, in a little more 
 than half of the time that is now required to descend the river from 
 Peoria to New Orleans. 
 
 I cannot conclude these remarks without expressing my belief that, 
 from the character of the soil and surface over which most of this road 
 passes, the plan of forming a road-bed, on which to place the superstruc- 
 ture, (as is already adopted in some places in the State) is attended with 
 a useless expense of time and money. 
 
 When a country is very broken, and the soil is of a nature to make 
 durable and substantial road-ways, this practice may be necessary; but 
 when the soil is a mass of decayed vegetation, and the surface in a great 
 measure already graded by the hand of nature, the circumstances of 
 the case are entirely changed, and their necessity no longer exists. In 
 all high latitudes, whatever may be the soil or surface, it wiH be ad- 
 mitted that the formation of permanent railroad superstructures should 
 be below the action of the frost. Accordingly these foundations are 
 constructed either upon ruble stones, stone blocks, gravels, piles, or 
 blocks of wood, extending a suitable distance below the surface. 
 
 From the difficulty and expense of obtaining other materials, one of 
 the two last methods seems to have the strongest claims to be adopted on 
 the prairies. Over such a surface as these present, I cannot doubt Ihat 
 it will be a great saving of expense to neglect grading or making a road- 
 bed altogether, except over sharp ridges and deep valleys. Upon this 
 plan, the road must be graded u ion piles firmly driven into the earth, 
 at a suitable distance from each other, and extending from a few inches 
 to ten feet above the surface, as the case may require. Cross-ties are placed 
 upon the tops of these piles, and a longitudinal rail secured on these, 
 capped with the flat rail of wrought iron; or if the H rail is used, the lon- 
 gitudinal rail of wood becomes unnecessary. A similar superstructure 
 is sometimes placed upon the ends of wooden blocks, planted hrmly below 
 the action of the frost. Each of these plans have already passed the 
 ordeal of experience in the Eastern States; and they are found to have 
 every necessary degree of firmness and strength, are more durable than 
 superstructures that are at or upon the surface, and the aggregate ex- 
 pense is moreover evidently much less than with a graded road-bed, 
 since, with this, the same or greater expense for superstructure seems 
 necessary. 
 
 The principal advantages of this plan are, to obviate the expense of 
 grading the road-bed and excavating drains and ditches — the necessity 
 of placing the grade line, generally, above the surface, to avoid the 
 water, partially melted snows, and ice, that frequently cover the more 
 level portions of the prairies to a depth of some inches. This alone 
 will amount to a very considerable sum. 
 
 Culverts, drains and walls to protect the embankments, will also be 
 unnecessary, as the water will pass freely under the superstructure at all 
 points, except at ridges, and here they are not required — from the dif- 
 ficulty of procuring stone on the prairies. This will also be a very impor- 
 tant item in the expense. 
 
29 
 
 The expense of excavating block pits, or driving piles through the em- 
 bankments, will also be saved. The aggregate of these expenses will 
 ordinarily amount to a sum varying from one-third to one-half of the 
 whole expense of said road; and this amount, it will be seen, must be 
 expended from one to two years before any advantage can be derived 
 from its u?e; but, upon the plan proposed, as soon as the superstructure 
 is laid, cars may be put in motion, and a benefit realized from the money 
 expended. Should it be determined, ultimately, to form a road-bed and 
 construct culverts and bridges, with stone walls and abutments, it will 
 be seen that this work will be greatly facilitated, and the expense very 
 much reduced, by means of the superstructure already in position; and 
 this may be delayed to such a time as the finances of the State would 
 best permit more expensive structures, or its interests require them. 
 Upon this plan, sharp ridges will of course be excavated, and deep ra- 
 vines either embanked, or truss work raised to support the rails, as the 
 case may require. Truss bridges, also, to pass the different streams, 
 when durable stone is not easily procured, would not only be a great 
 saving of expense in the first cost, but a work of economy, with a view 
 of ultimately building more peimancnt structures. 
 
 I have thus, sir, in a very hurried and desultory manner, made known 
 to you the principal facts, as well as my views in relation to the work 
 you have placed under my charge will admit of. The accuracy of the lat- 
 ter, I hope more fully to demonstrate when time permits me to present 
 estimates upon different parts of the work. 
 
 For the particular distances, elevation, &c. , I beg leave to refer you 
 to the accompanying tables. As the field operations have but just been 
 completed, I am not able at this time to exhibit the necessary maps, 
 profiles, and plans pertaining to the work; they are however in progress, 
 and will be transmitted, in due time, by 
 
 Your obdient servant, 
 
 T. B. RANSOM, Engineer. 
 
30 
 
 
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31 
 
 Report of James M. Bucklin, Principal Engineer of the Western District. 
 
 Vandalia, Dec. 22, 1838. 
 To M. McCoNNEL, Acting Commissioner 
 
 of the First Judicial Circuit. 
 
 Sir: I have been desirous of laying before you this winter an estimate of the 
 'probable cost of the different lines of road included within the limits of this dis- 
 trict, and am enabled to do so through the exertions of Mr. Pollock, my principal 
 assistant, and the gentlemen associated with him. They have, under very dis- 
 couraging circumstances, completed the preliminary examinations; and to the 
 accompanying report of Mr. Pollock I refer you for a description of them in de- 
 tail. The estimates deduced from these surveys are designed as apj)roxima- 
 tions; yet, upon a more careful and deliberate examination and a definitive loca- 
 tion, many important improvements, conducive to economy and useful 
 effect, which were observed to be practicable during the course of the field op- 
 erations, can be adopted, and the cost thereby materially lessened. It is remar- 
 kable that the different routes examined have not proved more unfavorable, and, 
 indeed, impracticable, within the limits of an ordinary expenditure, taking into 
 consideration tlie numerous points to which the location of the roads are restrict- 
 ed, without regard to the topographical features of the country, and especially 
 on the lines running at right angles with the direction of the streams. 
 
 Could a greater latitude have been allowed in the location between extreme 
 points, the extraordinary advantages afforded by the topographical character of 
 the State, for the economical construction of railroads, would have been ren- 
 dered available to a much greater extent, and the roads rendered more perfect 
 and effective. The survey of the Pekin and Bloomington branch of the Central 
 railroad under contract between Pekin and Tremont, nine and a half miles, at 
 $9,192 per mile, has been extended to Bloomington, a distance of thirty-six and a 
 half miles. The average cost per mile is estimated at Si 1,736. The construction 
 of the Peoria and Mackinaw branch and of the Pekin and Bloomington branch of 
 the Central railroad, is impracticable at the maximum rate of graduation fixed 
 by the Board of Public VV^orks. With a grade of 70 feet per mile, however, Pe- 
 oria can be connected with the Pekin branch within 4.81 miles of Mackinaw, a 
 distance of fifteen miles, at a cost of $8,217 per mile. 
 
 The country between Bloomington and Decatur on the route of ihe Central 
 railroad has been explored; the distance found to be forty-six miles, and the prob- 
 able cost $14,645 per mile. The crossing of Salt creek renders the graduation 
 of this part of the Central railroad very expensive; several cross sections which 
 were takhn off the valley of the stream exhibited a difference of $50,000 in the 
 cost of graduation. A. more critical examination is necessary to ascertain the 
 minimum cost of this division of the road, and, before it can be properly deter- 
 mined, the result of the examinations north and south of the western engineering 
 district should be known; for if it is found necessary to employ gradients of more 
 than forty feet to the mile in the graduation of other portions of this road, the 
 same increase in the maximum rate of graduation should be made between this 
 part of it included within the western district; in which event the cost of gradua- 
 tion would be lessened without detracting from the efficiency of the motive power. 
 
 The first and second divisions of the Northern Cross railroad, when completed to 
 Springfield, a distance of fifty-six and three quarter miles, will cost $624,250, or 
 $11,000 per mile. The probable cost of the third division is $332,000; the aver- 
 age cost per mile of the three divisions of this road, viz: the first division, exten- 
 ding from Meredosia, on the lUinois river, to Jacksonville, 23.617 miles; second 
 division, from Jacksonville to Springfield, 32.127 miles; and the third division, 
 from Springfield to Decatur, 41^ miles, in all, 98.244 miles, will be $9,750. 
 
32 
 
 During the past season the graduation of the roads under contract in this dis- 
 trict have advanced with great rapidity. Between the Illinois and Sangamon 
 rivers, a distance of 63.137 miles, fifty-two and a quarter miles of the gradu- 
 ation of the Northern Cross railroad are completed. The unfinished portions 
 will soon be finished, and large quantities of materials have been and are now 
 being delivered upon the whole line. This work is in such a state of forward- 
 ness as to warrant the belief that a locomotive engine will reach Springfield, from 
 the Illinois river, by September, 1839. 
 
 On the Pekin and Bloomington branch of the Central railroad, the graduation 
 of that part under contract between Pekin and Tremont is nearly finished, and 
 will probably be completed, and the road put in operation, the ensuing summer. 
 In both of these roads it has been necessary to enlarge the cuts beyond the di- 
 mensions prescribed by law. About ten miles of superstructure has been laid on 
 the firit division, beginning at Meredosia. The law of internal improvement 
 restricts the width of track to four feet eight inches between the rails. Obeying 
 the spirit of this law rather than the letter, I have laid the track four feet nine 
 inches, that being the general width of roads in the United Slates. It is worthy " 
 of serious inquiry, I think, whether it tvould not be expedient to increase the 
 width of track still more; say to five feet. There is evidently an advantage in 
 a wide track, laying aside its e/Tect's upon the movement of railroad wheels in 
 curvatures: but these effects have been obviated to such a degree, by the proper 
 application of the principle of the cone to the rims of the wheels, and the use of 
 wheels of small diameter, with vibrating axles, that I cannot perceive any ob- ,■ 
 jection to the adoption of the five feet track in the construction of our roads, 
 possessing, as they do, so large a proportion of straight line, and few curvatures 
 as small even as fourteen hundred feet radii. 
 
 The spikes and connecting plates accompanying the iron purchased for the 
 Northern Cross railroad, were found not to suit; and the expense of alter- 
 ing them has nearly equalled the original cost. Part of ihe spikes are of a qual- 
 ity not much better than the worst description of cut nails. This lot is now laid 
 aside, as we have fortunately discovered another lot of much superior iron. 
 They should be made of Juniata or Tennessee iron, as it is essential that the 
 most tenacious iron be employed for that purpose. The definitive tracing of the 
 curvatures and tangents on the graded surface, preparatory to laying down the 
 superstructure, and the superintendence of this work, has been confided by me to 
 Mr. George Plant, whose skill and experience,, acquired on other roads in the same 
 service, well qualifies him for that duty. I have not been disappointed in my 
 expectations derived from his well known abihty. The superstructure as far as it 
 has been completed is as well and as substantially laid as it is possible for a 
 road of this claSs to be made. It has remained in good adjustment, although 
 heavy loads and an engine weighing ten tons have repeatedly passed over it. 
 In the steepest grades its weight and strength are considerably increased. 
 White oak timber is almost entirely employed; and the plate rail, two inches by- 
 one half inch, has consequently every advantage that it can possess to render it 
 secure and immoveable. This description of rail will answer a very good pur- 
 pose, but it would be better economy in the end to substitute the H rail for it 
 
 The order of the Board of Public Works, requiring the change of the maxi- 
 mum grade on the Pekin and Bloomingion branch of the Central railroad from 
 fifty to seventy-five feet per mile, was carried into effect, and the cost of grading 
 that part of it between Pekin and Tremont, a distance of 9.47 miles, reduced 
 from $100,297 to $40,297, the average cost of the graduation being now 
 $4,192 per mile, instead of $10,459. 
 
 Your instructions of the 16th June, 1838, respecting the location and prepar. 
 
33 
 
 citiou for contract of the Naples branch of the Northern Cross railroad, acconipa 
 nied with an order of the Board, requiring this branch to be located and put un- 
 der contract, were obeyed, but in pursuance of subsequent instructions received 
 I'rom you, the route designated by you was prepared for contract. 
 
 The location of the second division of the Cross railroad, between Jacksonville 
 and Springfield, has been revised and improved, and the distance found to be thir- 
 ty-three miles and six hundred and seventy feet, which is a little less than by the 
 original location. 
 
 in arranging the grades of the roads under construction, great care has been 
 taken in the prairies to elevate the road-bed one or two feet above the surface, 
 and at the same time drain it effectually by means of longitudinal and lateral 
 ditches. In these level plains, which are sometimes saturated with water for 
 weeks together to a considei-able depth, I am satisfied, from my own experience, 
 and from the results of experiments which have been made in tlie construction of 
 other roads in the United States, that the adoption of an effectual system of 
 drainage, from the foundation of the superstructure, is the only means by which 
 its durable and permanent adjustment can be secured without incurring great 
 expense. 
 
 In my last report I remarked that it was designed to pass the Sangamon river 
 on a bridge of three hundred feet in length, two spans of one hundred and fifty 
 feet each; since which I have had an opportunity to observe the effects of the 
 stream when high, and have no reason to believe that any greater extent of span 
 is necessary to discharge its waters; but, upon mature deliberation, I have deter- 
 mined to shorten the span of the arches to one hundred feet each, and to place 
 another bridge of one hundred feet span in the bottom between the river and the 
 bluff. The strongest reasons operating in favor of the change are the necessity 
 for shortening the spans of the bridge, produced by want of height in the abut- 
 ments, and the fact that, whatever may be the peculiar advantages of the mode 
 of constructing a wooden bridge, it is continually operated upon by causes affect- 
 ing its permanency and durability, the effect of which increases in a ratio with 
 the length of the span and the changes which are produced. The draining of 
 the bottom above the embankment is another inducement; but the shortening of 
 the span, 1 consider of the greatest importance, affecting the durabilitv and con- 
 sequent value of the work. By placing more piers in the main channel, the su- 
 perstructure might have been simplified in its construction, and lessened in its 
 cost; but the foundation of the piers, and the increased quantit}'- of masonry re- 
 quired, would greatly enhance the cost of the bridge; and the obstruction of the 
 piers to the passage of ice and drift would endanger its safety. The present ar- 
 rangement seems to ine to be a proper medium between the objections arising 
 from the adoption of long or short spans at this particular point. Mr. Grubb. 
 the contractor, has laid the foundation of the pier, and delivered a large propor- 
 tion of the stone required. It will be nearly completed during the ensuing season. 
 The plan of tliis bridge and of all important structures of this kind, in the wes- 
 tern district, are from the designs of J. & W. Madison, superintendents of car- 
 pentry on the Cumberland road. For bridges requiring extraordinary strength, 
 1 know of no plan combining so many advantages. 
 
 Respectfully, yourob't servant, 
 
 J. M. BUCKLIN. 
 
34 
 
 NORTHERN CROSS RAILROAD. 
 FIRST Division. 
 
 Table of Grades from Meredosia to Sangamon river. 
 
 Stations 
 
 Grade per 
 
 Grade per 
 
 
 Total. 
 
 Total height 
 above the 
 
 Length 
 ofplane. 
 
 Length 
 of divi- 
 
 from to 
 
 100 feet 
 
 mile. 
 
 
 
 Illinois riv. 
 
 sion. 
 
 
 
 Feet. 
 
 Feet. 
 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Miles. 
 
 15 
 
 19 
 
 
 _ 
 
 Level 
 
 _ 
 
 91.270 
 
 400 
 
 
 19 
 
 30 
 
 .150 
 
 i7.920 
 
 Ascent 
 
 1.650 
 
 29.920 
 
 1,100 
 
 
 30 
 
 31 
 
 .172 
 
 "9.082 
 
 " 
 
 .179 
 
 93.099 
 
 100 
 
 
 31 
 
 53 
 
 .910 
 
 11.088 
 
 U 
 
 4.620 
 
 27.719 
 
 2,200 
 
 
 53 
 
 124 
 
 .065 
 
 3.590 
 
 Descent 
 
 4.615 
 
 93.097 
 
 6,900 
 
 
 124 
 
 210 
 
 .029 
 
 1.531 
 
 " 
 
 2.494 
 
 20.603 
 
 8.600 
 
 
 210 
 
 231 
 
 .100 
 
 5.280 
 
 " 
 
 2.244 
 
 18.459 
 
 21.44 
 
 
 231 
 
 232 
 
 .028 
 
 1.478 
 
 u 
 
 .028 
 
 18.421 
 
 100 
 
 
 232 
 
 962 
 
 .349 
 
 
 Level 
 
 _ 
 
 18.421 
 
 3,000 
 
 
 262 
 
 268 
 
 .349 
 
 18.497 
 
 Ascent 
 
 2.094 
 
 20^515 
 
 600 
 
 
 968 
 
 290 
 
 .339 
 
 17.899 
 
 u 
 
 7.458 
 
 97.973 
 
 2,200 
 
 
 290 
 
 322 
 
 .420 
 
 22.176 
 
 " 
 
 13.553 
 
 41.526 
 
 ?'^nn 
 
 
 322 
 
 332 
 
 .4437 
 
 23.427 
 
 " 
 
 4.437 
 
 45.962 
 
 1,000 
 
 
 332 
 
 460 
 
 .500 
 
 26.400 
 
 " 
 
 64.000 
 
 109.963 
 
 12,800 
 
 
 460 
 
 515 
 
 .600 
 
 31.680 
 
 'I 
 
 33.000 
 
 169.963 
 
 5,500 
 
 
 515 
 
 539 
 
 .670 
 
 35.376 
 
 " 
 
 16.072 
 
 159.035 
 
 2,400 
 
 
 539 
 
 567 
 
 .726 
 
 38.333 
 
 " 
 
 20.112 
 
 179.147 
 
 2,770 
 
 
 567 
 
 614 
 
 .650 
 
 34.320 
 
 u 
 
 30.550 
 
 209.667 
 
 4,700 
 
 
 614 
 
 636 
 
 .300 
 
 15.840 
 
 " 
 
 6.600 
 
 916.297 
 
 2,200 
 
 
 636 
 
 673 
 
 .230 
 
 12.144 
 
 Descent 
 
 8.280 
 
 207.117 
 
 3,600 
 
 
 673 
 
 720 
 
 .130 
 
 6.864 
 
 u 
 
 6.240 
 
 900.747 
 
 4,800 
 
 
 720 
 
 746.5 
 
 .370 
 
 19.536 
 
 " 
 
 9.800 
 
 191.377 
 
 2,650 
 
 
 746.5 
 
 760 
 
 
 
 Level 
 
 _ 
 
 191.377 
 
 1,350 
 
 
 760 
 
 844 
 
 .760 
 
 40.128 
 
 Descent 
 
 63.840 
 
 127.537 
 
 8,400 
 
 
 844 
 
 846 
 
 
 
 Level 
 
 _ 
 
 127.537 
 
 200 
 
 
 846 
 
 911 
 
 .760 
 
 ' 40.128 
 
 it 
 
 49.400 
 
 . 176.937 
 
 6,500 
 
 
 911 
 
 941 
 
 .111 
 
 5.860 
 
 u 
 
 3.330 
 
 180.267 
 
 3,000 
 
 
 941 
 
 996 
 
 .400 
 
 21.120 
 
 Descent 
 
 22.000 
 
 158.267 
 
 5,500 
 
 
 996 
 
 1011 
 
 .100 
 
 5.280 
 
 Ascent 
 
 1.500 
 
 159.767 
 
 hfl 
 
 
 1011 
 
 1042 
 
 .600 
 
 31.680 
 
 " 
 
 178.600 
 
 . 17S.S67 
 
 3,100 
 
 
 1042 
 1079 
 
 1072 
 1096 
 
 .900 
 
 10.560 
 
 Descent 
 Level 
 
 6.000 
 
 172.367 
 172.367 
 
 3,000 
 2,400 
 
 
 1096 
 
 1108 
 
 .250 
 
 13.200 
 
 Descent 
 
 ^.000 
 
 169.367 
 
 ^^fl 
 
 
 1108 
 
 1130 
 
 .600 
 
 31.680 
 
 Ascent 
 
 31.200 
 
 182.567 
 
 2,200 
 
 
 1130 
 
 1133 
 
 
 
 Level 
 
 _ 
 
 182.567 
 
 300 
 
 
 1133 
 
 1162 
 
 .430 
 
 22.704 
 
 Descent 
 
 12.470 
 
 170.097 
 
 9.900 
 
 
 1162 
 
 1169 
 
 .400 
 
 21.120 
 
 Ascent 
 
 9.800 
 
 172.897 
 
 700 
 
 
 1169 
 
 1185 
 
 .0785 
 
 4.1448 
 
 u 
 
 1.256 
 
 174.153 
 
 1,600 
 
 
 1185 
 
 1200 
 
 .250 
 
 13.200 
 
 11 
 
 3.750 
 
 177.903 
 
 1,500 
 
 
 1200 
 
 1217 
 
 .200 
 
 10.560 
 
 Descent 
 
 3.400 
 
 174.503 
 
 1,700 
 
 
 1217 
 
 1233 
 
 .400 
 
 91.120 
 
 u 
 
 6.400 
 
 168.103 
 
 1,600 
 
 
 1233 
 
 1252 
 
 .300 
 
 15.840 
 
 41 
 
 5.700 
 
 162.403 
 
 1,900 
 
 
 1252 
 1257 
 
 1257 
 1262 
 
 .200 
 
 10.560 
 
 Ascent 
 
 1.000 
 
 163.403 
 163.403 
 
 500 
 500 
 
 23.61 
 
 
 
 
35 
 
 NORTHERN CROSS RAILROAD. 
 SECOND DIVISION. 
 
 Table of Grades from Meredosia to Sangamon rit-er— Continued. 
 
 Stations 
 from tc 
 
 
 2 
 
 38 
 69 
 73 
 
 102.5 
 
 135 
 
 164 
 
 178 
 
 200 
 
 209 
 
 246 
 
 256 
 
 276 
 
 .305 
 
 308 
 
 330 
 
 340 
 
 353 
 
 370 
 
 430 
 
 441 
 
 451 
 
 463.5 
 
 466 
 
 490 
 
 520 
 
 535 
 
 540 
 
 560 
 
 622 
 
 642 
 
 676 
 
 689 
 
 699 
 
 711 
 
 780 
 
 807 
 
 827 
 
 858 
 
 930 
 1210 
 1260 
 1295 
 1316 
 1346 
 1367 
 1386 
 1406 
 1456 
 1486 
 
 Grade per 
 100 feet. 
 
 69 
 73 
 
 102.5 
 1.35 
 164 
 178 
 200 
 
 209 
 
 246 
 
 256 
 
 276 
 
 305 
 
 308 
 
 330 
 
 340 
 
 353 
 
 370 
 
 430 
 
 441 
 
 451 
 
 463.5 
 
 466 
 
 490 
 
 520 
 
 535 
 
 540 
 
 560 
 
 622 
 
 642 
 
 676 
 
 689 
 
 699 
 
 711 
 
 780 
 
 807 
 
 827 
 
 858 
 
 9.30 
 1210 
 1260 
 1295 
 1316 
 1346 
 1367 
 1386 
 1406 
 1456 
 1486 
 1.506 
 
 Feet. 
 
 .50 
 .625 
 
 .625 
 
 .400 
 
 .320 
 .380 
 
 .400 
 .700 
 
 .140 
 .200 
 
 .650 
 .150 
 .300 
 .160 
 700 
 
 .700 
 
 .400 
 
 .500 
 
 .350 
 
 .600 
 
 .600 
 
 .100 
 .300 
 .300 
 .180 
 .059 
 .300 
 .225 
 .218 
 
 .250 
 ..300 
 
 .040 
 .076 
 .214 
 
 Grade per 
 mile. 
 
 Feet. 
 
 26.400 
 .32.900 
 
 32.900 
 
 .32.900 
 21.120 
 
 16.890 
 20.064 
 
 21.120 
 36.960 
 
 7.392 
 10.560 
 
 Level 
 Ascent 
 Descent 
 
 Level 
 Ascent 
 
 Level 
 Ascent 
 
 Level 
 Descent 
 Ascent 
 
 Level 
 Ascent 
 Descent 
 
 Level 
 Ascent 
 
 - 
 
 Level 
 
 34.320 
 
 Ascent 
 
 7.920 
 
 u 
 
 15.840 
 
 Descent 
 
 8.448 
 
 Ascent 
 
 36.960 
 
 Descent 
 
 - 
 
 Level 
 
 36.960 
 
 Ascent 
 
 - 
 
 Level 
 
 21.120 
 
 Descent 
 
 - 
 
 Level 
 
 26.400 
 
 Ascent 
 
 - 
 
 Level 
 
 18.480 
 
 Descent 
 
 _ 
 
 Level 
 
 31.680 
 
 Descent 
 
 - 
 
 Level 
 
 31.680 
 
 Ascent 
 
 - 
 
 Level 
 
 5.280 
 
 Ascent 
 
 15.840 
 
 Descent 
 
 10.560 
 
 Ascent 
 
 9.504 
 
 Descent 
 
 .3.115 
 
 u 
 
 15.840 
 
 u 
 
 11.880 
 
 Ascent 
 
 11.510 
 
 
 _ 
 
 Level 
 
 13.200 
 
 Descent 
 
 15.840 
 
 
 - 
 
 Level 
 
 2.112 
 
 Ascent 
 
 4.012 
 
 Descent 
 
 11.299 
 
 Ascent 
 
 1 
 
 Total. 
 
 Feet. 
 
 18.00 
 19.375 
 
 18.4.39 
 
 18.125 
 5.600 
 
 14.060 
 
 8.000 
 20..300 
 
 3.080 
 2.000 
 
 11.050 
 9.000 
 3.300 
 1.600 
 
 8.750 
 
 16.800 
 6.000 
 
 10.000 
 
 7.000 
 
 7.800 
 
 7.200 
 
 2.700 
 
 6.000 
 
 6.200 
 
 12.960 
 
 16.429 
 
 15.000 
 
 8.875 
 
 4.578 
 
 5.250 
 5.700 
 
 2.000 
 2.280 
 
 4.280 
 
 Total height 
 above the 
 Illinois riv. 
 
 Feet. 
 
 163.403 
 
 181.403 
 
 162.028 
 
 162.028 
 
 180.467 
 
 180.467 
 
 198.592 
 
 204.192 
 
 204.192 
 
 201.312 
 
 21.5.372 
 
 215.372 
 
 223.372 
 
 203.072 
 
 203.072 
 
 206.152 
 
 208.152 
 
 208.152 
 
 219.202 
 
 228.202 
 
 224.902 
 
 226.502 
 
 217.752 
 
 217.752 
 
 234.552 
 
 234.552 
 
 228.552 
 
 228.552 
 
 238.552 
 
 238.552 
 
 231.552 
 
 231..552 
 
 223.752 
 
 223.752 
 
 230.952 
 
 230.952 
 
 233.652 
 
 227.652 
 
 233.852 
 
 220.892 
 
 204.316 
 
 189.316 
 
 197.191 
 
 192.613 
 
 192.613 
 
 187.363 
 
 181.663 
 
 181.663 
 
 18.3.663 
 
 181.383 
 
 185.663 
 
 Length 
 of plane. 
 
 Feel. 
 
 200 
 3,600 
 3,100 
 400 
 2,950 
 3,250 
 2,900 
 1,400 
 2,200 
 900 
 3,700 
 1,000 
 2,000 
 2,900 
 300 
 2,200 
 1,000 
 1,300 
 1,700 
 6,000 
 1,100 
 1,000 
 1,250 
 250 
 2,400 
 3,000 
 1,500 
 500 
 2,000 
 6,200 
 2,000 
 3,400 
 l,.30O 
 1,000 
 1,200 
 6.900 
 2,700 
 2,000 
 .3,100 
 7,200 
 27,847 
 5,000 
 3,500 
 2,100 
 3,000 
 2,100 
 1,900 
 2,000 
 500 
 3,000 
 2,000 
 
 Length 
 ofdivi- 
 
 Miles. 
 
NORTHERN CROSS RAILROAD. 
 
 SECOND DIVISION — Continued. 
 
 Table of Grades from Meredosia io Sangamon river— Continued. 
 
 Stations 
 from to 
 
 Grade per 
 100 feet 
 
 1506 
 
 1521 
 
 1591 
 
 1550.5 
 
 1550.5 
 
 1576 
 
 1576 
 
 1590 
 
 1590 
 
 1616 
 
 1616 
 
 1061 
 
 1661 
 
 1676 
 
 1676 
 
 1709 
 
 i7oy 
 
 1726 
 
 1726 
 
 1749 
 
 1749 
 
 1773 
 
 1773 
 
 1775 
 
 Feet. 
 
 .226 
 .409 
 .360 
 .040 
 .240 
 .240 
 
 .080 
 .250 
 .200 
 
 .238 
 .043 
 
 Grade per 
 mile. 
 
 Feet. 
 
 11.933 
 21.120 
 19.008 
 2.112 
 12.672 
 12.672 
 
 4.224 
 13.200 
 10.560 
 12.566 
 
 2.270 
 
 Total. 
 
 Total height 
 abo.ve the 
 Illinois riv. 
 
 Descent 
 
 Ascent 
 
 Descent 
 
 Ascent 
 
 Descent 
 
 Level 
 
 Ascent 
 
 Descent 
 
 Ascent 
 
 Feet. 
 
 63.390 
 11.800 
 
 9.180 
 .560 
 
 6.240 
 10.800 
 
 2.640 
 4.250 
 4.600 
 5.712 
 
 THIRD n VI SIGN. 
 
 1775 1776 
 
 .043 
 .323 
 
 .238 
 
 1776 1791 
 
 1791 1800 
 
 1800 1828 
 
 1828 1848 .300 
 
 1848 1868 .150 
 
 1868 1888 .070 
 
 1888 1898 .150 
 
 1898 1927 .350 
 
 1927 1949 .260 
 
 1949 1984 .046 
 
 1984 2011 .165 
 
 20n 2088 .755 
 
 2088 ) 2111 .152 _ 
 Bottom of Sangamon river 
 
 Total to Sangamon river 
 
 2.270 
 17.054 
 12.506 
 
 15.840 
 7.920 
 3.696 
 7.920 
 
 18.482 
 
 13.728 
 
 24.28 
 
 8.712 
 
 39.864 
 
 8.025 
 
 Level 
 Descent 
 
 Ascent 
 
 Descent 
 
 Ascent 
 
 4.845 
 2.142 
 
 6.000 
 3.000 
 1.400 
 1.500 
 
 10.150 
 5.720 
 1.610 
 4.455 
 
 58.135 
 3.496 
 
 Feet. 
 
 182.273 
 170.473 
 179.653 
 179.093 
 185.333 
 174.533 
 1174.533 
 "177.173 
 172.923 
 168.323 
 174.035 
 174.121 
 
 Length 
 of plane. 
 
 Feet. 
 
 1,500 
 2,950 
 2,5.50 
 1,400 
 2,600 
 4,500 
 1,500 
 3,300 
 1,700 
 2,400 
 2,400 
 200 
 
 Length 
 of divi- 
 sion. 
 
 Miles. 
 
 174.164 
 179.009 
 181.151 
 181.151 
 175.151 
 172.151 
 170.751 
 169.251 
 159.101 
 164.821 
 166.431 
 161.976 
 103.841 
 107.337 
 85.753 
 
 100 
 L500 
 
 '900 
 2,800 
 2,000 
 2,000 
 2,000 
 1,000 
 2,900 
 2,200 
 3,500 
 2,700 
 7,700 
 2,300 
 
 33.127 
 
 63.107 
 
Copy of a report from Mr. Parker. 
 
 Western Division, Northern Cross Railroad, 
 
 Illinois. August ll, 1838. 
 To Murray McConnel, Esq. 
 
 Commissioner Board of Public Works. 
 
 Sir: In conforrnitj with the I2th section of the Internal Improve- 
 ment 1.1VV, I have the honor to present to jou, and to the Board of Public 
 Works, the following report. 
 
 In a communication from vou, dated 11th June last, informing me 
 that the three miles of the Northern Cross ndlroad, running west from 
 the Illinois river, were ordered to be put under contract, I was instructed 
 to locate the same and prepare it for contractors by the i3th of the 
 present month. 
 
 The reconnoissance of the country last fall being more general in its 
 character, and indefinite as to the most feasible route for the location, 
 1 deemed it highly important to enter upon a re-examination of the coun- 
 try at the p3ints in the route presenting the most serious obstacles. Ac- 
 cordingly, an engineering corps was organized, and placed under the 
 direction of Mr. Egbert l3ewey, assistant engineer, who proceeded, with 
 instructions, to the place designated for the commencement of our field 
 operations. 
 
 The principal difficulties to be overcome were either by ascending 
 from the bottom to the table lands above, through short and abrupt ra- 
 vines, and consequently by adopting steep grades, or traversino- the 
 valley of a winding stream, with lower grades and short radii of curvi- 
 ture. After patient investigation of this matter, and expeditious exper- 
 iment, dictated by a desire to consult the "most rigid economy" in a 
 close comparison of the cost of construction, as well as the vertical and 
 horizontal direction of the different trial lines, I w\is enabled to decide 
 to my entire satisfection upon the one combining the most desirable 
 advantages. I am also satisfied, after comparing opinions with {hose 
 who had more immediately the direction of the original examination, 
 that theirs agree with mine in every important particular relating to' 
 the location. 
 
 A report having been submitted by Mr. H. P. Woodworth, including 
 the western division of the Northern Cross railroad, it was my province, 
 here, to make reference to that report for a description of the oricrinpj 
 surveys, and proceed to consider the more recent explanations^and 
 amendments. 
 
 First. As one of the prominent objections to the route first examined 
 was between the town of Versailles and Mount Sterling, about two 
 miles from the former place, the review was commenced near Versailles 
 and run in a northwesterly direction, varying in all places when it was 
 thought advisable, in order to make any easy graduation with less ex- 
 pense. Alpng this line, the country, for a short distance is considerably 
 undulatmg, presenting, perhaps, more prominent features than any other 
 section on this route; but op entering into a geological examination of 
 It, there were found no material objections, it being formed of a 
 loose Qarth and easily removed. 
 
38 
 
 Second. A line was run from the northern or Camp creek route, 
 commencing at a point near the mill of Cornelius Vandeventer, esq. 
 ascending the bluff through a small ravine, and intersecting the first 
 named or central line one mile northwest of Versailles. This was found 
 much too steep and winding to admit of the location for a useful line of 
 road. 
 
 Third. A route was examined diverging from the Camp creek line, 
 about four miles further north, up said creek, and intersecting the central 
 line on the ridge two and a half miles northwest of Versailles; this 
 line was also found objectionable on account of its winding?, linear ex- 
 tent, and abrupt gradients. 
 
 Many other lines were carefully and instrumcntally examined, which 
 presented insurmountable difficulties; and at length are-examination 
 was instituted along the original survey of Camp creek, with a view, if 
 possible, of cuting the points of the hills, and thereby diminishing the 
 resistance which would be caused by the abruptness of the curves. This,, 
 however, was attended with but little success, as the line was frequently 
 interrupted by bold and rocky prominences in the windingsof the valley, 
 and by constant changes of direction. 
 
 Independentof the objections offered to this line on account of its 
 serpentine course, it was found two and three-fourth miles farther ift 
 its linear extent than any other line examined It was also found subject 
 to inundation at high stages of water, and that it would be necessary to 
 raise an embankment on the creek bottom for nearly the whole extent 
 of the route, and (where ii would not exceed the expense of making new 
 channels for the stream) it would require many small bridges or exten- 
 sive culverts. 
 
 Bearing in mind some of the main objects of the proposed work, I 
 deemedit my duty, so far as practicable, to make a choice for the location 
 of the road which would be the most economical in its construction and 
 embrace the advantages of speedy conveyance, the accommodation of 
 the inhabitants, and the general development of the resources of the 
 country along the route: also, taking into consideration its prospective 
 usefuhiess, it'was my wish to determine upon a route, the graduation of 
 which could be arranged with a view to accommodate an increase of 
 trade and an easy transportation. Accordingly, a line was commenced 
 on the bank, at a point opposite the termination of the road on the east- 
 ern side of the Illinois river, and run across the river bottom,, 
 north, about 62^^ west, to the mouth of a ravine near Mr. Henry Ham- 
 baugh's residence; thence up this ravine to Versailles, situated on the 
 south half of section seventeen, in township two south, and in range two 
 west; making an extent of line from the river bank to Versailles of 6.50 
 miles. From this place the line passes in a northwesterly direction over 
 some of the breaks or undulations, first above noticed, at the heads of the 
 small streams running into Camp creek on the northeast, and 
 M'Kee's creek on the southwest, for about two miles; thence, by passing 
 along on the ridge dividing the waters of the above mentioned streams, 
 with^easy grades and slight curves, it reaches Mt. Sterling, pleasantly 
 situated on an eminence in the prairie, 15.89 miles from the Illinois 
 river, on the northeast quarter of section seventeen, in township one 
 
south of the base line, and in range three west of the fourth principal 
 meridian. ^ 
 
 In making a selection for this division of the road, I ana fully convinced 
 by various researches and personal obervation, that a more direct and 
 more eligible route could not have been chosen between the two points. 
 As to the general features of the country along this line, there is noth- 
 ing pecuHarly striking in its topography, or remarkably interesting in 
 Its geological formation. The undulating timber lands on the river 
 bluffs, the extended bottom and prairie lands on the margin of the Illi- 
 nois and in the interior, and its peculiar adaptation to agriculture 
 together with the good quality and great quantity of material, such as 
 rock and timber, situated immediately on the route, were important con- 
 siderations in making a selection, and are valuable inducements for the 
 tuture progress of this line of the public improvement. 
 
 The climate is healthful j the inhabitants are already numerous and 
 increasing. A desire for improvement seems to be awakened in the 
 vicinity of the work, and new signs of enterprise are daily visible 
 in the cultivation of the soil and in the abundant increase of ao-ricultural 
 products. * 
 
 The lands in the vicinity of the road are estimated at great value- not- 
 withstanding which, I can cheerfully acknowledge the liberality of the 
 inhabitants in throwing open their fields, and relmquishing to the State 
 iree of cost, a sufficient quantity for the construction and future use of 
 the road. 
 
 The inhabitants of Mt. Sterling and Versailles, flourishing villages in 
 the interior, affording to the adjacent population their necessary supplies 
 ot merchandize, anticipated the extension of this railroad as formini? a 
 connecting link between the Mississippi and Illinois rivers; and that its 
 intersection with other portions of the public works would greatly faci 
 litate the interchange of commodities and the communication by travel 
 ling. It was ascertained by observations at the bluff, and on th^ river 
 bank by marks on the trees and otherwise, that the water from the Illi- 
 nois river, at its highest stage, inundated the bottom to a considerable 
 depth, and that it would be necessary to raise the road-bed to the aver- 
 age height of about seven feet across the bottom. After estimating va- 
 rious plans ior the substructure of this part of the road, it was tho^^K^ht 
 best and cheapest to throw up an embankment, above iiigh water ma^rk 
 with broad slopes and a sufhcient number of sluices bound by proteciion' 
 walls. This, well lined with brush, confined by the earth-work, will pro- 
 tect the embankment from washing, and give vegetation a chance to 
 take root, which wil! soon form a protection to the slopes. In cross- 
 ing the bottom at right angles with the line of the river bank, it will be 
 necessary to adopt a level grade, in order to preserve uniformity of 
 road-bed above the water level. ^ 
 
 This line from the river bank, being horizontally and vertically of one 
 direction, will orm a beautiful as well as useful portion of the road, 
 and when completed as it is contemplated, I hesitate not to say, will be 
 as durable as any portion of the work. As the resistance in the transit 
 of the line through the river bluffs will be the greatest in this division, 
 and indeed will require the extent of the power necessary between 
 quincy and the llhnois river, it is well to remark that the maximum 
 
40 
 
 trrade will be 70 feet to the mile, the minim.utn radius of curvitures, 1,142 
 
 teet 
 
 Tiie present graduation of this work, from the blufts to Mt. Sterlmg, 
 was surveyed in great haste, and it is not improbable that it may be much 
 improved. The operations of the field have been hurried, m order to 
 perform its duties or make the necessary examinations before the time 
 appointed for the letting to contractors; and it gives me much pleasure 
 publicly to bear testimony to the fidelity and industry with which the 
 duties of the field have been discharged. _ 
 
 An exhibit of quantities and the cost of construction, together with a 
 table of grades and curves upon the whole Ime, are hereto annexed; 
 also, detailed drawings of the formation of the road-bed, masonry, &c., 
 with written specifications, in which the same are to be executed, ac- 
 companying the maps herewith returned. All are most respecttully 
 submitted by 
 
 Your obedient servant, 
 
 AMASA R. PARKER, Resident Eng, 
 
 rineer 
 
 An exhibit of the cost of grading so much of the Northern Cross railroad 
 as lies between the Illinois river and Mt. Sterling, in Schuyler coun- 
 ty, it being divided into fifteen sections, as follows: 
 Section No. 50, 63,7.55 cubic yards embankment, at 18 cts |1 1,475 90 
 41), 81,836 cubic yards embankment, at 17 cts l3,911 95 
 48, 52,293 cubic yards em.bankment, at 18 cts 9,4l2 74 
 Grubbing and clearing on river bank - - ^^^ ^^ 
 
 Total - - - - J4,950 50 
 
 August 15, 1838. The contract price for the above three sections 
 will exceed |40,000, 
 
 Section M. 47— 5,300 /ce^ 
 
 16,560 cubic yards embankment, at 1 5 cents - 1^'^^^ ^^ 
 
 1,652 cubic yards excavation, at 14 cents - 231 28 
 
 83 cubic yards masonry in culverts, at $4 50 - 3/3 51 
 
 Grubbing and clearing - - - -^^ Q" 
 
 Total - - - - 
 
 Section M. 46— 4,700 /eef. 
 
 46,695 cubic yards embankment, at 15 cents 
 1,722 cubic yards excavation, at l4 cents 
 151 cubic yards masonry in culverts, at |4 OO - 
 Grubbing and clearing 
 
 Total - - 
 
 3,338 
 
 78 
 
 |7,004 25 
 241 08 
 604 00 
 250 00 
 
 8,099 
 
 33 
 
41 
 
 Section M. 45—6,100 feet. 
 
 37,'.192 cubic yards embankment, at 15 cents 
 76,125 cubic yards excavation, at 14 cents 
 
 171 cubic yards masonry in culverts, at $3 50 
 Grubbing and clearing 
 
 Total 
 
 Section M. 44— 5,400 /f.e^ 
 
 30,031 cubic yards embankment, at l5 cents 
 23,158 cubic yards excavation, at 13 cents 
 
 232 cubic yards masonry in culverts, at $o 50 
 Grubbing and clearing 
 
 Total 
 
 Section JVb. 43 — 4,900 /ed. 
 
 49,l73 cubic yards embankment, at 15 cents 
 42,848 cubic yards excavation, at 14 cents 
 
 190 cubic yards masonry in culverts, at .f4 OO 
 Grubbing and clearing 
 
 Total 
 
 Section JVo. 42— 4^700 feel. 
 
 19,876 cubic yards embankment, at 14 cents 
 21,138 cubic yards excavation, at l4 cents 
 
 75 cubic yards masonry in stone drains, ^4 00 
 Grubbing and clearing 
 
 Total 
 
 Section No. 41—6,000 feet. 
 
 12,066 cubic yards embankment, at 15 cents 
 289 cubic yards excavation, at 14 cents 
 39 cubic yards masonry in stone drains, at ,^4 50 
 Grubbing and clearing . . -, 
 
 Total .... 
 
 Section No. 40— 5, iiOO feet. 
 
 8,602 cubic yards embankment, at 16 cents 
 5l3 cubic yards excavation, at 14 cents 
 14 cubic yards masonry in stone drains, at |4 50 
 Grubbing and clearing 
 
 Total 
 
 $5,608 
 
 80 
 
 10,657 
 
 50 
 
 598 
 
 50 
 
 200 00 
 
 17.064 80 
 
 |4,504 
 
 65 
 
 3,010 54 
 
 812 
 
 00 
 
 250 (JO 
 
 8,577 
 
 19 
 
 $7,375 95 
 
 5,998 
 
 72 
 
 760 CO 
 
 150 00 
 
 14.284 
 
 67 
 
 |2,782 
 
 64 
 
 2,959 
 
 32 
 
 175 
 
 50 
 
 150 
 
 00 
 
 6,191 
 
 96 
 
 |1 ,800 
 
 90 
 
 40 46 
 
 175 
 
 50 
 
 250 
 
 00 
 
 2,266 
 
 86 
 
 $1,376 32 
 
 71 
 
 82 
 
 63 00 
 
 250 00 
 
 1,761 
 
 14 
 
42 
 
 Section No, 39—5,600 feet. 
 
 8,604 cubic yards embankment, at 15 cents - $1,"290 60 
 
 68l cubic yards excavation, at 15 cents - l02 l5 
 
 44 cubic v'urds masonry in stone drains, at $4 50 198 00 
 
 Grubbing and clearing - - - 300 00 
 
 Total . - - . 
 
 Sectio7i No. 38— 5,200 /eef. 
 
 2,726 cubic yards embankment, at 16 cents 
 5.567 cubic yards excavation, at 14 cents 
 
 14 cubic yards masonry in stone drains, at $4 50 
 Grubbing and clearing - . . 
 
 Total - - 
 
 Sectibn M. 37—5,200 feet. 
 
 5,751 cubic yards embankment, at 15 cents 
 2,582 cubic yards excavation, at l4 cents 
 
 47 cubic yards masonry in stone drains, at $4 50 
 Grubbing and clearing - . . 
 
 Total . - . - - 
 
 Section M. 36—4,500 feet. 
 
 3,384 cubic yards embankment, at 14 cents 
 4,434 cubic yards excavation, at 14 cents 
 
 29 cubic jards masonry in stone drains, at |)4 00 
 
 Total ... - 
 
 Making the average cost per mile, from Illinois river to Mt. Sterling 
 $6,472 67; or from the river bluffs to Mt. Sterling, $5,710 20. 
 
 1,890 75 
 
 $436 16 
 
 779 38 
 
 63 00 
 
 250 00 
 
 1,52.S 54 
 
 $862 65 
 361 48 
 21 i 50 
 150 00 
 
 1,585 63 
 
 $473 76 
 620 76 
 116 00 
 
 1,210 52 
 
43 
 
 A Table of Grades, 
 
 
 
 a 
 .2 « 
 
 o g 
 
 .2 
 
 a o 
 .2.S 
 
 
 §1 
 
 
 6 
 
 Direction. 
 
 |l 
 
 .2 ^ 
 
 2 1.* 
 
 1' 
 
 iji 
 
 l! 
 31 
 
 
 Localities. 
 
 
 
 Fed. 
 
 Fee^ 
 
 Feet. 
 
 Feet. 
 
 Miles. Feet. 
 
 
 1 
 
 Level 
 
 _ 
 
 _ 
 
 16.20 
 
 20,400 
 
 3 4,560 
 
 River bottom. 
 
 2 
 
 Ascending 
 
 51.82 
 
 52.03 
 
 68.22 
 
 5,300 
 
 4 4,580 
 
 River bluff. 
 
 3 
 
 u ^ 
 
 70.00 
 
 114.01 
 
 182.23 
 
 8,600 
 
 6 2,620 
 
 Versailles. 
 
 4 
 
 u 
 
 3.75 
 
 4.77 
 
 187.00 
 
 6,700 
 
 7 4,040 
 
 
 5 
 
 14 
 
 3.3.79 
 
 16.00 
 
 203.00 
 
 2,500 
 
 8 1,260 
 
 
 6 
 
 Descending 
 
 15.60 
 
 6.50 
 
 196.50 
 
 2,200 
 
 8 3,460 
 
 
 
 Ascending 
 
 39.60 
 
 31.50 
 
 228.00 
 
 4,200 
 
 9 2,380 
 
 Heads of Camp and 
 
 8 
 
 
 3.16 
 
 .36 
 
 228.36 
 
 600 
 
 9 2,980 
 
 M'Kee's creeks. 
 
 9 
 
 u 
 
 18.48 
 
 17.50 
 
 248.50 
 
 5,000 
 
 11 1,820 
 
 
 10 
 
 u 
 
 11.88 
 
 900 
 
 257.50 
 
 4,000 
 
 12 540 
 
 
 11 
 
 " 
 
 1.55 
 
 100 
 
 258.50 
 
 3,400 
 
 12 3,940 
 
 
 12 
 
 « 
 
 18.23 
 
 1450 
 
 273.00 
 
 4,200 
 
 13 2,680 
 
 
 13 
 
 Descending 
 
 3.10 
 
 200 
 
 271.00 
 
 3,400 
 
 14 980 
 
 
 14 
 
 Ascending 
 
 5.94 
 
 10.125 
 
 281.125 
 
 900 
 
 15 4,700 
 
 Mt. Sterling. 
 
 Copy of a communicaiion from the President of the Jacksonville and Naples 
 Railroad Company. 
 
 To Murray McConnel, Esq., 
 
 Commissioner, ^'C. 
 
 Jacksonville, July 24, 1838. 
 Dear Sir: Since the meeting of the Commissioners of the Board of Public 
 Works at Vandalia, when they ordered a construction of a lateral road to the 
 town of Naples from the main line of the Northern Cross railroad, I have learned 
 that the engineers in your employ have surveyed several lines passing in different 
 directions from said main line to the town of Naples and Columbus; from which 
 I infer that said engineers are seeking for the shortest and cheapest route from 
 any part of said road to the town of Naples, in the same manner and upon the 
 same principles that they would do if the Naples and Jacksonville Railroad Com- 
 pany did no texist, and had not constructed a road, under their chartered rights, 
 for nearly four miles. Under present circumstances, I deem it my duty, !.n be- 
 half of said Railroad Company, to inform you that there exists a chartered grant 
 from the Legislature of the State, to the Naples and Jacksonville Railroad Com- 
 pany, to make a railroad from the Illinois river at Naples, through Wolf run, to 
 the town of Jacksonville; that said company have expended nearly twenty thou- 
 sand dollars in the construction of a part of said road. No part of the chartered 
 rights of said company has been surrendered to the State; and by reference to 
 the internal improvement law upon that subject, it is not made your duty 
 to attempt to procure a surrender of the charter of said company to the 
 State, nor would said company, in justice to itself, have granted your request had 
 you so attempted. You will see that, under the circumstances surrounding this 
 •case, it becomes important that the State should pursue a course not inconsistent 
 
44 
 
 with our rights and interests acquired from the State, as well upon principles of 
 justice to us as of economy on its part. I hold that the law is well settled that 
 the State cannot make a road over our chartered route without our consent, or 
 upon any principle, ancient or modern, without, at least, paying all damages that 
 may arise from such an act. It is equally true that the State cannot construct 
 a road from Meredosia to Jacksonville, though it should avoid the immediate route 
 named in our charte?'', and thereby I'ender our chartered rights of no avail, 
 without the consent of the company, or the payment of damages as aforesaid. 
 All these questions have been fully settled by the Supreme Court of the United 
 States, and by other high judicial tribunals of the country. 
 
 1 contend, in behalf of the company, and we shall put ourselves in this legal po 
 sition, that, in any event, whether a lateral branch be made by the State to Naples 
 or not, the State must pay for our road and all damages, or abandon making 
 a road di this route itself. 
 
 The question then presents itself to you cXnd your engineers, whether it would 
 be best for the State to pay for the work we have already done, and throw it 
 away, or, having paid for it, to use it for the purposes and benefit of the State. 
 There is one other fact which I deem it my duty to make known, and at this 
 stage of the proceedings, and that is, that the State is already occupying more 
 than fifteen miles of the route expressly named in our charter, and above seven 
 miles of the private landed property of the stockholders of said company. 
 
 Having communicated these facts and intimated our intentions, and referred to 
 the principles of law that govern the matter, we leave the question with you and 
 your engineers, not doubting that you will see what is the interest of the State, 
 and, seeing it, will not fail to act accordingly. 
 
 Now, we propose to surrender all our rights as a chartered company, if the 
 State will take and complete our road, and pay us for the work done at what it 
 is worth. In addition to the general principles of law that govern, in this case, 
 it is expressly provided in our charter that the State shall not take away our 
 chartered privileges without first paying all costs and expenses, interest, and 
 damages. 
 
 I am, very respectfully, yours, &c. 
 
 MIRON LESLIE, 
 President of the Naples and Jacksonville Railroad ComjMny. 
 
 A statement and description of the obstructions to the navigation of the Illinois 
 river leloio the mouth of the Sangamon river; and amount of cubic yards of 
 excavation in each lar^from the mouth of the Illinois river to the mouth of the 
 Sangamon riter. 
 
 The first bar in the Illinois river, being six miles from the mouth of the river, 
 is called Six-mile bar. When the lUinois and Mississippi rivers are both low, 
 the water is twenty- eight inches deep in the channel. To cut a channel through 
 this bar one hundred and fifty feet wide, so as to make it contain four feet water 
 in depth at its lowest stage, it will be necessary to excavate 1,371 cubic yards of 
 earth from the bottom of the river. 
 
 French bar is twenty-four miles from the mouth of the river, is one hundred 
 and fifty feet wide, has twenty-eight inches of water upon it at the lowest 
 stage; and will require, to make the proposed channel one hundred and fifty feet 
 wide, 1,371 cubic yai-ds excavation. 
 
45 
 
 Hurricane Island bur is thirty miles from the mouth of the river, is one thou- 
 sand three hundred and twenty feet wide, and has thirty-nine inches of water 
 upon it at the lowest stage; and will require, to make the proper channel one 
 hundred and fifty feet wide and four feet deep, 7,332 cubic yards excavation. 
 
 Apple Creek bar is forty-two miles from the mouth of tho river, is three hun- 
 dred feet wide, and has twenty-seven inches of water at the lowest stage; ana will 
 require, to make the proper channel one hundred and fifty feet wide, 3,333 cubic 
 vards excavation. 
 
 " Otwell bar is forty-five miles from the mouth of the river, is two thousand six 
 hundred and forty feet wide, and has but two feet water upon it, at the lowest 
 > stage, and is considered one of the worst bars in the river; and will require, to 
 make the proper channel one hundred and fifty feet wide and four feet deep, 
 31,556 cubic vards excavation. 
 
 Steward's Point bar is forty-eight miles from the mouth of the river, is four 
 hundred and fifty feet wide, and has twenty-eight inches water upon it at the 
 lowest stao-e; and will require, to make the channel one hundred and fifty feet 
 wide and four feet deep, 3,333 cubic yards excavation. 
 
 Grand Pass bar is forty-nine miles from the mouth of the river, and is four 
 hundred and fifty feet wide, and has thirty inches water upon it at the lowest 
 stage; and will require, to make the channel one hundred and fifty feet wide 
 and four feet deep, 3.7i)4 cubic vards excavation. 
 
 Cooper's Island bar is fifiy-one miles from the mouth of the river, and is six 
 hundred feet wide, and has thirty inches water upon it at the lowest stage; and 
 will require, to make the channel one hundred and fifty feet wide and four feet 
 deep, 6,666 cubic yards excavation. , , j 
 
 Bridgeport bar is fifty-two and a half miles from the mouth, and is one hundred 
 and fifty feet wide, has three and a half feet water upon it at the lowest stage; 
 and will require, to make the proper channel one hundred and fifty feet wide and 
 four feet deep, 416 cubic yards excavation. ^ , • 
 
 Little Blue bar is fifty-eight and a half miles above the mouth of the river, is 
 sixty feet wide, and has thirty inches water upon it at the lowest stage; and will 
 require, to make the proper "channel one hundred and fifty feet wide and four 
 feet deep, 167 cubic yards excavation. 
 
 BerintTton's bar is sixtv-two iniles above the mouth of ithe river, is three hun- 
 dred feel wide, and has twenty-four inches of water upon it at the lowest stage; 
 and will require, to make the proper channel one hundred and fifty feet wide and 
 four feet deep, 6,668 cubJc yards excavation. 
 
 Big Blue bar is sixty-three milles above the mouth of the river, is sixty ,teet 
 wide, and has twenty-four inches of water upon it at the lowest stage; and 
 will require, to make "the proper channel one hundred and fifty feet wide and tour 
 feet deep, 666 cubic yards excavation. 
 
 Naples flats are sixty-eight mdcs from the mouth of the river, have about 
 thirty inches of water upon the bar at the lowest stage. They extend two miles 
 in length, and will require, to make the proper channel one hundred and fitty teet 
 wide and four feet deep, 29,333 cubic yards excavation. 
 
 McGee's Creek bar is seventy miles above the mouth of the riyer, is six hun- 
 dred feet wide, and has thirty-three inches of water upon it at the lowest stage; 
 and will require, to make the^proper channel one hundred and fifty feet wide and 
 four feet deep, 1,667 cubic yards excavation. /. , • 
 
 Meredosia bar is seventy-three and a half miles above the mouth of the river, is 
 six hundred feet wide, and has thirty inches of water upon it at the lowest stage; 
 and will require, to make the proper chanel one hundred and fifty feet wide and 
 four feet deep, 1,667 cubic yards excavation. 
 
46 
 
 Moore's bar is eighty miles above the mouth of the river, is four hundred and 
 fifty feet wide, and has twenty-eight inches water at the lowest stage; and will 
 require, to make the channel one hundred and fifty feet wide and four feet deep, 
 5,000 cubic yards excavation. 
 
 Beardstown bar is ninety-two and a half miles above the mouth of the river, 
 and is commonly called " Crooked Creek bar," is four hundred and fifty feet 
 wide, and has fifteen inches of water upon it at the lowest stage; and will require, 
 to make the proper channel one hundred and fifty feet wide and four feet deep, 
 7,500 cubic yards excavation. 
 
 Sugar Creek bar is one hundred and one miles above the mouth of the river, 
 is three hundred feet wide, and has twenty-eight inches upon it at tbe lowest 
 stage; and will require, to make the proper channel one hundred and fifty feet 
 wide and four feet deep, 6,666 cubic yards excavation. 
 
 Total amount of excavation upon the several bars from the mouth of the Illinois 
 river to the mouth of the Sangamon I'iver, a distance of one hundred and one 
 miles. 
 
 Cubic y'ds excava. 
 
 Six-mile Island bar . • . - - 1,371 
 
 French bar - ■ . 1,371 
 
 Hurricane Island bar ... - 7,332 
 
 Apple Creek bar .... 3,333 
 
 Otwellbar . . . . 31,556 
 
 Steward's Point bar .... 3,333 
 
 Grand Pass bar .... 3,794 
 
 Cooper's Island bar .... 6,666 
 
 Bridgeport bar - - - - 416 
 
 Little Blue bar .... 167 
 
 Berington bar - - - . 6,666 
 
 Big Blue bar . . -666 
 
 Naples Flats bar - - •■ - 29,333 
 
 McGee's Creek bar - - • - 1 ?667 
 
 Meredosia bar .... 1,667 
 
 Moore's bar - - - - 5.000 
 
 Beardstown bar - , - - . - 7,500 
 
 Sugar Creek bar .... 6,666 
 
 Total amount of cubic yards of excavation necessary to remove 
 
 all the bars ... - - 118,504 
 
 118,504 cubic yards, at 50 cents per yard - $59,252 00 
 
 Contingencies, ten per cent - - - 6,825 00 
 
 Total amount .... - 66,07700 
 
47 
 Report of A, R. Parker, R. E. 
 
 Western Division, Northern Cross Railroad, 
 
 Illinois, November 30, 1838. 
 To Murray M'Connel, Esq,., 
 
 Commissioner of tJie Board of Public Works. 
 
 Sir: In compliance with your instructions for me to furnish the Board 
 of Public Works with a map and profile of the western division of the 
 Northern Cross railroad, accompanied by a brief statement of the pro- 
 gress of the work, and the amount of money expended in the execution 
 of the same, the following is respectfully submitted. 
 
 Those portions of the improvement lying between Quincy and Co- 
 lumbus, and also upon the Illinois bottom, have been under successful 
 operation since they were respectively placed under contract; and the 
 workmanship of the same evidences, most substantially, the ability and 
 skill of the contractors. The work has been under the immediate direc- 
 tion of the assistant engineers, Mr. James Oakey, at Quincy, and Mr. 
 Egbert Dewey, at Versailles, who have, from time, received and execu- 
 ted my instructions. 
 
 The whole amount of money estiinated to be paid to contractors du- 
 ring the progress of grading the Quincy division, as reported at this 
 date, is |)24,6t)l 46. Reference being made to tables exhibiting, in 
 detail, the quantities and amount of work to be done, it is thought unne- 
 cessary to embody them in this report. 
 
 The Illinois bottom being subjected annually to inundation by the 
 high stages of water in the river, and as there is a prospect of being 
 compelled soon to abandon operations upon the river bank, in conse- 
 quence of a wet season, I would respectfully recommend that the Board 
 of Public Works take into consideration the expediency of ordering so 
 much of the road to be placed immediately under contract as will include 
 the heavy work in the Illinois bluffs. This, if awarded to the contrac- 
 tors who are now engaged at the river, would enable them to retain their 
 present force during the high stages of water in the winter and spring. 
 
 For a general description of the character of the work between the 
 bluffs and Mt. Sterling, reference is made to my former report on the 
 location. 
 
 There being much anxiety and speculation in relation to the cost of 
 the whole work between the Illinois river and Quincy, a few words may 
 suffice to give some desired information upon this subject. As the cost has 
 been estimated and reported, and reference made to these reports for 
 that kind of information, I will merely state that the average cost, per 
 mile, for grading 54 miles, will probably not exceed ^4,300. 
 
 This line passing, as it does, over a level prairie, for nearly thirty 
 miles, can be graded at a trifling expense. Some slight variations in the 
 horizontal and vertical position of the present line may much diminish 
 the cost of grading. 
 
 At the close of the report, above presented, it may not be inappropri- 
 ate to detail some of the advantages arising to the country, and to take 
 a single glance at the position it will occupy in the final establishment of 
 of railway communication. 
 
All classes of society arc measureably affected in establishing a means 
 of conveyance throughout the country, which is of the kind so econom- 
 ical in its construction, and which, when once established, will be so 
 easy, safe, and expeditious. It is an improvement furnishing a facility 
 for the introduction of all kinds of produce from distant sections oUhe 
 country, which never before found way to market on account of the aif- 
 ficult means for the transportation, and for bringing immediately into 
 cultivation the vast extent of prairie in the vicinity of the road, which, 
 on account of its remote situation and want of proper communication, 
 has been long neglected. The inhabitants settling in the interior arc 
 induced to retire to the groves and forests, leaving the wide field of enter- 
 prise unoccupied and unimproved. Therefore, the slightest inducement 
 for the settlement of so extensive a territory, of the richest soil, is enti- 
 tled to consideration. .... 
 
 The increase of travel, both westwardly and eastwardly, within the 
 last few years, has maintained a line of coaches through the neighbor- 
 hood of the road, and has greatly augmented the profits to the proprie- 
 tors. The great delay of merchandize, as well as passengers, on account 
 of the low stage of water in the navigable streams, costing both time 
 and money, lias reduced the country to actual want; and all due con- 
 sideration should be given to any plan which proposes a remedy for a 
 tried (grievance. The object here contemplated may be urged for the 
 estabfishment of any portion of the proposed improvement. The facil- 
 ity of moving with great rapidity from one section to another, shows 
 how the energies of a country may be concentrated. Distance may be 
 properly estimated by the time required in traversing it; and the time 
 spent by men of business, in travelhng from one place to another, is lost, 
 because it is turned to no profitable account. Thus, Jacksonville may 
 be said to be twenty-four hours from Quincy, or Quincy thirty hours from 
 Springfield; but as twenty miles an hour have been found attainable, 
 (and indeed sixty miles an hour have already been performed on a por- 
 tion of this road,) Jacksonville would be only lour hours from Quincy, 
 or Quincy six houis from Springfield. So, on a moderate .calculation, 
 what is now considered two long days' journey,(the time not unfrequently 
 spent in performing it,) may be converted into a pleasant mornings' ex- 
 cursion; and the citizen may perform a journey to either of the above 
 places, transact his business, and return the same day, without consum- 
 ing more than one-fourth the time usually spent by the ordinary mode of 
 
 travelling. y j j- 
 
 The importance, to a commercial town, of an easy, sale and expedi- 
 tious mode of transit for merchandize, will be readily acknowledged. 
 
 The minimum amount of goods sold in the town of Quincy, during the 
 year ending 30th November, 1838, is $289,000; most of which have been 
 transported from the eastern market, via New Orleans, or the Ohio 
 river, subjected to great delays and much risk. These, according to the 
 statements of the merchants themselves, have not satisfied the demands 
 of the country. The low stage of water, and the delays incidental to 
 river navigation, presented a serious oostacle to the progress of trade. 
 This town afibrds many other sources of trade and profit. The lumber- 
 ing establishments, which were not extensive enough to supply the town 
 and surrounding country, average a sale of $102,000 annually. These, 
 
49 
 
 however, have furnished material for the erection of some extensive 
 warehouses, as well as many of the first order of public and private 
 dwellings. There is also an extensive flouring establishment which 
 manufactures |-60,000 worth of flour annually; seven eighths of the 
 wheat thus manufactured is transported from the country by private 
 conveyances. In speaking of the mercantile, mechanical, and other 
 business transactions of this enterprising town, I believe 1 can add, with- 
 out exaggeration, that Quincy is one of the most pleasant towns on the 
 banks of the Mississippi; and, according to the recent numerical esti- 
 mate, is unequalled in increase of population by any other in the State, 
 while, in beauty of location, it surpasses any other in the west. The 
 surrounding country, including the ground upon which the town stands, 
 is of an undulating surface, of the richest and most productive soil. The 
 streets cross -At right angles. In the centre is a public square, sur- 
 rounded by the Quincy house, the court house, and many other public 
 buildings, exhibiting some of the best specimens of modern architecture. 
 This town being at the western termination of this important thorough- 
 fare may, as also for its commercial advantages, be considered one of 
 importance. 
 
 Amongst the widely diffused benefits to be derived from the improve- 
 ments at large, must be enumerated, in no inconsiderable degree, the 
 commercial prosperity of the western country. The energies of that 
 class of people that are settling upon her lands, rearing her country 
 villages, and taking a prominent stand in her trade and manuf;iclures, 
 will be invigorated; while every article in her agricultural industry 
 will experience an increased demand, from the cheapness and facility 
 with which it will be intioduced into market. The mhabitanls at large 
 will reap their share of direct and immediate benefit. The hidden re- 
 sources of the country will be developed. Coal having been disi overed 
 nearly in the direct line of the railroad, havi-^g no other access to market 
 than by private conveyance, may soon be afforded in great abundance, 
 at reduced prices. 
 
 The public mind seems to be emerging from embarrassments in relation 
 to the utility of the proposed work, and confidence maintained, from a more 
 thorough knowledge of the demands of the country. The march of im- 
 provement and the tide of emigration are unceasing, and seem to be irre- 
 sistible, affording new and increasing encouragement for the construc- 
 tion of rocidsand canals, and for the enlargement of the channels of nav- 
 igation. The prospects of the country brighten as the light of the 
 morning successfully unfolds its beauty, and as science and the arts, and 
 the theatre of mechanical invention, assume a place in the great valley 
 of the west. 
 
 JNearly two centuries have elapsed since the first partial invention of 
 railroads. The plan first adopted was a simple construction of wood, 
 at a trifling investment of capital and a much less expenditure of scien- 
 tific arrangement. The plan was gradually improved, until, finally, the 
 substitution of iron for wood was found preferable, being both more use- 
 ful and economical. The form and size of the rail, for a long time, re- 
 mained objectionable, until the edge rail was finally adopted, to answer 
 the design. 
 
50 
 
 The first successful application to Parliament, for the establishment of 
 a railroad upon a more extensive scale, was nrade in the year 1823. The 
 subscribers to this undertaking encountered a long and strenuous oppo- 
 sition. The land-holders whose property was affected, and the coal 
 proprietors whose pecuniary interests were concerned, repeatedly placed 
 their injunction upon its passage. This road was twenty miles long, con- 
 sisting'of a single track, with sidings, to admit cars to pass one another. 
 This work afforded a large profit, and was principally used in convey- 
 ance of coal. Thus, by repeated applications of steam motive power 
 to railway carriages, the public mind became confirmed in the belief of 
 its tidaptation to the principle of conveyance. 
 
 Some of the most enterprismgmen having witnessed the powers of the 
 locomotive engine, and conceiving that it might be successfully employ- 
 ed on a railway for commercial purposes, took measures for its estab- 
 lishment as a means of transportation between Liverpool and Manches- 
 ter. A survey was prosecuted, and a guarantee offered for the estima- 
 ted cost of the work. Public announcement was made of the objects of 
 the scheme, and the nature of the undertaking; and petitions, the most 
 supplicatory, were signed for the sanction of the legislature. Session after 
 session was exhausted in scrutinizing and dikussing the merits of the 
 bill. Favors were asked and refused — repeated, and rejected. The op- 
 posers of the measure appeared determined, at all hazards, to put down so 
 intolerable an innovation on "established modes and vested rights." 
 Some, whose estates the road crossed, contended that the sanctity of their 
 domains would be invaded, and the privacy of their residences destroy- 
 ed, by thus bringing into their neighborhood apubhc highway, with all 
 the varied traffic of coals and merchandize. But in looking at the im- 
 mense trade which would be created between the two towns, in conse- 
 quence of the undertaking, the proprietors were resolved to renew the 
 overture. The importance of the work seemed to them selfevident, 
 and, for the interest of the country, imperiously required. After four 
 years of conflict and contention, the heat of parties exhausted itself, and 
 the bill was passed. Doubtless the history of this stupendous work is 
 better known by those who, perchance, may read this article, than so 
 concise a view can disclose. It is an enduring example of human perse- 
 verance, ingenuity, and enterprize. This work, costing as it dfd, togeth- 
 er with its appendages, the sum of £800,000, for a line of only thirty- 
 one miles, might seem an unwarrantable expenditure; but the immense 
 traffic created in consequence of its construction justifies the outlay. 
 "If we look for the construction of one hundred railroads equal in extent 
 to the Liverpool and "'Manchester, comprising aline of three thousand 
 miles, in various situations, and absorbing a capital of fifty or sixty mill- 
 ions ofpounds sterling, what a source of occupation to the laboring com- 
 munity; what a change in the facility of giving employment to capital, 
 and consequently to the value of money!" 
 
 Reverting again to our own country, where industry "in its varied chan- 
 nels of business and enterprise," and where health and prosperity are so 
 signally prevalent, when contrasted in its natural resources with those 
 of foreign countries, we can but hope for it a future happy destiny: and 
 to the west we not only look as to the great natural granary of the 
 union, and the establishment of internal communication of paramount 
 
51 
 
 importance, as the means of affording the facility of intercourse and con- 
 veyance; but in a neglect of the same as the neglect of a bold and ju- 
 dicious application of mechanical science, and the abandonment of her 
 career of improvement as a rejection of the means of aggrandizement, 
 wliich other nations have successfully adopted. 
 
 But the spirit of the times and the progress of events seem to demand 
 new energies in all the departments of business. We look forward to 
 the approao;h of the period when the calculations of the merchant, or 
 the speculation of the political economist, shall be deemed more consis- 
 tent with science, literature, and the arts — and all shall be enlisted to 
 cultivate the highest state of wealth and civilization — the improvement 
 and well being of the who'e community. 
 
 Statistics for the Quincij and Columbus division of the Northern Cross 
 
 Railroad. 
 Quantities for the first six sections from the Mississippi — 
 138,323 cubic yards of earth removed, at 14^ cents |20,l21 12 
 
 442.34 cubic yards excavation in culvert pits and 
 ditches 
 1,141.268 cubic yards of masonry - 
 Grubbing and clearing - 
 Contingencies 
 
 Deduct fifteen per cent, discount 
 Total amount paid to Mr. T. Kelly, contractor, up 
 to the last of November, 1838, 
 
 Statistics for sections Nos. 11 and 18 of the JVorthern Cross Railroad. 
 
 Quantities for sections 17 and 18, near Columbus — 
 18,633 cubic yards of earth removed, at l6.6 cents 
 
 per' yard - - - |3,l00 54 
 
 222.67 cubic yards excavation from ditches and cul- 
 verts 
 220 cubic yards of mucking 
 
 432.06 cubic yards of masonry 
 
 61 73 
 
 2,732 85 
 
 450 00 
 
 148 97 
 
 23,614 67 
 
 3,527 20 
 
 19,987 47 
 
 33 40 
 
 33 00 
 
 2,335 40 
 
 5,502 34 
 828 35 
 
 Deduct fifteen per cent, discount 
 
 Total amount paid to the contractors, Messrs. Hend- 
 
 rickson and M'Farland, up to the last of Nov. 1838 - 4,673 99 
 
 The total amount of money that will probably be required for the next 
 
 six months on Mr. Kelly's contract, is - - |20,O0O 00 
 
 On the contract of Messrs. M'Farland and Hendrickson 7,000 00 
 
 Total amount of money required for the next six months |27,0Q0 00 
 
 JAMES OAKEY, Civil Engineer.. 
 QuiNCF, Mv. 27, 1838, 
 
5^ 
 
 Report of William Pollock. 
 
 Engineer's Office, 
 
 Jacksonville, Mv. 24, 1 838, 
 To James M. Bucklin, Esq., 
 
 Chief Engineer of the Western District. 
 
 Sir: With a view of fulfilling your instructions of August, 1837, in 
 relation to the survey of the Pekin and Bloomington branch of the Cen- 
 tral raih'oad, and completing the preliminary examinations and location 
 of that portion of it between Treraont and the latter place, (which had 
 been left unfinished last season,) I resumed field operations in April last. 
 Under subsequent instructions, however, it became necessary, in the first 
 place, to revise the location between Pekin and Tremont, for the purpose 
 of altering the maximum grade from fifty feet per mile, as first introdu- 
 ced, to seventy-five feet, as authorized by the Board of Public Works at 
 their session in December, 1837. 
 
 To effect this object, a resurvey was commenced at Pekin on the 19th 
 of April, and such changes made in the lateral position of the line as vv^ere 
 deemed necessary, economical, and ccnsistcnt with the vertical altera- 
 tion — in all cases tending to make the line more direct. The most ma- 
 terial alteration in the lateral position of the line took place in Tremont; 
 not on account of any alteration in the vertical position of the line in pur- 
 suance of the instructions above alluded to — because the grade was com- 
 paratively moderate in the first instance at this place, and there was no 
 necessity for increasing it; but, from further examinations of the country 
 immediately east cf the town, it became evident that the most judicious 
 location would be effected by running the line a little obliquely through 
 the town, cutting across the southwest corner of the public square, in- 
 stead of passing by the way of Park street through the centre of the 
 square, as first located; thus securing a greater length of straight line con- 
 tiguous to the town, modifying the grade, passing over ground presenting 
 more uniformity of surface, and, consequently, less expensive. It wa? 
 at first thought to be objectionable to locate the road diagonally through 
 the town, on account of cutting across lots, and thus giving the owners 
 of them a plea for damages. But the road on this route will occupy the 
 lowest ground in the town — it will pass through a ravine and approach 
 nearer the centre of the town than before. The ground along this 
 ravine is wet, and not considered very valuable at present, on that 
 account. The making of the road will have the effect to drain ofi' 
 the water, reclaim and add value to the land; at the same time render 
 the* town an essential service in that particular. Moreover, it affords 
 much better satisfaction to the inhabitants of the place, generally, than 
 the former location. 
 
53 
 
 After making some additional examinations between Tremont and 
 Mackinaw, the line of location was established without varying materially 
 from the route spoken of in my report of last year; except, between the 
 crossing of the JMackinaw river and the town oi Mackinaw, the line is now 
 run more direct. Its greatest variation from a straight line between the 
 two towns, is about U miles to the south, and is the only feasible route 
 within that distance. The country in a direct line is considerably bro- 
 ken by the passage of Prairie and Mud creeks; but the valley of the 
 JVlackinaw river is the grand difficulty. We find there an immense 
 chasm about one hundred feet in depth, near three-fourths of a mile wide, 
 in the bottom, and the town of Mackinaw situated immediately on the 
 top of the eastern bluff, at the distance of near a third of a mile from its 
 base. A direct line would cross it nearly at right angles, and would re- 
 quire an immense embankment in order to reach the level of the town at 
 a grade of 73 feet per mile. It is important that that level should be 
 attained, to render it convenient for the transaction of business on the 
 road at that place, and that the greatest benefit resulting from the road 
 might be conferred on the town. It is also important and absolutely 
 necessary, in order to continue the road eastwardly, the formation of the 
 country not admitting of any modification of the grade for three-fourths 
 of a mile east of the town. 
 
 The distance between Tremont and Mackinaw on the line of location, 
 is a small fraction over seven miles, and as the obstacles which exist on a 
 straight line are not entirely avoided, the construction of the road will 
 still be found expensive on this line. The western bluff of the Mackinaw 
 is reached at a distance of a little over two miles east of Tremont; and 
 Prairie creek, which occurs about midway, is the only break of conse- 
 quence within that distance. It will require an extent of near one thou- 
 sand feet of embankment, averaging twelve feet in height. 
 
 In descending to the valley of the Mackinaw, the line passes obliquely 
 along the side of the bluff, its iavorable position at this place being such 
 as to admit of it without varying the line materially from the desired 
 direction. The bluff is much broken, and heavy excavations and em- 
 bankments will be the consequence. 
 
 The valley of the Mackinaw on this route is wide, owing to the 
 junction of the valley of Mud creek; and the line traversing it 
 rather diagonally makes the distance between the bluffs near three 
 miles. The line for this distance is direct, and continues so to the top 
 of the eastern bluff, near the western boundary of Mackinaw, a distance 
 of near four miles. It will be necessary, however, to introduce curves on 
 either side of the river, in order to cross at right angles, or nearly so, 
 instead of obliquely, as the line nov/ runs. 
 
 The line between the bluffs is divided into three nearly equal parts 
 by Mud creek and the river. The bluffs of the former being totally avoi- 
 ded, the passage of the stream itself will not be attended with any great. 
 expense. A spur of a ridge intervenes and forms an abrupt bank imme- 
 diately on the w^est side of the river, which will occasion some heavy ex- 
 cavation in order to bring the road to a suitable level for the construc- 
 tion of a bridge across the river. Between the river and the eastern 
 bluff, about a mile in distance, the line passes over a low prairie which is 
 
5C 
 
 subject to inundation; consequently, an embankment will be required the 
 whole of that distance, averaging about five feet in height, in order to 
 make, the road secure. This is rather higher than would seem to be 
 necessary, judging from the present indications of high water; but it must 
 be considered that when this embankment is made, and the water, instead 
 of flowing over the prairie, all turned into one channel, its tendency 
 will be to rise something higher. 
 
 In approaching Mackinaw on this route, it is believed that the blufls 
 present less difficulty than at any other place that could be selected. 
 The line reaches the foot of it at the distance of one mile from town, and 
 offers comparatively a long gradual slope. A heavy and extensive em- 
 bankment will nevertheless be required at the base, though not exceeding 
 twenty-five feet in height; and in order to reach the level of the town, 
 the grade of seventy-live feet per mile must commence one thousand five , 
 hundred feet west of the foot of the bluff'. The embankment must of course 
 be carried out from the foot that distance. It will also be required to 
 be extended in the opposite direction nearly double that distance, making 
 near three-fourths of a mile of heavy embankment, and amounting to 
 near ninety thousand cubic yards. x\t the eastern extremity of this em- 
 bankment a cut commences, but the quantity of excavation is small com- 
 pared with the embankment; so that the materials for forming the latter 
 will have to be procured chiefly without the limits of the road. The 
 line passes angling through the southeast corner of the town; that is, 
 the original town. Subsequent to the passage of the Internal Improve- 
 ment law, the bounds of the town have been very liberally extended. 
 The location is arranged so as to have six hundred feet of a level in the 
 town of Mackinaw, for the purpose of rendering it convenient for the 
 transaction of business connected with the road at that place. The 
 space above mentioned is deemed sufficient for the purpose intended; 
 yet a level of more extended limits would be desirable in passing 
 through a town; and more especially when the grade immediately at 
 either extremity of the level is seventy-five feet per mile, as in this case. 
 But to extend this level even one hundred feet more, v/ould be attended 
 with serious additional expense in the construction of the road in the 
 vicinity of the place. It would either cause the heavy embankment, 
 mentioned as being necessary in ascending the bluff, to be raised 1.42 
 foot higher; or, in continuing eastward iy, to depress the road more below 
 the surface of the ground than economy or utility v^^ould dictate. It 
 was found necessary to adhere to the grade of seventy-five feet per mile 
 for three-fourths of a mile east of Mackinaw-,, but from thence to 
 Bloomington, the grades are more moderate. In making the exam- 
 ination between Mackinaw and Bloomington, three lines were pro- 
 jected; the first of which, in continuation from Mackinaw, passes abng 
 the summit of a ridge which divides the waters that empty into the 
 Mackinaw river on the north from those of the same and those of Sugar 
 creek on the south. This ridge was followed as far as the eastern side 
 of Stout's grove, a distance oY eight miles and a half, where it bears to 
 the north entirely out of the desired direction, and leaves high undula- 
 ting prairie for the remainder of the distance to Bloomington, except 
 about half a mile of timber land in passing through the northern skirt of 
 J)ry grove, which occurs about two miles east of the grove first mentioned. 
 
55 
 
 An alteration in the direction of this line was made immediately after 
 passing the timber of Dry grove, and is the only intcrraption to a straight 
 line between Stout's grove and a point near Bloomington. The first 
 eight and a half miles of this route is nearly the same with the road now 
 travelled between Mackinaw and Bloomington; it passes mostly through 
 land thinly (dothed with timber, except two miles through Stout's grove, 
 which is heavily timbered. This part of the route presents a tolerably 
 uniform surface, and would admit of the construction of the road at a 
 moderate expense; but the remainder of the route to Bloomington is un- 
 favorable on account of almost a continual succession of heavy cuts and 
 fills, and abrupt grades. This lin^ is north of a straight line between 
 the two towns, and its greatest variation from it is seven-eights of a mile, 
 which occurs eight and a half miles cast of Mackinaw. The distance 
 by this line from Mackinaw to the court house in Bloomington, is 20,7 
 
 miles. ]• r 
 
 In continuing our examinations, the second hne was run direct trom 
 Bloomington to Mackinaw, passing near the centre of the Twin grove, 
 which is reached at the distance of four miles and a half west of Bloom- 
 incrton, and which is near one mile and three quarters across it; thence 
 touching along the southern border of Dry grove and through the south 
 end o{ Stoui;'s°grove; thence to Mackinaw through scattering timber, 
 denominated barrens, and intersecting the former line a short distance 
 east of the town. This line passes through considerable of cultivated 
 land situated along the skirts of the timber, more perhaps than would be 
 encountered on any other line that could be projected between the two 
 towns; and, if the farmers should consider it a grievancejo have the road 
 pass through their farms, this line would be objectionable in some mea- 
 sure on that account. The objections, however, that pertam to the first 
 route, are not avoided on this; but are found to exist to such a degree 
 as to make it necessary and important to seek a more favorable route. 
 In the meantime, from observations extended further south, it became 
 evident that a better route lay in that direction, except for the first_ mile 
 and three quarters east of Mackinaw. The ridge before described is the 
 most judicious route for that distance, and lies north of the straight line; 
 accordingly, in continuing,' the line of location from Mackinaw, the ridge 
 was adoDted for that distance; thence, leaving the ridge to the north, the 
 line coincides nearly with the straight line for the distance of about three 
 quarters of a mile; thence, deflecting to the right, it was continued straight 
 as far as the line between Tazewell and M'Lean counties, a distance of 
 nearly three miles, reaching the prairie on Mr. Lindsey's farm, four 
 miles from Mackinaw, passing through barrens chiefly all the way, and 
 encountering rough, broken land between the ridge and that place. 
 From Mr. lindsey's to Bloomington we meet with no timber, except 
 very little in passing the south end of Twin grove. From the county 
 line to a point opposite this grove the line is direct, nine miles in distance; 
 a slight curve then occurs, and the remainder of the distance to Bloom- 
 ington is likewise direct, making nearly five miles and a half more,. 
 From Mr. Lindsey's eastwardly nine miles, the route is very favorable, 
 the prairie being tolerably level. The most expensive point on this part 
 of the route will be the crossing of a branch of Sugar creek, which 
 
56 
 
 occurs opposite Stout's grove. It will require a bridge of twenty-live feet 
 span, and an embankment of twelve hundred feet in length, averaging 
 about ten feet in height., The last seven miles of the route will not be 
 quite so favorable, on account of the prairie being broken and undulating, 
 and requiring deep cutting and filling, and also abrupt grades as high as 
 seventy feet per mile. The grades, however, could be modified on this 
 part of the route, by increasing the cutting and filling, and thus adding to 
 the expense. The curvature between Mackinaw and Bloomington is 
 very trifling, as may already be inferred. The first mile and three Quar- 
 ters of the line next Mackinaw is chiefly curved, having a radius from 
 1,910 to 2,^65 feet. The greatest departure of the location line from the 
 straight line occurs at a point a little over five miles west of Bloomington. 
 
 The distance from Pekin to Tremont is 9.47 miles; from Tremont to 
 i\iackinaw, 7.l5 miles; and from Mackinaw to Bloominxiton, 19.92 
 miles: making the whole distance, by the location line, 36.54 miles, ter- 
 minating at Washington street in the western part of the town. By way 
 of the straight line, the distance is 19.45 miles from Mackinaw to Bloom- 
 ington, making a difference between the two of near half a mile only. 
 
 It is possible that a more suitable toM-mination for this road in Bloom- 
 ington will become apparent when all the necessary information is at- 
 tanied to determine on the location of the Central railroad through that 
 place. The elevated situation of Bloomington and the rolling land im- 
 mediately adjoining, will necessarily render the construction of both 
 roads expensive at that place; and, in connecting them, it will require 
 the exercise of considerable skill to accommodate the one to the other 
 in such a manner as to effect the most judicious location. 
 
 Survey of the Mackinaw and Peoria Branch. 
 
 After having completed the survey from Pekin to Bloomington, and 
 in pursuance of instructions, I proceeded to survey the route between 
 Mackinaw and Peoria. Accordingly, on the 7th of July, at the surface 
 of the water, on the east side of the Illinois river, opposite the foot of 
 Fulton street in Peoria, we commenced a baseline. In extending it 
 eastwardly, we reached the bluffs at Farm creek, at the aistance of one 
 mile from the river; thence up the valley of said creek to station 103, 
 nearly one mile further, where we left the valley of Farm creek to the 
 north and continued up Epley's hollow, it afTording a more favorable di- 
 rection. ^Biit it was found that, in order to gain the table land at a 
 grade of 75 feet per mile, it would incur the necessity of a cut at the 
 head of the hollow of forty feet, and continuing for a long distance. It 
 was therefore objectionable on that account, and also on account of the 
 abrupl curvature wliich it would impose. Consequently, that route 
 was abandoned, and the line continued up the valley of Farm creek as 
 far as station 305, at the mouth of Roberts' hollow, making 51 miles 
 from the river; thence up said hollow, reaching the table land at the 
 residence of Mr. Roberts, a distance of near three miles further; thence- 
 nearly direct to Mackinaw, making the whole distance 17.64 miles. 
 
 Alter leaving Mr. Pvobcrts', there is no broken ground of any conse- 
 quence met with until reaching the breaks of Mud creek, which occur on 
 
57 
 
 the 14th mile from the river. Thej present no serious difiicuity, how- 
 ever, and the route might be called favorable for 16 miles; but on the 
 remainder of the route the bluffs and valleys of the Mackinaw occur, 
 and present a very serious obstruction — in my opinion insurmountable^, 
 without transcending the bounds of justifiable expense. 
 
 To overcome these difficulties at a grade of 75 feet per mile, would 
 require a cut on the west side of from twenty to fifty-five feet deep for 
 the distance of near half a mile, and an embankment across the valley 
 of from thirty to sixty feet in height and 3,60O feet in length; but to 
 avoid deep cutting in the town, and to form a convenient connection 
 with the other road, it would have to be raised still higher. A bridge of 
 two hundred feet in length would be necessary to pass the water of the 
 river, and the abutments at //«> place would have to be raised at least 
 seventy-five feet above their foundation, which would be attended with 
 enormous expense. 
 
 The cost of preparing the load on this first part of the route in a sub- 
 stantial manner for the reception of the rails, would amount to 205,000 
 dollars, at the most moderate calculation. 
 
 To avoid this heavy expense, a line was projected direct from station 
 No. 455, at the head of Ptoberts' hollow, to a point in the line from Tre- 
 mont to Mackinaw, intersecting it at the top of the western bluff, 2.13 
 miles east of Tremont; making the distance from the river at Peoria to 
 this point, 16.08 miles; to which add the distance from this point to 
 Mackinaw (4.81 miles) and it makes the whole distance 20.89 miles — 
 3.25 miles further than by the first route. The distance from the head 
 of Roberts' hollow to the intersection at the bluffs is 7.47 miles, all 
 prairie except a portioii of the last mile, and presents a favorable surface. 
 The radius o( curvature between ^the river and this point will not be 
 shorter than 1,432 feet, and the grade, will not exceed 37 feet per mile, 
 except in Roberts* hollow, where from 45 to 70 feet will have to be adop- 
 ted. These gradrs conform very well to the natural slope of the hol- 
 lows, and the foundation of the road will not be expensive. I am aware, 
 however, that the Board of Public Works have not authorised the grade 
 on this road to exceed 40 feet per mile; but if it is confined to that, 1 
 have only to state that this route is impracticable, and that no other 
 can be found more favorable. 
 
 The Illinois river oppo-^ite Peoria presents a wide surface, it being 
 more than half a mile at low water mark. In time of freshets, it spreads 
 to the eastern bluff, making the width a little more than a mile and a 
 half, and inundating the intermediate land to the depth of about sixteen 
 feet next to the river, its depth gradually decreasing to the foot ofthe 
 bluff. To raise the road above high water mark in this part of the 
 route would require an embankme'nt one mile long; and to have it suf- 
 ficiently elevated above high water, it would be necesssary to raise it 
 about eighteen feet on the fiat next the river. 
 
 Materials for the construction of this embankment would have to be 
 taken chiefly from the blufT; and the heavy end of it being next the 
 river and the most remote from the materials, its construction would be 
 attended with much expense. 
 
 The mode of crossing the river, however, which is to be adopted must 
 be considered, and the road adapted to it in such a manner as to be the 
 
58 
 
 most convenient and economical. Owing to the vast expense that would 
 be incurred in erecting a bridge at this place, and the inconvenience that 
 the navigation of the river would sustain from it, I believe it is not con- 
 templated at present; therefore, the only mode of crossing will be by means 
 of a ferry. In that case, whilst an embankment carried across the low 
 o-round to the height above indicated might be convenient in time of 
 high, it would be very inconvenient at a low, stage of the river, there be- 
 ino- a difference of at least twenty feet between high and low water, 
 which would make it necessary to introduce an inclined plane, with sta- 
 tionary power, in order to connect with the river in low water. But the 
 plan which it is believed would unite economy with convenience in the 
 best manner, is to raise the embankment only about two feet above the 
 natural surface of the ground, and suffer the road to be immersed in time 
 of high water, and during that time ferry all the way to the bluff. 
 
 In order to conduce to this arrangement, the earth for the formation 
 of the embankment should be all taken from the upper side, and thus 
 form a wide ditch that would admit of the passage of the ferry-boat dur- 
 ing the partial immersion of the road. This part of the road will have 
 a descent from the bluff to the river of seventeen feet per mile; and it 
 will therefore be necessary to construct several turnouts between the 
 bluff and the river, so as to connect with the boat at the various stages 
 of high water. 
 
 Rock abounds in the bluffs of the Illinois river, but on the route of 
 neither of the branches between the river and Mackinaw, after leaving 
 the bluff, is there any discovered of a suitable quality for the construc- 
 tion of the necessary bridges and culverts. The same remark will also 
 apply between Mackinaw and Bloomington. It will therefore be neces- 
 sary to substitute some other material in lieu thereof. Brick, it is believ- 
 ed, would supply its place better than any thing else, and be nearly, if 
 not quite, as durable for the numerous small culverts that will be neces- 
 sary. It will be important that brick for this purpose should be manu- 
 factured in a superior manner to those commonly in use; hard burning 
 in particular will be an essential and indispensable requisite. Good clay 
 for the purpose of making brick can be found almost anywdiere, and the 
 neighboring groves of timber along the route would afford an abundance 
 of fuel for the burning of them. 
 
 The prices charged at present through this part of the country, for 
 tindiug all the materials and laying up brick wall, are from eight to ten 
 dollars per thousand. Eleven hundred brick of the common dimensions, 
 laid in mortar, will make two perches of 25 cubic feet each, which, at 
 the rate of ten dollars per thousand, would be five dollars and fifty cents 
 per perch. The competition that would be brought forth by the offer 
 of large contracts for furnishing brick, would probably enable the State 
 to procure them of a suitable quality at about the same price that is now 
 paid for the common article; but to make a safe calculation, I shall 
 estimate the cost of the brick work, per perch, at six dollars. 
 
 The alteration of the grade between Pekin and Tremont, and the 
 work as now contracted for, will reduce the exnense of grading that por- 
 tion of the road about $60,C0O; making |40,297 instead of $l'00,297, as 
 first estimated; thus reducing the average cost per mile to 4,192 dollars 
 instead of 10.457 dollars. 
 
59 
 
 An aproximate estimate of the cost of graduation between Tr'emont 
 and Bloomington, and the branch to Peoria, gives the following result: 
 
 From Tremont to Mackinaw, 88,704 dollars, making an average cost 
 per mile, in round numbers, 12,406 dollars. 
 
 Between Mackinaw and Bloomington, the location line, 78,157 dol- 
 lars, averaging 3,924 dollars per mile; and the whole distance amount- 
 ing to 166,861 dollars, averaging 6,1 64 dollars per mile. 
 
 By way of the straight line between the towns last mentioned, the cost 
 amounts to 121,715 dollars, and the average per mile is 6,253 dollars; 
 makino- a difference, in favor of the location line of 2,329 dollars per mile. 
 The northern line between these two points also bearing an unfavora- 
 ble comparison with the location line, I consider it unnecessary to pre- 
 ; sent an estimate of the cost. 
 
 The whole amount from Pekin to Bloomington is 207,154 dollars, and 
 the average per mile 5,670 dollars. 
 
 Between the river at Peoria and the intersection of the line at the 
 Mackinaw bluff, the cost of grading will amount to 31,934 dollars, and av- 
 erao-e $• 1,986 per mile. To estimate the whole distance to Mackinaw, 
 I the cost amounts to 108,268 dollars, and averages 5,l83 dollars per mile. 
 ■ The superstructure for the road, exclusive of iron, has been contracted 
 'for, at $3,210 per mile. I shall assume that price as a fair criterion, and 
 S estimate the cost of one mile of the superstructure as follows: 
 
 Superstructure, exclusive of iron - - $'3,2l0 00 
 
 . 22 "tons of iron, at $70 per ton - - 1,540 OO 
 
 Spikes, plates, and nails - - - 250 00 
 
 ,S'5,000 00 
 
 
 M 
 
 to 
 
 11 
 
 o § 
 
 O m 
 O 
 
 ^ 
 1 
 
 Hi 
 
 5 o 3 
 
 o 
 
 1 
 
 1- 
 
 Pekin and Bloomington 
 
 branch 
 Peovia branch - 
 
 36.54 
 
 16.08 
 
 $207,154 
 31,9.34 
 
 $189,854 
 80,4U0 
 
 $389,854 
 112,.334 
 
 $38,985 
 11,233 
 
 $428,839 
 133,567 
 
 $11,736 
 
 7,684 
 
Table of Grades from Pekin to Bloomington. 
 
 
 
 
 Aclivity per 
 
 Declivity per 
 
 Height above 
 
 No. of 
 
 grades 
 
 Length in feet. 
 
 mile, in feet 
 
 mile, in feet 
 
 base, line in 
 
 
 
 
 and decimals. 
 
 and decimals. 
 
 feet and dec. 
 
 
 Pekin 
 
 
 
 
 35.50 
 
 
 1 
 
 1,700 
 
 10.56 
 
 _ 
 
 38.90 
 
 
 2 
 
 4,300 
 
 75.00 
 
 - 
 
 109.96 
 
 
 3 
 
 3,200 
 
 22.17 
 
 _ 
 
 113.40 
 
 
 4 
 
 7,700 
 
 48.57 
 
 _ 
 
 ■ 184.24 
 
 
 5 
 
 2,000 
 
 75.00 
 
 _ 
 
 212.64 
 
 
 6 
 
 400 
 
 Level 
 
 _ 
 
 212.64 
 
 
 7 
 
 2,300 
 
 - 
 
 19.04 
 
 209.99 
 
 
 8 
 
 1,500 
 
 _ 
 
 Level 
 
 209.99 
 
 
 9 
 
 3,100 
 
 75.00 
 
 _ 
 
 244.01 
 
 
 10 
 
 1,.500 
 
 Level 
 
 _ 
 
 244.01 
 
 
 11 
 
 2,000 
 
 36.96 
 
 _ 
 
 258.01 
 
 
 12 
 
 300 
 
 Level 
 
 _ 
 
 258.01 
 
 
 13 
 
 900 
 
 - 
 
 42.29 
 
 250.81 
 
 
 14 
 
 200 
 
 _ 
 
 Level 
 
 250.81 
 
 
 15 
 
 1,000 
 
 63.36 
 
 
 262.81 
 
 
 16 
 
 1,200 
 
 10.56 
 
 _ 
 
 265.21 
 
 
 17 
 
 1,700 
 
 5.28 
 
 _ 
 
 282.21 
 
 
 18 
 
 500 
 
 Level 
 
 - 
 
 282.21 
 
 
 19 
 
 5,500 
 
 - 
 
 75.00 
 
 204.11 
 
 
 20 
 
 600 
 
 _ 
 
 31.68 
 
 200.51 
 
 
 21 
 
 1,100 
 
 - 
 
 Level 
 
 200.51 
 
 
 22 
 
 1.200 
 
 33.26 
 
 _ 
 
 208.07 
 
 
 23 
 
 3,590 
 
 Level 
 
 - 
 
 208.07 
 
 
 24 
 
 1,100 
 
 26.40 
 
 _ 
 
 213.57 
 
 
 25 
 
 700 
 
 Level 
 
 - 
 
 213.57 
 
 
 26 
 
 2,000 
 
 29.04 
 
 _ 
 
 224.57 
 
 
 27 
 
 210 
 
 15.855 
 
 _ 
 
 230.87 
 
 
 28 
 
 1,400 
 
 Level 
 
 - 
 
 230.87 
 
 
 29 
 
 1.500 
 
 _ 
 
 75.00 
 
 209.57 
 
 
 30 
 
 500 
 
 _ 
 
 Level 
 
 209.57 
 
 
 31 
 
 1,000 
 
 75.00 
 
 - 
 
 223.77 
 
 
 32 
 
 2,900 
 
 20.064 
 
 - 
 
 234.79 
 
 
 33 
 
 500 
 
 Level 
 
 - 
 
 234.79 
 
 
 34 
 
 3,000 
 
 _ 
 
 70.224 
 
 194.89 
 
 
 35 
 
 3,700 
 
 _ 
 
 75.000 
 
 142.35 
 
 
 36 
 
 4,300 
 
 _ 
 
 Level 
 
 142.35 
 
 
 37 
 
 2,400 
 
 52.80 
 
 - 
 
 166.35 • 
 
 
 38 
 
 800 
 
 Level 
 
 - 
 
 166.35 
 
 
 39 
 
 2,500 
 
 
 31.68 
 
 151.35 
 
 
 40 
 
 4,000 
 
 _ 
 
 Level 
 
 151.35 
 
 
 41 
 
 6,700 
 
 75.000 
 
 - 
 
 246.49 
 
 
 42 
 
 600 
 
 Level 
 
 - 
 
 246.49 
 
 
 43 
 
 4,000 
 
 7.'>.000 
 
 - 
 
 303.29 
 
 
 44 
 
 4,100 
 
 .33.264 
 
 - 
 
 329.12 
 
 
 45 
 
 500 
 
 Level 
 
 - 
 
 329.12 
 
 
 46 
 
 2,000 
 
 _ 
 
 10.56 
 
 325.12 
 
 
 47 
 
 100 
 
 _ 
 
 Level 
 
 325.82 
 
 
 48 
 
 1,500 
 
 21.120 
 
 - 
 
 331.12 
 
 
 49 
 
 400 
 
 Level 
 
 _ 
 
 331.12 
 
 
 50 
 
 1,800 
 
 
 21.12 
 
 323.92 
 
 
 51 
 
 400 
 
 _ 
 
 Level 
 
 323.92 
 
 
 52 
 
 1,800 
 
 21.120 
 
 _ 
 
 331.12 
 
 
 53 
 
 1,600 
 
 Level 
 
 _ 
 
 .331.12 
 
 
 54 
 
 4,800 
 
 - 
 
 68.660 
 
 268.72 
 
 
 55 
 
 400 
 
 _ 
 
 Level 
 
 268.72 
 
 
 56 
 
 5,000 
 
 29.568 
 
 - 
 
 296.72 
 
61 
 
 TaMe of Grades from Peoria to Bloomington — Continued. 
 
 
 
 
 Aclmty per 
 
 Declivity per 
 
 Height above 
 
 No. 
 
 of grades. 
 
 Length in feet. 
 
 mile, in feet 
 
 mile, in feet 
 
 base line, in 
 
 
 
 
 and decimals. 
 
 and decimals. 
 
 feet and doc. 
 
 
 57 
 
 200 
 
 Level 
 
 Level 
 
 296.72 
 
 
 58 
 
 1,700 
 
 _ 
 
 44.88 
 
 282.27 
 
 
 59 
 
 200 
 
 - 
 
 Level 
 
 282.27 
 
 
 60 
 
 1,800 
 
 21.120 
 
 - 
 
 289.47 
 
 
 61 
 
 300 
 
 Level 
 
 _ 
 
 289.47 
 
 
 62 
 
 1,000 
 
 - 
 
 26.40 
 
 284.47 
 
 
 63 
 
 200 
 
 - 
 
 Level 
 
 284.47 
 
 
 64 
 
 1,800 
 
 15.84 
 
 _ 
 
 289.87 
 
 
 65 
 
 200 
 
 Level 
 
 - 
 
 289.87 
 
 
 66 
 
 1,900 
 
 _ 
 
 26.40 
 
 280..37 
 
 
 67 
 
 2,100 
 
 _ 
 
 Level 
 
 280.37 
 
 
 68 
 
 1,600 
 
 
 10.56 
 
 277.17 
 
 
 69 
 
 800 
 
 ~ 
 
 Level 
 
 277.17 
 
 
 70 
 
 3,400 
 
 39.60 
 
 _ 
 
 302.67 
 
 
 71 
 
 2.100 
 
 Level 
 
 _ 
 
 302.67 
 
 
 72 
 
 1,900 
 
 26.40 
 
 _ 
 
 312.17 
 
 
 73 
 
 6,500 
 
 Level 
 
 - 
 
 .312.17 
 
 
 74 
 
 5,500 
 
 ~ 
 
 14.784 
 
 296.71 
 
 
 75 
 
 1,700 
 
 _ 
 
 31.68 \ 
 
 286.57 
 
 
 76 
 
 .3,000 
 
 _ 
 
 Level 
 
 286.57 
 
 
 77 
 
 4,300 
 
 60.192 
 
 
 335.59 
 
 
 78 
 
 1,000 
 
 Level 
 
 _ 
 
 .335.59 
 
 
 79 
 
 2,600 
 
 
 72..336 
 
 299.97 
 
 
 80 
 
 800 
 
 _ 
 
 Level 
 
 299.97 
 
 
 81 
 
 3,700 
 
 61.192 
 
 _ 
 
 342.13 
 
 
 82 
 
 3,000 
 
 47.520 
 
 - 
 
 369.13 
 
 
 83 
 
 1,900 
 
 Level 
 
 _ 
 
 .369.13 
 
 
 84 
 
 2,800 
 
 - 
 
 47.520 
 
 343.93 
 
 
 85 
 
 400 
 
 - 
 
 Level 
 
 .343.93 
 
 
 . 86 
 
 2,800 
 
 47.520 
 
 _ 
 
 369.13 
 
 
 87 
 
 200 
 
 Level 
 
 _ 
 
 • 369.13 
 
 
 88 
 
 3,000 
 
 - 
 
 58.08 
 
 .336.13 
 
 
 89 
 
 2,200 
 
 - 
 
 Level 
 
 .336.13 
 
 
 90 
 
 2,400 
 
 • 
 
 47.520 
 
 314.53 
 
 
 91 
 
 1,100 
 
 - 
 
 Level 
 
 314.53 
 
 
 92 
 
 3,700 
 
 50.688 
 
 . _ 
 
 350.05 
 
 
 93 
 
 9,500 
 
 26.400 
 
 _ 
 
 362.55 
 
 
 94 
 
 200 
 
 Level 
 
 - 
 
 362.55 
 
 The commencement of the road at Pdiin is 35.50 feet above low water 
 in the Illinois river. 
 
 Centeal Railroad. 
 
 Further instructions directed my attention to the examination and survey 
 of a route for that portion of the Central railroad between Bloomington and the 
 Sangamon river. In accordance therewith, on the 9th of August, a line was 
 commenced at the form.er place, in Washington street, at the present ending of 
 the location line between Bloomington and Pekin, and run in the direction of 
 said street to a point near the southern boundaries of the town. From this 
 point the true course to Decatur was determined, as near as practicable, with a 
 view of running a straight line all the way to that place, as instructed by you. 
 Accordingly, it was continued direct as far as the edge of the prairie south of 
 Salt creek, except a slight variation for a short distance in passing the breaks of 
 
62 
 
 the Kickapoo creek, between ten and eleven miles from the starting point. The 
 whole distance thus run is 26.85 miles. The first three miles from Bloommg- 
 ton passes through a forest called Blooming grove: thence through a prairie for 
 nearly five miles, and we reach Randolph's grove, which is about three miles 
 across, and through which runs the Kickapoo creek: thence passing a prairie of 
 nearly three miles and a half wide, the timber of Long Point creek is reached. 
 It is near one mile and a half across. Thence intervenes a prairie of nearly 
 six miles wide, and we reach the timber of Ten-mile and Salt creeks, the for- 
 mer a tributary of the latter. This timber is near five miles across, and extends 
 to the edge of the prairie before alluded to. The prairies described present no 
 difficulty to the construction of the road; but in the timber very serious obsta- 
 cles exist, the ground being much broken by the passage of those streams. In 
 Blooming grove the greatest difficulty is the high land which we find there. 
 It is fou? hundred and sixty-five feet above the Illinois river at Pekin, and the 
 highest land between that place and Decatur. It would require a cut a little 
 over a mile in length and fifty feet in depth atits vertex, to bring the road to a 
 o-rade of forty feet per mile. The passage of the Kickapoo would also be expen- 
 sive on this line; but the most serious difficulty of all would be the valley of Salt 
 creek. This route proving more unfavorable than was anticipated, and the cross- 
 incr of Salt creek evidently less expensive farther east, it was deemed useless to 
 extend the straight line any further. The remainder of the distance to Decatur 
 being chiefly prairie, and no particular choice in the ground, it was considered 
 the best economy to continue a line to Decatur that would correspond with the 
 most favorable route across the valley of Salt creek. Accordingly an offset of 
 lialf a mile was made to the east, to a point in a north and south section line 
 which passes nearly through the centre of Decatur: thence following this line 
 to that place, and through Water street, to station 2,317, near the southern boun- 
 dary of the town; making the distance from the offset to this point, 17.05 mdes, 
 and the whole distance from Bloomington, exclusive of the offset, 43.88 miles. 
 From this point a deflection was made to the west, and a direct line run to the 
 bluff, on the south side of the Sangamon river, 1.09 miles further, reaching the 
 river at a point where it approaches the nearest to Decatur. The direction of 
 this line, was unfavorable, and the very brolien ground over which it passed, 
 still more so. The abrupt ascent of the blulfon the south side was also an ad- 
 ditional objection; consequently it was abandoned. The surface of the country 
 between Decatur and the river is extremely broken and difficult. 
 
 In reconnoitering the country south of the river, the valley of Ward's branch, 
 which lies in a favorable direction, presented itself as being the most feasible 
 route for ascending from the valley of the Sangamon to the table land. The 
 mouth of this valley is about one mile and a half above where the river was in- 
 tersected by the first line. The line then through Water street was extended 
 from station 2,317 in that direction, curving to the east and passing the inter- 
 vening hills and valleys in the most favorable manner, crossing the river about 
 two hundi;ed and eighty yards below Allen's mill, and at the distance of 1.28 
 miles from Decatur: thence continuing obliquely across the valley and reaching 
 the blufl'at the distance of near three-fourths of a mile further, where it comes 
 to a point at the junction of Ward's branch, and where a curve of eight hundred 
 feet radius will have to be instituted for a short distance in order to effect an en- 
 trance into the valley of said branch. The whole distance from Bloomington to 
 the mouth of Ward's branch is forty-six miles. The survey was not continued 
 further. This branch is about five miles in length, and, from its appearance, 
 would admit of moderate grades and curvatures, excepting the latter, at the 
 mouth of the valley, already noticed. 
 
 Two other routes through the town of Decatur presented claims for examma- 
 
tion — one west and the other eapt of the line through Water street; and in dis- 
 charge of our duty with regard to them, two lines were run through the town 
 parallel with the first, commencing eight hundred feet north of the town opposite 
 station 2,290; the one being nine hundred feet west and the other seven hun - 
 dred east of the first line. The former, at the southern boundary of the town, 
 curves to the east and intersects the line twenty-eight hundred feet south of the 
 town, and one mile and two hundred and twenty feet from the starting point. 
 The other was continued direct to the first one, and intersects it still farther 
 south. 
 
 A comparison ofthe expense of these routes result in favor of the eastern, and 
 shows the route through Wktcr street to be the most expensive. Although the 
 name might indicate the contrary. Water street is the highest part of the town, 
 and would require a cut of from ten to fifteen feet deep for nearly its whole 
 length; which would render it inconvenient to transact business on the road at 
 that place. That circumstance alone would be a sufficient reason for determin- 
 ing in favor of either of the other routes. The line north of the town can be 
 adjusted to either without incx-easing the expense. 
 
 I expected to have been able to have extended this line north to Bloomington, 
 commencing at the offset before mentioned, south of Salt creek, but my party 
 chiefly all becoming sick, 1 was obliged to dismiss them, and the unhealthiness of 
 the country at that time, and the prevalence of disease, was such that it was im- 
 possible to procure hands. I was therefore compelled to suspend further opera- 
 tions. Considerable inconvenience and delay were experienced in the course of the 
 season, having been obliged on two occasions previous to dismiss the hands on 
 account of inability from the same cause, and to employ, with one or two excep- 
 tions, entire new sets. 
 
 Further examinations will be necessary between Salt creek and Bloomington, 
 before a route for the location of the road can be determined on. But I am of 
 the opinion that the most favorable route between the offset, south of Salt creek 
 and Randolph's grove, would coincide nearly, if not quite, with the same section 
 of line that was traced between the ofl^set and Deatur; thus making a straight line 
 from the latter place of about 32.50 miles, and passing on the eastern boundary 
 line of Clinton, a town situated about midway between Bloomington and t)ecatur. 
 Before quitting the field we took occasion, although with much inconvenience for 
 the want of hands, to run sections across the valley of Salt creek. Long Point, 
 and the Kickapoo creeks upon this section line; and although still found expen- 
 sive, the two first of these crossings b^ar a favorable comparison with those on 
 the first line, but the crossing of the Kickapoo and its branches through Ran- 
 dolph's grove were found much more expensive. It is probable that the better 
 route through this grove will be found somewhere between the two lines, which 
 are a httle more than a mile and a quarter apart. In Blooming grove the high 
 land will be avoided in a great measure, and the advantage of a better route^ 
 gained by keeping from half a mile to a mile east of the presen-t line. 
 
 The line between Bloomington and the Sangamon river will be mostly straight, 
 as has been shown, and no curves, it is believed, will be required under one thou- 
 sand nine hundred and ten feet radii. The grades will probably reach forty feet 
 per mile tor about one-fifth of the distance. The groves through which this 
 route passes will afford an abundance of excellent timber for the bridges and su- 
 perstructure of the road; and having neglected it in its proper place, I will here 
 remark that the branches between Bloomington and the Illinois river possess the 
 same advantage, being convenient to timber. 
 
 The same kind of material that was recommended for Lridge abut- 
 ments and culverts on those branches, is also considered the most suita- 
 ble for the same purpose on this road, there being no stone on the whole 
 route except in the bluffs of the Sangannon river. 
 
64 
 
 There, it is probable that an extensive quarry of lime stone might be 
 opened within a mile and a half of the crossing of the river, and which 
 would afford convenientmaterials for the construction of the bridge abut- 
 ments at that place, and also the culverts in the vicinity. But it is thought 
 that the superiority of stone over good brick would not justify the trans- 
 portation of the former to a distance that would raise the price above that 
 adopted for the latter, unless it be the foundations of heavy bridge abut- 
 ments or coping. 
 
 Between liloominglon and the bluff south of the Sangamon river, the 
 estimate of the probable cost of graduations on the present line is exhibi- 
 ted in the tables appended to this report. 
 
 From Bloomingtou to the prairie south of Salt creek, 27 miles, the 
 cost would amount to 460,269 dollars, and makes the average cost per 
 mile, 1 7,040 dollars. The remainder of the distance, by way of the 
 eastern line through Decatur, (19 miles) will cost 75,421 dollars, and 
 averages ^'3,969 per mile. The first sixteen miles of this distance amounts 
 to 3 1,040 dollars, and the last three miles to 44,381 dollars; the former 
 averaging ^1,940 per mile, and the latter ^14,793. 
 
 The entire distance, (46 miles) amounts to 535,690 dollars, and avera- 
 ges 11,645 dollars per mile. 
 
 To adopt the line through Water street, in Decatur, would add 
 I4,9l4 dollars to the total expense, and the line through the western part 
 of the town, 7,394 dollars. 
 
 The valley of Salt creek is the greates obstacle that is met within 
 the whole route. By crossing it and the valley of Long point on the section 
 line before described, there would be a saving of 81,554 dollars, that is, 
 admitting the other parts of the route to be equal. The three miles 
 through Blooming-grove, on the present line, amount to 127,769 dollars; 
 but it is confidently believed that, by running a line further east, and thus 
 avoiding the deep cut, the expense per mile, on the three miles, will 
 not exceed 12,000 dollars, and thereby reduce the cost 91,769 dollars. 
 The expense on the section line through Randolph's grove was found to 
 be more than on the line first run, by 26,140 dollars; but there is no 
 doubt entertained that a route equally favorable as the first, if not more 
 so, may be found without departing materially from the most favorable 
 direction. 
 
 Now, counting the expense through Randolphs grove the same as on 
 the first line, the expense of the entire route, according to the foregoing 
 statements, would be reduced 173,323 dollars; making it 362,367 dollars, 
 and averaging 7,877 dollars per mile. 
 
 I regret exceedingly that I have not sufficient data to enable me to 
 approximate to the actual cost with more certainty. I feel confident, 
 however, that it will not exceed the above estimate, and maybe very 
 considerably lessened. 
 
 At the request of the Commissioner, Mr. McConncl, I made an exami- 
 nation of the country immediately west of Decatur, with a view to as- 
 certain the practicability of extending the Northern Cross railroad more 
 directly to Decatur than by intersefeting the line of the Central railroad 
 four miles north of the town, as recommended by Mr. Frederick Hawn, 
 the engineer \yho surveyed the route last season. 
 
 I found the country much broken for the distance of nearly four miles 
 
west. The valley and breaks of Stephen's creek, and those of several of 
 its tributaries, are embraced within that distance, the first of which pre- 
 sents the most formidable difficulty, 
 
 I assumed a point in Mr. Hawn's line near station 897, at the interseo- 
 tion of a range and section line, four miles, or at least four'sections, we&t 
 of Water street in Decatur. From this point an offset was made, north 
 half a mile, which affords an opportunity of passing the broken ground 
 immediately east to better advantage. From thence, the line was con- 
 tinued tolerably direct to Decatur, crossing Stephen's creek at a point 
 w^here it approaches nearest to the town, and terminating at station 2,305 
 (a suitable point) in the line for the Central raihoad through the eastern 
 part of Decatur, making the distance 4.l3 miles. 
 
 This line evidently passes near the most favorable ground that is presen- 
 ted within that distance, except a portion next the west end, which would 
 be better adapted to the ground by starting from a point a fourth of a 
 mile from Mr. Hawn's line, instead of half a mile. The expense of the 
 line west of this offset would not be altered materially, either way, by ad- 
 justing it to any line that may be found the most suitable from thence to 
 Decatur. 
 
 The extension of the line to Decatur, by this route, passes mostly 
 through timbered land, some of which would be very suitable for the use 
 of the road. 
 
 The following table exhibits the probable cost of graduation for the 
 line above described. 
 
 
 Excavation. 
 
 Embankment. 
 
 Masonry. 
 
 P 
 
 
 'o 
 6 
 
 Amount 
 of cubic 
 yards. 
 
 o 
 
 Total cost. 
 
 Amount 
 of cubic 
 yards. 
 
 o 
 
 Total cost. 
 
 * 
 
 i 
 1 
 
 6 
 
 1 
 a; 
 
 1 
 
 Total 
 cost. 
 
 Total cost 
 of each 
 mile. 
 
 1 
 2 
 
 3 
 
 4 
 feet 
 1657 
 
 28,535 
 17,001 
 
 49,394 
 
 11,823 
 
 1,017 
 
 ct 
 18 
 17 
 
 20 
 
 18 
 
 $5,136 30 
 2,898 17 
 
 9,878 80 
 
 2,128 14 
 
 132 21 
 
 22,655 
 24,069 
 
 57,637 
 
 10,251 
 
 2,740 
 
 ct 
 18 
 17 
 
 20 
 
 16 
 
 15 
 
 $4,077 90 
 4,091 73 
 
 11,527 40 
 
 1.640 16 
 
 411 00 
 
 100 
 
 48 
 
 1,294 
 80 
 
 14 
 
 6 
 6 
 
 6 
 
 $600 
 
 288 
 
 7,764 
 480 
 
 84 
 
 $100 
 250 
 
 250 
 
 30 
 
 $9,914 20 
 
 7,519 20 
 
 ( 29,420 20 
 
 ) *720 00 
 
 4,278 30 
 
 627 21 
 
 
 107,770 
 
 $20,165 62 
 
 117,352 
 
 
 $21,748 19 
 
 1,536 
 
 
 $9,216 
 
 $630 
 
 $52,479 81 
 
 *Superstructure for bridge, 40 lineal feet, at $18 per foot. 
 
 Total cost of graduation 
 
 Total cost of £uperstrueture=^5,495 x 4.13 miles = 
 
 Add ten per cent, for contingencies 
 
 Total cost per naile 
 5 
 
 $52,479 81 
 22,694 35 
 
 75,174 16 
 7,517 41 
 
 82,691 57 
 $20,022 17 
 
Accompanying this report are the maps and profiles of the different 
 routes. 
 
 In conclusion, I will remark that the gentlemen by whom I was as- 
 sisted in the execution of these surveys, especially Mr. Charles Hardin, 
 are entitled to much credit for the ability and fidelity which they have 
 manifested in the discharge of the respectivie duties assigned them. 
 Respectfully submitted, 
 
 WM. POLLOCK, 
 Senior Assistant Engineer, Western District. 
 
MONTHLY ESTIMATES 
 
 THE NORTHERN CROSS RAILROAD. 
 
(i8 
 
 MONTHLY ESTIMATES of 
 
 GRAI> 
 
 Naniea of contractors, :utd locality of work and 
 materials furnished. 
 
 Excava- 
 tion. 
 
 Embank 
 
 .lanuar}', Dunlap & Co., 1st section, 1st division 
 Same do. do. 
 
 do 
 
 Same 
 Same 
 
 Same 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap &. Co. 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January. Dunlap &Co. 
 
 Same 
 Calhoun, Early &, Co., 
 January, Dunlap & Co. 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early «Sc Co.. 
 S. Grubb, 
 January& Dunlap 
 
 Same 
 
 Same 
 Calhoun, Early &; Co., 
 S. Grubb, 
 January, Dunlap & Co. 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 January, Dunlap &Co. 
 
 Same 
 
 Samd 
 
 Same 
 Calhoun, Early &, Co.. 
 S. Grubb, 
 
 Leslie & Collin?, 
 
 do. 
 2d section, 1st Mauvaisterre - 
 do. do. 
 
 1st section, 1st division 
 
 2d section, 1st Mauvaisterre - 
 
 3d division . . - 
 
 1st section, 1st division 
 
 3d division . - - 
 
 2d section, Mauvaisterre 
 
 do. do. 
 
 2d section, 1st division 
 3d division 
 
 2d section, 1st division 
 2d section, 1st Mauvaisterre - 
 3d division . - - 
 
 1st section, 1st division 
 2d section, 1st Mauvaisterre - 
 3d division . - - 
 
 ., 1st division . . - 
 
 2d sec. 1st div. Mauvaisterre - 
 2d division - - - 
 
 2d div. Briar fork & South fork 
 3d division . - - 
 
 1st division _ - - 
 
 1st division, Mauvaisterre 
 2d division . . - 
 
 2d div. South & Briar forks - 
 3d division - 
 3d division, Sangamo viaduct 
 1st division 
 
 1st division, Mauvaisterre 
 2d division . - - 
 
 3d division . - - 
 
 3d division, Sangamo viaduct 
 1st section, 1st division 
 2d sec. 1st div. Mauvaisterre - 
 2d division - - , 
 
 3d division . - - 
 
 3d division, Sangamo viaduct 
 1st division - - - 
 
 2d sec. 1st div. Mauvaisterre - 
 2d division ... 
 2d division - - - 
 
 3d division - - . 
 
 3d division, Sangamo viaduct 
 
 Naples branch Northern C. R. 
 
 6.200 
 
 7,450 
 3,600 
 2,000 
 4,820 
 
 5,000 
 12,386 
 2,930 
 
 cents 
 264 
 20 
 20 Li 
 20 
 30 
 
 25 
 
 27 
 20 
 
 600 
 
 500 
 
 5,721 
 
 2,880 
 
 662 
 
 22,260 
 
 11,521 
 
 901 
 
 15,000 ■ 33i 
 
 272 
 10,170 
 2,020 
 11,788 
 3,590 
 5,000 
 
 26 
 .30 
 30 
 50 
 20 
 25 
 
 1,230 
 
 27 
 
 1,010 
 2,144 
 
 20 
 24 
 
 9,189 
 
 30 
 
 9,285 
 
 24 
 
 6,095 
 
 30 
 
 6,388 
 
 22 
 
 3,166 
 
 6,666 
 2,150 
 
 2,400 
 
 30 
 
 17 
 
the Northern Cross Railroad. 
 
 69 
 
 ING. 
 
 
 
 
 
 m . 
 
 
 
 
 
 ■ ,T" 
 
 
 ment. 
 
 Rock ex- 
 
 Hard-pan 
 
 Masoni 
 
 y O 
 
 
 
 
 
 'a 
 
 
 
 cavation 
 
 excavation 
 
 . culver 
 
 ^' S.^ 
 
 
 ^ 
 
 "o 
 
 
 C3 
 
 at 
 
 
 
 
 
 O jrt 
 
 
 "o 
 
 9 
 
 
 
 S: 
 
 TS 
 
 XD 
 
 P 
 
 tc 
 
 r3 
 
 
 3 o-S 
 
 Masonry 
 
 Si 
 
 5 i 
 
 
 -5 °fl 
 
 a . 
 
 •— 
 
 1 
 
 IB 
 
 CL. 
 
 S 
 
 i 
 
 o % 
 
 "5 IS 
 
 
 viaducts. 
 
 •2| 
 
 |.2 
 
 1^ 
 
 
 
 |1 
 
 Q 
 
 J3 
 
 J 
 
 O 
 
 o 
 
 1" c 
 
 ! I§ 
 
 
 fS 
 
 u^ 
 
 O 
 
 W 
 
 3 
 
 cents. 
 
 
 
 
 cent 
 
 
 
 
 
 
 
 
 
 28 
 
 - 
 
 _ 
 
 _ 
 
 _ 
 
 62 i 
 
 ^6 - 
 
 . 
 
 . 
 
 . 
 
 _ 
 
 _ 
 
 2 
 
 40 
 
 - 
 
 - 
 
 - 
 
 - 
 
 91*1 
 
 . 
 
 - 
 
 - 
 
 
 - 
 
 45 
 
 3.06 
 
 244 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 $20C 
 
 - 
 
 L25| 
 
 30 
 
 - 
 
 - 
 
 1,000 
 
 40 
 
 
 
 
 
 
 
 
 
 30 
 
 ■ - 
 
 - 
 
 500 
 
 40 
 
 - 
 
 - 
 
 - 
 
 - 
 
 $500 
 
 
 
 
 25 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 56 1 
 
 2 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 l.Oi) 
 
 30 
 
 - 
 
 _ 
 
 _ 
 
 _ 
 
 66.4 1 
 
 . 
 
 . 
 
 
 300 
 
 
 
 
 S2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 25 
 
 
 
 
 
 
 
 
 
 
 
 
 
 30 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 $300 00 
 
 . 
 
 400 
 
 
 
 
 30 
 
 - 
 
 _ 
 
 _ 
 
 _ 
 
 - 
 
 - 
 
 600 00 
 
 . 
 
 . 
 
 . 
 
 . 
 
 .85 
 
 35 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 940 
 
 
 
 
 
 
 
 
 35 
 
 500 
 
 *-2 
 
 - 
 
 - 
 
 110 9 
 
 i S234 
 
 
 
 
 
 
 
 45 
 
 — 
 
 
 — 
 
 _ 
 
 - 
 
 ■ 393 
 
 . 
 
 . 
 
 _ 
 
 _ 
 
 . 
 
 5.62- 
 
 30 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 388 1 
 
 
 
 
 
 
 
 
 
 35 
 
 652 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 840 - 
 
 _ 
 
 - 
 
 . 
 
 . 
 
 . 
 
 580 
 
 4.50 
 
 30 
 35 
 40 
 
 - 
 
 - 
 
 8,884 
 
 50 
 
 1,310 1 
 
 1,980 
 
 3,096 00 
 
 
 
 
 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 250 
 
 7 
 
 
 
 
 
 
 
 30 
 
 116 
 
 1 
 
 - 
 
 - 
 
 500 - 
 
 1,470 
 
 - 
 
 _ 
 
 - 
 
 - 
 
 . 
 
 5.00 
 
 40 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 _ 
 
 1,659.6 
 
 
 40 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 . 
 
 _ 
 
 _ 
 
 . 
 
 _ 
 
 800 
 
 
 
 35 
 
 333 
 
 2 
 
 - 
 
 - 
 
 - 
 
 - 
 
 423 00 
 
 
 
 
 
 
 ~ 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 . 
 
 - 
 
 . 
 
 . * 
 
 2.72 
 
 30 
 
 - 
 
 - 
 
 1,718 
 
 50 
 
 - 
 
 . 
 
 - 
 
 $1,500 
 
 980 
 
 
 
 
 _ 
 
 _ 
 
 - 
 
 _ 
 
 _ 
 
 780 - 
 
 _ 
 
 _ 
 
 
 . 
 
 , 
 
 . 
 
 6,00 
 
 40 
 
 _ 
 
 - 
 
 L 
 
 _ 
 
 - 
 
 1,400 
 
 2,700 00 
 
 
 
 
 
 
 21,35 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 427 50 
 836 00 
 
 
 
 
 
 
 30 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 _ 
 
 1,400 
 
 3,450 00 
 
 _ 
 
 1,500 
 
 
 
 
 ~ 
 
 ~ 
 
 : 
 
 - 
 
 - 
 
 810 - 
 
 - 
 
 711 00 
 
 - 
 
 - 
 
 - 
 
 
 4,00 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 3,840 00 
 
 
 
 
 
 
 30 
 
 782 
 
 . 2 
 
 - 
 
 - 
 
 655 
 
 1,817 
 
 3,612 00 
 
 - 
 
 500 
 
 - 
 
 - 
 
 4.75 
 
 22 
 
 - 
 
 - 
 
 - 
 
 - 
 
 50 9d 
 
 - 
 
 186 00 
 428 00 
 
 
 
 
 
 
 30 
 
 - 
 
 - 
 
 - 
 
 - 
 
 940 
 
 2,000 
 
 5,746 00 
 
 - 
 
 1,000 
 
 - 
 
 - 
 
 7.00 
 
 _ 
 
 _ 
 
 _ 
 
 - 
 
 _ 
 
 4,000 
 
 1,800 00 
 
 2,000 
 
 
 
 
 
 30 
 
 - 
 
 _ 
 
 - 
 
 _ 
 
 38.81 8^ 
 
 _ 
 
 272 00 
 
 
 
 
 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 - 
 
 3,040 00 
 
 
 
 
 
 
 17,43 
 
 - 
 
 - 
 
 - 
 
 - 
 
 72 18 
 
 
 
 
 . J 
 
 
 
 ■Balance due on grading per mile work. 
 
70 
 
 Monthly estimates of the Northern 
 
 SUPER 
 
 Names of contractors, and locality of work and 
 materials furnished. 
 
 January, Dunlap & Co., 1st section, 1st division 
 Same do. do. 
 
 Same do. do. 
 
 Same 2d section, 1st Mauvaisterre - 
 
 do. do. 
 
 1st section, 1st division 
 
 2d section, 1st Mauvaisterre - 
 
 3d division - - - 
 
 ., 1st section, 1st division 
 3d division - _ . 
 
 ,, 2d section, Mauvaisterre 
 do. do. 
 
 2d section, 1st division 
 3d division ... 
 
 ., 2d section, 1st division 
 2d section, 1st Mauvaisterre - 
 3d division - . . 
 
 ., 1st section, 1st division 
 2d section, 1st Mauvaisterre - 
 3d division - . - 
 
 ,, 1st division - _ - 
 
 2d sec. 1st div. Mauvaisterre - 
 2d division . . - 
 
 2d div. Briar fork & South fork 
 3d division - - - 
 
 , 1st division - - - 
 
 1st division, Mauvaisterre 
 2d division _ - - 
 
 2d div. South & Briar forks - 
 3d division. - - - 
 
 3d division, Sangamo viaduct 
 1st division 
 
 1st division, Mauvaisterre 
 2d division _ - - 
 
 3d division . . - 
 
 3d division, Sangamo viaduct 
 
 , 1st section, 1st division 
 2d sec. 1st div. Mauvaisterre - 
 2d division . . - 
 
 3d division 
 .3d division, Sangamo viaduct 
 
 ., 1st division - - - 
 
 2d sec. 1st div. Mauvaisterre - 
 2d division - - . 
 
 2d division - . . 
 
 3d division - - . 
 
 3d division, Sangamo viaduct 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap »fc Co 
 Calhoun, Early & Co., 
 January, Dunlap &b Co 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early &, Co., 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calliouii, Early &. Co., 
 S. Grubb, 
 January & Dunlap 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 
 Leslie & Collins, 
 
 12,000 
 
 2.000 
 
 578 
 
 6,068 
 28,900 
 20,000 
 
 .35,000 
 26,475 
 
 18,000 
 
 5,000 
 
 22,500 
 
 1,000 
 395 
 
 3,135 
 
 15,000 
 
 1,100 
 13,000 
 
 186 
 
 1,367 
 6,200 
 
 5,948 
 14,000 
 7,140 
 
 9,200 
 12,117 
 
 6,723 
 20,000 
 
 6,632 
 
 7,666 
 30,000 
 
 25,752 
 
 2,296 
 
 17,060 
 
 Naples branch Northern C. R, 16,195 6,124 
 
 28,300 
 
 ,295 
 
Cross Railroad — Continued. 
 
 71 
 
 STRUCTURE. 
 
 50,000 
 
 o &. 
 
 1^ 
 
 $3,205 $570 34 
 3,000 300 00 
 
 3,312 
 
 450 
 
 2,250 
 
 2,000 
 
 1.50 
 
 1..33 
 
 3.25 
 
 .§971 
 
 |3,050 00 
 
 4,787 78 
 
72 
 
 Monthly estimates of the Northern 
 
 FIRST DIVr 
 
 Names of contractors, and locality of work and 
 materials furnished. 
 
 
 January, Dunlap & Co. 
 Same 
 Same 
 Same 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 
 Same 
 Calhoun, Early & Co., 
 January', Dunlap &l, Co, 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 January, Dunlap & Co. 
 
 Same 
 
 Same 
 
 Samfe 
 Calhoun, Early & Co., 
 S. Grubb, 
 January & Dunlap, 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 January, Dunlap &. Co 
 
 Same 
 
 Same 
 Calhoun, Early &Co.. 
 S. Grubb, 
 January, Dunlap & Co 
 
 Same 
 
 Same 
 
 Same 
 Calhoun, Early & Co., 
 S. Grubb, 
 
 Leslie & Collins, 
 
 lat section, 1st division 
 
 do. do. 
 
 do. do. 
 
 2d section, 1st Mauvaisterre - 
 
 do. do. 
 
 1st section, 1st division 
 
 2d section, 1st Mauvaisterre - 
 
 3d division - . - 
 
 ., 1st section, 1st division 
 3d division - - . 
 
 ., 2d section, Mauvaisterre 
 do. do. 
 
 2d section, 1st division 
 3d division _ - - 
 
 ., 2d section, 1st division 
 2d section, 1st Mauvaisterre - 
 .3d division - - - 
 
 ., 1st section., 1st division 
 2d section, 1st Mauvaisterre - 
 3d division - - - 
 
 ., 1st division . . - 
 
 2d sec. 1st div. Manvaisterre - 
 2d division - - - 
 
 2d div. Briar fork &, South fork 
 3d division .- - - 
 
 ., 1st division . - - 
 
 1st division Mauvaisterre 
 2d division . - - 
 
 2d div. South & Briar forks - 
 3d division ... 
 3d division, Sangamo viaduct 
 1st division . - - 
 
 1st division, Mauvaisterre 
 2d division . . - 
 
 3d division . - - 
 
 3d division, Sangamo viaduct 
 
 ., 1st section, 1st division 
 2d sec. 1st div. Mauvaisterre - 
 2d division - - - 
 
 3d division 
 3d division, Sangamo viaduct 
 
 ., 1st division . . - 
 
 2d sec. 1st. div. Mauvaisterre - 
 2d division . - - 
 
 2d division . - - 
 
 3d division . - - 
 
 3d division, Sangamo viaduct 
 
 Naples branch Northern C. R. 
 
 
 per cH 
 
 |5,996 90 
 
 15 
 
 6,585 70 
 
 15 
 
 2,500 00 
 
 15 
 
 .3,700 00 
 
 15 
 
 4,331 40 
 
 15 
 
 4.450 00 
 
 15 
 
 7,712 32 
 
 15 
 
 1,340 00 
 
 33 
 
 980 00 
 
 15 
 
 5,999 07 
 
 15 
 
 3,166 00 
 
 15 
 
 18,869 11 
 
 15 
 
 7,446 57 
 
 15 
 
 .35,899 40 
 
 15 
 
 14,874 10 
 
 15 
 
 19,731 00 
 
 15 
 
 2,219 90 
 
 ^ 13 
 
 28,639 40 
 
 15 
 
 4,161 90 
 
 15 
 
 6,-335 00 
 11,474 60 
 
 3,843 00 
 
 11,689 50 
 
 10.510 00 
 
 10,588 60 
 
 15,340 84 
 
 $248,384 31 
 
73 
 
 Cross Railroad — Continued. 
 
 SION. 
 
 SECOND DIVISION. 
 
 THIRD DIVISION. 
 
 o 
 
 'o 
 
 
 "o 
 
 o 
 
 
 O 
 
 n 6 
 
 a a 
 
 . r" 
 
 -J 2 
 
 si 
 
 cS-S 
 
 6 
 
 a 
 o 
 
 Is 
 
 O cS 
 
 fi s 
 
 a 6 
 
 s s 
 
 r 
 
 6 
 
 c 
 
 3 
 O 
 
 s 
 
 is 
 
 o a 
 
 |5,097 37 
 
 
 per cent 
 
 
 
 per cent 
 
 
 5,597 84 
 
 
 
 
 
 
 
 2,125 00 
 
 
 
 
 
 
 
 3,145 00 
 
 
 
 
 
 
 
 3,681 69 
 
 
 
 
 
 
 
 3,782 50 
 
 
 
 
 
 
 
 6,555 47 
 
 
 
 
 
 
 
 89"7 80 
 
 - 
 
 - 
 
 - 
 
 $3,516 88 
 
 15—33 
 
 $2,869 38 
 
 839 80 
 
 - 
 
 - 
 
 - 
 
 1,621 20 
 
 15—33 
 
 1,256 83 
 
 5,609 20 
 
 
 
 
 
 
 
 9,691 10 
 
 
 
 
 
 
 
 16,038 74 
 
 - 
 
 - 
 
 - 
 
 4,770 71 
 
 15—30 
 
 3,765 52 
 
 6,329 41 
 
 
 
 
 
 
 
 30,514 49 
 
 - 
 
 - 
 
 - 
 
 4,989 37 
 
 15 
 
 4,240 96^ 
 
 12,642 98 
 
 
 
 
 
 
 
 16,771 35 
 
 - 
 
 - 
 
 - 
 
 6,016 75 
 
 - 
 
 5,113 73 
 
 ^ 1,886 91 
 
 
 
 
 
 
 
 - 
 
 $18,246 34 
 
 15 
 
 $15,509 39 
 
 
 
 
 - 
 
 4,679 56 
 
 15 
 
 3,977 62 
 
 
 
 
 24,353 49 
 
 ' 
 
 " 
 
 - 
 
 5,831 75 
 
 15 
 
 4,956 98 
 
 3,537 61 
 
 
 
 
 
 
 
 - 
 
 23,392 62 
 
 15 
 
 19,883 73 
 
 
 
 
 - 
 
 9,110 00 
 
 15 
 
 7,743 50 
 
 
 
 
 ■ 
 
 - 
 
 - 
 
 - 
 
 3,156 57 
 
 15 
 
 2,683 08 
 
 - 
 
 - 
 
 _ 
 
 _ 
 
 836 00 
 
 15 
 
 710 00 
 
 5,384 75 
 
 
 
 
 
 
 
 9,753 41 
 
 
 
 
 
 
 
 - 
 
 14,000 00 
 
 15 
 
 11,900 00 
 
 
 
 
 - 
 
 - 
 
 - 
 
 - 
 
 2,868 13 
 
 15 
 
 2,437 91 
 
 3,266 55 
 
 ■ 
 
 " 
 
 - 
 
 3,840 00 
 
 15 
 
 3,264 00 
 
 9,936 07 
 
 
 
 
 
 
 
 - 
 
 14,000 00 
 
 15 
 
 11,900 00 
 
 
 
 
 - 
 
 
 - 
 
 - 
 
 3,136 37 
 
 15 
 
 2,665 91 
 
 - 
 
 - 
 
 . 
 
 _ 
 
 428 00 
 
 15 
 
 363 80 
 
 8,933 50 
 
 
 
 
 
 
 
 9,000 31 
 
 
 
 
 
 
 
 - 
 
 26,949 80 
 
 15 
 
 22,907 33 
 
 
 
 
 - 
 
 7,800 00 
 
 15 
 
 6,630 00 
 
 
 
 
 - 
 
 - 
 
 - 
 
 - 
 
 2,590 30 
 
 15 
 
 2,201 75 
 
 
 ' 
 
 - 
 
 - 
 
 3,040 00 
 
 15 
 
 2,584 00 
 
 13,039 82 
 
 
 
 
 
 . ■ 
 
 
 $211,402 16 ^ 
 
 ^118,178 32 
 
 $100,451 57 
 
 $46,642 03 
 
 $39,113 07 
 

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75 
 
 EXHIBIT No. 11. 
 
 REPORT OF WILLIAM KINNEY, 
 
 WITH ACCOMPANYING DOCUMKNTS. 
 
 Vandalia, Decfmier 20, 1838= 
 Tq the Board of Commissioners of Public Works of the State of Illinois. 
 The undersigned, acting Commissioner on the public works for the 
 second judicial circuit, and on so much of the great western mail route 
 as is situated in the third judicial circuit, respectfully reports the pro- 
 gress of his operations for the last six months on the se>eril works ns- 
 signed to his charge as acting commissioner thereon, as fo lows, that is 
 to say : 
 
 Alton, Hillsboro, and Siielbyville Railroad. 
 
 At the last meeting of the Board, the above work was transferred 
 from the western to the southern engineering district, and the surveys 
 and examinations of the line were then in progress under tiie special 
 charge of Mr. F. Hawn, assistant engineer. Mr. Hawn was forthwith re- 
 quested to report himself to the principal engineer of the southern district. 
 
 He was immediately instructed to confine his examinations and sur- 
 veys to that portion of the line between Alton and Hillsboro, in order 
 that the portion of the work ordered by the Board to be put under con- 
 tract might be let without delay. The character of the country and vari- 
 ety of routes proposed, made it necessary to establish the most elaborate 
 examinations to arrive at correct conclusions in regard to the most judi- 
 cious route for the road; and consequently much time was necessarily 
 consumed in the surveys preparatory to the letting. The report and es- 
 timates of the assistant engineer are herewith submitted. 
 
 The letting of the grading and superstructure of the railway on the 
 first thirteen miles from the city of Alton took place j.i the Internal Im- 
 provement office, in Belleville, on the 22d day of October last; and con- 
 tracts have been entered into for the execution of the work, to be com- 
 menced within forty days, and to be completed within eighteen months 
 from the day of lettmg. 
 
76 
 
 The estimates of the portion of the Jine put under contract were 
 as follows, viz: 
 
 For grading - - - - - f50,420 27 
 
 Superstructure complete ... 45, 70 00 
 
 Total - - $95,890 27 
 
 ■' 
 
 Making an average cost per mile, exclusive of iron, ^7,360 80, or 
 about 9,000 dollars per mile, including that article. 
 
 The aggregate contract price of the work exceeded the above 
 estimated cost about 2i per cent., which would make the total cost 
 $97,287 47 or 7,484 dollars per mile, exclusive of iron for the track. 
 
 Since the lettings of the western division of the work, Mr, Hawn has 
 extended his preliminary survey to Shelbjville, and has now disbanded 
 his party. Sufficient time has not elapsed since the completion of the 
 field work for him to make his report in detail; but he is now actively 
 engage f , with a draftsman as assistant, in preparing his report, drawings, 
 and estimates, which, when finished, will be laid before the Board. 
 
 I have, however, received from him a general report, in which he in- 
 forms me that there are no serious obstacles to the economical construc- 
 tion of a useful railroad on the »-oute; and that the "cost of construction 
 will be less per mile than that of the western division now under con- 
 tract. The total length of the line, by the experimental survey from 
 Alton to Shelbyville, is nearly one hundred miles. 
 
 There have not been any payments yet made on account of construc- 
 tion on this line of the work. 
 
 The disbursements for engineering, obtaining right of way, and other 
 contingencies, up to this time, amount to $596 87, and is chargeable to 
 this work. 
 
 I have received propositions from the corporation of Upper Alton for 
 the voluntary grant of lands for a depot in that town; and also from 
 Robert Smith, Esq. for a like grant of land for a general depot for the 
 above and the Southern Cross railroad, at the junction of the two lines, 
 near Shields' branch, in the city of Alton. These several propositions 
 have been submitted to your Board, and an order granted thereon. 
 
 Southern Cross Railroad. 
 
 As stated in my last report, the western division of this road be- 
 tween the ci^y of Alton and Edwardsviile, making about fourteen and 
 one-third miles, was placed under contract on the 15th day of February 
 last. The grading of the several sections has progressed with an effici- 
 ency that gives a reasonable assurance of their completion within the 
 time limited in the contracts. The hope I expressed in my last report, that 
 the contractors for the superstructure would efficiently prosecute the 
 work, has been disappointed, and I have been reluctantly compelled to 
 declare their contract abandoned, and to re-let the work. 
 
 1 accordingly advertised this part of the work, and re-let the same at 
 the Internal Improvement office, in Belleville, on the 23d day of Octo- 
 ber last. This part of the work is now let to an efficient and experienced 
 contractor, and at an advance of about one hundred and fifty dollars per 
 mile over the price of the first contract. 
 
77 
 
 The engineer's attested estimate for this work, including the eost of 
 half a mile of double track and turn-outs, is as follows, viz. 
 
 For grading and bridging $50,586 99' 
 
 Superstructure, exclusive of iron - - - 45,274 35 
 
 Total, exclusive of iron - - - 93,861 34 
 
 Iron and fixtures 33,970 00 
 
 $129,831 34 
 
 Making an average cost, including one-half mile of double track and 
 turn-outs, of $9,058 21 per mile. 
 
 The contract price for the graduation and superstructure is about six 
 per cent, above the estimate of the engineer; but from the purchases 
 w^hich have been made of railroad iron, it is ascertained that the estimate 
 for that item was too liberal, and which, together with some reduction of 
 cost by a subsequent change of grade on some of the heavy sections, 
 will perhaps compensate for the difference between the contract and 
 estimated prices of the whole work. 
 
 The total amount of work done on the contracts for grading and 
 bridging, up to the 10th instant, as exhibited by the engineers estimate 
 thereof, on tile, is $30,053 15. 
 
 The whole amount disbursed for construction, after retaining 25 per 
 cent, on amount of estimates, v^^hich have been paid up to November 30th, 
 is 1*21,458 9l, leaving a balance necessary to conoplete the contracts 
 for grading and bridging, according to the estimated price, and to pay over 
 the retained per centage, of $'29, l28 08. 
 
 The total amount paid by me for the out-fit of engineering parties, and 
 expenses of the original survey and examination of the whole line, from 
 the Wabash to the Mississippi river, and for the expenses of all subse- 
 quent engineering and contingent accounts, are as follows, viz: 
 
 For out-fit of engineering parties - ... $ 427 73 
 
 Engineers and supplies 1,160 51 
 
 Contingent and office accounts . . . . 298 32 
 
 Lands entered 1,116 08 
 
 Proportionate share of general expenditure - - 3,467 31 
 
 $9,469 95 
 At the last meeting of the Board, two miles of this line of work, including 
 the crossing of the Kaskaskia river at the townof Carlyle, and the bridge 
 over that river to accommodate both the railroad and the great west- 
 ern mail route, was ordered to be placed under contract. This work 
 was surveyed by Mr. Terrell, assistant engineer, under the instructions 
 of the principal engineer of this district, whose report and estimates are 
 herewith submitted. The work was let at the Internal Improvement 
 oftice in Belleville, on the 23d day of October last, and contracts closed 
 therefor. 
 
 The crossing of the valley and river of the Kaskaskia is one of tl)e 
 greatest obstacles to be overcome on *hc whole route of this road be- 
 tween the Wabash and Mississippi, and necessarily embraces heavy and 
 expensive work. 
 
78 
 
 It is worthy of remark, however, that the two miles, and the cros- 
 sing now let, embrace all the expensive work within many miles on each 
 sidi'. of the river, and that thr grading of the road can be continued in 
 both directions with small comparative cost. 
 
 Tae estimated cost of the double-track bridge, and two miles of gra- 
 ding, is $'34,226 48; the contract piicc for the same work is 
 $-3:sl3-2 18. 
 
 There has not been any payment for construction on this part of the 
 work; and the expenses of the party engaged in its definite location have 
 been p^id bv the Commissioner of the fourth judicial circuit, and charged 
 to the work by him. 
 
 I have stated, under the head of another work, that I had received 
 a proposition for the voluntary grant of lands for a depot, at the junction 
 of this road and the Alton and tShelbyville railroad, in the city of Alton. 
 As the proposition has met the views of the Board, I shall suggest the 
 necessity of an order for the erection of a depot and machine shop at the 
 above sites offered to the State. 
 
 The total ascertained lengch of the Southern Cross railroad, from the 
 bank of the Wabash river, in Mount Carmel, to the bank of the Missis- 
 sippi river, in the city of Alton, by the route of the experimcntcil servey, 
 the whole of which was surveyed under my direction, is 153 miles. The 
 original survey, however, for a considerable portion of the line, was 
 made in reference to a grade not exceeding 30 feet to the mile, and 
 the residue of it to a grade within 40 feet. This necessarily increas- 
 ed the curvatures and length of the line, and added greatly to the labor 
 and time necessary to make the survey. By adopting an increase of 
 grade at some few points, the distance will be reduced; and, it is estima- 
 ted by the engineer, will he brought within 147 miles. This change will 
 also very materially reduce the first cost of the work without prejudicing 
 the genera] atility of the road. 
 
 Belleville and Lebanon Branch of the Southern Cross Railroad. 
 
 This line of work has been surveyed, and several routes or points of 
 connection with the main line examined. The result of the survey exhi- 
 bits the practicabiiily of a cheap construction of this important branch 
 of our system of public works, and there exists no doubt of the exten- 
 sion of the road from Belleville to the city of St. Louis by the company 
 now incorporated to construct it, as seven miles thereof, from the Mis- 
 sissippi river, are already constructed and in operation. I therefore sub- 
 mit to the Board, whether the claims of the cilizens immediately interest- 
 ed in this road should be deferred any longer; and suggest the propriety 
 of commencing the work nt the next letting^ which may l)e ordeied. 
 
 The total length of this branch road, from Belleville to the intersection 
 of the Southern Cross railroad, at or licar Highland, in Madison county, 
 is twenty-tnree and a half miles. 
 
79 
 Great Western Mail Route. 
 
 In the months of August and October last, I let all the jobs of work on 
 so much of this I'oad as lies in my district, which had not previously been 
 contracted for. 
 
 All the contracts have been prosecuted with efficiency, except two of 
 the largest on the American Bottom, which were let in October, 1837. 
 After granting every indulgence to the contractors consistent with my 
 duty, m order to enable them still to complete their contracts, and save 
 to themselves the retained per centage on the work done by them, their 
 inability to complete the work in any reasonable time became manifest 
 and I accordmgly declared their contracts abandoned in the month of 
 October last. As the work was left in an unfinished state, and the pub- 
 lic interest imparatively demanded that this part of the road should be 
 placed and kept in a condition to be travelled 'during the winter, I em- 
 ployed superintendents and laborers, and am now prosecuting the work 
 with them. 
 
 The engineer's estimate of the work proposed to be executed on the 
 American Bottom division, was $28,734 68; and the contra'cts were taken 
 at about the estimates of the engineers, (say ii9,000 dollars.) 
 
 The di^jbursements on this division of the work have been as follows, viz: 
 For construction, |ll,268 10, leaving a balance of the special appro- 
 priation for this part of the work, of $18,731 90. 
 
 The engineer's estimate of the probable cost of the work proposed to 
 be executed on the whole western division, extending from the Ameri- 
 can Bottom to the eastern line of Marion county, a distance of ninety 
 miles, amounts to |86,896 not including Albright and Rodger's 
 estimate. 
 
 In order that the disbursements of the general appropriation for this 
 work might be fairly apportioned over the whole line, from the Wabash 
 to the Mississippi, agreeably to law, the contracts are let, specific as 
 to price, but conditional as to amount and description of work to be ex- 
 ecuted by contractors, reserving the right to the Commissioners to de- 
 signate, from time to lime, what specific portions and items of work on 
 
 the respestive contracts shall be first commenced and completed with 
 
 the understanding, however, that the bridging and most difficult portions 
 of the road shall be first executed. So that, although the account of all 
 the work embraced in the contracts, if fully completed, might overrun the 
 appropriation; yet the rescvations in the contracts will enable the Com- 
 missioners to keep the disbursements within those limits. 
 
 The total amount of disbursements on this line of work, exclusive of 
 the American Bottom, are as follows, viz: 
 
 For construction, engineering, superintendence, and con- 
 
 tingincies - .... ^57,021 10 
 
 Proportionate share of general expenditure account 6,3*21 74 
 
 , , ^ 163,542 84 
 
 In the above amount for outfit, engineering, and contingencies, is em- 
 braced the cost of the original survey and location of the whole line of 
 road from St. Louis to Vincennes, made by Mr. Gilpin, the assistant en- 
 gineer, under my directions. 
 
80 
 
 A tabular statement marked A, accompanying this report, exhibits 
 more fully, and in detail, the number, extent and present condition of the 
 several contracts or jobs on this work, with the names of the contract- 
 ors on each, respectively; to which statement I respectfully refer the 
 Board for further information. 
 
 The total ascertained length of this road is 1 52 miles, 14 miles of* 
 which are west of Belleville, and l38 east of that point. 
 
 Central Railroad. 
 
 The portion of the Kaskaskia division, embracing the crossing of that 
 river near Vandalia, which the Board ordered under contract at their 
 last semi-annual meeting, was let at Vandalia on the l3th day of August, 
 last. J 
 
 The engineer's estimate for this work, including the cost of masonry 
 for the bridge over the river, was ^44,660 03. 
 
 The amount of the contract price for the same work amounts to. 
 |42,778 19. 
 
 The disbursement s made by me on account of this work are, for con" 
 struction, $A6\ 67 
 
 Experimental lines for this work have been run throughout my circuit, 
 and the result of them, I presume, will be found in the report of theComr 
 missioners of the third and fourth circuits, under whose immediate di- 
 I'ection the surveys were conducted. 
 
 Alton and Shawneetown Railroad. 
 
 The preliminary examinations and surveys of this road, which were. 
 in progress at the date of the last meeting of the Board, under the 
 charge of Mr. Lathrop, assistant engineer on the work, have been 
 completed. The report of the assistant engineer, accompanied by the 
 drawings and estimates of the Silver creek sections of work, which 
 were ordered under contract by the Board at their June nieeting, is all 
 that has been received by me in relation to that survey. The report on 
 the other portion of the line, I am informed, has been delayed by sick- 
 ness, and other causes beyond the control of the engineer. 
 
 The grading of the Silver creek sections of the work, including a dis- 
 tance of a fraction over three miles, and embracing the crossing of the 
 creek, was offered for contract, and let at the Internal Improvement office 
 in Belleville, on the 23d day of October last. The contracts were let 
 under the condition that the line should undergo a revision, which the 
 principal engineer then thought to be necessary, and which there was 
 not time to elTect before the day of letting. This revision has subse- 
 quently been made, and the contractors have efficiently commenced their 
 resoective jobs. 
 
 The revised estimates amount to ^14,620 47, and the contract price 
 will not materially vary from that amount. The cost of the original 
 survey of this work has been paid by the Commissioner of the third 
 judicial circuit, and by him charged to this work. The expenses of the 
 subsequent revision of the line at Silver creek comprise all the disburse- 
 ments yet made by me; and this having been done by the engineer 
 
81 
 
 engaged on the Southern Cross railroad and vVestern mail route, and the 
 amount being comparatively trifling, it has been charged to other ac- 
 counts, and no account has yet been opened by me against this work. 
 
 Kaskaskia River Improvement. 
 
 As stated in my last report to the Board, the examination and survey 
 of the obstructions to the navigation of this river were commenced about 
 that date, and were conducted under the immediate directions of Col. 
 Wm. C. Greenup, engineer on the worlc. The report, drawings, and esti- 
 mates of the engineer have been filed in the oflice of the Borird of Public 
 4^ Works, and exhibit, in detail, the nature and extent of the several ob- 
 structions, and the plans proposed for their removal. 
 - The survey and examinations dc:veloped the fact that the work, ne- 
 cessary and practicable to be executed, would not admit of such definite 
 specifications and description as to enable contractors to bid understand- 
 ingly for it, or the Commissioner to prosecute it by contract. I therefore 
 determined to lose no time in waiting for the action of the Board, but 
 proceeded to prosecute the work by superintendents and laborers em- 
 ployed and paid by me as acting Commissioner. 
 
 The report of Col. Greenup, the superintending engineer on the work 
 dated the 3d instant, and herewith submitted, explains in detail the ope- 
 rations on the river up to tliat date. 
 
 The total disbursements made on account of this work, up to the 28th 
 ultimo, were as as follows, viz. 
 
 Amount of disbursements charged to work - - ^1,846 SOi 
 
 Proportionate share of general expenditure - - 211 17 
 
 2,574, 47d 
 The requisition of the Fund Commissioners to divide among the sev- 
 eral works the expenditures heretofore made and charged to the general 
 fund account, has been complied with by me with as much accuracy as 
 the nature of the case will admit of. I still entertain the opinion, how- 
 ever, that a general fund account is contemplated by the internal 
 improvement law. There are a variety of expenditures — as the entry of 
 lands, the purchase of teams, camp equipage, and surveying instruments 
 the compensation of the secretary of the Board, and numerous others 
 authorized by law — and yet not properly chargeable to any particular 
 work or appropriation. If there are any doubts on this subject, it is well 
 that they should be agitated at the present time, when the whole matter 
 can be set at rest by legislative enactment. 
 
 After this general division of the general fund account amongst the 
 several works under my charge, the total amount expended by me and 
 charged to them, respectively, to Nov. 30, inclusive, is as follows, viz: 
 On the Great VVestern Mail route - - . . ,|,'63,542 84 
 On the Southern Cross Railroad - - - , 30,953 761 
 On the Belleville and Lebanon Branch Railroad - 371 48 
 
 On the Alton and Shelbyville Railroad - - . 665 07 
 
 On the Central Railroad 9,644 25 
 
 On the Kaskaskia river Improvement - - - 2,05? 47i 
 
 Total amount expended ^105,235 25 
 
 6 • 
 
82 , 
 
 The report of the principal engineer of the southera engineering dis- 
 trict, together with the reports of the assistant engineers in my circuit, 
 therein referred to, is herewith submitted. 
 
 General Remarks. 
 
 My situation as President of the Board has, no doubt, tended to in- 
 crease my correspondence beyond that of the other Commissioners; and 
 it has added much to the office labor and attention in my circuit. This 
 correspondence has been carefully preserved, and, for the most part, put 
 on record for the use of the Board and their successors. 
 
 From mv lono- residence and the opportunities I have had of obser- 
 vation, ana particularly in the southern section of the State, it might be 
 presumed, and I indeed thought myself, that I was long since fully aware 
 of the advantages of the country. I must, however, confess that the 
 journeys I have taken in attending the meetings of the Board and the 
 various lettings of contracts, in which I have travelled not less than two 
 thousand miles since I entered on the duties of my office, have developed 
 facts, and presented aspects of the country of which I had not been pre- 
 viously aware; and which have more fully demonstrated to my mind 
 the o-reat importance of our system of internal improvements. In the 
 nature of things, I cannot expect to see, in my life-time, the full develop- 
 ment of thesi; advantages, and to enjoy them. But, believing conscien- 
 tiously that the futui-e prosperity cind happiness of the people will be 
 o-reatly promoted by carrying out the system to its full and entire com- 
 pletion, I am bound to advocate it to the extent of my abilities. So far 
 from its being too large and extended, I believe that it might be enlarg- 
 ed with great propriety and decided advantage to the geneial welfare of 
 the whole State, if suitable appropriations were made, in addition to 
 those already granted by the Legislature, not only to improve the navi- 
 gation of our rivers, but, in connection with the same, to drain the ponds 
 and lakes; which can be accomplished with an inconsiderable expense, in 
 comparison to the general utility, health, and pecuniary prosperity of 
 the whole State. 
 
 In the low grounds, in many cases, five hundred or a thousand acres 
 of land can be drained and reclaimed with less than a hundred dollars 
 expense; and the draining of the Great American Bottom itself, it is be- 
 lieved, would increase the value of the soil therein at least live millions 
 of dollars; all of which can be effected with an expense not exceeding 
 two hundred thousand dollars; and as an evidence of the improvement of 
 health, it is an incontrovertible fact that the town of Kaskaskia, which 
 is situated on the bank of Kaskaskia river, between that river and 
 the Mississippi, and near the junction of the former, has always been and 
 is one of the most healthy towns in the State; the obvious reason of 
 which is, that lakes and ponds do not exist below the point of the blufi' 
 between the two rivers, so that when each or either are high and over- 
 flow their banks, they again recede to their original channels without 
 remaining to form lakes or ponds, which has been the great cause of 
 such deleterious effects as are so seriously felt in other portions of the 
 American Bottom. 
 
83 
 
 Our system, it is true, is large and spacioui, but not nnore so than the 
 beauty, the fertility and peculiar situation of our State demand. The 
 facility with which settlement and farms can be made and the certain 
 and abundant reward which awaits the toil of the agriculturist, is induc- 
 ing, and has caused an unprecedented amount of this valuable descrip- 
 tion of emigration to every portion of the State. 
 
 The southern section of the State, which has heretofore been measur- 
 ably overlooked or underrated, is now, in common with the more favor- 
 ed north, attracting the notice of the enterprising settler. 
 
 To conquer the forests of Kentucky and Ohio, or the older States, and 
 prepare the face of the country for profitable cultivation, has cost, in 
 time and labor, more capital in each than would coaiplete many such 
 systems of internal improvements as ours; whereas, in Illinois, the land is 
 found cleared to our hands — the farmer has but to plough, to plant. 
 and to gather. 
 
 The roads themselves, from this peculiar character in the face of the 
 country, can be constructed with great ease and rapidity. By com- 
 mencing the improvements at the rivers where lumber is abundant, and 
 running them into the interior, the materials for the raihvays, as well as 
 far fencing and building, are transported into the very heart of the great 
 prairies, with less cost than they can be carted a fevr miles with an or- 
 dinary team. The settler can carry his house with him, and put up a 
 shelter for his family, with the same case that a surveyor would pitch 
 his tent, and his posts and plank would follow him to fence his field be- 
 fore oxen could prepare the ground for his crop. His articles of con- 
 sumption would come in the same convenient channel, and whatever 
 surplus his industry and the fertility of his soil would produce, would 
 find a ready market at his own door. 
 
 I am persuaded this is no fancied picture; for already are the prairies 
 rapidly being entered by intelligent farmers in anticipation of these ob- 
 vious results. Moreover, the country along the lines of these improve- 
 ments will enjoy all the advantages of the best navigable streams in the 
 State, without any of their deleterious effects, which arc alv/ays appre- 
 hended, and but too often felt, by the inhabitants along their borders. 
 
 The greal Central railroad through the centre of the State will, under 
 the present system, be intersected with numerous cross roads, connect- 
 ing with the rivers on our borders and the work m progress, or in con- 
 templation, in Indiana, and will afford the facility of throwing into the 
 southern market the surplus products of the State, at a time when the 
 Ohio and Upper Mississippi, and their numerous tributaries, are locked 
 up with ice, or impeded with shoals, and thereby enable the farmer to 
 command the best possible price for his produce. The articles of con- 
 sumpiion can likewise be distributed to every portion of the State, with 
 certainty and economy, and at all seasons of the year, without any inter- 
 ruption, and thereby prevent those fluctuations in price, caused by the 
 inequality of demand and supply, which are Jso prejudicial both to the 
 dealer and consumer. Were this system now in operation, the present 
 deficiency in the supply of the indispensable article of salt, so seriously 
 felt in many portions of the State, and which has been caused by the 
 interruption of the navigation during the last season, could not have 
 happened. 
 
84 
 
 The increase in price which the citizens of this State will pay the 
 present year, tor this article alone, will exceed, in all probability, double 
 the taxes of the State, to say nothing of other articles of indispensable 
 necessity, which, from the same causes, have been greatly enhanced in 
 price. 
 
 These general advantages, which would result from the completion of 
 the system and its gradual increase as the means of the State would 
 warrant, are not all the advantages I anticipate from it. I believe that^ 
 in point of revenue, it will disappoint its most sanguine friends. If the 
 amount of travel and transportation which now passes between Louisville 
 and St. Louis, or Chicago and the several points on the Mississippi, be 
 taken as a basis of calculation, no reflecting man can doubt that the 
 work must yield a handsome revenue to the State. Residing on the 
 great western mail route, I have had an opportunity of observing the 
 amount of travel during the last season ot low water in the Ohio, between 
 Louisville and St. Louis. The line of mail stages on this route, during 
 the whole period of this continued drought, carried passengers, which 
 averaged, at the orduiary fare, (as I have understood.) fifteen hundred 
 dollars per week, or at the rate of about $'75,000 a year. And during 
 the same period, every means of travel, by private conveyances, which 
 could be obtained in Louisville, seemed likeAvisc to be put in requisition. 
 During this period, an intelligent gentleman of Missouri, (the Hon. T. H. 
 Benton) on his way homeward, at Salem, stated to me that it was then 
 estimated that there were 2,000 persons in Louisville waiting for con- 
 veyance to the Mississippi river, and that every means of travelling was 
 engaged to carry passengers to St. Louis, or other points on the river. 
 I speak of this as one case only within my own knowledge, and have 
 every reason to believe that other routes across the State were equally 
 thronged. And it appears to me that, even at a period when the steam- 
 boats are in full operation, the time and risk of life which could be saved 
 by travelling on our roads, would enable them cffectuallyno compete 
 with the river communication. 
 
 A person from New Orleans, on arriving at the mouth of the Ohio, a 
 point where boats of the largest class can, at all seasons, have safe and 
 easy access, could there take a land conveyance, and arrive at St. Louis, 
 Alton, Peoria, or any other northern point in the State, and at Louis- 
 ville, in Kentucky, in half the time that it would require a steamboat to 
 ascend in the most favorable stages of water; and the variety of the 
 journey, independent of its expedition and safety, would always present^ 
 a powerful inducement in its favor. 
 
 There is another certain source of revenue, which has generally esca- , 
 ped the attention of writers on this subject, and may, with propriety, be 
 alluded to here. It is the profits arising from the transportation of the 
 United States' mail, which must always be given to the railroads, on 
 account of their superior expedition. 
 
 It is well understood that the value of land and its products form the 
 basis of substantial wealth in all countries. If we are to judge of Illinois 
 by this statement, we cannot but admit that the aggregate value of prop- 
 erty in the State has greatly increased since the passage of our internal 
 improvement law; and it is equally certain that the markets for produce 
 have been materially improved by the existence and operation of the 
 Bystern. 
 
85 
 
 The character of the State abroad, has been elevated, and, during a 
 season of unprecedented pressure in the commercial viorld, the bonds of 
 this State have been in demand when other States were unable to effect 
 their loans. The capital which has been brought into the State in a 
 variety of ways, in consequence of the operation of the system, has ena- 
 bled our people to pass through a perilous crisis in the monetary affaira 
 of this country and of Europe, without depreciation in the value of 
 property, or suffering pecuniary distress. Without intending to antici- 
 pate the report of the Fund Commissioners, I have no doubt it will be 
 found that all these happy results have been achieved without a dollar 
 of charge on the Treasury; and I have the fullest confidence that the 
 same energetic and prudent management which has characterised the 
 Board of Fund Commissioners, if persevered in, will enable the State to 
 carry out the system to its full completion without imposing burdens on 
 the people. 
 
 In view, then, of all the advantages which the system promises, I am 
 unable to perceive how any substantial objections can be urged against 
 it. If errors or abuses are alleged by any to have been committed in 
 its prosecution, it seems, to my mind, that this forms no substantial oIj- 
 jection to the system itself. 
 
 The official connection with the system, with which I have been hon- 
 ored, was bestowed upon me without my knowledge or solicitation; I 
 accepted of it with a view of rendering my feeble aid in carrying out the 
 intentions of the law, to the extent of my abilities; and I have found, by 
 experience, that the commencement of the system, in its incipient stages 
 at least, has been a task, to me, of much labor, both of body and mind, 
 whatever may be its operations hereafter. 
 
 That I have at all times avoided error, is too much for me to suppose, 
 but that I have endeavored to act to the best of my judgment and ability 
 for the success of the several works under my charge, and, as a member 
 of the Board, for the promotion of the best interests of the whole system., 
 I hope will be conceded to me. 
 
 To you, gentlemen, I take this opportunity to make my humble ac- 
 knowledgments lor the assistance and indulgence which you have afford- 
 ed me on all occasions in the performance of my several duties, as act- 
 ing Commissioner and President of your Board. 
 
 With sentiments of high respect, and the upmost confidence, gentle- 
 men, 
 
 Your obedient servant, 
 
 WILLIAM KINNEY, 
 fActing Commissioner of the Second Judicial Circuit. 
 
 POSTSCRIPT. 
 
 Our delegation in Congress, at the last session, requested me, as Pre- 
 sident of the Board, to furnish them with a diagram of all the surveys 
 and most probable routesof the different railroads, &c., so that the United 
 States Senate could publish them appended to the journal of the Board 
 and the laws of our internal improvement system; which was complied 
 
«-; 86 
 
 wiik by me, through the aid I received from each member of the Board, 
 bj their supplying me with the diagrams; but, in making out the same 
 by the engineer in my office, the diagram of the Great Western mail 
 route was accidentally omitted. My letter to the Hon. A. W. Snyder, on 
 that subject, is herewith submitted. (See. letter No. 1.) 
 
 It will be remembered that, on a former occasion, the Board authorized 
 me to correspond with Mr. Stansburry, United States engineer, sent out 
 for the purpose of examining and surveying the Kaskaskia and Illinois 
 rivers. On the subject, my letter (No. 2) to him, and a subsequent one 
 (No. 3) to the Kon. A. W. Snyder, are herewith submitted. 
 
 I also submit the report of the engineers who surveyed the said river 
 under my directions, together with my correspondence with them on 
 the subject. (See report No. 4.) 
 
 I was also authorized, or requested by the Board, to correspond with 
 our delegation in Congress on the subject of allowing this State to im- 
 port railroad iron free from duty, without the customarv formalities of, 
 the presentlaw; (see letters Nos. 5 & 6:) and also on the subject cf ob- 
 lammg assistance by donations of land, and gran's of the right of way, 
 &:c,, j;o carry out the system of internal improvements; wiiich letter 
 (No 7.) is herewith submitted. 
 
 No. 1. 
 
 Internal Improvament Office, 
 
 Belleville, ^pril -[4, 'iS3S. 
 Sir: In making out the the diagrams, at your request, of the railroads 
 for publication with the internal improvement law and journals of the 
 Board of Comraissionsrs, the diagram of the Great Western mail route 
 vi^as accidentally omitted by the engineer who drafted or laid down the 
 same, which should, and would have been done, had it not have been for 
 the accident occurring. 
 
 The W^estern mail route, which is of great importance to this country 
 and the travelling community in general, is undergoing, under the au- 
 thority of our internal improvemeut system, rapid improvements; which 
 will v/arrant an early, easy, and safe passage to the mail stage, and all 
 other carriages for the accommodation of the travelling community. 
 
 This road passes from St Louis, through Belleville, seat of justice, and 
 Lebanon, St. Clair county; Carlyle, Clinton county; Salem, Marion 
 county; Maysville, Clay countj ; J.awrcnceville, Lawrelsce county, and 
 thence to Yincennes. Ey reference to the map of the State, the general 
 featuresof the route can be seen, which runs through one of the most 
 beautiful and fertile countries, perhaps in the world, of the same extent; 
 and, when the improvement of the same is finished, a ride in one 
 of the beautiful and newly established stages (which has just commenced 
 running on the same) in the month of May or June through the Grand 
 prairie, &c., would, in my opinion, drive the blue devils as far from a 
 stage passenger as a chase after a gang of buffaloes would from an In- 
 dian west of the Rocky mountains. 
 
 With great respect, your obedient servant, 
 
 WILLIAM KINNEY, 
 Jlding Commissioner of the Second Judicial Circuit. 
 Hon. A, W. Snyder, Washington cH^/. 
 
, 87 
 
 No. 2. 
 
 ^ BELLEVILIiE, ./5Mg-?^Si 25, 1837. 
 
 Sir- The Board of Public Works, at their last meeting, passed a reso- 
 lution authorizing me to request of you a transcript of your report ot 
 Hie survey of the Kaskaskia river. A copy of the report ot the survey ol 
 the minors would also be thankfullv received by the Board. 1 herewith 
 send vou a copy of the law establishing the internal improvement system 
 oflllinois, which exhibits the manner in which the Commissioners of 
 Public Works are required to make the survey of said rivers, wh^ich, 
 however, may be of no service to you, unlessyour instructions from Gov- 
 ernment wilfauthonze you to make the surveys, m part or m whole, m 
 conformity to said law. 
 
 Very respectfully, I am 
 
 Your most obedient servant, 
 
 Wri.LL\M KINNEY, 
 Actinir Commissioner Second Judicial Circuit 
 and President B. F. W. 
 
 Mr. Ersicine Stanssury, 
 
 U. S. Engineer in survey of the 
 
 Kaskaskia and Illinois rivers. 
 
 No. 3. 
 
 Belleville, February 5, 1838. 
 
 De.vr Sir: The Board of Commissioners of Public Works, in^June 
 last, passed an order authorizinsj me to correspoiid with the United States 
 en2;ineers sent out to survey Ihe Illinois and Kaskaskia rivers, on the 
 aubject of their reporting, or furnishing a copy of their report m respect 
 to the examination of the latter river, to me or the' Board. Accordingly 
 I did so, and have heard nothing from them. 
 
 They are now in Washington city. Erskine Stansbury is the name 
 of the principal engineer sent for that purpose; and should their report 
 be, as ii must be. favorable to the improvement of said river, I would 
 thank you to ask of them a copy of the same; and 1 think it advisable 
 for our delegation to endeavor to get a donation, either in land or 
 otherwise, to aid the State in improving said river, as a company is now 
 making up to build a steamboat to navigate the same. 
 
 With much respect, I am truly yours, 
 
 WILLIAM KINNEY, 
 
 President Board Public Works, 
 
 Hon. A. W. Snydek. 
 
No. 4. 
 Kaskaskia River Improvement. 
 
 Internal Improvement Office, 
 
 Belleville, July l7, 1837. 
 Hon WiLLiA3i Kinney, 
 
 Acting Com''}- Second Judicial Circuit. 
 
 S[r: In compliance with the request in your letter to me of the 1st, 
 and the instructions of the principal engineer of the southern engineer- 
 ing district, of the 8th, I commenced on the 13ih of last month, atVanda- 
 lia, with the engineering party, in the two light boats which you had 
 prepared for the purpose, to make the necessary examinations and sur- 
 veys of the Kaskaskia river, with a view to the adoption of plans for the 
 improvement of its navigation, and completed the same on the 7th inst. 
 
 According to the instructions, I procured copies of the several town- 
 ship plats through which the river runs, to enable me to identify with 
 sufficient accuracy the location of the several points where obstructions 
 exist, and which it was necessary to note, without the expense of mean- 
 dering the whole course of the river. It is to be regretted, however, that, 
 in executing the surveys of the public lands of the United States, some 
 portions of the river were not meandered. And although the river is 
 protracted through all the sections, and wherever the lines intersect or 
 touch the river, the points are accurately drawn, yet the serpentine 
 course of the river from line to line are only occular drawings. 
 
 In the instructions, I was referred to the 18th section of the internal 
 improvement law, and required to adopt such plans for the improvement 
 of the navigation of the river as contemplated by that act, but at the same 
 time others might be embraced so as to have a more extended appropria- 
 tion than that now made. Consequently, my examinations and surveys 
 were made with a view to steamboat, keelboat, and tlatboat navigation 
 from the mouth of the river upwards, giving the low water channel in the 
 river, at the shoalest places, a convenient and uniform depth for the unin- 
 terrupted passage of keel andliatboat?, and of steamboats of such dimen- 
 sions as maybe best adapted to the navigation thereof, and for the removal 
 of such timber obstructions as may be deemed injurious or dangerous to 
 the navigation — having a due regard, also, to the greatest and most useful 
 amount of water-power to be created or rendered for the use of the 
 State, and to equalize the expenditure of the sum appropriated, as near 
 as may be, on all portions of the river susceptible of improvement 
 from its junction with the Mississippi upwards, by removing the obstruc- 
 tions from its channel, in making short cuts across the bends, and clear- 
 ing off' the trees from the margin of the river. 
 
 The instructions further require of me to divide the proposed im- 
 provements into convenient sections for putting the work under contract 
 whenever I found it to be practicable to make detailed estimates, de- 
 scriptions, and specifications, so as to enable persons proposing to con- 
 tract to bid understandingly for its execution. 
 
 In regard to the capacity of the stream for navigable purposes, various 
 opinions have been expressed. The General Assembly, by an act passed 
 
on the 20th February, I8l9, declared it a navigable stream from its 
 mouth up to township No. 7 north. Subsequently, bv another act, 
 commissioners were appointed by law, and an appropriation and some' 
 expenditures were made for improving the navigation, which were ap- 
 plied principally below Carl) ie; but the small amount appropriated, and 
 consequently the Httle work done, did but little to improve the condition 
 of the river in the navigation. 
 
 The source of this river is in Champaign county, and it may be termed 
 the river of the prairies. Its general course is from N. E. to S. W., 
 stretching diagonally almost acioss the State through an extensive prai- 
 -rie region of great fertility and beaut\. It is a stream of considerable 
 length, and is very sinuous in its course, and much resembles at a common 
 stage of water, a canal obstructed only by timber and snags, which, when 
 removed, and in some places straightened by opening cut offs across the 
 points, it must become an important stream for navigation. And it 
 seems to me that in an impartial coDsideration of the subject of making 
 the necessary improvements, the burden ought not to rest wholly upon 
 the present means of the State. It is known that at the present time 
 the United States own four-fifths of the lands contiguous to this river- 
 and unless the navigation is improved to afford facilities for transporting 
 the surplus products of these fertile lands, they must remain for a long 
 time the property of the General Government. Would it not be good pol- 
 icy on the part of the National Government to donate alternate portions 
 of the contiguous vacant lands to the Slate, to aid the State in raising 
 the necessary funds to extend the navigation of this river? The example 
 of the donation for a like purpose, near Chicago, is so well known as hav- 
 mg produced an income to both Governments, that it is only necessary 
 to be alluded to, to make it manifest in this case. 
 
 To ascertain the capacity of the river, at the point of commencing my 
 examinations, I took a survey and levelling above and below the mill 
 dam opposite Vandalia. The stage of water at the time (l3th June, 
 1838,) was about eight inches above the lowest known water mark. The 
 least depth of water in the channel below the dam was four feet and 
 four-tenths; the medium width of the surface of the water ninety-eight 
 feet; the rise from low to high watermarks 11.285 feet; the quantity of 
 water discharged per hour, 1,847,799 cubic feet. 
 
 The surveys of the public lands afford a convenient and beautiful ap- 
 plication of science to the geography of the country, chequering it into 
 sections of a mile square. In making my notes and estimates, the exam, 
 mahons and surveys, I was governed by the sectional lines through 
 which the river passes, and also in making the estimates of distance. 
 Ihesenverestimatesof distance governed the estimates of cost of re- 
 moving the timber and snags, and the cost of clearing the timber alono- 
 the banks. Should it be deemed expedient at any future time to putth? 
 execution o( the proposed improvements under contract at a public bid- 
 ding, it may be easily divided into suitable contract sections by the de- 
 tails given of the river through the several sections of the public surveys. 
 \ It will appear by the notes and estimates herewith returned, that the 
 i actual distance along the river, as unimproved, from the mouth uptoVan- 
 I daha, is'204 miles and 70 chains; and that, when improved as pro osed, 
 the distance will be lessened 24 miles and 20 chains by means of cut-offs, 
 
90 
 
 making the distance, when improved from Vandalia to the mouth, 180 
 mllns and 59 chains. 
 
 The notes, estimates, and profiles exhibit the followmg estima^ted^cost^ 
 
 For removing logs, &c., in the river - - - ^"'''l^f; ]J 
 
 clearing ot river banks ----- 7,^t»L 1)2 
 
 removing the timber of two rafts - - _ - 400 00 
 
 clearing sand islands, willow points and clearing 
 
 timber from cut-offs - . - - - - i?«^''0^ ^'0 
 
 making brush dams 
 excavating cut-offs 
 
 796 00 
 
 1.564 00 
 
 Total - - - , - - - $'19,536 79 
 
 These estimates of cost were made with the xmderstanding that the 
 work was not to be executed bj contract, but that it would be done 
 under the immediate direction of a superintendent or agent. The rea- 
 sons which influenced that understanding are, that it will require an out- 
 tit for a snagboat, suitably constructed for that purpose, with the neces- 
 sary tackle and apparatus for removing the logs and snags in the bed of 
 the river, which would cost more than it is probable a contractor would 
 be likely to incur, unless he undertook the whole, or a major part of the 
 work— and it, would be difficult so to dehne the work in a manner that an 
 undertaker could form any correct estim.ate how to bid, or be bound 
 to the performnnce of it in the way it would be required to be done by 
 an inspecting engineer; and that it would require the constant attention 
 of an engineer and assistant superintendents during the whole tmie of 
 performing the work, to direct the manner, and see that the work was 
 effcctuallf executed, which could not be specified understandingly on 
 paper. Taking this viev\r of the mode of executing the work, the addi- 
 tional expense of the boat, apparatus, and requisite tools; and also adding 
 some additional cost which will have to be made for sluices and wmg- 
 dams to concentrate the water in a few places into a main channel, 
 which a rise in the river at the time of making the examination preven- 
 ted us from laying off and making an estimate lor— it is probable that 
 the whole, exclusive of locks and dams for slack-water, will not exceed 
 the sumof tliirty thousand dollars. 
 
 The best plan, therefore, that I feel safe in recommending to you 
 for executing that work, is to procure a suitable snagboat, with the ne- 
 cessary tackle, tools and implements and employ about forty suitable 
 laborers, under the charge of a superintending engineer, with two expe- 
 rienced superintend! nts of the work, and furnishing the necessary sub- 
 sistence. A part of these laborers to be engaged in cutting, sawing, and 
 removing the trees and snags in the river, and the rest in chopping down 
 and cutting off into short lengths all such trees and brush as hang over 
 the river; "and cutting away all roots, stumps, and other things likely to 
 stop or arrest floating timber, and prevent the formation of drifts or 
 rafts; grubbinff up the willows and shrubbery on the islands, and, as lar 
 as m'ay be deemed necessary, remove every thing that would be con- 
 sidered likely to obstruct the passage of navigating vessels; and remov- 
 ing- such trees as are likely to wash down and fall into the river on each 
 bank; and excavating the earth to make the cut-offs across the points and 
 bends referred to in the notes. 
 
91 
 
 When the river is cleared in the manner suggested, and the cut-offs 
 made, no reason can be perceived why this river may not be safely nav- 
 igated as far up as Vandalia by steamboats, drawing not more than three 
 feet of water, at least six months in a year; and flat and keels, drawin^f 
 not more than that depth of water, might pass nine months in a year. I 
 am certain that such might iiave been the case for the last four 'or five 
 years, had the river been improved as now proposed: and it is believed that 
 the river may be further improved so as to make it navigable for keel and 
 flat boats up to Shelbyville and above; and, indeed it has been remark- 
 ed by many intelligent persons, that the quantity of water in this river 
 has greatly increased since their knowledge of it; and they attribute it to 
 the settlement and cultivation of the lands, which opinion is not confined 
 to this river, but that it has become notoriously so with many other v,^ater 
 courses in the western country since its first settlement and cultivation. 
 Whatever surplus of the present appropriation may be left in improv- 
 ing the river below Yandaiia, can be applied in improving the river 
 above, as far as it is susceptible, and the surplus funds appropriated may 
 afford the means. This may be greatly facilitated by having the snag- 
 boat and materials on hand with which to prosecute it. 
 
 The best season for prosecuting the proposed improvements, is horn 
 the 1st of September un il the setting in of winter. During the winter 
 season, little could probably be done, as the days are short — the proba- 
 bility that the river will be frozen over, and the weather too uncertain to 
 keep laborers on wages to any advantage; and in the spring season, the 
 frequent high rises would overwhelm the timber lying in the river, and 
 inundate the shores so that all operations would be very liable to be re- 
 peatedly suspended until after the spring and summer floods subside. 
 Should the plan of operations herein recommended meet with your ap- 
 probation, it vrcuid be proper to draw out a plan and estimates for the 
 boat and other equipments required, as early as practicable, as the 
 proper season for operations is fast approaching. 
 
 I would here remark, and recommend, that steamboats intended to 
 navigate this river should be so constructed as not to exceed IGO feet in 
 length, and built considerably flat-bottomed, with a stern vfheel in a 
 recess. Such a boat would not probably exceed three and a half or four 
 feet hold, and when loaded with sixty tons of freight, would not draw 
 more than three feet of water. There are a great man}^ short bends in 
 the river, where it would be difficult for a boat differently constructed, 
 when running fast, to turn round the bends without running against the 
 banks. The greatest danger which I apprehend in navigating this river 
 would be in time of high water. The water then, in many places, 
 runs over the banks and througli the timber, and across the bends, and 
 it would then be difScult to prevent a boat from being drawn by the cur- 
 rent over the bank into the woods. 
 
 In regard to the improvement of the river by means of slack-water 
 dams, and procuring the most useful amount of water power to be crea- 
 ted or rendered thereby to the State use, and the subject of mill-dams, 
 bridges and viaducts, I refer you to the remarks and recommendations 
 in the appenpix to the notes and estimates herewith submitted, consid- 
 ering any remarks upon these subjects, under present circumstances, to 
 
92 
 
 be of a confidential character, and ought not to form a part of this gene- 
 ral report. 
 
 Among the many great advantages likely to be gained by the improve- 
 ment of this river, there are two worthy of remark: ist. It wi'l cheapen 
 and facilitate the exports and imports of the people composing a consid- 
 erable portion of the interior part of the State. 2d. It will bring into use 
 and market large quantities of valuable timber which it would otherwise 
 be difficult to get at. 
 
 It is a fact, generally admitted in the construction of works of internal 
 improvement, that railroads and turnpikes afford the greatest facilities for 
 rapid I ravel, and are best calculated for the transportation of light articles 
 of commerce; and that sea, river, and canal transportation is cheaper, 
 and best calculated for the transportation of heavy articles of commerce. 
 
 The greatest portion of exports and imports carried on by the people 
 residing on the waters of theKaskaskia river, is to and from St. Louis, 
 Alton, and Chester. The price which merchants have lo pay for wag- 
 onage from the Mississippi to Vandaliaand Shelby vilie, is from one dol- 
 lar to one dollar and fifty cents per hundred pounds, or from twenty to 
 thirty dollars a ton. At Carlyle, and vicinity, the price is about fifteen 
 dollars a ton; and the other towns further dowij the river have lo pay in 
 proportion to the relative distance they are from the Mississippi. The 
 distance from Vandalia to St. Louis is seventy miles. A keelboat, loaded 
 with thirty tons of freight, could be propelled fromKaskaskia or Chester 
 to Vandalia, by twelve hands, in ten days; these hands, including pro- 
 visions, would cost about one dollar and a quarter a day each, making 
 fifteen dollars a day expense for ten hands, equal to one hundred and 
 fifty dollars for the voyage. Now, at the above rate of wagonage, this 
 freight would amount to six hundred dollars, at least. A steamboat could 
 afford to do it for much less than e, keelboat; consequently, it is evident 
 that all the heavy exports of produce would be carried on by the river, 
 in steam, keel, or flatboats, and all the imports of groceries, salt, iron, 
 &c., for the common consumption of the country, vrould be taken up by 
 steam and keel boats, making a good profit on their voyages, vastly under 
 the charges of wagonage. And the great abundance of timber would 
 form an important article for consumption, as well to the contiguous 
 prairies as for rafting to the waters below, where it would command a 
 price and profit worthy of the enterprize of the people. 
 
 All of which is respectfully submitted. 
 I have the honor to be, 
 
 Very respectfully, your obedient servant, 
 
 WM. C. GREENUP, 
 Principal Assistant Engineer^ Kaskaskia River Improvement. 
 
 My views accord with those in the above report, in regard to the prac- 
 ticability of the improvement, and the great advantages that will result 
 from the same. 
 
 Respectfully, 
 
 SAMUEL BROOKE, Jr. 
 Assistant Engineer Kaskaskia River Improvement. 
 
Internal Improvement Office, 
 
 Belleville, July 24, 1838. 
 
 Col. Wm. C.Greenup, 
 
 Sir: Your report has been received, and it is with pleasure that I 
 take this occasion to express to you, and those veho accompanied you in 
 the performance of the work in the survey of the Kaskaskia river, my 
 entire satisfaction of the despatch with which the same was performed, 
 and the ability and satisfactory manner in which your report explains 
 the utility and practicability with winch the navigation of the said river 
 can be improved to the great advantage, especially of the citizens of 
 Randolph, St. Clair, Washington, Clinton, Fayette, and Shelby counties; 
 the good citizens of which cannot fail to be much gratified to learn that 
 the time is fast approaching w^hen keel, flat, and steamboats will be laden 
 and unladen, both with the exports of their produce and the imports of 
 commodities in exchinge for the same, at the very door of many of their 
 houses, and the villages which are and naturally will be stationed upon 
 the banks of that ancient river;* which has been so much overlooked by 
 emigrants, and misrepresented (as to its navigation) by those whose pre- 
 tensions to science were worthy of more correct views. 
 
 Your plan for improving the said river by superintendents, under the 
 direction of a skilful engineer, meets my approbation, and will (baring 
 accidents, if the stage of the water will permit) be put in operation by 
 the first of September. 
 
 With sentiments of respect, 
 ^ ' Your obedient servant. 
 
 WILLIAM KINNEY, 
 Acliiig Commissioner Second Judicial Circuit. 
 
 P. S. — I have no doubt but that the time will yet come when this sub- 
 ject will be placed in its proper light, in the halls of Congress, to that 
 most honorable and enlightened body in the world, in a manner in which 
 they will see the propriety, and have the magnanimity to grant to this 
 State, either by donation of lands, or otherwise, an assistance for the im- 
 provement of that river, which, as 1 have before stated, was named after 
 one of the "most patriotic and peaceful tribes of Indians, perhaps, that 
 ever lived west of the Allegheny mountains;" of which the celebrated, 
 talented, and great clxiei [Baptiste Du Coigne) named a son after Thomas 
 Jefferson, as an evidence of his respect for the principles of our Govern- 
 ment. W. K. 
 
 No. 5. 
 Copy of a letter written to each of the members in Congress from this State. 
 
 Belleville, January 20, 1838. 
 Sir: By a resolution of the Board of Public Works at their last meet- 
 ing, I am requested and authorized to open a correspondence with our 
 members in Congress, in respect to obtaining the passage of a law by 
 that honorable body, to allow the Board of Public Works to have rail- 
 road iron for the internal improvement system of the State of Illinois 
 imported free of duty. I beg leave, therefore, to call your attention to 
 the subject; and notwithstanding there may be a general law now on 
 that subject, as some say there is, yet you will see the propriety of a spe- 
 cial law for our State, as our system of improvements is organized in a 
 
manner to warrant safety to the Government, and put beyond doubt the 
 purposes for which said iron would be imported by an agent of the Board, 
 or on which a drawback would be allowed, if purchased in the United 
 States, and thereby save the trouble of a compliance with the formalities 
 that are generally thrown round a general law on such subjects, to 
 guard against individual or company irresponsibilities. 
 
 Any information, therefore, as to the practicability and possibility, in 
 your opinion, of the prospect of the passage of such a law, will be more 
 than thankfully received, by 
 
 Your obedient servant, 
 
 WM. KINNEY, 
 President of the Board of Public Works. 
 
 No. 6. 
 Internal Improvement Office, 
 
 Belleville, March 1, 1838. 
 Deak Sir: *,Your letter of 5th ultimo, enclosing me a section of the 
 law in relation to the importation of railroad iron, has been received, 
 and the said section carefully examined. As our s^'stem of improve- 
 ments adopted by the State is large and spacious, and will no doubt be 
 carried into successful operation in due time, and as no doubt can be en- 
 tertained of the full faith and intention of the State to use the iron im- 
 ported under the direction of the Board of Public Works for said road 
 purposes, it would therefore still appear to me that a special law of Con- 
 gress, allowing an agent of the Board liberty to purchase or import all 
 iron free of duty, intended as aforesaid, would be nothing more than 
 reasonable, and a saving of considerable trouble to the Board, or agent, 
 which they would be put to by a compliance with the formalities of the 
 law as it now exists; and also the lymg out of the use of the money paid 
 until the iron was actually laid down on the rails. Certainly that en- 
 lightened and most honorable body, the Congress of the United States, 
 cannot, or at least would not, if respectfully applied to, refuse to give 
 some special encouragement to a young and patriotic State, which, like 
 the State of Illinois, has, in a bold and enterprising manner, stepped for- 
 ward to establish a system of internal improvements, which, if carried 
 out to the full extent of the suitableness of such a system to the nature 
 of her soil and geographical situation, will not only be a credit to the 
 nation to which she is a birth child, but also cause her to shine as the 
 morning star amongst her sisters in the far west. 
 
 With respect, your obedient servant, 
 
 WILLIAM KINNEY, 
 President of the Board of Public Works. 
 Hon. J. M. Robinson. 
 
 No. 7. 
 Internal Improvement Office, 
 
 Belleville, February, 1838. 
 Dear Sir: As Illinois has, at her last regular session, established, per- 
 haps, one of the grandest and most splendid schemes of internal improve- 
 
95 
 
 ments ever adopted by any State, and which is well suited to her 
 locality, agricultural advantages, and the coaimercial necessities of the 
 country, I would therefore suggest the propriety of the members in (Con- 
 gress from this State asking, fiom the General Government, a aonation 
 on each alternate section of the undisposed lands along all the project- 
 ed improvements aforesaid; not only ior the benefit of the Slate, but to 
 facilitate the sale of the Government lands lying in the vicinity of said 
 projected improvements, both of rivers and railroads, and particularly to 
 aid in the completion of the great Central railroad, commencing at the 
 mouth of the Ohio river and connecting with the Michigan and Illinois 
 canal. Such a donation would be carrying out, to perfection, the same 
 principle of national policy that actuated them to grant certain lands to 
 aid in the construction of said canal, as the railroad connected with the 
 same will open a grand chain of intercourse, in a commercial, agricul- 
 tural and military point of view, with the northern, southern, eastern and 
 western States. To such an improvement as that, the utility of which 
 needs no comment, certainly no member of Congress could object, or 
 refuse the aid of the Geneial Government in carrying it out. it is use- 
 less, I presume, to say that Illinois is naturally destined to be the garden 
 spot of the world, as respects agricultural pursuits. Her soil is alluvial, 
 and groaning to be delivered, by the hand of the industrious agriculturist, 
 ot the immense wealth which it contains. She is a railway by nature, 
 at least so far finished as a wagon wheel would be lacking onlv the tire, 
 comparatively speaking, with other countries where railroads have been 
 and are yet intended to be successfully and usefully constructed. What 
 objection can the General Government have to give aid to such 
 a system of internal improvements as Illinois has adopted, so suited to 
 her in every point of view, and which, if successfully carried out, will 
 place the whole system of national, agricultural, and military operations 
 before the eyes of the world, in the attitude and beauty in which a lovely 
 belle would appear before a large mirror? 
 
 It would appear to me that all that is wanting to obtain aid in the 
 accomplishmtmt of such a desirable object, both for the nation and this' 
 State, is to make an effort. A moment's reflection, by that most honora- 
 ble body (of all national councils) the Senate and House of Representa- 
 tives of the U. States, is only required to push the projected improvi ment, 
 particularly that of the Central railroad, into complete operation ; (the ac- 
 complishment of which will make the mouth of the Ohio and Mississippi 
 accessible at all seasons of the year;) by which means the whole products 
 for exportation can and will oe thrown into market and scattered to 
 the four quarters of the world, without being subject, as is frequently 
 the case, to meet the competition of other States at the city of New Or- 
 leans, which have been prevented in the forwarding of their exports, 
 cither from the want of water or by being retarded by ice. 
 
 Your early attention to this subject will be well received !)y the Board 
 of Public Works, and no doubt by the whole community which you rep- 
 resent, and more particularly by your correspondent and 
 Humble servant, 
 
 WILLIAM KINNEY, 
 President of the Board of Public Works, 
 Hon. A. W. Sntdkr. 
 
96 
 
 A 
 
 AN ABSTRACT of the contracts let 07i the Western Division of the Great 
 
 river, and the east 
 
 West from, Belkville. 
 
 Section No. 1 - 
 
 Bridging over Richland creek - 
 
 Section No. 2 - > - 
 
 " No. 3 - 
 . . (No. 4 - - 
 
 Amenoan \^^,^ 
 
 Bottom ^j^^g 
 
 East from Belleville. 
 
 Section No. 1 - 
 
 " No. 2 
 
 " No. 3 - 
 
 ■ " No. 4 
 
 " No. 5 - - - 
 
 " No. 6, Silver creek bottom 
 
 " No. 7, Silver creek bridge 
 
 " No. 8, Lebanon 
 
 East from Lebanon. 
 
 Section No. 1 
 
 " No. 2 - 
 Sugar creek bottom 
 Sugar creek bridge 
 Section No. 3 - 
 Shoal creek section - _ - 
 
 Section No. 4, Shoal creek bridge 
 
 » No. 5 
 
 " No. 6 - 
 Bea\rcr creek section 
 Carlyle section - - - 
 
 Kaskaslda bottom 
 Sections No. 7 & 8, Grand Prairie 
 
 " No. 9, 10, 11, 12, 13, cSt 14 
 Dum's creek section 
 
 Whole length of Mail Route 
 
 Length 
 in miles 
 
 2.00 
 
 4.00 
 2.00 
 ^2.00 
 2.00 
 2.50 
 
 2.00 
 2.00 
 2.00 
 2.00 
 2.00 
 1.00 
 
 2.00 
 
 6.00 
 4.00 
 2.00 
 
 7.00 
 1.00 
 
 4.00 
 4.00 
 1.00 
 1.00 
 1.00 
 21.00 
 14.00 
 1.00 
 
 152 
 
 Contractor's names. 
 
 Hugh Duffj, 
 
 Same 
 Patrick Ryan 
 John Thomas, jr., 
 Winstanly & Duffy, 
 John Thomag, jr., 
 Winstanly k Duffy, 
 
 Dunn, Dwin k Co., 
 
 Same 
 M'Cormick k Breman, 
 
 Same 
 John Tliomas k Co. 
 
 Same 
 
 Same 
 
 Same 
 
 Mullegan k Co. 
 Dunn k Co., 
 
 Same 
 John Thomas, jr., 
 Dunn k Co., 
 Baine k Wadkins, 
 Ferdinand Baine, 
 M'Cormick &Co., 
 
 Same 
 Isaac Demint, 
 Groves k Scluiffer, 
 
 Same 
 Ferdinand Baine, 
 Fitch, Case & Co., 
 Albright k Rodgera, 
 
 Date 
 
 of 
 
 contract. 
 
 Aug 
 
 28, 
 
 1837 
 
 Oct. 
 
 5, 
 
 1837 
 
 Feb. 
 
 19, 
 
 1838 
 
 Aug 
 
 28.1837 1 
 
 
 do 
 do 
 do 
 
 
 Feb 
 
 19 
 do 
 do 
 do 
 do 
 
 1838 
 
 Oct. 
 
 15, 
 do 
 
 1837 
 
 Feb 
 
 19, 
 
 1838 
 
 Aug 
 
 16, 
 do 
 
 1838 
 
 Feb 
 
 19, 
 
 1838 
 
 Oct. 
 
 23, 
 do 
 
 1838 
 
 Feb 
 
 19, 
 
 18.38 
 
 Oct. 
 
 23, 
 
 1838 
 
 Aug 
 
 16, 
 do 
 
 1838 
 
 Ausr 
 
 28, 
 
 1837 
 
 Feb. 
 
 19, 
 do 
 
 1838 
 
 Oct. 
 
 23, 
 
 1838 
 
 Aug 
 
 16, 
 
 1838 
 
 Oct. 
 
 7, 
 
 1837 
 
97 
 A. 
 
 Western Mail Route, between Illinois town, on the left hank of the Mississippi 
 line of Marion county. 
 
 Engineer's 
 
 Amount of work 
 
 Probable amount 
 
 Amount of per 
 
 
 estimate. 
 
 actually done to 
 December, 1838. 
 
 of work to be 
 executed. 
 
 centage paid. 
 
 
 1 $2,350 45 
 
 $5,876 60 
 
 
 $.5,876 60 
 
 <\ Finished and 
 \ recorded 
 
 2,^98 08 
 
 5,050 85 
 
 " , ^ ' 
 
 5,050 85 
 
 do. 
 
 3,473 37 
 
 See section 5 
 
 '■ ^■ 
 
 See section 5 
 
 do. 
 
 14,471) 00 
 
 2, '251 80 
 
 $14,000 00 
 
 1,688 85 
 
 
 2,)50 00 
 
 5,498 10 
 
 _ 
 
 5,498 10 
 
 Finished and re- 
 
 10,478 00 
 
 3,820 90 
 
 - 
 
 2,865 70 
 
 cordefl 
 
 3,182 81 
 1,448 (U 
 
 1 7,378 93 
 
 
 6,903 00 
 
 
 1,131 17 
 
 2,006 64 
 
 \ 4,789 00 
 
 - 
 
 4,.345 12 
 
 
 1,530 88 
 
 2,070 86 
 
 _ 
 
 2,070 86 
 
 Finished and re- 
 
 4,549 75 
 
 6,642 00 
 
 
 
 corded. 
 
 856 00 
 
 1,000 00 
 
 
 
 
 > 430 05 
 
 
 
 
 
 1.640 80 
 
 Commenced 
 
 
 
 
 2;010 84 
 
 Commenced • 
 
 
 
 
 . 3,594 00 
 
 2,125 00 
 
 _ 
 
 1,700 00 
 
 
 1,709 00 
 
 
 
 
 
 1,476 00 
 
 Commenced 
 
 
 
 
 1,965 11 
 
 3,308 .34 
 
 •' _ 
 
 3,308 34 
 
 Finished and re- 
 
 3,512 00 
 
 Commenced 
 
 
 
 corded. 
 
 1,782 80 
 
 do. 
 
 
 
 
 8)1 64 
 
 do. 
 
 
 
 
 1,756 00 
 \ 4,000 00 
 
 3,408 47 
 
 _ 
 
 3,408 47 
 
 Finished and ra 
 
 3,501 69 
 
 - 
 
 2,636 20 
 
 corded. 
 
 2,864 60 
 
 Commenced 
 
 
 
 
 8,616 40 
 
 Commenced 
 
 
 
 
 - 
 
 1,051 70 
 
 - 
 
 1,051 70 
 
 Finished and re- 
 
 
 
 
 
 corded. 
 
 $85,466 60 
 
 
 
 
 
Reporl of Edward Smith, Principal Engineer of the Southern DistricL 
 
 Yandalia, December 3, 1838. 
 
 To the Hon. William Kinney, 
 
 President of the Board of Commissioners of Public Works, 
 
 Siu: I have the honor to suhmit to the Board of Public Works the 
 foUowiiie report, in relation to the several pubUc works in the sou.hern 
 engineering district, showing their situation and progress up to this date. 
 
 Southern Cross Railroad, from Alton to Mount Carmel. 
 
 The graduation of the roaJ-bcd of the western and eastern divisions 
 of this work, whijh was ploced under contract in the months of Febru- 
 ary and March last, has been efficiently prosecuted, in the general, 
 find is in a state of forwardness that gives a reasonable assurance of the 
 final completion of this part of the work within the time limited in the 
 contract^. The jobs recently let at the crossing of the Kaskaskia river, 
 at Carlylc,and at the crossing of the Utile Wabash river, in Wayne 
 county, have been efficiently commenced by the contractors. 
 
 The contractor to whom was let the job of delivering the timber for 
 the superstructure of the railway on the eastern divisicn, commenced his 
 contract indue tirtic, but has be.rn unfortunately retarded in his opera- 
 tions in consequence of the unusual drought which prevailed during the 
 past season. A steam-engine, purchased in Ohio for the purpose of 
 erecting a saw-mill, could not be shipped to its place of destination, and 
 the water-mills upon which he relied for a portion of his supply of tim- 
 ber have been unable to operate. The hope is entertained that, so soon 
 a« these unavoidable causes, which he alleges have delayed his oncra- 
 tions, are removed, his assurances, still to complete his contract withm 
 the time limited, will be fully redeemed. 
 
 The new contractor to whom was relet the superstructure of the 
 railway on the western division, in the month of October last, has made 
 arrangements to carry his job ctficiently forward, and the utmost confi- 
 dence is felt that he will give satisfaction to the Board, and to the com- 
 munity interested in the work. ,•,., 1- 
 
 The situation and progress of the several contracts are exhibited in 
 detail in the tabular statements prepared for the purpose, and herewith 
 
 submitted. , , . i • i .i i 
 
 The detailed reports, estimates, and drawings upon which the several 
 
 Ictt^n^rs have been had, and heretofore attested and filed, are respectfully 
 
 referr° d to as exhibiting a full and minute description of these portions 
 
 of the line. . . . ,^ , • ,• i 
 
 The maps and profiles of the remaining portions of this line, explana- 
 tory of the experimental surveys, as well as those of the Belleville and 
 Lebanon Branch railroad, are herewith submitted. 
 
 A considerable portion of the examinations and surveys of this road, 
 from the Wabash westerly, were made in reference to a grade not ex- 
 ceeding- thirty feet to the mile, and thi) residue of the line, including 
 
the Branch road, in reference to a grade within forty feet. Rj a suhse- 
 quent order of the Board, t^.is original restriction wa? removed, and by 
 adopting a grade above forty feet, but within admissible hmits, at a few- 
 points where increased difHcultics are presented, the original experi- 
 mental lines will be greatly improved in point of distance, curvatures, 
 and cost, without atrecting the general utility of the road. The total 
 length of the experimental line, from the bank of the Wabash to the 
 bank of the Mississippi rivers, is 153 miles; but it is found that, by re- 
 sorting to the modifieation in the grade above suggested, this distance 
 can be reduced within 147 miles. i he greatest elevation overcome is 
 220 feet above high water mark of the GrcHt Wabash river, at the fool 
 of the Grand Rapids, and 'i03 feet above high water mark of the Missis- 
 sippi, at the city of Alton. This maximum elevation of country occurs 
 on the dividing ridge between the waters of the Wabash and Kaskaskia 
 rivers, in the county of Marion; and nearly the same elevation presents 
 itself on the western extremity of the valley of the Kaskaskia, near the 
 town of Edwardsville. The drainage of the w^hole State is intersected 
 by this line of road nearly at right angles, and the profile will be found 
 useful to the intelligent settler in seeking for a home on the lands of the 
 General Government i.i that section ol the State, should it be thought 
 that the health of countries is governed by comparative elevation. 
 
 The river sections of this work between the city o<~ Alton and Ed- 
 wardsville — between Mount Carmel and Albion — and at the crossings of 
 the Little Wabash and Kaskaskia rivers, now under contract, embrace 
 the heaviest and most expensive portions of the road. It will be seen 
 by the map, that a large portion of the residue of the line traverses an 
 open prairie country, and its topography presents no extraordinary diffi- 
 culty to the most economical construction of the road-bed. The aver- 
 age cost of the whole line, estimated upon data der'ived from the actual 
 lettings and prosecution of the present contracts, and upon the present 
 price of labor and provisions, is ^■8,-<i(l0, per mile for the main line. The 
 Belleville and Lebanon Branch read presenting less difficulties than the 
 main Ime, is estimated, upon the same data, at |;7,000 per mile. Its total 
 length from the town of Belleville to its intersection with the main line, 
 near Highland, is '-'Si miles. 
 
 As capital becomes invested in the country and mills erected, the 
 facilities of furnishing the timber for the superstructure of the railways 
 and bridges will be greatly increased, and must materially reduce the 
 cost of this part of the work. The supply of timber from the rivers 
 where the road is commenced, and which it crosses in its route, may be 
 considered inexhaustible; and when the machinery for its manufacture 
 shall have been pn.vided at those points, its cost must be lessened to an 
 amount at least equivalent to the expense of transporting it on the rail- 
 ways to the interior of the State. So that it is fair to conclude that 
 the cost of construction, as now estimated, will be found to be adequate 
 and sufficient for. the entire extension of the railways throughout the 
 whole line. 
 
 Alton ani> Shawneetown Railroad. 
 
 The contracts for grading the Shawneetown division of this road, 
 which were let in the month of March la^st, have been efficiently prose- 
 
100 
 
 cuted,and the roads will no doubt be ready to receive the railway within 
 the time prescribed in the contracts. The contracts for furnishing tim- 
 ber for tlie superstructure of the railway and bridges, and those for the 
 erection of the depot buildings at Shawneetown and Equality, let at 
 Shawneetown in September last, have been commenced, and the con- 
 tractors are considered highly efficient and responsible. The prices at 
 which the work on this road has been taken are lower, in the general, 
 than those of any other works in this district, and perhaps in the State. 
 This is to be accounted for from the superior advantages, which exist 
 at this well known and important emporium on the Ohio river, in ob- 
 taining laborers and provisions; and it affords a most encouraging induce- 
 ment for the rapid extension of the work into the interior from this point. 
 Added to the above advantages, the liberal policy pursued by those hav- 
 ing the control of the large banking capital at that point will, at all times, 
 enable contractors to carry on their works with efficiency, certainty, and 
 economy, and at the same time advance the best interests of the State in 
 promoting the speedy and economical construction of her public works. 
 
 The contracts, embracing the graduation of three miles at the crossing 
 of Silver creek, in St. Clair county, which were let at Belleville in Octo- 
 ber last, have fallen into the hands of responsible contractors, and I he jobs 
 have been efficiently commenced. The tabular statement, herewith 
 furnished, will exhibit the present condition of these contracts. 
 
 The experimental survey of the whole line from Shawneetown to the 
 intersection of the Alton and Mount Carmel road near Edwardsville, 
 was made during the last season, and completed in the month cf Sep- 
 tember, by Mr. Lathrope, the engineer on this road. Owing to the 
 deceaseof Mr. Blanchard, the resident engineer, and the sickness of the 
 assistants on the line, Mr. Lathrope's duties have been greatly augmented; 
 and, in consequence, his report of this survey has been unavoidably 
 delayed. 
 
 The distance by the experimental line, from Shawneetown to Ed- 
 wardsville, is 147 miles. As the general character of the country is 
 similar to that on the route of the Alton and Mount Carmel road, the 
 cost of its construction will not exceed that of the latter, or ^8,^200 
 per mile. The report of the engineer in charge of the work is in a 
 course of preparation, and will be submitted as early as practicable. 
 
 Alton, Hillsborough and Shelbyville Railroad. 
 
 At the session of the Board in the month of June last, this work was 
 transferred from the western to the southern engineering district. At 
 the time of its being so transferred, the examinations and experimental 
 surveys were in progress, under the direction of Mr. Hawn, the senior 
 assistant engineer in charge of the work. As it was desirable that the 
 portion of this work then ordered to be placed under contract should be 
 prepared for letting at the earliest day possible, Mr. Hawn was forth- 
 with instructed to suspend the experimental surveys east of Hillsborough, 
 and proceed immediately to the definite location of the western division 
 of the work, and to prepare the same for letting. The topography of 
 the country, on the direct line between Upper Alton and Hillsoorough, 
 presented extraordinary difficulties to the location of a useful and econom- 
 
101 
 
 ical railroad, and consequently required that elaborate and skilful ex- 
 aminations should be made, in order to determine on the most judicious 
 route to be adopted. 
 
 The line having been decided on, and the drawings and estimates 
 prepared, the work on the first l3 mi'es from the city of Alton was. 
 let at Belleville, on the 2'2d of October last. The contractors, without 
 exception, so far as lam informed, are considered to be highly responsi- 
 ble, and every confidence is felt that the work will be energetically 
 prosecuted. 
 
 For further and full particulars in relation to this portion of the line, 
 I beg leave to refer to the able and comprehensive report of Mr. Hawu, 
 and the accompanying drawings and estimates heretofore filed. 
 
 The experimental lines have subsequently been extended to Shelby- 
 ville, but sufficient time has not elapsed to enable the engineer to pre- 
 pare his report, to lay before the Board at their present meeting. 
 
 Great Western Mail Route, between Vincennes and St. Louis. 
 
 The contracts let on this line of work have, with few exceptions, 
 been as eificiently prosecuted during the past season as existing circum- 
 stances would admit. It will be recollected that the heaviest and most 
 impoitant jobs on this road occur in situations attended with more than 
 ordinary difficulties in the prosecution of the work; and, at two points 
 at least, are subject to periodical inundation. The extreme and continu- 
 ous high waters in the spring and early part of summer arrested the 
 progress of the work on the Purgatory and Little Wabash divisions: and 
 the severe sickness at these points, as well as on the American Bottom 
 division, which shortly afterwards prevailed, tended much to delay and, 
 almost to prostrate the operations of the contractors. After the sick- 
 ness had subsided in the fall, the contractors at the two former points, 
 and mostly on the whole line, excepting on the American Bottom, made 
 a vigorous resumption of the work, and have, for the most part, urged 
 forward their respective jobs with a reasonable degree of energj. 
 
 Tlie tabular statements herewith submitted exhibit, in detail, the situ- 
 ation and progress of each respective contract on the whole line, and to 
 which I respectfully refer for further information in relation to this 
 work. 
 
 The expciment so far made in prosecuting the work at the Purgato- 
 ry, l^ittle Wabash, and American Bottom divisions of this road, is suffi- 
 cient to show that the specific appropriations to be expended on these 
 points are not sufficient to complete the work in the best and most sub- 
 stantial manner. The accumulated travel and transportation on the 
 American Bottom division, which is now immense, and which must rap- 
 idly increase with the grovs^th of the city of St. Louis, give intimations, 
 which cannot be misunderstood, that the best interests of the State, as 
 well as of the community immediately interested in the work, would be 
 best consulted by making this portion of the mail route a road of the 
 most perfect character. The same remark is strictly applicable to that 
 portion of the line between Lawrenceville and Yincennes, commonly 
 Galled the Purgatory division. It is therefore to be hoped that the Legis- 
 
102 
 
 Jature may be induced to afford the means ofmaking the three important 
 points above named as perfect as the iajportance of the road demands. 
 A considerable portion of the Purgatory division of the road is subject 
 to inundation, from the circumstance of the Great Wabash river over- 
 flowing its right bank, some distance above the road, at a point called 
 BellegraVe, and discharging a considerable portion of its volume of water 
 over the extended low prairie, wl.ich has received the appellation of 
 "Purgatory swamp." For a considerable time during the freshets of the 
 Wabash river, this low prairie is inundated for many miles in extent, and 
 the embankments are consequently much exposed, for weeks together, 
 to the wash and waves of this wide expanse of water. In order to make 
 a road of any permanency, the embankments must be protected fiom 
 this annual cause of injury and destruction; which will very materially 
 increase the cost of the work. In my opinion, the best mode of protect- 
 ing this work would be to construct an embajikment or levee at lielle- 
 grave, and exclude the river from the prairie. It is entirely practicable 
 to effect this valuable improvement at sm.ill comparative cost. A large 
 tract of valuable and feriile arable land would be reclaimed by it, and 
 the health of the country greatly improved. As much of this land now 
 lies unoccupied and in the hands of the General Government, and per- 
 haps will so remain until this improvement is made, it is fair to presume 
 that proper representations, made to the authorities at Washington, of 
 the situation of these lands, would induce a grant of at least a portion of 
 them to the State, to promote this very desirable object. 
 
 Kaskaskia River Improvesient. 
 
 For information respecting the situation and progress of this highly 
 important improvement, 1 beg leave to refer the Board (o the full and 
 detailed report of Col. Greenup, the principal assistant engineer on the 
 work, who has been specially charged with the Operations on this im- 
 provement, under the immediate instructions of the acting Commissioner. 
 
 Little Wabash River Improvement. 
 
 My special report in relation to this improvement, made to the acting 
 Commissioner in charge, in the month of November, is respectfully re- 
 ferred to, as containing all the information in regard to it, wliich was in 
 my possession, up to that time. Subsequent to the date of that report, 
 and up to the present time, the superintendent on the river charged 
 with the removal of the timber obstructions, has been successfully ope- 
 rating with a party of energetic workmen; and if the river should keep 
 down at its present stage for a month longer, and the operations are not 
 too much retarded by the inclemency of the weather, as much cutting 
 and clearing will have been done as it might be prudent to do in any one 
 j^eason of low water. 
 
 The superintendent has necessarily been made the disbursing ofiicer 
 on the work, and he is now prese-^t at Vandalia for the purpose of exhib- 
 iting his accounts for disbursements, and having them passed by the 
 acting Commissionei ; I, therefore, rcf^pcctfully refer the Board to the 
 report of the acting Commissioner for all information in regard to the 
 expenditures on this work. 
 
103 
 
 Having thus, in as concise a manner as possible, attempted a descrip- 
 tion of the practicability, probable cost, and present {)ro^i-ess of the pub- 
 lic works in the soullLern engineering district, so far as 1 have data in my 
 possession,! will beg leave to submit a (aw remarks in refereiice to their 
 general utility and probable prospects of producing a revenue to tho 
 State. 
 
 The Southern Cross railroad, from Alton to Mount Carmel and Shav\'- 
 neetown, traverses a country which presents a peculiar adaptation to 
 agricultural pursuits, and is certainly calculated to sustain a very dense 
 population. Deprived, however, as it is by nature, of those natural chan- 
 nels of communication with which the exterior and some portions of 
 the interior of the State are so bountifully provided, its settlement has 
 been retarded, and the advantages of its soil, its climate, and its valua- 
 ble distribution of timber and prairie, have been, heretofore, measurably 
 overlooked. But since these lines of communication with the navigable 
 borders of the State have been projected, the country has risen in public 
 estimation, and immense entries of the public lands, by emigrants and 
 actual settlers, are i^pidly bfing made. 'I'o show that these results are 
 directly attributable to the prospect of these lands having an outlet to 
 market, I will mention one fact tending to prove tliis position. It is 
 this — that the settlement of the southern portion of the State, and par- 
 ticularly the entry of the public lands, are made, to the greatest extent, 
 along our navigable rivers. There is not at this time, as lam inform- 
 ed, a single fraction of land lying vacan;, from the falls of the Great Wa- 
 bash, to the mouth of the Oliio river, which touches those streams; and 
 it is well known that a considerabh' portion of the lands along this exten- 
 sive river font is subject to occasional inundations and other obvious 
 disadvantages. If, then, the advantage of having a communication to 
 market is of so much impoi'tance to these lands, what may we not anti- 
 cipate from those artificial lines of communication which afford an out- 
 let for the produce of those beautiful and healthy prairies, sochcibiy 
 interspersed with groves of timber, and which hold out eveiy inducement 
 for th(ur settlement by the industrious ;ind intelligent agriculturist? From 
 my own observations during the last two years, I have the fj;ratification 
 to believe that the settlements along and contiguous to the lines of these 
 railroads will be exceedingly compact in a very short period, and that 
 an immense amount of the heavy staples of the country — -as 2;rain,pork, 
 and tobacco, which will not now bear transportation, on common roads, 
 to market — will seek that market through tliese channels as fast as thej 
 can be constructed. In addition to these sources of revenue, the indis- 
 pensable articles of consumption will be transported over these roads, 
 fram their emporiums on the Ohio, the Mississippi, and the Wabash, to 
 supply the whole interior. Anottiei- source of immense revenue to the 
 State, and of incah^ulable benefit to the citizens throughout the interior, 
 is to be anticipated from the transportation of the salt manufactured 
 near, and which must pass over the Siiawneetown and Alton railroad. 
 This source of business for this road alone, and disconnected wilh the 
 immense amount of agricultural products and of travel which must pass 
 over it, indicates, beyond a doubt, that this is one of the most important 
 branches of the public works, both in point of productiveness and gen- 
 eral utility. 
 
104 
 
 The Southern Cross railroad to Mount Carmel having, in common 
 with the Shawneetown road, the cities of Alton and St. Louis as one of 
 its termini, and the immense water-power at its junction with the Wa- 
 bash river, cannot fail to command its due share oY transportation of pro- 
 duce and merchandize. In addition to this, it forms a part of a projected 
 chain of intercommunication from the Mississippi river, via Louisville, 
 Kentucky, to Charleston, South Carolina. If the amount of travel and 
 transportation at this time, (to say nothing of its prospective increase,) 
 which passes hetween the cities of Louisville and St. Louis, and via St. 
 Louis to the upper cities and towns on the Mississippi, Missouri, and Illi- 
 nois, by steamboats and otherwise, and wkich this overland communica- 
 tion must come into fair competition for, at all seasons of the year, and 
 engross the whole of it during low water and ice, be taken as a basis of 
 calculation, no one will pretend to doubt that this road will be largely 
 productive of revenue. The connecting link in Indiana, 115 miles in 
 length, which the Mount Carmel and New Albany Railroad Company 
 has a liberal charter to construct in connection witii the State of Indi- 
 ana, has, at the last session of Congress, received the most favorable con- 
 sideration of that body, and no doubts can be entertained of its simulta- 
 neous construction w ith the road in Illinois. At a point seventeen miles 
 east of Mount Carmel, this railroad will intersect the great Central ca- 
 nal of Indiana, which extends from Evansville to the Maumee bay, on 
 lake Erie. This line of communication to the lakes and New York is 
 looked to with increasing interest by the citizens of Loui.-^ville, and will 
 no doubt be duly appreciated by the citizens of southern Illinois. 
 
 The Alton, Hillsborough and Shelbyvillc railroad also terminating, 
 at one end on the Mississippi river, at the city of Alton, and at the other 
 at Terre Haute, Indiana, and traversing a country which is not surpassed 
 in the whole State for the fertility of its soil and salubrity of climate, 
 must be regarded as an improvement of great productiveness. At Tcrre 
 Haute, it connects with the great canal system of Indiana, extending 
 directly from that town to lake Erie, by the Wabash and Erie canal, 
 and by the Cross-cut ca.ial from Terre Haute to the great Central canal 
 of Indiana. After reaching the Central canal, a direct communication 
 is had with Louisville, by the Mount Carmel and New Albany railroad, 
 with Evansville, on the Ohio river, and with lake Eric, by the Central 
 canal. With these facilities of finding a variety of markets after reach- 
 ing Tcrre Haute, the produce of Illinois cannot fail to be thrown upon 
 this important road; and the introduction of merchandize from Louisvill® 
 and the lakes, by the same route, will form another important item of 
 transportation to swell the revenue of this work. 
 
 It is also worthy of remark that all of these roads in the southern dis- 
 trict, as well as the other roads in the system, intersect the great Central , 
 railroad leading to the mouth of the Ohio. It occurs to me that a little 
 rcflectii n will show that, in consequence of tl.is direct and uninterrupted 
 line of communication with the mouth of the Ohio, and thence with the' 
 southern market, the revenue to be derived fron all the roads in the State ' 
 must be greatly augmented; for as the produce from every quarter 
 of Illinois can, by these means of inland communication, be sent to the 
 southern market, when the exports of Indiana, Ohio, Kentucky, and 
 Missouri arc locked up with the frosts of winter or the droughts of sum- 
 
105 
 
 mor, (and consequently at a tinie when there is the least competition in 
 market,) a large portion of our exports, which would otherwise float 
 upon our rivers, will be thrown upon the line of the public works. 
 Hence it wiW almosi universally happen that the interests of the citizens 
 will be best promoted by promoting the interests of the State, in giving 
 their business of transportation to her public works. This reciprocity 
 of interests between the State and hcrcilizcns, whilst it tends to augment 
 the business on the woiks, will enable the State to keep the tolls within 
 reasonable and popular limits, as they will always bear reduction in 
 proportion to the amount of business the roads perform. Regarding our 
 system of railroads in this point of view, and considering them as forming 
 great and important mail routts, and inducing, by their greater expedi- 
 tion and safety, an incalculable amount of travel as well as transporta- 
 tion, I cannot but believe that they will, in point of fiscal importance, 
 disappoint their most sanguine friends. 
 
 All are free to admit the great importance of improving the channels 
 of our rivers, and 1 have ever regretted that there were not more of these 
 important lines of communication embraced in our system of internal 
 improvements. The (heapness with which the products of the interior 
 can be transported to market on these nntural channels of commerce, 
 form a great saving to the producers who live contiguous to them. All 
 the rivers and their tributaries which penetrate the interior of the south- 
 ern spction of the State abound with timber, of the finest quality, for the 
 construction of boats suitable for ihe descending trade. These boats 
 aie usually built by the farmer with the force employed on his farm, 
 and being loaded and ready for thf voyage, are sent oft" by the first rise 
 of waters in the spring, that he may return in time to put in his crop. 
 In every point of view, casualties and delays are vastly detrimental; and 
 having necessarily to submit to the disadvantage of going to a glutted 
 market, it seems but an ad of justice for the State to remove, as far as 
 practicalile, all obstacles to the safety and expedition of the voyage. 
 
 There are many of the rivers, which the public good requires should 
 be improved, from which no revenue can ever be expected. But the sys- 
 tem of river improvements should, in a fiscal point of view, be regarded 
 collectively. If the rivers in the southern section of the State should be 
 taken together, the profits of the water-power, on a few of them, would 
 be amply sufticient to remove the obstructions in all the residue. Thus, 
 the water-power ;it the rapids of the Great Wabash river, which is equiv- 
 alent to at least 30U run of 4^ feet buhrs, would, at the rates at which 
 these privileges nre rented in Indiana, produce an annual income to the 
 States, of ,§4o,0;)(), in addition to the tolls received for the transit of the 
 immense (rade of that river. In addition to this river, the improvements 
 on the Little Wabash will afford a large and profitable amount of water- 
 power, and the Kaskaskia and Big Muddy rivers would assist in swelling 
 this source of revenue. Besides the direct revenue to be derived from 
 the water rents and tolls themselves, these works would indirectly tend 
 to augment the l)usiness of the railways leading to and from the points 
 where thr;se water-powers are created. 
 
 This ha^^ty glance at the river improvements is sufficient to show that, 
 taking all the rivers together in the southern district of the State, the 
 
106 
 
 whole could be impr'^vcd, and collectively made to produce a handsome 
 prolit to the Stale. So, 1 presame it will be (ound in other sections of 
 the State — as the Ruck river, the Kanhakee, the Vermilions, the Fox 
 liver, and various others, would, iC properly improved, produce » surplus 
 of revenue that would be sufficient to improve all the rivers in their res- 
 pective districts of country, irom which no profits in rents or tolls could 
 be derived. 
 
 As it is the peculiar province of an engineer to confine himself lo the 
 practicability of public works, and leave their expediency to others, I 
 will digrfss no further. 
 
 On retiring from my connection with the public works, permit me to 
 tender through you, to the Board, my sincere acknowicdgmenis for their 
 confidence and kind indulgence extended to me during the time I have 
 had the honor to be in their employment, and allow me, on this o -ca- 
 sion, to express my best wishes for the ultimate success of our system 
 of internal improvements — a s\stem of State policy which, I have ever 
 firmly bchved, is calculated, with judicious management, to place Illin- 
 ois, in a very few years, on a. fooling with the most favo;-td State of ibis 
 Union, in point of population, intelligence, enterprise, and substantial 
 wealth. 
 
 With sentiments of high respect, I have the honor to be, sir. 
 Your most obedient servant, 
 
 EDWAIil) SMITH, 
 Principal Engineer of the Southern Engineering District. 
 
 Internal Improvement Office, 
 
 Belleville, October '22, 1 838. 
 
 Dear Sir: I have the honor to lay before you the report of Mr. Fred- 
 erick Ilavvn, senior assistant engineer on the Alton and Shell)yville rail- 
 road, in relation to the preliminary examinations and definite locations 
 of the western division of that line of work. 
 
 As stated to you in a former communication, I concur with him in 
 opinion, that the nortliern, or prairie route, for this road, is the most ju- 
 dicious for the interest of the Stale, and for the efieciive usefulnes of the 
 work when in operation; and have no hesitation in again recommend- 
 ing its adoption. 
 
 I lake great pleasure in stating that I believe Mr. Hawn's report fully 
 entitled to your confidence; and that his exertions to discharge the rc- 
 sponsibe duties assigned to him, entitle him to the thanks of the whole 
 community, and especially of the officers under whose directions his ser- 
 vices were rendered. 
 
 Very respectfully. 
 
 Your most obedient servant 
 
 EDWARD SMITH, 
 
 Principal Engineer. 
 Hon. William Ktnney, 
 
 President of tlie Board of Public Works of the State of Illinois, 
 and Acting Commissioner of Second Judicial Circuit. 
 
107 
 
 Report of Mr. Frederick Hawn, Senior Assistant Evgincer. 
 
 Internal Improvement Office, 
 
 Belleville, Oclobcr 20, 1838. 
 
 To EnwAKD Smith, Esq. 
 
 Principal Engineer of the Southern Engineering District. 
 
 Sir: (Conformably to the instructions of Col. McConncl, Commissioner 
 of the Bourd of Public Works of the State of Illinois for the first judiiial 
 circuit, I proceedeii with my corps of engineers to th(; city of Alton, to 
 take charge of a survey of the Alton and Shelbyville railrond. I arrived 
 at my place of destination about the l5th day of April, and reported my- 
 self to Gov. Kinney, President of the Board of Public Works and 
 acting Commissioner for the second judicial circuit, to whose charge a 
 part of this work is confided. This work being at that time under the 
 direction of the chief engineer of the western district, he gave me no 
 specific instructions in regard to the mode of operation, except the estab- 
 lished precedents of the district, and the law established to maintain a 
 system of internal improvements. On the 8th day of June I received 
 notice from the Secretary of the Bo^^rd of Public Works, that this work 
 was transferred to the southern district, and that I should report to the 
 chief engineer thereof; and in pursuance with the above notice, I now 
 offer the following detailed report. 
 
 By reference to a map of the country included in the general route 
 from Upper Alton to Hillsboro, two definite routes present themselves, 
 to wit: one on a direct line, crossing the east and west branches of 
 Wood river, which may properly be termed the southern route, and one 
 heading those streams and their tributaries — (except Coal bran* h) — the 
 northern route. They encounter much broken grotind for several miles 
 in the advance Upper Alton, particularly that portion of country in the 
 immediate vicinity of Coal branch. This stream rises about three miles 
 west of Upper Alton, and flows in a southeastern direction, and forms a 
 confluence with the west branch of Wood river, one mile north ot Upper 
 Alton. It ha= many tributary branches, which have indented the sur- 
 face into numerous and formidable ravines, extending in various direc- 
 tions. Many of these have their sources within a few hundred feet of 
 each other, running in neaily opposite and sinuous directions, so much 
 so that it is impossible to approach the main branch without encounter- 
 ing some of those obstacles. 
 
 From these facts, I deemed it impossible to come to any accurate con- 
 clusions in reference to the most feasible j)art of the country in t!ie vici- 
 nity of this branch by reconnoissance; inasmuch as the feasil)ility of a 
 line would frequently be affected by running a few hundred feet to the 
 right or left. In order to facilitate operations, by superseding the ne- 
 cessity of projecting many random lines, and gain a thorough knowledge 
 of the situation of the obstacles to be encountered, 1 thought it expedi- 
 ent first to make a topographical survey and map of the country border- 
 ing upon this stream to the west branch of Wood river, including the 
 probable crossin<T of that stream. This work having been sufficiently 
 extended, I commenced an examination of the 
 
108" 
 Southern Route, beginning at Upper Alton. 
 
 The most populous part of the town is situated on a ridge commencing 
 in the biutfs of the Mississippi and extending about one and one-fourth 
 v)f a mile in anorthern direction^ thence curving gradually towards the 
 west for nne mile and a half, where it unites again with the bluffs of the 
 Mississippi and the table land*. In its northern course it is skirted by 
 the ravine of Shield**' branch on the west, and the valley of Wood river 
 on the east and southeast; in its western course, by the tributaries of 
 Shields' branch, Piasa, and the Mississippi on the south, and by Coal 
 branch and its auxiliaries on the north. This lidge is elevated from 1 16 
 to 181 feet aoove the Alton and Mount Carmel railroad, immediately east 
 of Shields' branch, and from lOO to 1(J8 feet above the bottom of the 
 valley of the west branch of Wood river. 
 
 The portions of country having different localities are described by 
 different base and diverging lines. The examinations made between 
 Upper Alton and Wood river are represented by four lines, viz: base 
 line No. 1. and diverging lines, Nos. 1, 2, and 3. 
 
 Base Line No. 1. — This line commences neaily opposite Mr. Dcbow's 
 dwelling, at station 70, on a line run by the chief engineer of the west- 
 ern district, in a survey made by him in August of last season. From 
 this point the line was extended in a direction to and entering Main 
 street on the old public square; thence passing through the most popu- 
 lous part of this street, it enters valley (A); thence running down this 
 valley to its confluence with Wood river — making a distance of nearly 
 three miles. The first obstacle I encountered, worthy of note, is the un- 
 dulating surface of the street, which would require alternate cutting nnd 
 filling, the slopes of which would extend, in many instances, fai- be}ond 
 the limits of the street. In entering the valley, a cut of '28 leet would 
 occur, which would extend back to near Seminary street. The valley 
 through which the remainder of the line passes is badly situated for the 
 economical construction of the proposed work. Its direction is nearly 
 at right angles with Main street, and the curvmg to overcome the conse- 
 quent angles would be confined to a short distance, making the radius 
 of curvature about 750 feet; which is the more objectionable, in conse- 
 quence of its occurring on a plane having an inclination of 71 feet per 
 mile, which is necessary to overcome the depression of the valley of the 
 liver. Being aware that the graduation of this line would wholly deslroy 
 the usefulness of Main street for ordinary purposes, and the miiny 
 other objectionable features connected with it, induced me to consider 
 this line wholly inexpedient. 
 
 Line ^"0. 1. — This line commences at the same point with the base 
 line, where I made an offset of fifty feet to the right, and thence project- 
 ed it in a due course to the west branch of Wood river, touching that 
 stream at a point about 5U0 feet above the Wood^burn and Hillsboro 
 roads. This line passes over the southeastern extremity of the town plat 
 of Upper x'^lton-, crosses the Hillsboro road near the blufi'of Wood river; 
 and crosses the base line at station l50, in valley (A.) The examina- 
 tions made hy this line were not very satisfactory, it being imprnctica- 
 ble to reduce it to a grade less than 70 feet per mile, and even this gradu- 
 
109 
 
 ation would be attended with an unwarrantable expense; which induced 
 me to run — 
 
 Line jVo. 2. — This line commences on the bank of the west branch of 
 Wo 3d river, 350 feet west of the termination of line No. 1; crosses the 
 point of a ridj;;e formed by the valley of the west branch of Wood river, 
 and valley (A;) thence crossing this valley by ascending the bluff through 
 a small ravine or depression; thence crossing line No. 1 at station 56; 
 thence continuing the tangent to about 1000 feet southwest of the Milton 
 road, where I commenced a cycloid on a radius of 1400 feet, and contin- 
 ued it 1500 feet, terminating on a ridge formed by the ravines descend- 
 ing into the valleys of Wood river and the Mississippi; thence a tangent 
 intersecting at station 4 of the base line. The length of this line is one 
 mile and thrce-foarths, and isdecidedl} pretcrable to line No. 1, in con- 
 sequence of the advantage's furnished by a small ravine in the bluffs of 
 the river, which would reduce the cutting materially; and as this line 
 avoids coming in contact with the summit ridge so soon by its running 
 further south; and as it crosses some extensive ravines, which also 
 would aid in reducing the excavation necessary to bring the line to the 
 most eligible grade. 
 
 Not being wholly satisfied with the examinations already made, I there- 
 fore proceeded to the examination of another route, the result of which 
 was ascertained by 
 
 Line No, 3. — 1 commenced this line at station l8 of line No. 2, and 
 projected it in a due course to the public square in Upper AltoR, and 
 insersected the base line near the post office. The length ot this line is one 
 mile, and would require a grade of 73 feet per mile, with expensive grad- 
 ing, of which the cuts would predominate, and Ihe greatest portion of 
 which would occur in gaining the summitjin Upper Alton. These obstacles, 
 together with the abrupt curvature necessary to overcome the consectary 
 angle — the buildings which must consequently be removed, to the se- 
 rious disadvantage of the owners, without affording them any adequate 
 benefits — and the reason (equally applicable to all the foregoing lines) 
 that they pass through the town with a steep grade, either from 3 to 15 
 feet below, oi 5 to 58 feet above the surface of the streets, render this 
 line very objectionable. 
 
 Recapitulation. — Having thus carefully made an instrumental exam- 
 ination of all the ostensible routes between Upper Alton and the west 
 branch of Wood river, and given a detailed description of ail the lines 
 projected during the examinations, you will be enabled at once, with the 
 aid of the profiles and topographical map, to discover that line No. 2 
 is the most eligible. To the facts already adduced, 1 will add some by 
 way of illustration. The valley of Wood river is situated about lOO feet 
 below the most populous part of Upper Alton; and to overcome this 
 depressioh with a grade of 40 feet per mile, would require a distance of 
 two and a half miles. By referring to the map and profiles, you will 
 perceive that the distance on all the lines, including the descent into the 
 valley, fall short by more than one half; and to remedy this defect, it will 
 then be necessary to make a deep excavation at the commencement, and 
 high embankment at the termination of the slope of the side of the valley. 
 The line which has the greatest facilities for this is the most feasible. 
 
110 
 
 These advantages are gained in part by adopting line No. 2; inasmuch 
 as the elcvalion of the summit ridge is considerably less, and is compa- 
 ratively narrowed by the proximity of the ravines of the valley of the 
 Mississippi to those of the valley of Wood river. But it would not be 
 advisfible to adopt a grade less than D'J, feet per mile, and it would be 
 wholly impracticai)le to reduce the line to a grade of 40 feet per mile. 
 With these remarks I leave this part of the subject, by stating that line 
 No. 2 was adopted for an estimate of this portion of the route. 
 
 After concluding these examinations, 1 next turned my attention to 
 that portion of country immediately east of the west branch of Wood 
 river. From a reconnoissance, I ascertained that there was no probability 
 of finding any thing like a feasible route on a direct line to IJillsboro 
 in consequence of the numerous ravines and ridges of the east and west 
 branches of Wood river and their auxiliiies; all of which form obstacles 
 too formidable to be overcome with a reasonable expenditure, ii not 
 wholly impracticable. 
 
 In proceeding with the instrumental examinations, the first material 
 obstricb'S presented are the bluffs on the east side ol the wi st branch of 
 Wood river. 1 examined five routes to the table lands — three on the 
 north and two on the south of the Carlinville road, to wit: 
 
 Base I.ine No. '2. — This line commences at the termination of base 
 line No. 1, and runs in the direction of the Carlinville road across the 
 river bottom lo the bluff; thence up ravine (B.) situated between the (Jar- 
 linville and Ilillsboro roads; thence on the dividing lidge between the 
 east and west branches of Wood river, in the vicinity of the Carlinville 
 road, passing Mr. Gray's plantation, hidigo prairie, and teimiufiting in 
 the edge oflSmooth prairie, a distance ol 5.03 miles. The first object to 
 be considered on this line is the crossing of the west branch of Wood 
 river. The width of stream varies from 6!) to 75 feet Irom bank to bank, 
 and I have taken great care to ascertain the quantity of water dis- 
 charged through its channel, and am under great obligations to Mr. 
 David Miller (who has been familiar with its different stages for a num- 
 ber of years) for much valuable information. 1 have estimated the re- 
 quisite span lor a bridge at lOO feet wliich will be ample to discharge 
 the water in its highest stages. The foundation for the abutments will 
 be precarious, ^superficial appearances indicate a diluvial sand. 1 had 
 no instruments suitable for making examinations veiy far below the sur- 
 face; 'i)ut, judging from the geological formation of the vicinity, little else 
 can be expected than is indicated by the surface. The bed of the stream 
 is twenty-iwo and a half feet below the grade line, requiring abutments 
 of nearly that height, exclusive of the depth necessary to excavate for a 
 foundation. Abutments of this height and space will require a thick- 
 ness of 10.5 feet at thj bottom, and,3.75 at the top, with requisite offsets 
 and slope. Stone of an exquisite quality may be obtained within i2.75 
 miles. In the estimate of cost of the superstructure of this biidge, I 
 adopted Col. Long's latest improved plan. An abundance of good tim- 
 ber IS growing in the immediate vicmity; and sawed timber, of such qual- 
 ity as the country affords, (of which i conceive black walnut to be the 
 most preferable.) can be obtained at the city of Alton — a distance of lour 
 miles. In crossing the river bottom, nothing extraordinary occurs. It 
 is 1500 feet in width, and lies wholly on the east side of the stream; 
 
Ill 
 
 but n. small portion of it is ever inundated, and it is heavily timbered 
 with vviiite oak, sycamore, elm, black walnut, &c. Upon leavmg the 
 r^ver bottom, ravine (B) presents itself. This ravine is I,3(i0 leet in 
 length, and rises forty-eight feet, which will consequently require a cut 
 of nineteen feet at the head, and a corresponding fill at tlie termination, 
 to reduce the line toagradeof55 feet per mile, which is the most eli- 
 giide. The excavation will not be very lengthy, in consequence of a 
 favorable feature in the surface, in the advance i but ihe embankment 
 will extend across the river l>ottom, and most of the material for forming 
 it must necessarily be brought from the excavation and the blutFs, vvhii;h 
 will renJei/- it expensive. The ridge over which the remaindur of this 
 line passes, divides the waters of the cast and west branches of Wood 
 river. It is from a few hundred feet to half mile in width, and is elevated 
 from 48 to 121 feet above the valley of Wood river at tlie point of cross- 
 ing. Its inclination, varies from 16 to 39 feet per mile, and the general 
 direction is straight, deflecting about twenty degrees from a tangent to 
 Hillsboro. The line necessarily crosses the heads of some ravines, but 
 they are generally narrow, and most of them not very deep. The most 
 of the ri.lge is heavily timbered with white oak and black oak,&c., and 
 the soil is well adapted to the construction of a railroad. I may here 
 add Miat, after the examinations of the country included in the 
 base line were completed, it was also found to be the most feasible, 
 and was taken to be the basis of the estimate for this portion of the route. 
 
 Proceeding with the examination, I next ran — 
 
 Line.lYu. i, commencing at station 1 97 of the base line. I ran down 
 ravine (C,) and terminated on the river bottom, one-fourth mile west of 
 the termination of ravine (15.) The ravine through which this line passes 
 is situated on the west side of the Carlinville road, and forms an angle 
 of 35 degrees with the baseline, and is 1,UI)0 feet in length. It heads 
 within "201) feet of ravine (B;) is sinuous in its course, and consequently 
 notso well adapted to the location of a railroad as ravine (B.) 
 
 Line No. 2. — This line commences at the termination of line No. I, 
 and contiuucs around the point of the blulF upon which J. Moore's 
 dwelling is situated; thence entering ravine (D;) thence continued up 
 this ravine to its head, terminating at station 2l9 of the base line, one- 
 fourth of a mile north of Dr. llaskilTs cabin. The objections to line 
 No. I ajply in a greater extent to this line. 
 
 Line JYo. 3. — This line commences at station 5'2 of line No. 2, and 
 runs along th.' foot of the bluff to ravine (hi) of Long branch; thence up 
 this i)ranch to its head, near Mr. Lee's dwelling; thence in an eastern , 
 direction to the Carlinville road, terminating at station 344 of the base 
 line — a distance of 4| miles from the point of crossing Wood river. 
 Tills ravine is nearly one and a half miles in length, and is situated nearly 
 parallel with, and about three-fourths of a mile west of the Carlinville 
 road. The ascent is very uniform for one mile. It then increases, and 
 becomes very abrupt be/ore it reaches the table lands; which remark is 
 also applicable to most of the ravines bordering on the Mississippi and 
 Wood rivers. Its general direction is tolerably straight, requiiing no 
 very alirupt curves. Its mouth is situated about one mde from the point 
 of ciossing the west branch of Wood river; but the projection of bluff 
 intervening, or projecting west of the two points, would require reversed 
 
112 
 
 curvatures of short radii, in order to avoid recrossing (he west branch* 
 Notwithstanding the greater length of th s ravine, it docs not afford a 
 n^ore eligible grade to the table lands than that ol the base line. It will 
 be seen that this ravine is situated nearly parallel with, and forms a part 
 of the dividing ridge over which the base line passrs; wh ch ridge rises 
 from 16 to 3U feet per mile; and, at the junction of line No. 3 with the 
 base line, attains an elevation of 12*2 feet above the river bottom, at the 
 point of crossing the stream, and 11(5 feet above the mouth of the ravine; 
 which cannot be overcome with a grade less than 69 feet per mile. The 
 cost of graduation would also be more expensive than the base line, the 
 greater portion of which would be incurred in the extensive cuts and fill 
 at and near the head of the ravine. 
 
 Line No. 4 commences at station [2 i] of topographical line [a]; from 
 thence it runs up ravine [F,] and terminates at station '204 ol the base 
 line. The main trunk of this ravine is situated south of the Hills'ooro 
 road, and heads between that and the road leading frcm Alton to Car- 
 linville. It is three-fourths of a mile in length, and ascends 75 feet; the 
 most of which is acquired in the last fourth of a mile, which renders it 
 impracticable to apply an economical grade. The general course is 
 badly adapted to the lateral position of the line. It would require an 
 extensive reversed curve from the point of crossing the west branch 
 (which is arbitrary) to arrive at the mouth of the I'avine; and in (his course 
 the river is necessarily crossed twice; which would lead to the necessily 
 of constructing two extra bridges, or to turn the stream from its present 
 channel. These objectionable features render this line also iiiferior 
 to the base line. 
 
 By a critical examination of all the probable routes by which a transit 
 from the valley of Wood river to the table lands could be effected, the 
 result was not very favorable; but in point of economy and prac- 
 tical utility, I assumed the base line as decidedly the most favorable for 
 making estimates. In continuing the r xamination in the advance, I 
 next extended 
 
 Bask Line No 3. — This line includes the crossing of the east branch of 
 Wood river, and commences with a cycloid, on a radius of 1,900 feet, at 
 the termination of base line No. 2, and runs diagonnlly across the south- 
 east portion of a plantation, and enters ravine [G;] thcncp down this 
 ravine to the junction, with the valley of the east branch of Wood river; 
 thence across the river bottom to the stream crossing it, one-fourth of a 
 mile below the union of two branches of nearly equal size, and about two 
 miles below the bridge of the Alton and Carlinville road, over the western 
 branch; thence crossing a point of a projecting ridge, and en ering ravine 
 [H,] situated nearly parallel with the eastern branch of the stream; thence 
 up this ravine to its source near Mr. Pruett's dwelling; thence through 
 the edge of barrens to Esquire Tindall's, in the edge of Dorsey's priarie — 
 a distance of 4.25 miles. This prairie is formed by the timber on Pad- 
 dock's and Indian creeks, on the east and southeast; and by the timber 
 on Wood river and its tributaries on the southwest and west; and unites 
 with the Macoupin prairie on the north. That pait of it lying north 
 of the base line is wholly drained by Indian creek and its hranches. 
 They extend in various directions; and many of them have their sources 
 within a few hundred feet of the valleys of Paddock's creek and the 
 
113 
 
 auxiliariesof the east branch of Wood river. So much of the general 
 route as is included in this line is far better than could have been ex- 
 pected, when the general features and topography of this portion of the 
 country is considered; and the result of the examinations demonstrates 
 that it is the only point where a crossing of the east branch of Wood 
 river can be effected with a grade less than 85 feet per mile, without in- 
 curring an unwarrantable expense. The descent into the valley of the 
 east branch of Wood river, on the west side, is moderately uniform; but 
 in consequence of the serpentine course of the ravine through which the 
 line passes, several points of blulTraust necessarily be cut, thereby swel- 
 ling the expense of graduation to no very inconsiderable sum. There will 
 be two reversed curves with radii of from lOO to i2,500 feet, which will be 
 objectionable in consequence of their occurrence on a plane having an 
 inclination of 56.49 feet per mile, and 1.30 miles in length from the foot 
 of the bluff to the stream [which washes the opposite bluff;] the river, 
 bottom is (500 feet wide, and is inundated in times of freshets. The 
 stream is favorably situated for the construction of a bridge. The bank 
 or bluffon the east side is 20 feet high and firm, with a rock foundation. 
 On the west side the bank is iovt^ and of an alluvial sand; but I doubt 
 not but a rock Jbundation can be obtained by excavating a few feet 
 below the bottom of the stream. The abutments on the west side will 
 be about 17 feet in height, and that on the east side 14 feet high. I 
 have estimated the span for a bridge at 80 feet,, and in the estimated 
 cost of superstructure, i adopted a plan detailed by Samuel Brooke, jr., 
 assistant engineer in my corps. There are indications of .stone within 
 two miles; but their geological character is such that would not warrant 
 an adoption in the estimated cost of masonry. I have therefore founded 
 my estimeite on the probable necessity of procuring them near the city 
 of Alton, a. distance of 1 1 miles. Good timber is growing within one 
 mile; and sawed tin:iber at present can only be had by bawling it lO 
 miles, in x:rossing the point of a ridge a cutting of 8 feet will occur, 
 which can be favorably disposed of in the construction of the bank 
 required across the valley. The ravine on the east side of the east 
 branch, through which a transit to the table lands is efjeoted, varies but, 
 little from that on the west side. The plane adopted is 1.40 miles in 
 length, and ascends at a rate of 55 feet per mile. Nearly, the same prO' 
 portion of curvature will be required but on greater radii; all of which 
 will exceed l,£»00 feet. .From the termination of the ascent to Esquire, 
 Tindall's, the line crosses several extensive ravines, but it can be so mod- 
 ified as to render them of little consequence. 
 
 Having thus been carried nearly three miles north of a due line of the 
 proposed route in search of a practicable one — but having examined in-, 
 slrumentally every ostensible practicable feature in the country, i hesi-, 
 tate not to say that a more favorable one cannot be found on a more 
 direct line. After coming to ihis conclusion, my first object wag to 
 ascertain if the residue of the route could not be found on a more direct.) 
 line. 1 accordingly ascertained the bearing of a due line to Hillsboro,,, 
 and extended with that course — 
 
 Base Line No. 4. — It commences at the termination of base line ^ 
 No. 3, and curves with a radius of 2,000 i'eeU until the requisite course 
 
114 
 
 was obtained; thence coniinuing that course to the east side of the west 
 branch of Cahokia creek— a distance of 8.64 miles. This line, in its 
 extension, crosses Indian creek, Paddock's creek (one mile below head 
 of its timber,) three branches of Sweet's creek, and the west branch of 
 Cahokia, all of which, except Indian creek, are tributaries of Cahokia. 
 Mostof these streams have extensive valleys, skirted by counter ravines, 
 of auxiliary branches, requiring extensive cuts and fills, and mechanical 
 structures; so much so that it would swell the expense of graduation to 
 an unwarrantable sum. Although this line is direct and practicable, as 
 far as my examinations extended; yet I considered it my duty to exam- 
 ine still farther north for a more eligible route. I became more impressed 
 with the necessity of this course, from a^ubsequent reconnoissance of the 
 surrounding country. I found that the obstacles passed, formidable as 
 they were, would be very inconsiderable when compared with those yet 
 to be encountered in the crossing of numerous other streams, if the line 
 should be extended. I likewise ascertained that the large prairie on 
 the north, situated between the timber bordering on the Mississippi 
 and the Macoupin creek, to the head of the main or east branch of» 
 Cahokia, was remarkably smooth, and admirably adapted to the eco- 
 nomical construction and durability of the proposed work. The general 
 surface is an extensive plane, descending south and west, with a dry soil, 
 slightly undulating, affording great facilities for properly draining a road; 
 and, by adopting it, most of the streams would be headed, or rendered 
 but of little consequence. But to make these ostensible advantages 
 available, it becomes necessary to diverge several miles north of an 
 extension of the base line, [No. 4] and arrive at the extreme northing, 
 at the head of the timber on the east branch of Cahokia, within 12 miles 
 of HiUsboro, making the total amount of northing from a direct line, 
 about 9 miles. It was desirable to avoid so great a digression from a 
 direct line, if it could reasonably be accomplished. I accordingly 
 availedmyself of a part of the advantages presented by this prairie, in 
 heading some of the streams, and then pass off in a direct line to HiUs- 
 boro, after making about three miles northing. In these examinations 
 J extended three lines, viz: line No. 1, the middle line; line No. 2, the 
 northern, and modification of line No. 1; and line No. 3, the southern, or 
 most direct route. ^vt . , • , 
 
 Line No. 1 commences at station 8 of base hne No. 4, and terminates 
 on the east side of the west branch of Cahokia, a distance of 8.06 miles. 
 It passes, in a northeastern direction, through Dorsey's prairie, touching 
 the farm of Mr. Jones; thence crossing the hne between Madison and 
 Macoupin counties; thence through the plantation of Mr. Town; thence 
 crossing Indian creek; thence passing 400 feet west of Mr. Lovell's 
 dwelling, terminating the tangent west of Bunker's hill, where a curve 
 commences, with a radius of 2,000 feet, and continues until a tangent 
 was obtained that wo^dd touch the head timber of the west branch of 
 Cahokia, and extended to that point, crossing Paddock's creek at a favor- 
 able point, one half mile above the head of the timber. By referring to 
 the topographical map, you will perceive that this line is much preferable 
 in point of profile to the one having a direct course; and the quantity of 
 northing made from the direct line is nearly three miles, the most of 
 
115 
 
 which is obtained in passing through Dorsey's prairie, which I attempted 
 to avoid in a subsequent examination, hereafter detailed under the head 
 of line No. 3. 
 
 Line No. 2 commences at station of line No. 1, and continues the curve 
 of that line until the course of a tangent was obtained that would more 
 efiectuallj head some of the branches of Indian creek and pass over 
 better ground, connecting with line No. 1, directly west of Bunker's hill. 
 This line is situated on the north line No. 1, and diverges about one-fourth 
 of a mile from it. It was taken in connection with line No. 1, from the 
 point of intersecting for estimating the cost of so much of the o-eneral 
 route lying between Esquire TiudalPs and the west branch of Ckhokia. 
 
 Line JYo. 3 was extended, with a view of obtaining a more direct route 
 by passing on the south side of Bunker's hill, and more gradually acqui- 
 ring the northing, which must necessarily be made, to avoid the obsta- 
 cles mentioned in a detail of base line No. 4. 
 
 I ascertained by these examinations, that the distance would be some- 
 what shortened, but at the expense of a greater proportion of curvature, 
 which induced me to give a preference to the line mentioned in a detail 
 oflineNo.2. 
 
 Having thus rendered the advantages available heretofore referred to, 
 by heading most of the streams encountered in the extension of base 
 line No. 4,1 made an unsuccessful attempt to pass in a direct line to 
 Hillsboro; which is detailed in 
 
 Base Line No. 5. — This line commences at the termination of diverg- 
 ing line No. 4, of base line No. 4, and terminates on the east side of the 
 east branch of Cahokia creek. In its extension, Bear creek, Brush 
 creek, and several other branches, together with the main stream of 
 Cahokia, were crossed; many of which have extensive vales, with counter 
 ravines, and other depressions, forming formidable obstacles to overcome 
 in the construction of the proposed work, and would swell the expense 
 to an unwarrantable sum. During these examinations I ascertained 
 that a better route could be obtained by extending the tangent (line 
 No. I of base line No. 4) between Bunker's hill and the head of the 
 west branch of Cahokia. I accordingly extended it with 
 
 Line No. i, commencing at the ^ame point with the base line (No. 5) 
 and terminating on the east side of the east branch of the Cahokia, on 
 the meridian with, and U miles north of, the base line; yet the obsta- 
 cles encountered fully justified an examination still further north, which 
 resulted in the adoption of the prairie route entire, as heretofore des- 
 cribed, and the result detailed in 
 
 Line No. 2, commencing within 14 miles of Bunker's hill, ^t station 
 of line No. 1, base line No. 4, and terminates on the east side dl the east 
 branch of Cahokia, near the head of its timber, on the meridiah of the 
 base line, and U miles north of line No. 1. It passes through the centre 
 of Macoupin prairie, about lOi miles south of Carlinville, the seat of jus- 
 tice of Macoupin county. It heads all the streams, except the east branch 
 of Cahokia, and the indentations of it are so contracted at the point of 
 crossing; tljat it is of but little consequence. The only objection that 
 can be urged against this line is the quantity of northing it makes; but 
 from the thorough examinations made, both instrumentally and otherwise, 
 I can safely say that no route can be found, combining so many advan- 
 
tages, further south, after entering Dorset's prairie, than the one detailed 
 under the head of line No. 1, in connection with line No. 2, cf base 
 line No. 4, and line No. 2, of base line No. 5. This point of crossing 
 the east branch ofCabokia is imperative. 
 
 Having thus pushed the investigations to a point within twelve miles 
 of Hillsboro, and on a line duo west from that town — and having been 
 carried so far north, with the knowledge, too, that no feasible route 
 could be obtained further south, it occurred to me that a route might be 
 discovered which would avoid the sources of Wood river, and, conse- 
 quently, the heavy work in crossing the two branches of that stream, 
 together with the steep grades required in approaching and leaving the 
 same. The sources of Wood river being also considerably south of this 
 point, it was evident that a line to Upper /Vlton, avoiding the waters of 
 Wood river entirely, would not greatly increase the distance beyond the 
 line already run. 1 therefore proceeded to make an instrumental examin- 
 ;ition in this direction, the result of which is detailed under the head of 
 
 ■•''' *-.,;-«ii,f :.. ■ Northern Route. 
 
 I commenced the examination of this route at station No. 272 of diverg- 
 ing line No. 2, base line No. 5, and projected it in a course south of 
 west, for 5e23 miles. I tiien ascertained that if the line was extended it 
 would cross the numerous ti'ibutaries of the main branches of Wood river 
 and their indentations, which it was necessary to avoid. I therefore 
 made an offset of 5,000 feet to the north, and ran a line with a course 
 which, if projected eastwardly, would touch the point crossing the east 
 branch of Cahokia, which is imperative on the southern route — this line 
 was then extended westward for 5.10 miles, when it became necessary, 
 from the excessively broken character of the country, to return 2i miles 
 to station 380, and make another offset of 4,000 feet to the north, and 
 then run with a similar bearing of the last line, which avoided the heads ' 
 of all the auxiliaries of Wood river, except three small branches, and 
 brought me near Brighton, crossing one of the branches of Piasa creek. 
 From a reconnoissance, 1 now ascertained that, from a point heading all 
 the branches of Wood river, a straight line might be obtained to the 
 point heretofore referred to, twelve wiles west from Hillsboro, on the' 
 southern route, a di'Jtance of 23.63 miles. This line would pass through 
 Macoupin prairie, near points of timber on some of the branches of 
 Macoupin creek, and within 8i miles of Curlinville. Upon this line I 
 founded the estimated cost of this portion of the route. x\lthough it was 
 not actually traced, yet the requisite knowledge has b^en obtained from 
 the lines ^nning parallel to it. From the point near Brighton, i exten- 
 ded the line to Upper Alton, passing down on the west side of the west 
 branch of Wood rivei", on the dividing ridge between that stream and 
 Piasa creek, cutting the southeast corner of Greene county, passing 
 through 8carritt's prairie, one-fourth of a mile east of the Monticellb 
 Female ^Seminary; thence to Coal branch, crossing it one-fourth of a 
 mile east of the Carrollton road; thence to the ridgejieretofore described, 
 upon which Upper Alton is situated, 'gaining its summit near the fork " 
 of the Upper Alton and Coal branch road; thence on the ridge to Up- 
 per Alton, passing through Liberty and Manning streets of that town; 
 
117 
 
 and terminating at the beginning of the southern route heretofore des- 
 cribed — a distance of 12 miles. From Brighton to Coal branch the 
 line is remarkably favorable; the surface is slightly undulating, and a, 
 dry soil, affording good facilities for draining the road. A part of it is 
 partially timbered with black oak, and the greater portion of Scarritt''« 
 prairie is under a high state of cultivation. Coal branch and the bd'oken 
 country in the immediate vicinity are the greatest obstacles encountered 
 on tills route. But by the aid uf the topographical map, a judicious point 
 for crossing it was readily selected. The valley is 400 feet wide, and 
 will require an embankment of 43 feet at the deepest point, it is situ- 
 ated immediately at the foot of the slope, and forms a part of the ridge 
 upon which Upper Alton is situated; the summit of which is gained by a 
 plane of 3,600 feet in length, with an acclivity of 39.35 per mile, \vhicb 
 renders it necessary to cross the valley at so great an elevation. After 
 gaining the top of the ridge, it descends very rapidly towards Upper 
 Alton, which leads to the necessity of adopting a plane of 5,900 feet in 
 length, with a declivity of 52.80 per mile. From this to the point of 
 termination, notliing of consequence occurs, except the crossing of some 
 lots of the town plat previous to entering Liberty street. 
 
 Having thus completed the preliminary survey between Uj)per Alton 
 and the east branch of Cahokiu creek, a point common to both the 
 northern and southern routes, I next proceeded, in compliance with in- 
 structions of the Commissioner of the second judicial circuit, to definitely 
 locate thirteen miles for contract from the city of Alton. 
 
 From my investigations between Upper Alton and Hillsborough, I 
 discovered that the orominent consideration 'which led the chief engi- 
 neer of the western district to the adoption of the line recommended by 
 him, would be entirely removed by the adoption o( the northern route; 
 and having satisfied myself that the northern route was urged by every 
 consideration, 1 thought it advisable to procure, if possible, a more eco- 
 nomical location between the city of Alton and Upper Alton than the 
 one recommended by the chief engineer of the western district. 
 
 I accordingly commenced a survey near the crossing of the Mount 
 Carmel railroad over Siiields' branch, in the city of Alton, and curving 
 with a radius of 10.50 feet, until the proper direction was obtained to 
 pass up a ravine marked on the topographical map (2 A.) situated south- 
 east of the common road leading from the city of Alton to Upper Alton; 
 thence following the ravine to its head ; thence passing with a cycloid on 
 a radius of 1,900 feet diagonally over the block of the town plat of Upper 
 Alton, between Garden and Bloomfield streets; thence entering Main 
 street at the junction with Bloomfield street; thence passing through 
 Main to Edwards street; thence diagonally across the block between 
 Edwards and Mechanic streets; thence entering Liberty street at the 
 corner of Mechanic street, where it intersects the northern route, here- 
 tofore described. The length of this line is 1.45 miles; the maximum 
 grade is 105 feet per mile; the cost of graduation .5^7,871 60, Although 
 the maximum grade of this is very steep, yet, as it is suggested to use 
 horse-power between the two towns, the objection to so steep a grade is 
 measurably removed. The expense of applying horse-power to this part 
 of the line will be greatly lessened by tlie erection of the depot at the 
 junction of this road with the Mount Carmel road. It is now a well 
 
il8 
 
 established practice to place depots on the exterior of towns, and make 
 use of horse-power for the transportation between the depot and the 
 business part of the town. The generally admitted correctness of this 
 practice renders any argument in its favor superfluous. If, then, this 
 practice should obtain in thjs State, the location of the depot at the junc- 
 tion of this road with the Mount Carmel road at Shields' branch would 
 be not only judicious, but almost imperative. The same horses, then, 
 required for the business part of the city of Alton, could be used for the 
 same purpose between the Lower and Upper towns. 
 
 Another consideration, which urges itself with great force in favor of 
 the adoption of this line between the two towns of Alton, is its trifling 
 cost. The estimated cost of the line recommended by the chief engi- 
 neer of the w-cstern district, with the view of crossing Wood river, is 
 f4S,7l9. The ditFerencc in favor of the line surveyed by myself fur- 
 nishes a strong argument not only in favor of this line, but of the adop- 
 tion of the northern route beyond Upper Alton. 
 
 These considerations induced me to adopt, for definite location, the 
 line above described, as the best possible route between the city of Alton 
 and Upper Alton. To secure to the citizens of Upper Alton the full 
 benefits of a location through that town — to avoid the heavy expense 
 of crossing Wood river and the steep grade on cither side of it— to estab- 
 lish a grade through the whole distance to liillsboro, which would enable 
 a given power to overcome the intervening obstacles with the greatest 
 despatch and trail the greatest amount of tonnage — to secure to the inhab- 
 itants along the line of the road the greatest advantages of locations, and 
 to the whole State the benefits of the most economical construction — I 
 was led to adopt the northern route after leaving Upper Alton. 
 
 The maximum grade on the northern route is 53.80 feet per mile. The 
 plane, with this grade, is, in the immediate neighborhood of Upper Alton, 
 descending towards the town, and is 5,900 feet in length. Its descent 
 towards the town — the direction in which the greatest portion of the ton- 
 nage would be transported — renders it much less objectionable than it 
 would be elsewhere. At tiie summit, a double track of 500 feet is pro- 
 vided for, so as to enable an engine to return to the depot at Upper Al- 
 ton for any additional number of cars it would be enabled to trail over 
 the balance of the road. 
 
 The maximum grade of the southern route is 5Gi feet per mile; and 
 there are Qi miles'of grade ranging from 52 to 56i feet per mile. On 
 the northern route there is no plane, excepting the one above mentioned 
 in the neighborhood of Upper Alton, exceeding 39.60 feet per mile. 
 The planes on the northern route are short and undulating, while those 
 on the southern route are generally long. The consequence is, that an 
 engine of a given power will trail with more speed a greater amount of 
 tonnage on the northern than on the southern route. 
 
 The lengjth of the northern route to the point of intersection of the two 
 routes is 35.03 miles, and of the southern route, 31.38 miles. Although 
 the advantage of distance is in favor of the southern route, yet the ad- 
 vantage in grade of the northern route will more than counterbalance 
 it; for a given power, with the same load, will pass, in less time, over 
 the northern than the southern route. For a more critical comparison 
 
119 
 
 of the capacity of the two routes, I would refer you to the tables here- 
 with submitted, marked A, B, and C. 
 
 The aggregate cost of the southern route will be (see <able of esti« 
 mates) .$328,772; of the northern route, |299,436 — showing an advan- 
 tage in favor of the latter, of ^29,336. 
 
 Having, for the above reasons, adopted the northern route from Upper 
 Alton, for the continuation of the location of the l3 miles to be put under 
 contract, I have made the necessary maps, profiles, and estimates, which 
 are herewith submitted, together with those of the route from the city 
 of Alton to Upper Alton. 
 
 Having thus completed the location of the 1 3 miles to be put under 
 contract the 22d inst., I proceeded, conformably to your instructions, to 
 the extension of the preliminary survey towards Shelbyville. The sur- 
 veys are now progressing in the neighborhood of Hills boro, and from 
 the examinations already made, it is ascertained that the obstacles in the 
 Vicinity of that town are not as formidable as were anticipated. Should 
 the season not prove too inclement, I shall be able to complete the sur- 
 vey by the l5th of November. 
 
 In conclusion, I but perform, to those composing my corps, a pleasing 
 duty, in slating that in all my operations I have been very greatly aided 
 by them, collectively and individually. Messrs. Edward Shotwell and 
 A. W. Cutter, junior, assistants, have sustained themselves in a manner 
 equally honorable to the service and satisfactory to me; and to Sam- 
 uel Brooke, jr., especially, am I indebted for the ability and skill with 
 which he discharged all the important duties assigned him during my 
 temporary absence. 
 
 With high respect, your obedient servant, 
 F. HAWN, 
 Senior Assistant Engineer, 
 
136 
 
 ■ A, 
 
 Table of Gradients of the Southern Route. 
 
 This table (as well as that of the Northern route) is not continued to the termination of 
 the route, but ends, after passing over the rough ground, at a point where the surface 
 and grades will be equal on both routes. 
 
 <a 
 
 d 
 
 
 53 
 
 lU 
 
 s^i 
 
 
 c 
 
 (D 
 
 
 
 S =^=£^ 
 
 
 
 1 
 
 d 
 
 I"" 
 
 0) 
 
 i 
 1 
 
 .2 o 
 
 O « ifi 
 
 1 o 
 
 III 
 
 Localities. 
 
 » 
 
 k3 
 
 s 
 
 ^ 
 
 H 
 
 < 
 
 
 
 Feet. 
 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 
 •1 
 
 400 
 
 descent 
 
 13.20 
 
 1.00 
 
 106.50 
 
 In Upper Alton. 
 
 i 
 
 8,500 
 
 li 
 
 52.80 
 
 86.00 
 
 21.50 
 
 Descending into the valley of Wood river. 
 
 ■■'■a 
 
 -700 
 
 level 
 
 - 
 
 _ 
 
 21.50 
 
 In the valley of Wood river. 
 
 4 
 
 4,300 
 
 ascent 
 
 55.22 
 
 45.00 
 
 66.50 
 
 Ascending out of the valley of Wood river. 
 
 5 
 
 3,300 
 
 '• 
 
 26.18 
 
 61..33 
 
 83.83 
 
 On dividing ridge. 
 
 6 
 
 5,600 
 
 " 
 
 16.63 
 
 78.93 
 
 100.47 
 
 On dividing ridge. 
 
 7 
 
 5,-200 
 
 u 
 
 39.60 
 
 117.93 
 
 139.47 
 
 On dividing ridge. 
 
 8 
 
 1,600 
 
 descent 
 
 1.3.19 
 
 89.97 
 
 135.50 
 
 On dividing ridge. i 
 
 9 
 
 2,400 
 
 ascent 
 
 22.96 
 
 129.37 
 
 124.06 
 
 On dividing ridge. , 
 
 10 
 
 1,400 
 
 level 
 
 - 
 
 - 
 
 124.06 
 
 On dividing ridge. 
 
 11 
 
 1,400 
 
 ascent 
 
 .30.09 
 
 137.35 
 
 132.04 
 
 On dividing ridge. 
 
 12 
 
 400 
 
 " 
 
 30.09 
 
 140.15 
 
 1.34.32 
 
 On dividing ridge. 
 
 Descending into the valley of East branch. 
 
 13 
 
 2,100 
 
 descent 
 
 12.67 
 
 95.00 
 
 129.28 
 
 14 
 
 6.900 
 
 " 
 
 56.49 
 
 168.84 
 
 55.45 
 
 Descending into the valley of East branch. 
 
 15 
 
 2,700 
 
 level 
 
 - 
 
 - 
 
 55.45 
 
 In the valley of East branch. 
 
 16 
 
 7,400 
 
 ascent 
 
 54.91 
 
 217.11 
 
 1.32.41 
 
 Ascending out of the valley of East bratch. 
 
 17 
 
 2,400 
 
 " 
 
 26.40 
 
 229.12 
 
 144.41 
 
 Ascending out of the valley of East branch. 
 
 18 
 
 1,400 
 
 level 
 
 - 
 
 - 
 
 144.41 
 
 Ascending out of the valley of East branch. 
 
 19 
 
 2,400 
 
 ascent 
 
 34.32 
 
 244.71 
 
 160.01 
 
 In Dorsey's prairie. j 
 
 m 
 
 3,700 
 
 " 
 
 31.68 
 
 246.93 
 
 162.23 
 
 
 21 
 
 8,000 
 
 level 
 
 _ 
 
 _ 
 
 162.23 
 
 1 
 
 22 
 
 4,000 
 
 descent 
 
 9.50 
 
 176.04 
 
 155.03 
 
 ! 
 
 23 
 
 4,400 
 
 ascent 
 
 48.04 
 
 286.97 
 
 195.07 
 
 
m 
 
 B. 
 
 Table of Gradients of the Nortfiern Route and Line of Location. 
 
 In instituting a comparison between the Northern and Southern routes, commence at 
 Plane No. 1. Planes a, b, <S:c. belong to the line between the Mt. Carmel railroad and 
 Upper Alton. 
 
 i 
 
 3- 
 
 to 
 
 a 
 
 O 
 
 •— 
 
 G 
 
 |1 
 
 
 C .13 
 
 Localities. 
 
 
 6 
 
 g 
 
 s 
 
 a 
 
 1^ 
 
 iia 
 
 
 
 
 Feet. 
 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 
 
 A 
 
 •2m 
 
 level 
 
 - 
 
 - 
 
 - 
 
 In the valley of the Mississippi. 
 
 
 B 
 
 5,800 
 
 ascen>t 
 
 105.60 
 
 116.00 
 
 116.00 
 
 Ascending the Mississippi bluff. 
 
 
 C 
 
 400 
 
 level 
 
 _ 
 
 _ 
 
 116.00 
 
 In Upper Alton. 
 
 
 U 
 
 900 
 
 descent 
 
 52.80 
 
 9.00 
 
 107.00 
 
 In Upper Alton. 
 
 
 1 
 
 2,200 
 
 ascent 
 
 29.56 
 
 128.32 
 
 119.32 
 
 In Upper Alton, Liberty street. 
 
 
 '2 
 
 900 
 
 level 
 
 - 
 
 _ 
 
 119.32 
 
 In Upper Alton precincts. 
 
 
 3 
 
 800 
 
 descent 
 
 31.68 
 
 4.80 
 
 114.52 
 
 In Upper Alton precincts. 
 
 
 4 
 
 100 
 
 level 
 
 _ 
 
 _ 
 
 114.52 
 
 In Upper Alton precincts. 
 
 
 5 
 
 1,700 
 
 ascent 
 
 29.56 
 
 1.37.40 
 
 124.04 
 
 In Upper Alton precincts. 
 
 
 6 
 
 100 
 
 (; 
 
 50.68 
 
 138.80 
 
 125.00 
 
 Between N. Buckmaster's and summit 
 
 of ridge. 
 
 7 
 
 5,900 
 
 u 
 
 52.80 
 
 197.80 
 
 184.00 
 
 Between N. Buckmaster's and summit ofriJge. 
 
 8 
 
 100 
 
 <■<■ 
 
 46.72 
 
 198.68 
 
 184.88 
 
 Between N. Buckmaster's and summit of ridge. 
 
 9 
 
 1,100 
 
 level 
 
 - 
 
 _ 
 
 184.88 
 
 Between N, Buckmaster's and summit 
 
 of ridge. 
 
 10 
 
 3,600 
 
 descent 
 
 40.12 
 
 41.16 
 
 157.52 
 
 Crossing Coal Branch valley. 
 
 
 11 
 
 100 
 
 
 8.07 
 
 41.31 
 
 157.47 
 
 Crossing Coal Branch valley. 
 
 
 12 
 
 100 
 
 level 
 
 _ 
 
 _ 
 
 157.47 
 
 Crossing Coal Branch valley. 
 
 
 13 
 
 2,400 
 
 ascent 
 
 31.68 
 
 213.08 
 
 171.87 
 
 Ascending Coal Branch valley on the 
 
 east side. 
 
 14 
 
 1,800 
 
 " 
 
 36.96 
 
 225.68 
 
 184.47 
 
 
 
 15 
 
 400 
 
 level 
 
 - 
 
 _ 
 
 184.47 
 
 
 
 16 
 
 1,300 
 
 descent 
 
 .34.84 
 
 49.89 
 
 175.89 
 
 
 
 17 
 
 1,000 
 
 ascent 
 
 15.84 
 
 228.68 
 
 178.89 
 
 
 
 18 
 
 800 
 
 level 
 
 - 
 
 - 
 
 178.89 
 
 Opposite female seminary. 
 
 
 19 
 
 1,400 
 
 descent 
 
 25.08 
 
 56.54 
 
 172.24 
 
 
 
 20 
 
 l,.50O 
 
 level 
 
 - 
 
 _ 
 
 172.24 
 
 
 
 21 
 
 100 
 
 ascent 
 
 26.40 
 
 233.68 
 
 177.24 
 
 
 
 22 
 
 1,300 
 
 level 
 
 _ 
 
 
 177.24 
 
 
 
 23 
 
 2,500 
 
 ascent 
 
 36.96 
 
 251.18 
 
 194.74 
 
 Scarritt's prairie. 
 
 
 24 
 
 2,500 
 
 " 
 
 21.12 
 
 261.18 
 
 204.74 
 
 
 
 25 
 
 1,700 
 
 level 
 
 _ 
 
 _ 
 
 204.74 
 
 
 
 26 
 
 400 
 
 ascent 
 
 26.40 
 
 263.18 
 
 206.74 
 
 
 
 27 
 
 2,700 
 
 level 
 
 _ 
 
 _ 
 
 206.74 
 
 
 
 28 
 
 4,400 
 
 ascent 
 
 15.84 
 
 276.38 
 
 219.94 
 
 
 
 29 
 
 2,800 
 
 (( 
 
 36.96 
 
 295.98 
 
 239.54 
 
 
 
 30 
 
 4,500 
 
 level 
 
 _ 
 
 _ 
 
 239.54 
 
 
 
 31 
 
 1,800 
 
 ascent 
 
 26.40 
 
 304.98 
 
 248.54 
 
 
 
 32 
 
 600 
 
 level 
 
 _ 
 
 
 248.54 
 
 
 
 33 
 
 3,200 
 
 descent 
 
 39.60 
 
 81.04 
 
 224.04 
 
 
 
 34 
 
 100 
 
 " 
 
 26.40 
 
 81.54 
 
 223.54 
 
 
 
 35 
 
 1,300 
 
 level 
 
 _ 
 
 
 223.54 
 
 
 
 36 
 
 500 
 
 ascent 
 
 26.40 
 
 307.48 
 
 226.04 
 
 
 
 37 
 
 1,400 
 
 level 
 
 _ 
 
 
 226.04 
 
 
 
 38 
 
 1,200 
 
 descent 
 
 26.40 
 
 87.54 
 
 219.94 
 
 
 
, c. 
 
 The following table, exhibiting statements,of the capacity of locomotive engines 
 to overcome or ascend different grades, with their loads attached, are adduced 
 from actual experiment made upon the different railroads in the United States. 
 
 Statebient No. 1 exhibits the weight of train a locomotive engine is capable 
 of moving (exclusive of engine and tender) at a rate of speed of five miles per 
 hour, as its ordinary performance, or a maximum of useful effect, upon a rail- 
 rond in ordinary repair, upon the different acclivities, set in the opposite column, 
 under head of ascent per mile. 
 
 By reducing the weight of train, its speed will be accelerated; and an engine 
 that will overcome an ascent of twenty-five feet per mile, with a train weighing 
 60.24 tons, at a rate of speed of five miles per hour, will, under the same circum- 
 stance, attain a speed often miles per hour, with a train weighing 37.36 tons. 
 
 Statement No. 2 exhibits also the weight of train (exclusive of engine and 
 tender) as the extraordinary, or greatest effect upon the same grades, and at the 
 same rate of speedy under most favorable circumstances, where the cars, road, 
 and machinery, are in perfect adjustment, and the engine supplied with the best 
 fuel, &c. 
 
 Statement No. 3 exhibits the weight of load a horse can draw at a speed of 
 two and a half miles per hour, and for eight hours per day, upon the several 
 grades opposite in the column of grades. 
 
 By applying this table to ascertain the capacity of a road, it should be remem- 
 bered that, although the calculations are not made with reference to grades of a 
 particular length, a locomotive can, for a short period, double its usual perform- 
 ance; and if the planes are short and alternate, with levels or descents, a much 
 greater useful effect can be produced on them. For example: a locomotive can 
 ascend an aclivity of ten feet per mile, trailing a train weighing 89.65 tons; 
 whereas, if it traverses a level with that load, it can meet with and ascend, for a 
 short distance, an acclivity of twenty feet per mile; but if the grade is of great 
 length, it can ascend it with only 67.86 tons. 
 
 
 
 No. 1. 
 
 No._ 2. 
 
 
 Ascent 
 
 per mile. 
 
 Maximum of useful 
 effect. 
 
 Extraordinary or 
 greatest eflect. 
 
 No. 3. 
 
 
 Feet. 
 
 Tons. 
 
 Tons. 
 
 T071S. 
 
 
 Level 
 
 128.88 
 
 266.16 
 
 16.00 
 
 
 5 
 
 106.00 
 
 220.40 
 
 14.07 
 
 
 10 
 
 89.65 
 
 184.24 
 
 12.05 
 
 
 15 
 
 77.40 
 
 163.20 
 
 10.55 
 
 
 20 
 
 67.86 
 
 144.13 
 
 9 37 
 
 
 25 
 
 60.24 
 
 128.88 
 
 8.44 
 
 
 30 
 
 54.00 
 
 116.40 
 
 7.67 
 
 
 35 
 
 48.80 
 
 106.00 
 
 7.03 
 
 
 40 
 
 44.40 
 
 97.20 
 
 6.49 
 
 
 45 
 
 40.62 
 
 89.65 
 
 6.02 
 
 
 50 
 
 37.36 
 
 83.12 
 
 5.63 
 
 
 65 
 
 34.50 
 
 77.40 
 
 5.27 
 
 
 60 
 
 31.97 
 
 72.35 
 
 4.96 
 
 
 65 
 
 29.73 
 
 67.86 
 
 4.68 
 
 
 70 
 
 27.72 
 
 63.85 
 
 4.44, 
 
 
 75 
 
 25.92 
 
 60.24 
 
 4.22' 
 
 
 80 
 
 24.28 
 
 56.97 
 
 4.11 
 
 
 85 
 
 22.80 
 
 54.00 
 
 3.83 
 
 
 90 
 
 21.44 
 
 51.28 
 
 3.67 
 
 
 95 
 
 20.20 
 
 48.80 
 
 3.51 
 
 
 100 
 
 19.05 
 
 46.51 
 
 - 3.37 
 
 
 105 
 
 18.00 
 
 44.40 
 
 3.25 
 
123 
 
 Report of Walter Terrell^ Engineer Southern Cross Railroad. 
 
 Internal Improvement Office, 
 
 Belleville, October 23, 1838. 
 To Edward Smith, Esq., 
 
 Principal Engineer of the Southern Engineering District of Illinois. 
 
 Sir: In compliance with your letter of instructions, received on the 
 l7th of September, ordering an examination, survey, and definite loca- 
 tion of two miles of the Southern Cross railroad, at Carlyle, embracing 
 the crossing of the Kaskaskia liver, I herewith present you a brief re- 
 port of estimates, grades, and curvatures thereof. 
 
 Field oper?:tions were commenced on the 19th day of September and 
 vigorously prosecuted till the 30th, notwithstanding the frequent attacks 
 of sickness on several members of the party. 
 
 A compass and level line was first run from the Kaskaskia river, east- 
 wardly, along the great western mail route to the Grand prairie, a dis- 
 t?.nce of three miles, by which the general elevation of the coyntry could 
 be correctly determined. Finding thereby that there were two ridges, 
 to wit, Bond's and Huey's, each of which is eighty-two feet above the 
 general level of the river bottom land, and unfortunately at right angles 
 to the direction of the survey — a strict reconnoissance was then made 
 to pass around or through them in depresi^ions. 
 
 Notwithstanding two miles only were directed to be definitely loca- 
 ted, yet it was found absolutely necessary for the examinations to ex- 
 tend each way much further, in order thereby to ascertain the obstacles 
 which wo'ild be in the continuation of any one of these routes. 
 
 A location was then commenced on the west edge of Grand prairie, 
 passing the lowest possible ground on the ridge, about a half mile north of 
 Col. Huey's house; in which ridge was^an average cut of twenty-three icet 
 for about twelve hundred feet, with a grade of sixty-two and a half feet 
 per mile for 2800 feet; thence passing Spring creek, though dry,yet having 
 the appearance of discharging a great quantity of water during freshets. 
 This valley, about four hundred feet wide, must be passed with an em- 
 bankment of thirty-four feet high, and consequently, a very costly cul- 
 vert, not less than six feet chord and one hundred feet long — suitable 
 Stone being about five and a half miles distant and on the opposite side 
 of the river. 
 
 The line then passes over a post-oak flat, and nearly horizontal, for a 
 half mile; then descending into the lowland of the Kaskaskia bottom, 
 with a grade of fifty-five and a half feet per mile, for nearly a half mile, 
 crosssing a creek requiring' a small tressle bridge and several small 
 drains; thence around the north end of Bond's ridge, with grades nearly 
 horizontal, anJ curves not exceeding four degrees. This is mostly side-hill 
 cutting, and very precipitous, the base of the hill having been once wash- 
 ed by the river, and is yet overflown to the depth of eight or ten feet at 
 high water, as indicated by drift-wood and ice marks. After leaving this 
 bluff, which is indented with frequent and deep ravines, the line passes a 
 fourth ofamile north of Mrs.Bond's house, and with a five degree cuiwe 
 enters the Kaskaskia bottom, and obtains the north edge of the great 
 western mail route embankment; contiguous and parallel to which it 
 crosses the Kaskaskia river, in ihe pool of the Carlyle mill-dam; thence 
 
134 
 
 with a sinuous line, deflecting according to the nature of the country, 
 it passes through the lower town of Carly'e; and about, one mile 
 west of which, in a direction to the Shoal creek crossing, it termi- 
 nates. 
 
 The next route which invited particular attention and critical exami- 
 nation, was one in which Huey's ridge could be avoided — a deflection 
 Irom the ^'.foresaid line (marked A,) near the northeast edge of Bond's 
 bluff, bearing south 57^^^ east, in the direction to cross a depression iu 
 Huey's ridge, about half a mile south of the great western mail route, 
 where the experimental survey of July, 1837, crossed it. This line was 
 found to be practicable, having moderate grades and gentle curves; yet, 
 from its passing obliquely through several farms, and making three- 
 fourths of a mile southing,^ after having made a fourth of a mile northing, 
 rendering it materially objectionable. 
 
 An examination of a route crossing the Kaskaskia a quarter of a mile 
 north of the mail route, and deflecting from the north route [marked A] 
 on the east side of the river, crossing the bottom on about the same ele- 
 vation as the former line; thence, with a tangent, through Judge Breese's 
 addition to Carlyle. This line, like all others, has its advantages and dis- 
 advantages. For practicability and cheapness, it equals the route in 
 which the railroad and the mail route cross together, except in the one 
 particular of the bridge, which would be for railroad purposes only — and 
 the embankment being single, and not having the support of being con- 
 nected with the mail route embankment. This, together with the route 
 marked A, consists principally of clay graduation and heavy timbered 
 grubbing and clearing. 
 
 The southern route, marked B on the map and profile, is next con- 
 sidered. This line occupies nearly the same ground whereon was run 
 the experimental line of July, l837. It commences in the east edge of 
 section 20, township 2 north. of range 2 west of the third principal meri- 
 dian, and thence west over the south end of Bond's bluff", where there is 
 an average cut of twenty-five feet for seven hundred feet, a five degree 
 curve, with a grade of fifty-eight (eet per mile for three thousand six 
 hundred feet, descending to the bottom land of the Kaskaskia. From 
 the elevation of this hill, and the depth to which it will be cut, rock may 
 be apprehended. Before the operations for graduation shall have com- 
 menced, it may be adv'sable to sink a te^t-pit at the greatest depth of 
 cutting, which is thirty-two feet, and if rock should be found, the grade 
 may be conveniently raised, and thereby render it less expensive. This, 
 as the north line, crosses the bottom on the north side, and at the foot of 
 the mail route embankment, and occupies the same ground through the 
 town of Carlyle to its .termination. Worthy of consideration, and in 
 connection with this route, may be mentioned the alley route. This line, 
 upon examination, may be found to interfere least with the private prop- 
 erty of the town; yet there is a grade of sixty-three and a half feet per 
 mile for nine hundred feet, directly west of the Kaskaskia river crossing. 
 
 It appears necessary that a choice should now be made between the 
 north and south routes. It will appear from the maps, that they con- 
 nect on the river bottom, and thence to the western termination, occu- 
 pying the same ground. From an investigation of the costs for the two 
 miles only, including the bridging, it will be seen that the south exceeds 
 
125 
 
 the north route by $4,428, which would be but a small argument in 
 iavor of the north; and when it is known that the two miles on the south 
 route embrace all the heavy and expensive graduation, with grades and 
 curvatures but little if any exceeding the north route; and a continua- 
 tion of this line, either at the east or the west end, would require but 
 little graduation and no grubbing or clearing; (while that of the north 
 would require expensive graduation and heavy clearing and grubbing) — it 
 is reasonable to conclude that apreferance should be given to the south 
 route. 
 
 The whole work has been divided into three sections — the graduation 
 grubbing, clearing and draining for the two miies, comprise two sec- 
 tions, being one mile each — and so arranged that they may be prose- 
 cuted without interfering the one with the other. The bridging and ma- 
 sonry, together with the pits and foundations, comprise the third section. 
 The same amount of tressle. bridging, on the river bottom, has been 
 adopted for the radroad as had been contemplated on the western mail 
 route, and instituted in similar situations, except that stone abutments 
 be used instead of wood. 
 
 The estimates for the main bridge across the Kaskaskia have been 
 made upon Burrs plan, with double track roadway and roofed — three 
 ribs and tiiree double arches of 1 feet span; to which are added two 
 land spans, of 30 feet each, of double track, supported on stone piers. 
 
 The stone for the abutments, &c., can be obtained about two and a 
 half miles south of Carlyle, near the river bank The quarries have not 
 been opened to that extent which would warrant a certainty of obtain- 
 ing first rate rock; but from the natural appearances, a conclusion may 
 be safely drawn that suitable stone for range rock or range ruble ma 
 sonry can be had. 
 
 For a full and more satifactory explanation of this survey, in addition 
 to this report,! beg leave to refer you to the maps, profiles, and esti- 
 mates, on which are sliown the sub-divisions of the work into sections. 
 All of which is respectfully submitted. 
 
 WALTER TERRELL. 
 
 Aa e.itimate of the probable cost of that part, of the Southern Cross Railroad 
 as lies in and near Carlyle, and on each side of the Kaskaskia river ^ aiid 
 embracing a distance of txoo miles, 
 
 Section No. 1, commencing in the east part of section 20, township 2 
 north, and range 2 west of the principal meridian, and extending north- 
 westwardly over the Kaskaskia river bluff and nearly to its foot, a dis- 
 tance of 5,300 feet. 
 
 4,620 cubic yards of embankment, at 18 cents - 
 43,026 cubic yards of excavation, at 20 cents - 
 33 chains of clearing, at S4 
 2!S chains of grubbing, at ^'4 . ^ , 
 
 I open drain of 3 feet span, G perches, at §-4 
 
 |S32 68 
 
 8,605 20 
 
 132 00 
 
 112 00 
 
 24 00 
 
 |9,705 88 
 
1^ 
 
 Section No. 2, ex^ending across the Kaskaskia river bottom adjoining 
 and parallel to the Great Western mail route, and to the west end of 
 Carlyle proper — 5,300 feet. 
 
 12,657 cubic yards embankment, at 20 cents - 
 14,52G cubic yards excavation, at 20 cents 
 13 chains clearing, at ^4 - 
 5 chains grubbing, at ^'4 - - - 
 
 3 stone drains, 92 perches, at ^4 - 
 
 Section No 3 comprises the main bridge of 150 feet over the Kaskas- 
 kia, and connected within two spans of 30 feet each; the masonry, foun- 
 dation pits, foundation timbers, if necessary, 600 feet lineal of tressle 
 work bridging at two different places on the river bottom, and the ma- 
 sonry of abutments, if adopted, 
 
 BuRu's Plan. 
 
 |2,52l 40 
 
 2,905 20 
 
 52 00 
 
 20 00 
 
 368 00 
 
 $5,86'6 60 
 
 Superstructure, 
 
 150 feet lineal of main bridge, at f 40 
 60 feet lineal land spans, at ^15 
 
 Masonry of range rock work. 
 
 1,150 perches, at $6 - - - - 
 
 260 perches on small piers, at ^'5 
 260 1 in. bolts - . . . 
 
 Pits and foundation timbers 
 
 Single track tressle work on river bottom^ 
 
 600 feet lineal, at |4 - - - - 
 
 4 stone abutments, 130 perch, at ^5 - 
 
 ;6,000 00 
 900 00 
 
 6,900 00 
 
 1,300 00 
 
 104 00 
 
 400 00 
 
 650 00 
 
 $18,654 00 
 
 ■ No. of 
 
 Tangents. 
 
 Curves. 
 
 Sections. 
 
 2 
 
 3 
 
 4 
 
 5 
 
 1 
 2 
 
 4.100 
 2 J 00 
 
 - 
 
 - 
 
 2,GO0 
 
 1,200 
 600 
 
127 
 
 EXHIBIT No. Ill 
 
 REPORT OF ELIJAH WILLARD,, 
 
 WITH ACCOMPANYING DOCUMENTS, 
 
 Internal Improvement Office, 
 
 Vandalia^ December 10, 1838» 
 
 To the President of the Board of Public Works. 
 
 Since the meeting of the Board of Public Works, in June last, 3 miles 
 and 2.16 chains of one hundred feet of the Central railroad, at the north- 
 ern crossing of Cash river, have been put under contract. 
 
 Contract No. 3 — 'in length four chains of one hundred feet, including 
 the building of a bridge at the southern crossing of Cash river, has been 
 relet in consequence of the persons to whom the work was awarded at 
 the letting in Jonesboro, on the 7th day of May last, failing to enter 
 into contract. 
 
 These two contracts were awarded to Bryan Shannissee. of Madison 
 county, III., at the letting in Jonesboro, on the 23d day of August last, 
 and are contracted to be finished and delivered up to the State on or 
 before the first day of December, 1839. 
 
 Much has already been done; and from the known responsibility and 
 efficiency of the contractor, there is no doubt of his having the work 
 completed within the time specified. 
 
 Contract 7 — in length, 3 miles 3.6 chains of one hundred feet, was 
 awarded to Graham and Ryan; and contracts 1, 2, 4, 5, and 6, in length 
 about 17 miles, to M'Ginley and Graham, at the letting in Jonesboro, 
 on the 7th day of May last, who are bound to have the same completed, 
 and ready to deliver up to the State, on or before November 1, 1839. 
 
 The work on these contracts is in a favorable state of forwardness, 
 exhibiting such industry, efficiency, and perseverance on the part of the 
 contractors as to ensure the completion of the same within the time 
 required of them. The work on all of these contracts embraces about 
 twenty-three miles ot the Central railroad, extending from the bank of 
 of the Ohio river, in Cairo city, northward. 
 
 Henry Singleton, of St Louis, has contracted to deliver, on or before 
 the first day of March, l840, the timber for the superstructure of all of 
 these portions of the railroad, at about $1,623 per mile. The contract 
 was awarded to him at the letting at Cairo city, on the 7th day of No- 
 vember last. From the known character of Mr Singleton, it is believed 
 that this work could not be in better hands for the interests of the State. 
 
 Ten acres of land has been purchased for the depot ground in Cairo, 
 
128 
 
 at the southern termination of the road, in the most favorable situation, 
 and with all the advantages of an excellent landing on the Ohio river; 
 for which was paid five hundred dollars. 
 
 An order of the Circuit Court was obtained last spring, at Unity, in 
 Alexander county, for the right of way of the Central railroad through 
 sections 25, 26, 23, 14, 1 1, 3, and % in township No. 17, south range No. 
 1 west of the 3d principal meridian, and for the privilege of materials 
 for the construction of the road, without an award of damages to the pro- 
 prietors of the land. 
 
 The right of way has been relinquished, voluntarily, through thirteen 
 tracts of kind in Union and Alexander counties. No case tor the right 
 of way has come to the decision of a jury in either of these counties, 
 and it is presumed that none will. 
 
 About one thousand acres of land, in Alexander county, has been 
 purchased for the State, at Government price; about one-half of which 
 was entered within the last six months, all of which is well situated and 
 of much value to the State, A house for a railroad oflice and lot in 
 Jonesboro has been purchased, for which three thousand dollars was 
 paid, This building and lot are at a very convenient point for the business 
 of the third judicial circuit, and more particularly for the southern 
 portion of the Central railroad. 
 
 Two engineering parties were organized and commenced operations 
 on the Central rc.ilroad, near its southern termination, about the first of 
 February last — one party running experimental lines, and the other loca- 
 ting. Both parties continued in the field until about the first of May, 
 when one was disbanded, and the other continued in the field until they 
 completed aline from Cairo to Vandalia, which was accomplished about 
 the first of June, when they returned to Alexander county and con- 
 tinued operations in the field until about the first of November; when 
 the partv was disbanded, and only asufticient number of engineers and 
 assistants retained to superintend the works in progress of construction. 
 
 That pari of the Alton and Shawneetown railroad between Shawnee- 
 town and Equality, is divided into ien sections of about one mile each. 
 
 The delivery of the timber for the superstructure of the bridge at the 
 crossing of the north fork of the Saline, and for the superstructure of this 
 part of the road— about twelve miles in length --was nut under contract 
 at the -letting in Shawneetown on the lOt'!iday of September last: which 
 is contracted to be delivered on the line of the railroad on or before the ' 
 3ist day of December, 1839. 
 
 Orvell Secton, of Gallatin county, III., has the contract for furnishing 
 timber for the superstructure on section 1; E. A. and A. A. Gibbon, of 
 the same county, for sections 2,3,4, 5, 6,7, and 8; John Crenshaw, for 
 section 9, and the timber for the bridge; and Benjamin White, for section 
 10; John Crenshaw and Edgar Bogardus, for the building of the offices >' 
 and depot buildings at Shawneetown, and for building the depot building 
 at Equality, which they have agreed to have completed within eighteen 
 months from the 1 2th of September last. All of these men are consider- 
 ed efficient contractors. , 
 
 Alfred Richerson, who contracted for sections 1, 2, 3, 4 6, 7, 8,9 ahd' 
 10, comprising about eleven miles of this road, at the letting in Shawnee- * 
 town, on the l5th of March last, has his work in a State of advancement 
 
highly creditable, to himself as a contractor. This work is contracted 
 to be completed on or before the 25th of November, 1839. 
 
 Section No 5, about one mile in length, taken by James Ryan, at the 
 same time and place, and to be finished at the same period, is in a favor- 
 able state of forwardness. 
 
 In obtaining the right of way, no difficulty of importance has arisen on 
 the work. Three cases only have gone to a jury ; one of which is about 
 to be settled with but little expense to the State. The other two are yet 
 undetermined. 
 
 The general disposition of the citizans owning land along the line of 
 the road has been to relinquish voluntarily. The citizens of Shawnee- 
 town and Equality have been as liberal as could be desired in their do- 
 nations of land to the State on which to erect depots, buildings, offices, 
 machine shops, &c. Those of the former place have released to the 
 State about four acres, in lots, very favorably situated for the purposes of 
 the road; and those of the latter, a sufficient quantity for all present and 
 future purposes. 
 
 A tract of land of about 800 acres, entered in Gallatin county, at gov- 
 ernment price, for the State, has become quite valuable, and would rea- 
 dily sel! at a very considerable advance on the cost. The entry on the 
 line of the road at Muddy river is valuable. 
 
 An engineering party was organized on this road last spring; their 
 operations extended from equality to the intersection with the Alton and 
 Mount Carmel railroad, locating, in the mean time, about thirty miles 
 north of Equality, and three miles at Silver creek, ready for contract. 
 The party was discharged from the field about the first of October last. 
 
 The total amount of money received bj^ me - 
 
 Amount expended on Little Wabash river since the 4ih 
 
 June last - - - $2,724 65i 
 
 Am't expended on same river previous to 4th June last 211 76 
 
 Total amount expended on Alton and Mount Carmel 
 railroad previous to 4th June last, (principally 
 for Government land) - - 
 
 Expended on account of general fund previous to 4th 
 
 June last - - - 1,715 00 
 
 Expended on acc't of general fund gince 4th June last 1,485 00 
 
 3,200 00 
 
 Of this general fund there has been charged to Central 
 
 railroad - - - 2,350 00 
 
 Amount expended previous to 4th June last, on Cen- 
 tral railroad - - - 14,768 22i 
 Ara'texpendedsince4th June last on Central railroad 22,525 37| 
 
 Of the general fund there has been charged to Alton 
 
 and Shawneetown railroad - 850 00 
 
 Amount expended previous to 4th June last on Alton 
 
 and Shawneetown railroad - 13,152 33i 
 
 Amount expended since 4th June last on Alton and 
 
 Shawneetown railroad - - 28,761 41 i 
 
 Total amount expended by me - 
 Amount due the State on the 3d December, 1838 
 
 9 
 
 |2,936 4U 
 1,975 29 
 
 ,643 60^ 
 
 42,763 75 
 
 $91,371 46i 
 
 87,319 05| 
 
 1,052 40i 
 
130 
 
 All the money expended in the purchase of land is charged to the 
 railroad to which they are adjacent. 
 
 No lettings have taken place on the Little Wabash river, in conse- 
 quence of the inadequacy of the appropriation to commence and com- 
 plete the most important improvements in a manner contemplated by 
 law. A survey of the river has been made — the result will be found in 
 the report of the principal Engineer, Mr. Smith, a copy of which is here- 
 to annexed and made a part of this report. That portion of the timber 
 obstructions, estimated at $3,658, will soon be removed. This work is 
 carried on by Captain Joseph Jones, of Mount Carmel, who was employ- 
 ed under the direction of the principal engineer. 
 
 The report of the principal engineer in charge of the Central railroad, 
 and Shawneetown and Alton railroad within the 3d judicial circuit is in 
 process of preparation, and will in a short time be submitted, to which 
 ! shall request a reference for details. 
 
 I have the honor to be. 
 
 Your obedient servant, 
 
 ELIJAH WILLARD, Commissioner. 
 
131 
 
 Intern/^ L Improvement Office, 
 
 Mount Carmel, November 10, 1838. 
 To Elijah Willard, Esq. 
 
 Commissioner of Public Works of the State of Illinois 
 for the third Judicial Circuit. 
 
 Sir: Thcsarveys and examinations of tlie Little Wabash river having 
 !)een closed for the season, 1 have the honor to submit to you, herewith, 
 the drawings, estimates, and field hooks in relation thereto. 
 
 As was stated to you in a former communication, the continuous high 
 stage of water in the river dchiyed, until near midsummer, the proper ex- 
 aminations requisite to be made of the bed of the stream, to determine 
 on the most judicious plans for improvement. A preliminary survey of 
 the river about the obstructions at Carmi and New-Haven, was made 
 early in the spring, with the expectation that the soundings could be 
 taken and the bed of the river examined shortly thereafter; this expec- 
 tation was disappointed by, the cause above alluded to. 
 
 As soon, however, as it was at all practicable todetcrmine the nature 
 of the obstructions at the two points above named, with a view of (ixing 
 on a plan of operations, Mr. Seymour, assistant engineer, was detailed to 
 that service. 
 
 The result of this survey and examination, with the plans proposed by 
 the engineer for the improvements at Nev/-Haven, together with his es- 
 timate of the probable cost of executing them, were submitted to you in 
 the month of August last. The leading object in view 'in projecting the 
 plans above alluded to, was to endeavor to bring the costs of construction 
 within the limits of the appropriation, and thus secuie the immediate pro- 
 secution of the work. It was understood at the same time, that the pro- 
 prietors of the hydraulic privileges at New-Haven valued their vested 
 rights, which it was necessary for the State to obtain before erecling the 
 works, at u sum which, if paid, would reduce the appropriation to a 
 rather limited amount. 
 
 The law, also, imperatively requires that the improvements on the 
 river should be adapted to steamboat navigation. It consequently be- 
 came necessary to submit plans of rather a temporary and perishable 
 character, and by no means such as a judicious economy, the best in- 
 terests of the community, or the importance of the improvement would 
 seem to demand. The plan of a wooden lock, submitted by Mr. Sey- 
 mour, was regarded as rather an unavoidable expedient under the cir- 
 cumstances. of the case, than entitled to your adoption; and it was even 
 found that the residue of the appropriation, after paying the demand for 
 damages, would be insufficient to complete the work, even on that unde- 
 sirable plan. 
 
 These facts having been submitted to you, and the letting being suspen- 
 ded untd the interview which we had at the railroad lettings at Shawnee- 
 town, on the lOth of September last; and it then having been concluded 
 not to involve the State in contracts and liabilities beyond the means of 
 the appropriation to liquidate, it was thought most advisable to defer 
 the lettings of the work until the meeting of the Legislature. With the 
 hope and expectation that additional appropriations would be obtained 
 
mi 
 
 to ensure the construction of the work on a more permanent and substan- 
 tial plan, I instituted further and more minute examinations of the bed 
 of the river during the low stage of water; and herewith submit the 
 result. 
 
 The unusual depression of water in the river was very favorable for 
 these examinations, and thej developed the fact that the fall at the New- 
 Haven and Carmi ripples to be overcome by the proposed works was 
 greater than the approximate calculations, made during the higher stages 
 of water, had indicated. 
 
 In order to overcome the rapids at New-Haven, and extend slack- 
 water navigation to the town of Carmi, it will require a lock of at least 
 eighteen feet lift. It is proposed to construct this lock within the bed of 
 the stream, as shown by the drawings, and to be submerged at a stage of 
 water that will give at least four feet depth of water over the comb of 
 the dam. 
 
 Apian, profile, and estimates of the probable cost of a dam, and a 
 steamboat lock one hundred and thirty-three feet by thirty-five feet 
 within the chamber, and calculated to effect the above object, accom- 
 pany this report. 
 
 The dam is to be built of substantial crib-work, filled with stone, and 
 planked; and the lock of the best sandstone rock found in the vici- 
 nity of the work, and to belaid in ranged hammer-dressed masonry, with 
 hydraulic lime, and lined with plank. 
 
 It is proposed to use limestone for the breast rock, hollow quoins, and 
 capstan wells, which can be procured from the Ohio river. 
 
 A lock of this description would combine economy with durability, 
 and answer the purpose of a cut stone lock of much more expensive 
 construction. The dam would be of sufficient height to produce a valu- 
 able amount of water-power, ensuring profit to the State, and incalcula- 
 ble benefit to a fertile and interesting portion of country immediately 
 contiguous to the work. 
 
 The plan above suggested is not recommended as the best that could 
 be adopted. If a sufficient appropriation could be obtained to construct 
 a canal and locks around the falls both at Carmi and New-Haven, it 
 would certainly be highly preferable to placing the works within the bed 
 of the stream. The dams at both points, and especially at Carmi, could 
 have much additional elevation, and the effective amount of the water- 
 power vastly increased without prejudice to the country above them; and 
 it admits of easy calculation to show that the interest on the additional 
 costs of the work would bear but an inconsiderable proportion to the in- 
 creased value of the water-power thereby o:reated. 
 
 The result of the examinations and estimates of Captain Joseph Jones, 
 the superintendent on the river, in regard to the timber obstructions to 
 the navigation, have been submitted. Agreeably to your instructions, the 
 superintendent is progressing with the removal of the timber obstuctions 
 with as strong a force as he has been able to employ; and as the health of 
 the valley improves, he expects to be able to obtain a sufficient number 
 of first rate hands to ensure its very efficient progress, if not its comple- 
 tion the present fall and winter: All which is respectfully submitted. 
 
 EDW. SMITH, 
 
 Principal Engineer^ 8^c. 
 
1^ 
 
 An estimate of the probable costs of coistructing a dam and steamboat lock 
 on the Little Wabash riv.°r, at jYeiv-Haven^ accompanying the engineer's 
 report^ dated J\ovembei- lO, 1838. 
 
 1,583 cubic yards of excavation in lookpit, at $2 
 4,070 cubic yards of excavation in channel below^ lock, 
 
 at §'l 50 - - - - 
 
 2,000 cubic yards of earth excavation above water, at 
 
 20 cents - . - _ 
 
 9,222 feet of lumber in lock foundation, at l5 cents 
 8,400 (eet of plank (3 inches), at 6 cents 
 8,400 feet of plank (2 inches,) at Ai cents 
 6,300 feet of lining plank, at 5 cents 
 1,680 feet of string timber in wall, at l5 cents 
 
 Lock-gates, water-sills, and apparatus 
 9,000 lbs of wrought iron, at 15 cents 
 5,000 lbs of cast iron, at 8 cents . . . 
 2,353 perches of ranged hammer-dressed masonry laid 
 
 in hydraulic cement, at $'9 - 
 Limestone hollow quoins, breast and well-rock 
 250 feet of crib protection above and below lock, 
 
 at $10 - . . . - 
 
 290 feet of dam, (crib-work filled with rock and planlc- 
 ed with 5 inch plank,) at $'26 per foot running - 
 
 360 perches of ranged ruble' masonry in abutments, 
 at $6 --..-- 
 
 960 yards of slope protection wall, at $1 50 - 
 2 culverts for hydraulic purposes - - 
 Side-cut for use of water-power 
 
 Add for superintendent and contingencies 
 
 Total amount - - - - - 
 
 Note. The same description of improvement will be required at 
 Carmi; and the above estimate may be considered applicable in amount, 
 or nearly so, to the works at that point also. 
 
 $•3,176 00 
 
 6,105 00 
 
 400 00 
 1,383 30 
 
 504 00 
 378 00 
 315 00 
 252 00 
 1,600 00 
 1,350 00 
 400 00 
 
 25,677 00 
 1,300 00 
 
 2,500 00 
 
 $45,340 00 
 
 7,540 00 
 
 2,160 00 
 1,440 00 
 2,500 00 
 2,500 00 
 
 $61,480 30 
 3,074 00 
 
 $64,554 3l 
 
An estimate of the prooable cost af improving the channel of the Lit- 
 tle Wabash river by removing the limber oi)strucLions therein, and form- 
 ing cut-olfs to the long and abrupt bends, which each estimate is predi- 
 cated on the siiuvey and examination'* of the Sriid river from Louisville, 
 in(;iay county, to its mouth, by Capt. Joseph Jones, superintendent, 
 under the direction of E, Smith, principal engineer, &c. 
 
 Note. The vi^ork is chissified into two classes; tlie one embracing the 
 clearing of the channel by removing di'ift, snags, and sunken logs, and 
 by clearing the banks offa'ling in timber, designated as indispensa- 
 ble work, and the other class, embracing the cut oils, designated dispen- 
 sable works, viz. 
 
 
 Dispensa- 
 
 Indispensable 
 
 
 ble works. 
 
 works. 
 
 Section JVo. 1, (distance 40 miles.) extending from 
 
 
 
 
 Louisville, on section 18, townalrip 3 north, rahg-e 
 
 
 
 
 7 east, to M'Cauley's bridge, on section 21, town'sLip 
 
 
 
 
 3 north, range 8 east, in Clay county. 
 
 
 
 
 Estimate for clearing leaning trees - - - 
 
 . 
 
 $m 00 
 
 
 " " drift 
 
 - 
 
 102 00 
 
 $730 OO 
 
 1st cut-off " - - - ^ - - 
 
 $1,405 18 
 
 
 2cl cut-off - - - - - - 
 
 156 00 
 
 
 
 Section J\ro. 2, (distance about 45 miles,) extending 
 
 
 
 
 from M'Cauley's bridge, on section 21, township 3 
 
 
 
 
 north, range 8 east, to Mitchell's farm, on section 
 
 
 
 
 20, township 1 north, range 10 east, in Wayne, 
 
 
 
 
 Clay, and Edwards counties. 
 
 
 
 
 Estimate for clearing - - - . - 
 
 . 
 
 1,106 00 
 
 
 " " drifts - - - - 
 
 - 
 
 120 00 
 
 1,226 00! 
 
 Cut-off nearly washed through above Shelby's mill. 
 
 
 
 estimated ..--.- 
 
 - 
 
 30 00 
 
 
 Section JVo. 3, (distance about 42 miles.) extending 
 
 
 
 
 from Mitchell's, on section 20, township 1 north. 
 
 
 
 
 range 10 east, to Leach's mill, on scciion 20, town- 
 
 
 
 
 ship 2 south, range 9 east. 
 
 
 
 
 Estimate for clearing - . - - - 
 
 . 
 
 666 00 
 
 
 « " drift ... - 
 
 . 
 
 26 00 
 
 
 1st cut-off (i mile around, 50 feet across, 10 feet high. 
 
 
 
 
 50 feet wide at the bottom and 60 feet at the top,) 
 
 
 
 
 making 925 cubic yards excavation, at 15 cents - 
 
 138 90 
 
 
 
 2d cut-off nearly forinod ; boats pass through in high 
 
 
 
 
 water. 
 
 
 
 
 3d cut-off, (the bend in which Elm river empties, 5 
 
 
 
 
 mil»s round, 1,925 feet across, 10 feet high, 40 and 
 
 
 
 
 60 feet wide, slough running across on siirface; gen- 
 
 
 
 
 eral course northeast and southwest,) making 
 
 
 
 
 35,648 cubic yards excavation, at 15 cents 
 
 5,347 20 
 
 
 
 4i acres clearing, at $10 - 
 
 42 50 
 
 
 
135 
 
 ESTIMATE— Continued. 
 
 Indispensable 
 works. 
 
 Section JVo. 4, (distance of about 62 miles,) from 
 Leach's mill, on section 21, township 2 south, range 
 9 east, to Carmi, on section 13, township 5 south, 
 range 9 east, in Wayne and White counties. 
 
 Estimate for clearing i - - • 
 
 Drift, none. 
 CutTofl: — course, northeast — nearly formed, about a 
 
 mile round, and 180 feet across. 
 
 Section M. 5, (distance about 48 miles,) extending 
 from Carmi, on section 13, township 5 south, range 9 
 east, to mouth of river, on section 24, township 7 
 south, range 10 east, in White and Gallatin counties. 
 
 Estimate for clearing - - - - - 
 
 Drift, none. 
 
 Cut-off — western bank worn to a hollow, an^l comes up 
 sloping on the eastern bank to the height of 10 feet, 
 110 feet across; course northwest and southeast. 
 
 Total amount of clearing ... 
 
 |652 00 
 
 $3,658 00 
 
136 
 
 Central Railroad Office, 
 
 Fandalia, December 24. 1838. 
 To the Hon. Wm. Kinney and Elijah Willard, 
 
 Commissioners of the Board of Public Works. 
 
 Gentlemen: I have the honor to submit a report of the past operations 
 and present state of the Central railroad from Vandalia to ihe city of 
 Cario. 
 
 The first surveys of this line were commenced at Cairo in August, 
 1837, and steadily prosecuted until the severity of winter compelled a 
 suspension of field work. During the succeeding spring a distance of 
 twenty miles was located, and on the 7th day of May was put under con- 
 tract; in the mean time, the examination of the country was progressing. 
 in August, a further portion of the work, including three miles at Van- 
 dalia and three additonal miles in the south, was prepared by order of 
 the Board, and contracted. 
 
 The work at the southern end was divided into eight contracts, the 
 length of which was made to depend on the amount and nature of the 
 work embraced in them. The work at Vandalia was divided into two 
 contracts. , 
 
 The estimated cost and contract cost arc hereto appended in tabular 
 form, as also a table of grades and curves and tangents. 
 
 A plan and profile of the line and plans of the structures designed will 
 also accompany this. 
 
 The law having confined the point of starting to Cairo city, there was 
 but little range in the selection of a site for the depot. Several causes 
 operated in the selection of the present site. Its position is on the Ohio 
 river, about three quarters of a mile above its mouth. The river bank 
 at this point is the highest of any throughout the extent of the city front. 
 Its vicinity to the mouth will diminish materially the inconvenience in 
 touching at the port for vessels engaged in the Mississippi trade; whilst 
 the gentleness of the current, and the unvarying depth of water, at once 
 make it as good a harbor as can be desired. 
 
 The Mississippi, on the contrary, from its impetuosity and the varia- 
 bleness of its channel, renders the permanance of a good harbor and 
 landing very uncertain. It will, however, be a matter of future consid- 
 eration whether a depot and landing place should not be constructed on 
 the Mississippi bank, to be used when the stage of water will permit. 
 
 The reiteration of statements extremely disadvantageous to the posi- 
 tion of the point by law required to be selected for this depot — vague 
 and uncertain to some extent as they are, and originating in antagonisti- 
 cal interests, although discredited by me — has had the effect to cause a 
 very careful examination of the whole point. The result has been a tho- 
 rough conviction that the State incurs no risk in completing her works. 
 The earth is firm and dry, and fidly capable of sustaining the weight of 
 any mass of buildings which could be crowded thereon. 
 
 During the highest water there is very little current out of the chan- 
 nel of the rivers; and as the grade line is established at such an elevation 
 that it cannot be overtopped, there is no danger to be apprehended of 
 
137 
 
 the destruction of the embankment. There is but one source of danger — 
 it is from the ravages of the Mississippi upon its banks, threatening to 
 extend its inroads as far as the embankment. 
 
 That the bank has wasted to some extent, is certain; but the river 
 now shows a disposition to remain stationary; and this, in that river, is 
 generally followed by recession. In the event, however, of the waste 
 continuing, I am assured by Mr. D. B. Holbrook, the person most con- 
 cerned in Cairo city, that immediate steps would be taken to curl) it; 
 and the result of proper measures to effect this will not admit of doubt. 
 Should an expenditure for this object become necessary, and the protec- 
 tion of State property become involved therein, it will be a subject for 
 your consideration whether the public should not make a pro rata ap- 
 propriation for their share of such security. 
 
 The termination of the Central railroad is the most remarkable pomt 
 in the west. It is undeniably the head of low-water navigation for vessels 
 of large size. A series of shoals or bars, commencing at Cash island, 
 and extending at short intervals entirely up the Ohio river, prevents its 
 navigation for long periods at a time when the growing commerce of 
 the west requires it should be in the best order. This, in future, will 
 cause a selection of that route for transportation which can always be 
 confided in. The Mississippi always supplies that route to the mouth of 
 the Ohio; and from thence advantage can be taken of our internal im- 
 provements for conveyance to the interior — or the smaller boats ca 
 freight from this point for the upper rivers. 
 
 The present situation of our commerce is too plaiidy seen, and too sen- 
 sibly |!elt, to again adnjit of confidence in the Ohio or Mississippi rivers. 
 For tic shipment of produce this place has the advantage of any point 
 above. The river below is seldom obstructed when all the rivers above 
 are too low for navigation, or blocked up with ice. 
 
 From all these advantages, the interest is apparent which the State 
 has in the proper ordering of this important point. 
 
 From the commencement of the road, embankment has been adopted 
 through the country which has ever been overflowed, with the excep- 
 tion of 120 feet of tressle work, which was deemed necessary for water- 
 way, across the cotton -wood slough. 
 
 The river Cash is crossed by a bridge, on the Jackson plan, of 104 feet 
 span. The scarcity of stone throughout that region has caused a re- 
 course to brick as a better and cheaper material than any other which can 
 be obtained for the abutments and culverts. From the quality of the 
 clay and the great degree of care which is required in their manuAicture, 
 a brick may be confidently expected which will far exceed the sandstore 
 of the country in all the excellencies of a material. 
 
 Where the low land stops there is a range of hills stretchedacross the 
 course of the line, and extending several miles both east and west. To 
 pass this range, a point was selected where a creek running north, and 
 one whose course was south, headed together; and, as the ridge was 
 here lower and narrower than at any other place, the road, on leaving 
 Cairo, was directed and located towards it. The valleys of the before 
 mentioned creeks were occupied by the line, and the ridge passed by an 
 excavation. 
 
 Having overcome this obstacle, the line runs on good ground for many 
 
138 
 
 miles. The only obstacle of consequence is the crossing; of Cash river. 
 During heavy floods, from the great extent of country which it drains, and 
 its abrupt character, there is an immense quantity of water in the river 
 and its overflown flats. For its free passage there is provision made for 800 
 feet of tressle work; only a part of this is strictly necessary for water- 
 way — the rest was adopted through motives of economy. 
 
 The termination of the line under contract is about four miles north 
 of Cash river; from there the location is extended northward; and as 
 there is found to be branches of Cash in a favorable general direction, 
 every advantage is taken of them to attain the main summit of the 
 country. From there, the ridge dividing the waters of the Ohio from 
 the Mississippi river is located on to the course of Drury creek, which 
 runs northerly to near Muddy rivers 
 
 The line from Drury is not yet located, but from a careful examination 
 of the country in every direction, it is positively ascertained that a line 
 at once direct and excellent is attainable. 
 
 Before selecting the route for location in the southern part of the State, 
 a careful examination was made of the country; and on one which was 
 much the most preferable, an instrumental survey w_;s made. As I anti- 
 cipated, the general difference was not very great; but two or three po- 
 sitively objectionable features caused it to be rejected. The route up 
 the bank of the Mississippi and Muddy river was also examined, and 
 found unfavorable. 
 
 The country for many miles east of the line is very broken, and no 
 line which could compare in advantages with the present one could be 
 obtained. The entire line runs through a fine fertile country, cjipable 
 of supporting a very dense population, which will be able to supply a vast 
 amount of transportation for surplus products on this line of road. 
 
 At the Vandaiia end, the line, after leaving the town, deflects to the 
 east until the river Kaskaskia is crossed, and then its direction is changed 
 to the south. 
 
 In crossing the river bottom, an embankment is adopted. The indis- 
 pensable ways for the passage of water, in time of floods, are formed of 
 tressle work, placed across the sloughs and creeks running into the river 
 below the road. The aggregate length of this kind of work is 510 feet. 
 The abutments of the bridge at Kaskaskia river are designed of brick, 
 with stone foundations. The stone to be obtained at this point is a fine 
 quality limestone, but its cost cannot be less than three times that of 
 brick, and would be but little more durable. 
 
 In the formation of embankments, the width of fourteen feet is given 
 at grade, by the special orders of the Board. 
 
 The slopes are generally U to 1 ; ditches at the side are laid off at 
 five feet distance from the foot of the embankment, where earth is re- 
 quired from such source, with the exception of that part in the 
 Kaskaskia river bottom, where the ditch on the leftside is ten feet from 
 the embankment. 
 
 The ground occupied by embankment, under six and a half feet in 
 height, irt thoroughly grubbed, and no vegetable or perishable matter is 
 admitted in such work. 
 
 Excavations are 15 feet wide at grade — the slopes under ten feet are 
 
139 
 
 generally 1 to 1, but over that depth they must be greater. It will be 
 found necesasry at oie point, viz., the ridge in Alexander county, to 
 have open brick drains on each side of the excavation to prevent the 
 gullying which would be certain to take place wHhout this precaution. 
 
 The plan of superstructure is a combination of foundation sills, cross- 
 ties, and longitudinal string pieces for rails, plated with iron, spiked 
 firmly to the stringers and joint pieces under the joist pieces of the foun- 
 dation sills. 
 
 Timber in great abundance and of fine quality exists along the line as 
 high as Muddy river, and at no part will it be difficult to be obtained at 
 a moderate expense. 
 
 I have the honor to be 
 
 Your most obedient servant, 
 
 J. FREEMAN, 
 Principal Engineer Central Railroads 
 
140 
 
 Statement showing the quantities of loork now under contract on the Central 
 Railroad south of Vandalla, together with the engineer's estimate, and the 
 cost at cojitract prices. 
 
 % 
 
 
 
 Engineer's estimate. 
 
 Contract price. 
 
 :3 o 
 
 ■%l 
 
 
 1 
 
 
 
 
 
 c 
 
 
 3 
 
 
 csC. 
 
 
 
 
 
 
 
 
 
 6 
 
 ^ o 
 
 So 
 
 
 S 
 
 a 
 
 
 s 
 
 !2i 
 
 <3 
 
 Q 
 
 
 Ph 
 
 -< 
 
 
 < 
 
 ^ 
 
 34 sq. chains 
 
 (Jvubbing 
 
 $40 00 
 
 chain 
 
 $130 00 
 
 $35 00 
 
 $113 75 
 
 d 
 
 3161 do. 
 
 Clearing 
 
 10 00 
 
 chain 
 
 3,167 50 
 
 7 00 
 
 2,449 00 
 
 ^ 
 
 200,000 yds 
 
 Embankment 
 
 23 
 
 yard 
 
 46,000 00 
 
 20 
 
 40,000 00 
 
 o 
 
 57 cubic do. 
 
 Brick work, culvert 
 
 
 
 
 
 
 2 
 
 
 No. 1. 
 
 5 00 
 
 " 
 
 285 00 
 
 5 50 
 
 313 50 
 
 1 
 
 63 do. 
 '3 sq. chains 
 
 Culvert No. 2 
 Grubbing 
 
 5 00 
 35 00 
 
 cliain 
 
 315 00 
 
 5 50 
 30 00 
 
 346 50 
 
 $49,897 50 
 
 $43,222 75 
 
 c? 
 
 70 00 
 
 60 00 
 
 d 
 
 368 do. 
 
 Clearing 
 
 9 00 
 
 u 
 
 3,312 00 
 
 8 00 
 
 2,944 00 
 
 ^ 
 
 210,700 yds. 
 
 Embankment 
 
 23 
 
 yard 
 
 48,461 00 
 
 19 
 
 39,973 00 
 
 o 
 
 120 lin. feet 
 
 Tressle work 
 
 10 00 
 
 foot 
 
 1,200 00 
 
 9 00 
 
 1,080 00 
 
 S 
 
 barrel 
 
 5i sq. chains 
 11,100 yards 
 
 Drain 
 Clearing 
 
 8 00 
 
 chain 
 
 10 00 
 
 8 00 
 
 10 00 
 
 1 
 
 $53,053 00 
 
 $44,067 00 
 
 
 44 00 
 
 44 00 
 
 
 Embankment 
 
 16 
 
 yard 
 
 1,776 00 
 
 15 
 
 1,665 00 
 
 M 
 
 1,8.34 do. 
 
 Brick in mortar 
 
 5 00 
 
 •^ u 
 
 9,170 00 
 
 5 00 
 
 9,170 00 
 
 o 
 
 483 do. 
 
 Brick in cement - 
 
 6 00 
 
 n 
 
 2,898 00 
 
 6 00 
 
 2,898 00 
 
 
 
 Foundation tin.ber 
 
 
 
 
 
 
 1 
 
 
 and planking 
 
 
 
 110 62 
 
 - 
 
 110 62 
 
 ^ 
 
 
 Pumping and scoop- 
 
 
 
 
 
 
 ."? 
 
 
 ing - . 
 
 
 . 
 
 100 00 
 
 - 
 
 100 00 
 
 U 
 
 1,443 yards 
 
 Excavation - 
 
 10 
 
 yard 
 
 144 30 
 
 12 
 
 173 16 
 
 
 104 feet 
 19^ sq. ch. 
 
 Briflge 
 Grubbing 
 
 27 02 
 30 00 
 
 chain 
 
 2,811 00 
 
 44 00 
 25 00 
 
 4,576 00 
 
 
 $17,053 92 
 
 $18,736 78 
 
 
 585 00 
 
 487 50 
 
 
 268i do. 
 
 Clearing 
 
 7 00 
 
 " 
 
 1,879 50 
 
 6 00 
 
 1,611 00 
 
 -^ 
 
 46,865 c. yd. 
 
 Embankment 
 
 18 
 
 yard 
 
 8,435 70 
 
 17 
 
 7,967 05 
 
 d 
 
 3,183.5 do. 
 
 Excavation - 
 
 14 
 
 
 305 69 
 
 14 
 
 305 69 
 
 12; 
 
 20 lin. feet 
 
 Bridge 
 
 
 each 
 
 275 23 
 
 
 91 48 
 
 o 
 
 10 do. 
 
 Bridge 
 
 . 
 
 each 
 
 84 13 
 
 . 
 
 38 22 
 
 1 
 
 5 feet 
 
 Culvert 
 
 . 
 
 each 
 
 189 20 
 
 _ 
 
 207 70 
 
 g 
 
 
 Small drain - 
 
 . 
 
 each 
 
 10 00 
 
 _ 
 
 10 00 
 
 a 
 
 441 yards 
 
 18.6 sq. ch. 
 310 do. 
 
 Brick vFork - 
 Grubbing 
 
 *4 75 
 30 00 
 
 chain 
 
 - 
 
 6 00 
 30 00 
 
 268 50 
 
 
 $11,764 45 
 
 $10,987 14 
 
 
 558 00 
 
 558 00 
 
 irj 
 
 Clearing - - 
 
 7 00 
 
 
 2,170 00 
 
 7 00 
 
 2,170 00 
 
 1 
 
 41,917 c. yd. 
 
 Embankment 
 
 20 
 
 yard 
 
 8,383 40 
 
 17 
 
 7,125 89 
 
 126,906 (io. 
 
 Excavation - 
 
 28 
 
 " 
 
 35,533 68 
 
 22 i 
 
 34,553 85 
 
 1 
 
 .3-10 feet 
 
 Bridges 
 
 84 13 
 
 bridge 
 
 252 39 
 
 80 00 
 
 240 00 
 
 C 
 
 3-3 feet 
 
 Culverts 
 
 150 00 
 
 culv't 
 
 450 00 
 
 160 00 
 
 495 00 
 
 $47,347 47 
 
 $45,142 74 
 
 •"Included in bvid^ 
 
141 
 
 Statement of work under co7iir act on the Central Railr 
 
 oad — Continued. 
 
 46.6 sq, ch'n 
 484 do. 
 ■U,-i-2^ yards 
 4,973 do. 
 HI feet 
 3 do. 
 2 Barrel 
 20 Hq. feet 
 
 23.3 sq. ch. 
 324 do. 
 
 38,338 yards 
 
 2,215 do. 
 10 feet 
 760 do. 
 40 do. 
 
 39.5 sq. ch. 
 190^ do, 
 6,208.73 yd. 
 37,278.07 do 
 15 feet 
 498 yards 
 5 & '3 feet 
 494 yards 
 
 12.9 sq. ch. 
 105 do. 
 13,791 c. yd 
 101,000 do. 
 110 lin. feet 
 286 c. yardi 
 98 do. 
 62^ do. 
 32 perch 
 
 19.3 sq. ch. 
 195 do. 
 10,444 c. yd, 
 87,848 do. 
 400 lie. feet 
 
 Grubbing 
 Clearing 
 Embankment 
 Excavation 
 Bridge - 
 Culvert - 
 Drains - 
 Tressle work 
 
 Grubbing 
 Clearing 
 
 Embankment 
 
 Excavation 
 Bridge - 
 Tressle work 
 do. 
 
 Grubbing 
 Clearing 
 Excavation 
 Embankment 
 Bridge - 
 Brick work 
 Culverts 
 Brick work ■ 
 
 23 miles 
 
 Grubbing 
 Clearing 
 Excavation 
 Embankment 
 Tressle work 
 Brick in mortar 
 Brick in cement 
 Culvert 
 Stone masonry 
 
 Grubbing 
 Clearing 
 Excavation 
 Embankment 
 Tressle work 
 
 Timber for super- 
 structure 
 
 Engineer's estioat 
 
 $35 00 
 
 8 00 
 
 17 
 
 15 
 
 12 00 
 7 50 
 
 :iS 00 
 9 50 
 
 9 00 
 8 00 
 
 28 00 
 
 6 50 
 
 16 
 
 16 
 
 4 75 
 132 50 
 115 GO 
 
 25 00 
 
 5 50 
 
 23 
 
 16 
 8 00 
 5 00 
 5 50 
 5 00 
 15 00 
 
 25 00 
 
 5 50 
 18 
 16 
 
 8 00 
 
 1,443 40 
 
 chain 
 
 do. 
 yard 
 
 do. 
 each 
 
 do. 
 
 do. 
 feet 
 
 chain 
 do. 
 
 yard 
 
 do. 
 
 foot 
 do. 
 
 $1,631 00 
 
 ■ 3,872 00 
 
 4,118 93 
 
 745 95 
 
 84 13 
 
 150 00 
 
 24 00 
 
 150 00 
 
 chain 
 do. 
 
 yard 
 do. 
 
 yard 
 
 each 
 
 do. 
 
 chain 
 
 do. 
 yard 
 
 do. 
 foot 
 yard 
 
 do. 
 
 do. 
 perch 
 
 chain 
 do. 
 
 yard 
 do. 
 
 foot 
 
 $10,776 01 
 
 885 40 
 .3,078 00 
 
 9,.584 50 
 
 332 25 
 
 90 00 
 
 6,840 00 
 
 320 00 
 
 Contract 
 
 prices. 
 
 $21,130 15 
 
 1,106 00 
 
 1,236 62 
 
 993 39 
 
 5,964 49 
 
 74 25 
 
 235 91 
 
 132 50 
 
 115 00 
 
 $9,858 16 
 
 322 50 
 577 50 
 
 3,171 93 
 
 16,160 00 
 
 880 00 
 
 1,340 00 
 539 00 
 312 00 
 480 00 
 
 $33 00 
 
 8 00 
 
 16 
 
 14 
 
 ft. 8 50 
 
 12 00 
 10 00 
 
 .35 00 
 
 9 00 
 
 5 20 
 
 I 18 
 
 15 
 
 ft. 9 00 
 
 9 00 
 
 8 00 
 
 $1,537 80 
 
 3,872 00 
 
 3,876 .55 
 
 696 22 
 
 85 00 
 
 165 00 
 
 24 00 
 
 200 00 
 
 $23,782 93 
 
 475 00 
 
 1,272 50 
 
 1,879 92 
 
 14,055 68 
 
 .3,200 00 
 
 $20,883 10 
 
 25 00 
 
 6 00 
 
 14^ 
 
 15^ 
 
 ft. 12 00 
 
 5 00 
 
 5 75 
 
 25 00 
 5 50 
 19 
 15 
 8 00 
 00 
 00 
 00 
 
 6 
 7 
 7 
 17 00 
 
 25 00 
 5 50 
 17i 
 15 
 
 8 00 
 
 $10,456 .57 
 
 815 50 
 
 2,916 00 
 
 4.000 00 
 
 3,.300 00 
 
 332 25 
 
 90 00 
 
 6,840 00 
 
 320 00 
 
 $18,613 75 
 
 987 .50 
 
 1,141 50 
 
 869 92 
 
 5,778 10 
 
 ISO 00 
 
 248 33 
 
 J 264 62 
 
 $9,469 27 
 
 322 50 
 577 50 
 
 2,620 29 
 
 15,150 00 
 
 880 00 
 
 1,608 00 
 686 00 
 437 50 
 544 00 
 
 $22,825 79 
 
 mile $33,193 60 1,613 00 
 
 I I 
 
 475 00 
 
 1,272 50 
 
 1,827 70 
 
 13,177 20 
 
 .3,200 00 
 
 $19,952 40 
 
 $37,099 00 
 
142 
 
 Table 
 
 of Grades on the located line of the Central Railroad. 
 
 No. of 
 
 Grade. 
 
 Commence 
 
 
 Miles, feet. 
 
 1 
 
 Ohio nver. 
 
 
 7 4640 
 
 :) 
 
 8 SSfiO 
 
 4 
 
 ' 9 2080 
 
 5 
 
 10 4050 
 
 6 
 
 11 3120 
 
 
 12 0740 
 
 . 8 
 
 12 5240 
 
 9 
 
 13 3160 
 
 10 
 
 13 5260 
 
 11 
 
 14 4780 
 
 12 
 
 15 2900 
 
 13 
 
 16 2120 
 
 14 
 
 16 4620 
 
 15 
 
 17 3340 
 
 16 
 
 18 3060 
 
 17 
 
 20 0000 
 
 18 
 
 20 1200 
 
 19 
 
 20 3900 
 
 20 
 
 2: 3420 
 
 1 
 
 \ aniliuia. 
 
 2 
 
 3700 
 
 3 
 
 4400 
 
 4 
 
 6600 
 
 Ends. 
 
 Length of 
 s:rade. 
 
 Miles Jeet. 
 
 Miles, feet. 
 
 7 4640 
 
 7 4640 
 
 8 3860 
 
 4500 
 
 9 2080 
 
 3500 
 
 10 4050 
 
 1 1970 
 
 11 3120 
 
 4350 
 
 12 0740 
 
 2900 
 
 12 5240 
 
 4500 
 
 13 3160 
 
 3200 
 
 13 5280 
 
 2100 
 
 ■ 14 4780 
 
 4800 
 
 15 2900 
 
 3400 
 
 16 2120 
 
 4500 
 
 16 4620 
 
 2500 
 
 17 3.340 
 
 4000 
 
 18 3060 
 
 5000 
 
 20 0000 
 
 1 2220 
 
 20 1200 
 
 1200 
 
 20 3900 
 
 2700 
 
 21 3420 
 
 4800 
 
 23 0860 
 
 1 2720 
 
 3700 
 
 3700 
 
 4400 
 
 700 
 
 6600 
 
 2200 
 
 4 1180 
 
 2 4340 
 
 Rate per 
 mile. 
 
 20.592 
 21.120 
 40.000 
 40.000 
 31.838 
 17,582 
 
 9.979 
 
 ■ 3.484 
 
 8.553 
 
 7.392 
 
 5.280 
 1.584 
 
 19.800 
 8.791 
 6.072 
 7.920 
 
 40.000 
 
 23.126 
 
 Level grade. 
 
 Ascending. 
 
 Ascending. 
 
 Ascending. 
 
 Descending. 
 
 Descending. 
 
 Descending. 
 
 Level grade. 
 
 Ascending. 
 
 Descending. 
 
 Descending. 
 
 Level grade. 
 
 Ascending. 
 
 Descending. 
 
 Ascending. 
 
 Level grade. 
 
 Ascending, 
 
 Descending. 
 
 Ascending. 
 
 Ascending. 
 
 Descending. 
 
 Level grade. 
 
 Descending. 
 
 Level grade. 
 
143 
 
 Table of Curves and Tangents on the located line of the Central 
 
 Railroad. 
 
 i 
 
 3 
 
 o 
 
 O 
 
 6 
 
 S 
 
 s 
 
 a 
 
 Length of 
 curve. 
 
 00 - 
 
 l~ > 
 
 -No. ol tan- 
 gents. 
 
 Commences. 
 
 H 
 
 Miles, feet. 
 900 
 
 o 2 
 
 ■S 3 
 J3 
 
 1 
 
 Miles, feet. 
 900 
 
 Miles, feet. 
 1 2420 
 
 Miles, feet. 
 1 L520 
 
 Feet. 
 6,000 
 
 1 
 
 Miles, feel. 
 Ohio river 
 
 Miles, feet. 
 900 
 
 2 
 
 7 2167 
 
 7 4375 
 
 2208 
 
 8,000 
 
 2 
 
 1 2420 
 
 7 2167 
 
 5 5027 
 
 3 
 
 9 2380 
 
 9 3080 
 
 700 
 
 5,000 
 
 3 
 
 7 4375 
 
 9 2380 
 
 1 .^285 
 
 4 
 
 10 0500 
 
 10 1200 
 
 700 
 
 1,200 
 
 4 
 
 9 3080 
 
 10 0500 
 
 '2700 
 
 5 
 
 10 3400 
 10 4600 
 
 10 4600 
 12 1090 
 
 1200 
 7050 
 
 1,2.55 
 
 8,000 
 
 5 
 
 10 1200 
 
 10 3400 
 
 2200 
 
 " 
 
 14 0342 
 
 14 4780 
 
 4438 
 
 5,200 
 
 6 
 
 12 1090 
 
 14 0342 
 
 1 45.32 
 
 8 
 
 18 4110 
 
 19 0680 
 
 1850 
 
 8,000 
 
 7 
 
 14 4780 
 
 18 4110 
 
 3 4610 
 
 & 
 
 20 0090 
 
 20 3400 
 
 3400 
 
 6,000 
 
 8 
 
 19 0680 
 
 20 0000 
 
 4600 
 
 10 
 
 22 0990 
 
 22 2840 
 
 1850 
 
 2,000 
 
 9 
 
 20 .3400 
 
 22 0990 
 
 1 2870 
 
 1 
 2 
 
 100 
 4359 
 
 1000 
 
 5480 
 
 900 
 1121 
 
 1,500 
 2,000 
 
 10 
 
 1 
 
 9 
 
 22 2840 
 
 Vandalia 
 
 1000 
 
 5480 
 
 23 0990 
 
 100 
 
 4359 
 
 4 1180 
 
 3300 
 
 100 
 
 3359 
 
 3 0980 
 
 Statement of work performed on the Central Railroad from Cairo city 
 daiia, up to the Qih November, 1838. 
 
 to Van- 
 
 i 
 
 Clearing. 
 
 Grabbing &, clearing 
 
 Excavation. 
 
 Embankment. 
 
 . o 
 
 o 
 
 '5'n 
 
 
 5 5 
 
 
 ■s:§. 
 
 
 
 
 d 
 
 go 
 
 m 
 
 go 
 
 -• 
 
 iS.^ 
 
 - 
 
 H g^ 
 
 . 
 
 ^ 
 
 c^.S 
 
 O 
 
 G?.S 
 
 6 
 
 ^•s^ 
 
 s 
 
 o 
 
 |.s^ 
 
 1 
 
 1 
 
 198 
 
 <n924 00 
 
 
 
 
 
 
 
 2 
 
 253 
 
 1,282 66 
 33 00 
 
 
 
 " 
 
 - 
 
 1,4.33 
 
 $286 60 
 
 3 
 
 3.5 
 
 
 
 ' 
 
 - 
 
 1,080 
 
 205 20 
 
 4 
 
 258.15 
 
 786 60 
 
 6.85 
 
 $m 16 
 
 414 00 
 
 1,130 80 
 
 367 50 
 
 " 
 
 - 
 
 990 
 
 168 30 
 
 5 
 
 • 6 
 7 
 
 296.55 
 
 284 
 310 
 
 1,477 06 
 2,970 66 
 1.956 00 
 
 20.7 
 
 42.40 
 
 13.75 
 
 13,208 
 
 $2,971 79 
 
 37 
 
 4,714 
 
 6 29 
 
 754 24 
 
 8 
 IB 
 
 126.5 
 102.5 
 
 336 75 
 375 83 
 
 2.75 
 3.5 
 
 48 96 
 87 50 
 
 - 
 
 - 
 
 775 
 
 117 02 
 
 8B 
 
 33 
 
 123 75 
 
 .5 
 
 12 50 
 
 
 Total am 
 
 cunt. 
 
 $17,151 17 
 
 p£n^S„Vb;;r;'^/if,!,^™^^^^^^^^ .» m, c„„. 
 
144 
 
 Vanpalia, December 24, 1838. 
 Upon the recent receipt of the order of the Board of Pf '^ J^ks 
 directin.^ me to take charge, as principal engineer, of the Alton and 
 Shawnettown railroad in the third circuit 1 repaired to that work and 
 miflp such examinations as my brief time alloweJ. 
 
 Th rworkTas been placed under contract from Shawneetown to 
 Equa v^^^d Is in a very'forward state. I herewith present a statement 
 of the amount of work done to the time of the last estimate. 
 
 The .Teral and fatal prevalence of disease on this line extending to 
 all of the assistant engineers, has necessarily prevented them from pre- 
 paring Stailed accounts thereof. As soon as possible, complete state- 
 ments shall be prepared and presented. 
 
 I have the honor to be, ' 
 
 Your most obedient servant, 
 
 J. FREEMAN, 
 Principal Engiiieer Central and Alton and Shawneetown Railroad. 
 
 Statement showing the arnount of roork done on the Alton and Shawneetown 
 Railroad, in the third circuit, to the 22d of November, 18^«. 
 
 Grubbing and clearing ten sections, incomplete 
 Grubbing and clearing main ditch 
 Grubbing and clearing swamp ditches - 
 41,722.52 yards excavation from road-bed 
 2',72'2.85 yards excavation from ditches 
 1^348.20 yards excavation from cemented clay - 
 's'^G.eG yards excavation for depot formation 
 3.071 yards excavation from rock 
 47'92r).68 yards embankment moved lOO feet . - 
 2S3.58 perches rough masonry ^ ''•-■. - 
 
 439.38 perches dressed masonry '. ,' .' 
 
 643 perches stone delivered 
 393 feet of stone delivered for hewing - ' 
 
 Locust posts . - - - 
 
 281.26 rods of drain ditches for swamps 
 Timber, foundation for culvert 
 38 barrels lime - - ' " 
 
 44,302 feet b. m. timber for tressle work 
 
 Total amount 
 
 $5,065 00 
 
 30 00 
 
 12 00 
 
 5,838 18 
 381 19 
 
 307 44 
 
 81 67 
 
 3,838 75 
 7,523 16 
 
 965 65 
 
 2,516 59 
 
 1,115 50 
 196 50 
 
 125 37 
 
 21 8 26 
 
 30 00 
 
 52 25 
 
 797 42 
 
 . 29,147 93 
 
145 
 
 EXHIBIT No. IV. 
 
 REPORT OF M. K. ALEXANDER, 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 V ANDALiA, Dficemier 3, 1838. 
 To the Board of Commissioners 
 
 of Public Works of the State of Illinois. 
 The undersigned, Commissioner of the Board of Public Works for the 
 fourth judicial circuit, respectfully submits to the Board the following 
 report of his proceedings on the several works assigned to him. in special 
 charge, as acting Commissioner thereon, during the last six months- 
 say to the first of the present month, viz. 
 
 Gre.\t Wabash River, 
 
 Before entering into any detail, it may be proper to state that since 
 thepassage of the internal improvement law of this State, the State of 
 Indiana has added fifty thousand dollars to her former appropriation for 
 the improvement of this river, making her appropriation equal to this 
 
 The contract for the delivery of stone at the Grand rapids, for the 
 construction^ of the lock at that point, which was entered into in the latter 
 part of 1837, was not prosecuted with that degree of energy and effici- 
 ency that would justify the Commissioners in granting an extension of 
 the time originally given for the completion of the work. The contracts 
 were, therefore, a!>andoned by the contractors after the delivery of about 
 800 cubic yards of rock. 
 
 _ During the summer the necessary arrangements were made by the en- 
 gineer for letting the contract for the dam and steamboat lock at the 
 rapids on the plan heretofore submitted to the Board; and on the 22d 
 of August last, the letting of that work took place at Mt. Carmel. There 
 \\'as muca competition in the bids of contractors of the first reputation 
 in the country. The work was Jaken by competent contractors, and at 
 lair prices. The contract price of the work varies but little from the 
 estimate of the engineer on file in the office of the Board, and the aggre- 
 gate amount falls below the joint appropriation made by the two States. 
 
146 
 
 The contractors have commenced work, and every assurance is felt that 
 this improvement, with which is identitied the interest and prosperity of 
 one of the richest and most extensive agricultural valleys of the west, 
 will be speedily prosecuted to completion. 
 
 As soon as the proper season arrived, the engineer in charge of this 
 work organized a party and commenced a thorough examination and 
 survey of the river from the foot of the rapids to its junction with the 
 Ohio; and the extraordinary low stage of water which has prevailed 
 during the autumn, atTordcd great facility in ascertaining the nature and 
 extent of the obstructions to the navigation. His report of this survey 
 and examination is daily expected, and will, on its receipt, be laid before 
 the Board. A very full and interesting report of the obstructions at the 
 Grand rapids, and the necessary improvements to overcome these ob- 
 structions, has already been made by the engineer on that work, as well 
 as the estimated cost of the same, which are on tile, and to which you 
 are respectfully referred for information relating to that important 
 work. 
 
 The amount of the former appropriations for the improvement of this 
 river, which remained unexpended in the hands of the Commissioner, at 
 the time the undersigned took charge of the business, as appears from his 
 last settlement, was^'^r),534 U5, which has been received by the under- 
 signed, and 11951 12 has been paid out on contracts made by his prede- 
 cessor, leaving $4,583 83 to be applied under the present internal im- 
 provement law. 
 
 The disbursements on the Great Wabash river improvements, 
 under the present internal improvement laws, up to the^ first of this 
 month, so far as vouchers have been received by the undersigned, are as 
 follows, viz. 
 
 Paid by Thos.H. Blake, Commissioner on the part of Indiana, foroutfit 
 of engineering corps, surveys, engineering, &c. $1,792 61 
 On account of engineer's estimate, No. 1, of 
 
 stone delivered - - - - - 4,093 00 
 
 5,885 61 
 Deduct amount received (or a canoe and axe 3 44 
 
 Disbursements by the undersigned on the part 
 of this State, for outfit of engineering party, 
 engineering and incidental expenses 3,871 26 
 
 On account of estimate No. 2, of stone delivered 2,3l6 00 
 
 6,187 26 
 Credit by axe and canoe sold - - - 3 44 
 
 $5,882 17 
 
 0,183 82 
 
 "Whole amount of disbursements ■ - - • ^12,065 99 
 
 Drawn on foregoing work by special draft - 2,316 00 
 Paid over by former Commissioner - - 4,583 83 
 
 f 6,899 83 
 
147 
 
 Eastern Division of the Southern Ciiosg Railroad from Alton to 
 Mou^T Carmel. 
 
 The graduation of eighteen miles of this work from Mt. Carmel to Al- 
 bion, which was let on the 18Lh of March last, is in a state of forward- 
 ness, and there is no doubt of its completion for the reception of the 
 railway within the time limited in the contract, as several sections have 
 already been completed, and given u[) by the contractors; and all the 
 others are now being efficiently prosecuted. 
 
 The contractor for the delivery of the timber for the superstructure 
 has not progressed with his contract as could have been desired; but 
 every assurance is given of the rec[uisite exertion to fulfil the contract 
 before the expiration of the time liinited fer its completion. He alleges 
 the detention during the fall, occasioned by the failure to receive the en- 
 gine designed for the work, in consequence of the continued low stage of 
 the water during the past season, and other causes beyond his control, 
 as an apology for his delay of the work, all of which will soon be re- 
 moved; and the hope is entertained that his promises to fultil the contract 
 in due time will be fully complied with. 
 
 The graduation of the Little Wabash sections of this road, embracing 
 the crossing of the river and three miies of heavy work in the vicinity, 
 which were oidcred to be put under contract at the last meeting of the 
 Board, was let on the I8th of October last. The estimated cost of this 
 work, exclusive of the bridging over the river, was - ,521,099 75 
 Bridge abutments and other work not let - - 7,696 00 
 
 .^31,795 75 
 
 The firstof the ^bove items of work was let to efficient contractors at 
 prices below the estimates; but the letting of the masonry was deferred 
 until more minute examination could be made for suitable materials for 
 the work 
 
 An engineering party was organized in the month of August to make 
 the necessary examination and dehnite location of the above portions of 
 the line, and the whole route between Albion and Fatrticld v^as minutely 
 examined, in order to arrive ata correct location of this detached portion 
 directed to be let; and, from the information collected in the survey, 
 very little labor or expense, hereafter, will be necessary to prepare the 
 whole line lietweenthe above mentioned tov/ns for contract. The report 
 of the engineer definitely locating this portion of the work is herewith 
 submitted. 
 
 For more particular information relative to the first eighteen miles of 
 this road from Mt. Carmel lo Albion, whicli were put under contract on 
 the 8th of March last, your attention is invited to the report and estimate 
 of the principal engineer of the southern district, of the cost of this por- 
 tion of the work, which is herewith submitted. A tabular statement, 
 showing the progress made on this division of that work, is also submit- 
 ted. 
 
 After completing the examinations, and the location of the Little 
 Wabash sections of this road, as already mentioned, the same party of 
 engineers was sent to the Kaskaskia river division, to make the definite 
 
148 
 
 Jocalion of the sections ordered by the Board to bo let at the crossing of 
 that river. The expenses of the party, during their engagements in both 
 circuits, have been paid by the undersigned, and the amount is included 
 in the subjoined account, viz. 
 For outfit of engineering parties, and inciden- 
 tal expenses prior to June, 1838 - $1,931 77 
 For right of way, land entered, engineering and 
 
 incidental expenses since that date - - 4,2l 1 67 
 
 For construction prior to June, l838 - - 4,380 40 
 
 Since that date - - - . 32,412 98 
 
 ,143 44 
 
 30,793 3& 
 
 Chargeable to tliis work, money drawn from the 
 
 acneral fund - - - - 858 73 
 
 D 
 
 M3,795 .55 
 
 Drawn on the foregoing work in cash - - - f 20,000 OO 
 
 By special drafts . . „ - - 9,166 19 
 
 129,166 19 
 
 Great Western Mail Route. 
 
 The contracts on the eastern division of this work, which w^ei e let 
 prior to the last meeting of the Board, were confined principally to the 
 Purgatory swamp, the Little Wabash river bottom, and 'bottom land, 
 and the bridging of some other streams on the route. These portions 
 of the road being subject to inundations, the operations of the contrac- 
 tors wore seriously retarded by the fioods which occured in the spring 
 and early part of the summer; and, subsequently, by the unusual degree of 
 sickness which has prevailed at these points during the summer and 
 fall months. To these unavoidable causes, the delay which has taken 
 place on these contracts is chiefly to be attributed, and the consequent 
 inability of the contractors to complete the work by the fiist of Novem- 
 ber last, agreeably to contract. The several jobs which were to have 
 been completed on that day are, however, in a state of forwardness: 
 and the contractors are considered fully responsible and disposed to 
 progress with the work as rapidly as circumstances will allow^; and assur- 
 ance is felt that the jobs will be completed early in the spring. 
 
 In the month of August last all the remaining portions of this road, 
 not previously let, were put under contract, and the work is now pro- 
 gressing. The contract prices of these jobs cannot be ascertained pre- 
 cisely, as it will depend I'lpon the amount of work directed to be done an 
 the respective contracts. The contracts arc specific as to the price of. 
 each item of work embraced, but with a reservation to the agents of 
 the State to direct what specific portions of the work shall first be execu- 
 ted by the respective conti actors. It is supposed, from the estimates of 
 
149 
 
 the engineer, that the appropriations will be sufficient to bridge all the 
 streams, and construct causeways over the bottom lands; and also to put 
 in good travelling condition the residue of this road. 
 
 The present bridges over the Embarrass river, at Lawrenceville, and 
 oyer the Little Wabash river and Muddy fork, in Clay county, are indi- 
 vidual property. As the jobs of work immediately contiguous to these 
 bridges will require a large expenditure to execute them; and as it will 
 be necessary that they should i>e kept constantly in repair by the State, 
 they would seem to be the proper point for the erection of toll-gates — 
 and, consequently, it is highly expedient that the State should own them 
 in connection with the ro'ad. The suggestion is, therefore, respectfully 
 submitted, whether there should not be an application to the Legislatur<; 
 for •uithority to enable the Board to purchase or otherwise procure the 
 control of these bridges for the use of the State. It is also worthy of 
 remark that the bridge over the Little Wabash, as at present constructed, 
 forms a serious obstruction to the navigation of that river. The bridges 
 over the Big Muddy and the Little Wabash rivers .ire on a very cheap 
 planof construction, and being in r.ither a dilapidated state, will soon 
 require rebuilding; consequently the value of the vested rights of their 
 owners in keeping toll-gates at these sites would be the principal mat- 
 ter to be adjusted by the agents of the State. At the letting of contracts 
 on the ISth of August last, very favorable bids were received from an 
 efficient and practical bridge builder for the erection of new bridges 
 over the two last mentioned streams; but owing to the existing rights of 
 the owners of these bridges, these bids were suspended until the action 
 of the Board, or the Legislature, could be had on the subject of those 
 rights. 
 
 For a detailed description of the work already done, and of that ne- 
 cessary to be done on this road, and the probable cost of the same, you 
 are referred to the accompanying tables, drawings, profiles, and esti- 
 mates of the engineer; and also those now on file in the office. 
 
 The Purgatory division of the western mail route embraces ihe flat 
 country lying between the Wabash and Embarrass rivers — a distance of 
 about seven miles. A considerable portion of this delta, between these 
 two rivers, is subject to inundation during floods. The Great "^^^abash, 
 during its higher stages, discharge? through a low depression in its west- 
 ern bank, some miles above Vinccnnes, which is called Bellgrave; and 
 the whole of the flat country between this point and the mouth of the 
 Embarrass river is flooded by the waters of the Great Wabash. This 
 subjects the embankments, which are made to elevate the road above 
 high water mark, to the action of the current and waves of a great ex- 
 panse of water, and renders the prospect of making a permanent improve- 
 ment very doubtful, without great expense. It is suggested, thcrelore, 
 that the best and mcfst economical plan of effecting a substantial im- 
 provement over this part of the road, would be to construct a levee at 
 Bellgrave, to exclude the floods of the Wabash. This plan, if carried 
 into effect, would reclaim a large tract of valuable land, and increase the 
 healthfulness of the country; and would render any improvement made 
 on the road entirely permanent. It is, therefore, respectfully suggested 
 to the Board, that tho propriety of constructing this levee be also laid 
 
150 
 
 before the Legislature. As much of the land as this improvement would 
 reclaim belongs to the General Government, and without it, would so 
 rca^ain, it is but .-easanable to presume ihat, upon proper representation 
 bein^ made to Congress, through the Legislatures of Illinois and Indiana, 
 (both States as well as the General Government being mutually inter- 
 ested in the great western mail route,) that a portion ot these inunc'ated 
 lands would be granted to effect the improvement coatemplated. 
 
 The amount expended by the undersigned on the Purgatory swamp 
 division of this road, is as follows, viz: 
 
 Prior to June, 1838 - - • |5,129 76 
 
 Since that date - - " ^ V{^^ 16 
 
 Chargeable to this work from the general fund _^^_l^^.^^^2 2l 
 
 The disbursements on the Little Wabash bottom sections 
 are as follows, viz: 
 
 Prior (o June, 1838 - - " ^4,353 47 
 
 Since that time - - - Sj'J^i J|1 
 
 Chargeable from general fund - - 119^ 
 
 The residue of disbursements chargeable to the general ap- 
 propriations for this work, has been made on that part of 
 the work lying east of the Marion couoty line, and is as fol- 
 lows, viz: 
 
 For construction prior to June last - |i,8Uo 24 
 
 Since that time - - - - 3,484^ 
 
 6,287 2? 
 For engineers, superintendents, &c. on 
 the uhole eastern division prior to 
 June, 1838 - - $IS0 24 
 
 Since that date - - L347 38 - 
 
 Charseable from general fund 1^0 29 
 
 ^ ^ 1,683 91 
 
 7,971 18 
 
 Whole amount of moneys expended on this work J28,I76 95 
 
 Drawn by tl:e undersigned on the foregoing work, in cash 34,000 00 
 By special drafts - - - - * - J^_!^ 
 
 ^36,595 76 
 
 Central Branch Railroad. 
 
 The grading on the eastern division of this work has been efficiently 
 prosecuted. Several sections have been finished and delivered up by 
 the contractors, and the remainder is so far advanced as to require but 
 a short time next spring to complete the whole work; as the remaining 
 work to be executed is, for the mosc part, of a description that can be 
 carried on during the winter. The contract for the delivery of materi- 
 als for the superstructure is progressing satisfactorily; and from the pres- 
 ent indications no reasonable doubt can be entertained of a faithful exe- 
 cution of the engagement of the contractors. 
 
151 
 
 The grading of the two miles, embracing the crossing of the Embar- 
 rass river in Coles county, which was ordered by the Board at their June 
 meeting to be put under contract, was let to efficient and responsible 
 contractors, and the work has been commenced and is progressing. 
 The letting of the stone work for the bridge was suspended for the pur- 
 pose of submitting to the Board the question, whether foundation piers 
 or abutments shall be adopted. It is represented by the engineers who 
 have been employed on that work, that the prospect is favorable for 
 procuring a good quality of stone in the vicinity of the work. Yet, un- 
 der the most lavorable circumstances, the quantity required to carry the 
 stone work up to the grade line of the road, is so great that it must ne- 
 cessarily swell the cost of the work to a very considerable amount. 
 The disbursements on this road up to the 1st instant, are as follows, viz: 
 For outfit of party of engineers locating from the Wabash 
 river to Shelbyville, including all other incidental expenses 
 prior to June, 1838 - - - . $1,831 15 
 
 Since that date - - - - 2,124 4l 
 
 For construction prior to June last - 4,772 64 
 
 Subsequent to that date - - - 34,970 03 
 
 Chargeable to this work from general fund - 4,5U4 82 
 
 $■6,955 5(3 
 
 44,247 49 
 
 Total . - - - - 51,203 05 
 
 Drawn on the foregoing work, in cash - 50,000 00 
 
 By special draft to contractor - - 1,155 25 
 
 $51,155 25 
 
 Northern Cross Railroad. 
 
 None of the contracts for the graduation on this line have been com- 
 pleted and the work delivered up by the contractors, although several 
 sections are finished, as a number of sections are embraced in one con- 
 tract, and it requiring a completion of each and every section before the 
 contract can be considered completed and the work received. The 
 heavy work at the crossing of the Vermilion river is in the hands of 
 efficient contractors, and every expectation is entertained that the work 
 will be executed in a skilful and substantial manner and in proper season. 
 
 The contract for the delivery of timber for the superstructure of the 
 railway has been abandoned by the contractors, and will have to be 
 relet by the acting Commissioner before any thing more will be done on it. 
 
 Before giving the disbursements on this road, you will allow me to 
 suggest to the Board the propriety of recommmending the adoption of 
 some measure to secure the extension of this road and also of the Central 
 branch railroad to the Wabash river. The importance of making imme- 
 diate provision for the extension of these two great works from the State 
 line to the Wabash river, and thus connect them with the Wabash and 
 Erie canal, is obvious from the fact that the portions of these roads now 
 under construction cannot be profitable to the State until these connect- 
 ing links are made. Three plans have suggested themselves to me for 
 
152 
 
 effecting this object; first, and perhaps the preferable one, to ask Indiana 
 to undertake the work and own and control it; the second is, to ask of 
 Indiana the right of way for this State to extend these roads and add 
 them to our system; and the third, and least desirable is, to effect these 
 essential connections by chartered companies, under the Legislature of 
 Indiana. 
 
 The disbursements on this (Northern Cross) road, are as follows, viz: 
 
 For outfitting engineering party to locate the line of road 
 
 from the State line to Decatur,including incidental expenses, 
 
 prior to June, f 838 ... - |4,413 27 
 
 Subsequent to that date - - - 1,720 88 
 
 For construction - - - - 32,436 18 
 
 Chargeable to this vyork from the general fund 3,710 52 
 
 |6,134 15 
 
 36,146 70 
 42,280 85 
 
 Drawn on the above work - - - 45,640 26 
 
 Central Railroad. 
 
 So much of this line of work as lies between Vandalia and Decatur, 
 and which was attached to the eastern district, has been surveyed and 
 located, and the estimates and drawings made and filed in the office of 
 the Board. The disbursements on account of this work, are. 
 
 For outfit of engineering party and incidental expenses, 
 prior to June, 1838 - - - - - $1,798 42 
 
 Since that date - - - - - 162 50 
 
 Chargeable to this work from general fund - - 392 18 
 
 2,353 10 
 
 The whole amount disbursed by the undersigned, charge- 
 able to the general fund, is - - - |10,l93 91 
 Subject to a douuction for horse and wagon sold, of 175 GO 
 
 Showing the actual amount distributed on the several works, 
 
 to be $10,018 91 
 
 For a minute and detailed estimate of the cost of the three last men- 
 tioned roads, together with the necessary depots, damage for the right 
 af way, engineering, contingent expenses, &c. &c., your attention is di- 
 rected to a report of the principal engineer of the eastern engineering 
 district, made on the first of last June, and which may be seen on file 
 in the office. 
 
 Your attention is also invited to an interesting and detailed tabular 
 statement, showing the progress made by contractors on the portions of 
 the Central Branch road, and tlie Northern Cross road which are under 
 contract, and also the work yet remaining to be done, as well as various 
 other itemj of information in relation to these works, which is herewith 
 submitted. 
 
153 
 RECAPITULATION. 
 
 
 Dvawn. 
 
 Disbursed. 
 
 On Great Wabash river, from former Com- 
 missioner - - f4,583 83 
 Special draft - - 2,316 OO 
 
 $-6,899 83 
 
 29,166 19 
 36,995 76 
 
 51,1.55 25 
 
 45,640 26 
 
 8,500 00 
 
 |6,183. 82 
 
 42,936 82 
 27 6''4 29 
 
 On Southern Cross railroad, 
 
 in cash - - - 20,000 OO 
 Special drafts - - 9,166 l9 
 
 On Mail route, in cash 34,000,00 
 Special drafts - - 2,595 70 
 
 On Central Branch railroad, 
 
 in cash - - - 5O,O0O 00 
 Special draft - - 1,155 25 
 
 46,698 23 
 
 3S.570 33 
 1,960 92 
 10,018 91 
 
 On Northern Cross railroad, 
 
 in cash - - - - 
 On Central railroad 
 On the general fund -, - 
 
 Showing a balance now on hand and un- 
 expended, of - 
 
 177,957 29 
 
 173,993 32 
 3,953 97 
 
 It will appear from the foregoing that, on some of the works, a much 
 larger amount has been drawn than disbursed, while others are consid- 
 erably in advance in disbursements of the amounts drawn; the cause of 
 which is, that when funds have been wanted, they have been drawn on 
 the work most in arrears, and have been applied on any of the works 
 under the superintendence of the undersigned, where funds were needed. 
 
 The engineering parties in this judicial circuit have been reduced as 
 low as practicable, to correspond with 'the limited operations of the 
 contractors during the winter months on the several works under his 
 charge. 
 
 It was expected by the undersigned, at the time of his last report, that 
 all the plans, profiles and drawings belonging to the eastern engineering 
 district, would have been comp'cted by this time; but, owing to sickness 
 and other causes, the draughtsman has several times been required to 
 leave the office and perform field duties; in consequence of which some 
 of the drawings are yet unfinished. They will, however, all be comple- 
 ted in time for field operations in the spring. 
 
 All of which is respectfully submitted. 
 
 M. K, ALEXANDER, 
 Commissioner Board of Public Works Fourth Judicial Circuity HL 
 
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156 
 
 Report of David Burr, Engineer^ of Indiana, 
 
 Mount Carmel, Illinois, JVovember 28, 1838. 
 To Gen. M. K. Alexander and Col. Thos. H. Blake, Co7n'rs. 
 
 Gentlemen: In obedience to the instructions I have received from 
 you, growing out of my engagements of the 24th June last, to take charge 
 of the improvements contemplated in the Wabash river, I proceed to lay 
 before you a report of the measures taken to advance that object. 
 
 Immediately after the 24th of June last, I repaired to this place, as the 
 pomt presenting the most formidable obstacles to be overcome, to which 
 I had been particularly directed as the field for operations, and commen- 
 ced a general, though cursory, examination of the country in the vicinity 
 of the Grand Rapids, and the river from Vincennes to the Ohio. 
 
 The operations now pressing forward in so many rivers in Kentucky 
 and Pennsylvania, in preparing them for an uninterrupted navigation 
 of steamboats, appear to point to that mode as the ultimate means 
 which will, at no long period, be resorted to for all the large tributaries 
 of the Ohio. With this distinctly in view, it was deemed necessary, as a 
 preliminary step, before a plan could be adopted with judgment, to form 
 opinions, approaching at least to correctness, of the practicability for 
 improvements below, and the kind which would ultimately be used; so 
 that the plans devised for the Grand Rapids might be in ke'cping and har- 
 mony with those which at some future period may be constructed be- 
 tween this place and the Ohio. 
 
 With slight exceptions, from Delphi to within ten miles of the junction 
 with White river, the Wabash has a mild current, of good width, and 
 tolerably well defined banks, which confine the waters to their natural 
 bed, except in time of floods. 
 
 Below White river, evident changes are perceptible; the stream 
 becomes expanded to something like double its former width, its course 
 more serpentine— it crosses its lowest valley from side to side, which is 
 from three to eight miles wide, and, in traversing the valley, changes its 
 course frequently; forms cut-oflTs in the bends ofdhe rivers, and rolls wiih 
 its current vast volupies of sand. Between White river and Ohio, the 
 sand rock of the country is found in the river bed at three places, viz: 
 Coffee island, and at the Little and Grand Chains, and forms the ripples 
 which have been improved by Messrs. Gardner ond Mundy. At these 
 places, where the rock occurs, the river is susceptible of almost any kind 
 of improvement which the extensive and increasing trade of the country 
 may require. The great value of the trade of the v^alley of the Wabash 
 would in a short time induce a slack-water navigation of the river for the 
 uninterrupted business of steamboats, if it were practicable to make each 
 animpfovement: but however desirable such an object may be, it is 
 problematical at least— from the character of the country overflown, 
 in time of floods, from three to eight miles in width, with the bed of' the 
 streanri constantly changing, and its current rolling volumes of sand suffi- 
 cient in a few years to fill up its entire bed for a long distance — whether 
 such a river can be generally converted into pools7or slack-water navi- 
 gation. In such an event it is doubtful. The process of filling up the pools 
 would go on rapidly for a few years; and then to find way, the river 
 
157 
 
 would seek a new channel, and leave such works as had been constructed 
 on dry ground. 
 
 Although the probabilities are adverse for the grand improvement of 
 the Wabash, by means of slack-water navigation in its whole length, it 
 is certainly possible at some period, of time, that, at the shoals where the 
 rock occurs, works of this kind may be erected; and this consideration, 
 although remotely, had some weight in determining the plan for the 
 works at the Grand Rapids. 
 
 The Wabash below White river, for the small class of Ohio steamboats, 
 is navig:ible the greatest length of time in each year, and for a much 
 longer period than it is above, owing more to the shoals, from the Grand 
 Rapids to Little Rock, than want of water from thence to La Fayette. 
 Mar.y inquiries relative to the length of time during which the ordina- 
 ry steam navigation is used yearly on the river, have been made, above 
 and below the confluence of Wliite river; but from the conflicting state- 
 ments, it is difficult to form a correct opinion — the time varies, doubtless, 
 in different years. During the present, there can have been but little or 
 no time when the water has been too low for small steamboats to ascend 
 the river to the rapids. A steamboat of ordinary light draft came there 
 the last of October, when the water was depressed as low, probably, as 
 it has been at any time this season. If it could have ascended the rap- 
 ids, it might -liave made way for a longdistance up the river. From the 
 best sources of intelligence that could be obtained, it is believed that, 
 when the improvements at Grand Rapids shall be completed, it will 
 add three months, at least, in each year, to the lime in which steamboats 
 can now ascend the Wabash above the confluence of White river. 
 
 The obstructions pro;:osed to be remedied by the the present improve- 
 ments, are the series of shoals and rapids commencing one mile above 
 the junction of White river — 1st. The Grand Rapids — descending 4 feet, 
 in half a mile. — 2d. The Hanging Rock rapids, 2i miles t>om the foot 
 of the Grand Rapids — descent I ibot seven inches in half a mile. — 3d. 
 Craon's ripple and the rapids at Ramseys' and Beedlo's mills, are next 
 in s iccession, four and a half miles from Hanging Rock — descent 3 feet 
 2 inches from the surface of the water above tiie dam to Hanging Rock, 
 the greatest part of Ajvhich is within three-fourths of- a mile of the dam. 
 4th. Little Rock rapids, from the head of which, in half a mile, is a de- 
 scent of one toot and three inches; making in all a descent of ten feet. 
 The water oa the Little Rock shoals varies in depth, in low water, from 
 four tt) one and a half feet. 
 
 In running the line of level?, the point of high watermark was as- 
 sumed as the base line at the foot of the Grand Rapids, 21.57 feet above 
 the surface of the water when the levels were taken. 
 
 The highest point of rock on the shoals at LUtle Rock was 12.97 feet 
 below the base line'; and in contemplating the proposed work, to give 
 three and a half feet depth of water over the reck, the surface of the 
 river must be raised to a point 9.47 feet above said base line, or, in even 
 numbers, to nine feet six inches, which will be the point to which the 
 weir or comb of the dam will be raised when it shall be built. 
 
 To determine the bent plan of overcoming this descent in the river, 
 several plans other than that of one dam and one lock,(the plan adopted) 
 
158 
 
 suggested themselves. The first, if found practicable, was to introduce a 
 feeder from White river on ground suliiciently elevated to lock, by 
 means of a canal, into the Wabash above and below the rapids, and leave 
 the bed of the river in its natural state, free for the great amount of 
 trade passing in in flat and steamboats; another plan to make a canal 
 from the upper part of the rapids, deep enough to be fed without throw- 
 ing a dam across the Wabash, and in that manner leave the river free; 
 a fhird one, to erect a dam at Hanging Rock to supply a canal to Hie 
 foot of the rapids. 
 
 A slight examination sufficed to show the impracticability of the first 
 and the inexpediency of the two last. The cost of construction was 
 enough to decide the question: but if they could have been made for a 
 ^ much less sum, it is doubtful whether they should have been adopted. 
 The steamboat trade of ttie Wabash is mimensely valuable, and this 
 cannot be well accommodated in a canal. The agitatioh of the waters 
 produced by the motion of the steam vessels induces the necessity of 
 paving the banks with stone, which injures the boats in their passage 
 through them. Canals are obviously too narrow for the free operation of 
 steamboats, whose motion in them is so constrained, and thei;- progress 
 so much impeded, that the uifaty of navigatnig canals by the agcnc}. of 
 steam is a doubtful and unsettled question. The first of these canals 
 would have been over seven miles in length, the latter over two. 
 
 These considerations were deemed sulficient to determine that the pro- 
 posed works at the Grand Rapids should be by means of locks and dams 
 across the Wabash, of the necessary height to give sufficient depth of 
 water for boats to pass at all times the shoals and rapids in the first 
 eleven miles above the mouth of White river; and whether one lock and 
 one dam should be used for that purpose, or two, was the only question 
 which remained undecided. 
 
 The height the waters require to be raised at the lower termination 
 of the raoids, near White liver, to give three and a half feet over the 
 highest p'oint of the river bed at Little Rock, in the lowest stages of 
 water, is twelve feet. This height, on a good foundation, such as will be 
 used, is not too great to render a dam unsafe; and as a single dam and 
 lock are more economical and more convenient than to surmount the 
 same rise of water by means of two, the use of one only should be pre- 
 ferred, provided the country is sufficiently elevated to sustain that height 
 of wat'ir against the banks of the river. 
 
 In the event of building two dams, the site of the upper one would be 
 at the Hanging Rock— the lower one near the foot of the Grand Rapids. 
 The two sites are about two miles apart, and the water from the upper 
 site to the extremity of the pool in the river above would be at the same 
 elevation whether one or tsvo dams should be erected. The only dilfer- 
 ence to the adjacent country in relation to the height of the water is for 
 the distance between the two dams, which does not exceed two miles, 
 and this diiference in the height of the water would not be greater than 
 three and a half feel; for, in order to give the necessary depth over 
 the rocks for steamboats to enter the lock at Hanging Rock dam, a con- 
 siderable portion of it would have to be submerged by the lower one. A 
 dam at the foot of the rapids, to overcome the obstructions in the i ivcr to 
 Hanging Rock, and to secure a sufficient depth of water to carry boats 
 
159 
 
 safely into the second look, would be seven and one-half feet in height 
 above the suiiace of the river; and to overcome ail the obstacles pro- 
 posed to be remedied, less than ten and a half leet above the surlace 
 of the water where the dam will be built. 
 
 The greatest part of the descent of the Grand Rapids is within half 
 a mile of the dam, so ihat the height to which the waters arc raised above 
 their natural bed is diminished four feet in that distance. The banks are 
 high enough to confine the waters within them, except at the highest 
 floods, during which the country is overflowed for miles in extent, with 
 the exception of a few insulated points of sand-rock ridges, which appear 
 like islands in the surrounding waters. 
 
 The difference, therefore, in the heigth to which the surface of the 
 river will be raised by the use of one or of two dams is inconsiderable, 
 not exceeding three and a half feet for two miles in distance; but to ob- 
 viate all objections on that account, in the estimates, the cost of making 
 guard-banks from the lower to the upper dam sites, on each side of the 
 river, has been calculated and provided for. The ditFerence in the height 
 of the lock-gates and walls, on the plan of two dams, would have been 
 three feet less than in one, provided the walls had been left at ten feet 
 above the weirs or combs ot the dams, and sometimes submerged in the 
 W£ters of high floods; which, although avoided in the plan adopTed, would 
 not have rendered the works unsafe; with the banks raised to the prop- 
 er height and well protected, and when the water was at that hei<4it, 
 the dams would have made no obstruction to the passage of boats. 
 
 It is believed that all the advantages which can be claimed for two 
 dams over one, are summed up in these items of the height of the water 
 and the height of the lock-gates and walls — both are inconsiderable. 
 
 But the plan of one lock and one dam is preferable on account ol' pro- 
 ducing less delay and injury to steamboats to pass one lock than to pass 
 two; of less delay of landing flat boats and the hazard of being drawn 
 over the dam in the descending trade of the river; of an increased 
 amount of water-power, and greater economy in the cost of construction. 
 It is usual to allow three feet for head and fall in building mills. On the 
 plan of two dams, the dilfcrencc in the surface of the water at Hanging 
 Rock, above and below the dam, would have been only three feet, and 
 therefore valueless for practical purposes. The available water-power at 
 the lower site, six feet on the same plan; but with one dam and one 
 lock, the available water power will be nine feet fall; therefore, if two 
 dams and two locks could have been constructed for the same cost, the 
 single plan ought to have been preferred. The cost of two, however, 
 would have greatly exceeded the cost of erecting one. For comparison: 
 
 Plan of two dams and two locks — 
 Cost of dam and lock at foot of Grand Rapids • - ^138,825 93 
 Cost of dam and lock and dam at Hanging Rock - - 132,782 60 
 
 271, COS 53 
 
 Plan of one dam and one lock. 
 Cost of dam and lock near the foot of Grand Rapids - 16G,928 55 
 
 Difference 101.079 9S 
 
160 
 
 The plan of one dam and lock was adopted, not only on account of the 
 great difference of cost in its favor, but also of its greater utility. The 
 height of the dam will bfi sufficient to give three and a half feet water 
 over the highest points in the rock bed of the river at Little Rock shoals, 
 without taking into consideration the influence the dam will have in 
 backing the waters that distance, or for the height the water will stand 
 on the comb of the dam; both of which will probably be equal to six 
 inches, and give a depth of water of four feet over the highest rocks. 
 
 The lock will be 175 feet long and 38 feet wide in the chamber, and 
 of the same dimensions as those used in the Kentucky rivers, which are 
 now being improved. The lock is of sufticient capacity, with a rise of 
 two and a half feet in the river, to pass boats of 200 tons burden — the 
 size which includes the most numerous class which navigate the Ohio — 
 and at all times to pass boats drawing three and a half feet water. The 
 gates will be opened with capstans. The lock walls will be 233 feet in 
 length, with piers of crib-work filled with stone and faced with plank, ex- 
 tending 180 feet in length above and below the lock, for protection walls. 
 The dam will be one thousand feet in length, built with cribs of tim- 
 ber, tilled with^slone and covered with six inch plank. The site is on 
 the sand-rock bed of the river, and aflbrds a good foundation for the 
 dam. The rock is more firm and compact than that which is found 
 above water in the vicinity. Care has been taken in the selection of the 
 site, to place the dam sufficiently up the falls for the agitation of the 
 water produced in passing the dano to subside on the rock-bed of the riv- 
 er, to prevent deep washing below — the formation of new sand bars to 
 impede the navigation, and to prevent the structure from being weak- 
 ened and undermined. The dam is thus placed some distance pp the 
 falls, and, as a necessary consequence, the rock, to some extent, has to be 
 excavated below the lock. Tiiis selection of the site lessens the height 
 the dam has to be built about one and a half feet, and adds greatly to its 
 permanency. This rise on the rocktakes place above the point where 
 the water will be discharged for hydraulic purposes, so that the fall se- 
 cured by the erection of the dam is fully equal to 12 feet; 9 feef of which, 
 according to the usual allowance of mill-wrights for head and fall races, 
 w4!l be available for machinery, with a supply of water greater than can 
 be used for many years to come — sufficient at least to propel 300 run of 
 4J feet mill-stones at seasons of the lowest stages of water, and will not 
 be impeded by floods more than six weeks in a year. 
 
 The dam will have some slight influence in backing the waters of the 
 river in medium floods, but this influence will be small. In higher sta- 
 ges of floods in which the water rises on the weir or combofa datr to 
 something like one-fifth part of its natural height, thisinfluence of back- 
 ing the water is altogether lost. so that xi dam has no cfiect in increasing 
 the irise of freshets after they swell to a certain height. In such cases an 
 increase of velocity at the place the dam is situated is all the difference 
 which can be perceived. The eflect on smaller rises of a river must be 
 very slight; for the water in the pool of a dam of miles in extent, in small 
 floods, moves with a current that is scarcely perceptible, and the differ- 
 ence, consequently, of the elSvation between the terminations of the pool 
 must be small indeed. 
 
161 
 
 The banks of the river are generally 19 or 20 feet above its bed; and 
 at the height of ordinary floods, but witii the exception of three places 
 in the distance of 1 1 miles above the mouth of White river, in the high- 
 est rises of water, the whole valley bordering the Wabash is overflowed 
 for miles in extent. The valley is very level and uniform in its surface, 
 of a tough clayey soil which affords a tolerable guarantee against cut-offs, 
 and the river from forming new channels. 
 
 From the lock and abutments on each side of the river, guard-banks 
 can be cheaply constructed to high ground, which never overflows 
 — a fortunate circumstance in the location which could not be found at 
 any other place within many miles» Almost immediately above the site 
 of the lock on the eastern bank of the river, a point of land, 20 feet above 
 the highest floods, projects into the stream, and forms a harbor where 
 boats may land safely without danger ol being drawn over the dam. 
 
 This projection of high ground is not so abrupt as to make it difiicult 
 to pass, but at the same time it influences the current from the point to 
 the bend of the river on the opposite side, and shields thereby the lock 
 from drift and ice. 
 
 The bed of the Wabash for some distance — several miles above the 
 Little Rock rapids — is deep and well adapted to become the reservoir of 
 the sand which must, in the nature of things, be deposited at the head of 
 the pool. Few places on the Wabash could be found so well adapted 
 for the location of similar works, in whicli safety, convenience, and per- 
 manance are so well secured. 
 
 The lock-walls arc designed to be built of the most durable materials, 
 and in the best manner, as well as the abutments and dam. The greatest 
 amount of trade on the Wabash obviously, points to the necessity of do- 
 ing, in the best manner, whatever is done, so that the work when put 
 up will need little or no repairs, or be of doubtful utility when completed. 
 The plan is very similar to those used in Kentucky on their public 
 works. Care will be taken to have the walls and gates of such dimen- 
 sions that they will be able to resist the pressure against them; and in the 
 height of tlie gates, that they shall not exceed the limits in ordinary use 
 for large locks, so that nothing shuU be left to conjecturoi or the hazard 
 of an experiment. 
 
 The difliculty of procuring stone of a good quality, the Quantity of 
 materials to be collected at one point, the uncertainty of a proper stage of 
 water for their transportation, and the fiecessity of havmg all the materials 
 ready and prepared on the ground before a commencement of any part 
 of the structures m the water can be made, induced the recommendation 
 of letting out the delivery of the stone for the lock and abutment. This 
 lettmg, for the materials, took place on the 22d instant, and contracts 
 taken by two responsible companies iov the delivery of 7,000 cubic yards 
 of stone by the 1st oi June next, atfairprices for the States. The contrac- 
 tors have already engaged with spirit upon the business of their contracts, 
 and with an activity which promises well for their performance. The 
 prices at which these contracts have been taken would seem to insure 
 the completion of the whole work within the estimates made-for its cost. 
 
 Thus tar, building stone of a good quality has not been found nearer 
 Uian Portersville, 77 miles by water, above the confluence of White river. 
 There the quarries are fine for the massive work for which the materials 
 
 11 
 
162 
 
 are required; none of a suitable quality have been found nearer to the site 
 of the works, although diligent and laborious search has been made for 
 that purpose. 
 
 The cost of the dam and lock is estimated at $166,928 55. The whole 
 is carefully estimated, and put at such prices as is confidently believed 
 will insure the completion of the w^ork in the most substantial manner, 
 without exceeding the estimates a single dollar. 
 
 Itis expected that, according to contract, the stone will be delivered by 
 the 1st of June next, and that the main contracts for building the lock 
 and the dam, and abutments, may be let by the 16th of that month; so 
 that the work may be completed by the first of November, 1839. 
 
 Ample provision has been made in the estimates for the use of the 
 water-power, in the construction of culverts and canals for the convey- 
 ance and discharge of the waters. 
 
 So great a power for hydraulic purposes, created in the heart of an 
 extensive wheat growing country, and adjacent to the beds of iron ore 
 abounding in the valley of White river, cannot fail to insure to the States 
 large profits. Its situation in a district of country where water privi- 
 leges are extremely limited, will enhance its value, and being so great, 
 (and within twelve hours' voyage of the Ohio) will give it such claims to 
 the attention of the public as cannot, in the nature of things, fail to pomt 
 it out as extremely well situated for any kind of manufacture m which 
 water-power is essential, and induce it to be extensively improved. 
 
 In regard to the profits to be derived from the construction of the 
 work, it will be sufficient to remark that, when completed, it will pro- 
 bably stand on more favorable ground, in relation to the revenues to be 
 derived irom it, than any other in cither of the States. So soon as it 
 shall be completed, a very moderate rate of tolls collected on the great 
 trade of the Wabash will render it profitable in the matter of revenue. 
 
 But a very short time can elapse before the rents from the water-power 
 alone will pay the interest on the cost of construction, and keep up the 
 necessary repairs and attendance. Leases for water-power in Indiana 
 rent for |l50 per annum for privilege for propelling one run of four and 
 one half feet mill-stones, and are readily sought for at these prices. 
 
 The eligibility of this water-power for the manufacture of iron and 
 nails, of paper, cotton, lumber, and flour, cannot fail of making it in 
 a short time the source of large revenue to the States. The benefits of 
 these works to the country can hardly be appreciated. Great confidence 
 is felt that to the present navigable portion of the year on the Wabash, 
 it will add at least three months to that time, for the upper part of it; and 
 that when the obstacles to the navigation of this section of the river shall 
 be removed, there will be more inducements for the business of steam- 
 boats in the summer season; and that but a very short time in each year 
 will be found, in which light draft boats, suited to the commerce, will not 
 make their regular trips from the upper country to its mouth. Nor will 
 the benefits cease with the extension of the navigation of the river, and 
 the rents and tolls which will be received— the introduction of property, 
 the investment of capital to a great amount in manufactures, will swell 
 the revenues of the States, and add greatly to the aggregate of their 
 wealth, and to the prosperity and convenience of their people. 
 
163 
 
 The disbursements made in locating the work, examinations for stone, 
 purchase of instruments, tools, &c., is ,$1,464 68; the one-half of which, 
 or the sum of ^732 34, was paid out of the money furnished by each 
 Commissioner of the respective States, as per account, with vouchers 
 rendered with the plans and estimates in detail; which are respectfully 
 submitted. 
 
 A. BURR, 
 Principal Engineer Wabash river. 
 
 Report of Edward Smith, Principal Engineer. 
 
 Railroad Office, 
 
 Mount Carmel, March 7, 1838. 
 To Gen. M. K. Alexander, 
 
 Commissioner of the Board of Public TVorks. 
 
 Sir: In obedience to your instructions, so much of the eastern division of the 
 Alton and Mount Carmel raih'oad as extends from Mount Carmel to Albion, has 
 been definitely located, and prepared for contract, and I now have the honor to 
 report the following results in relation thereto. *• 
 
 After the receipt of the order of the Board of Public Works, directing the 
 above named portion of this road to be put under contract, accompanied by your 
 instructions to have it ready for letting by the eight of March ensuing, the "loca- 
 ting party, which at that time were engaged in preparing the western division of 
 the same road for contract, were removed to Mount Carmsl. This party was 
 under the charge of Mr. Terril, and with the exception of Mr. Scheel, who re- 
 mained at the western office, and whose place was supplied by Mr. Seymour, have 
 located the work on this division. It required some two weeks after their arri- 
 val at Mount Carmel to complete the estimates and drawings of the western end . 
 of the line, before commencing field opei'ations on this end. These unavoida- 
 ble causes of delay postponed the commencement of the work here until in the 
 month of January. 
 
 The experimental lines on the eastern division of Alton and Mount Carmel 
 railroad were made in May and June last, under the then existing order of the 
 Board of Public Works restricting the grades to 30 feet ascent and descent in the 
 mile, with the exception of that portion of the line which crosses the Albion ridge, 
 which, by special instruction, was extended to 40 feet. These preliminary sur- 
 veys, therefore, were of little aid in effecting the recent location which has been 
 made, with a view of benefiting by the recent order of the Board, in reference 
 to extending the grades at tlie option of the Commissioners in charge of each 
 respective work. The present location occupies a route which was impractica- 
 ble, within any reasonable cost, at a grade of 30 feet to the mile, and hence, entire 
 new surveys and examinations were instituted on a considerable portion of the 
 route. 
 
 These circumstances, combined with the extreme inclemency of the weather 
 during the month of February, have operated to retard the progress of the work 
 beyond what was anticipated by me when I engaged to have the work ready for 
 contract by the 8th of March. I however have the pleasure to state that, not- 
 withstanding the difficulties and privations which the party necessarilv encoun- 
 tered in their field operations, by an assiduity and praise-worthy attention to their 
 duties, all the necessary examinations have been made by them to enable me to 
 present you at this time what I deem to be the most judicious definite location, 
 
164 
 
 on almost the whole line of work, together with a minute estimate of the proba- 
 ble amount and value of the work on each respective section into which the line 
 has been divided. There are two or three points on the route, at which are pre- 
 sented difficulties wliich require some further examination, to enable me to decide 
 definitely on the precise location to recommend to you; but the plansand profiles' - 
 of the line at those points indicate the vicinity and character of the work suffi- 
 ciently explicit to enable contractors to bid understandingly for the execution . 
 of it. ' _ .. _ ' 
 
 Without anticipating further, I will proceed with the description of the line of 
 work, and of the country over which it passes. 
 
 The location commences in Mount Carmel, at the bank of the Great Wabash 
 river, on the town commons, and in a line with the centre of Mulberry street; 
 and the ordinary high water-mark of the river is assumed as the base of the ver- 
 tical survey. From the point of commencement, the line is carried over the com- 
 mons to the intersection of Front street, at the foot of the bluff upon which the 
 town is situated, and from thence up the centre of Mulberry street. This street 
 occuDies a ravine which presents a very favorable and cheap location to ascend 
 from' the river bottom to the table land. Near the intersection of Fifth streetj 
 the line attains the lowest depression in the hill, at an elevation of 48.4 feel 
 
 above the base, 3,800 feet from the river bank. Here a curve of feet radius 
 
 is resoited to, in order to throw the line into the centre of Sixth street, which is 
 attained near the intersection of Market street, and is pursued to the western 
 limits of Sixth street. By this arrangement, the most economical location is adop- 
 ted, and at the same time the injury done to private property is inconsidera- 
 ble in amount. The corporation having granted the right of way, for the rail- 
 I'oad, through the commons, streets, and alleysof the town, and the resident pro- 
 prietors having generally acted with the same liberality, the location through 
 the town plat is effected in a manner highly satisfactory for the interests of the 
 State. 
 
 After leaving the western boundary of the town, the line is curved gently to 
 the west, and runs, on or near the line of sections, to the crossing of Great-house 
 creek, at the distance of about two miles from the river bank. At the distance 
 of three miles and 24 chains, the summit of the dividing ridge between Great- 
 house and Coffee creeks is attained, at an elevation of 85. G feet. This ridge 
 forms one of the principal obstructions on the line; and which, with two others 
 of the same description, will render it necessary for the Commissioners at the 
 letting to decide a question of expediency and utility between a sinuous and 
 lengthened line of road, on a low -^rade, and a direct and straight line, on grailes, 
 at these three points, exceeding fifty feet to the mile. By the present location, 
 this ridge is overcome by straight planes; the grade of the plane on the eastern 
 slope being 53 feet, and the first half from the summit of the v/estern plane being 
 on a grade of 34 feet, and the other half, of 53 feet to the mile. The length of 
 the eastern plane is (5,800 feet, and that of the western, 4,900 feet. In order 
 howe\ er to effect this design, a cut of 28 feet in depth on the extreme summit of 
 the ridge, and averagings 13.38 feet in depth, for a distance of 1,800 feet, has to 
 be encountered. It is supposed that rock may be met with in this cut, but the 
 shortness of the time allowed for preparing the work for contract, and my indis- 
 pensable engagements in other parts of the district during a part of the winter, 
 have prevented me from instituting'examinations, which otherwise would have 
 been made in referenco to the matter, both at this and the Albion ridge, to be de- 
 scribed in a subsequent part of this report. ]f rock should occur at any consi- 
 derable elevation in the cuts, (which fact will be fully determined before the 
 work shall be commenced,) it is supposed that the cost of the excavation 
 will not be materially influenced thereby, as the aggregate amount of material 
 
165 
 
 to be removed will be diminished, and also, the rock may be of value to the State 
 for masonry on the line. 
 
 After passing this ridge, the line assumes the valley of Coffee creek, and pass- 
 es over a gently undulating country, until it reaches the dividing ridge between 
 the waters of Coffee creek and Bon Pas river, on Mr. Robert Piigg's plantation. 
 On leaving the foot of the ridge between Greatdiouse and Coffee creeks, near 
 Mr. Samuel Rigg's dwelling house, the line is necessarily subjected to a slight 
 curve, and thrown south of a direct line to Albion, in order to avoid a very 
 elevated section of the ridge, and assume a low gap near Rigg's house. The ele- 
 vation is overcome by a plane of 2,200 feet in length, and on a grade of 74.4 
 feet to the mile on the easterly slope, and on the westerly slope by a plane 2,400 
 feet long, and grade of 49.10 feet to the mile. The depth of the cut on the ex- 
 treme summit is 13.64 feet, and averages 6.40 in depth for a distance of 1,700 
 feet It is worthy of particular remark, that the grades on the eastern side of 
 the ridge can be materially dnninished and brought within moderate limits, by 
 resorting to a curved line, conforming to the southern escarpment of the hill on 
 the south of Mr. Rigg's dwelling house, by which means the plane can be com- 
 menced at a much greater distance from the summit. Immediately after pass- 
 ing this ridge, the line assumes the w^ide and level valley of the Bon Pas river, 
 and passes for the most part through or in the immediate vicinity of a finely tim- 
 bered country. At the distanc ' of 12 miles and 55 chains from the Wabash, 
 the Bon Pas is intersected, and passed at a f\xvorable point for the construction of 
 the bridge, and on a quarter section of land owned by the State. The country 
 west of the river still continues comparatively level, but is more open and inter- 
 spersed with f\irms and prairies. This description of country continues to withhi 
 about one and one-quarter mile of the summit of the Albion ridge, or about six- 
 teen miles from Mount Carmel. Here commences one of the principal obstruc- 
 tions in the vertical line of the road which occur on the whole line between the 
 Wabash and Mississippi rivers. 
 
 It is not so much to the height of the ridge that the obstruction is to be attiibu- 
 ted, as to its relative elevation to the level country which approaches it within 
 so short a distance of its summit. It might be supposed, on cursory reflection, 
 that as the line receded from the Wabash river in a westerly direction, the^^e?*- 
 eral level of the country would become more elevated; yet the surveys iiave de- 
 veloped the fact, that the bed of the Bon Pas, at the point of crossing, is about as 
 low as that of the Wabash at Mount Carmrd; and that the country near the foot 
 of the Albion ridge is very little elevated above high water mark of the latter 
 stream at the above named point. This fact however is easily explained, when 
 it is considered that the line of survey pursues the general direction of tlie valley 
 of the Wabash, crossing its small tributaries at right angles, and consequently 
 partakes of the general inclination. 
 
 The elevation of the lowest depression m the Albion ridge, by which the line 
 can be carried through any part of the town plat, ranges from 126 to 128 feet 
 above the base line; and from the nature of the country, any plan 3 which may be 
 assumed to overcome !00 feet of this elevation, and carry the line through the 
 town, must be commenced within a fraction over one mile from the summit. 
 If the plane should be straight, the grade cannot be much under 90 feet to the 
 mile, without encountering work of a very expensive character; and in proportion 
 as the grade ts reduced, the line must either be curved and the distance prolonged, 
 or the cuttings and embankments increased. In the latter case, and perhaps in 
 both, the cost of the work will be materially augmented. 
 
 The plan and profiles herewith submitted exhibit an assumed line over the ridge, 
 and onward to the end of the 18th section; more for the purpose of indicating the 
 character and amount of work on these sections than of determining the precise 
 location of the line; and a notice to this effect will be appended to the description 
 
166 
 
 of the work exhibited at the lettings. Any location that may be deemed more 
 judicious, on a critical revision of the line, will not[change materially, if any, the 
 character, or perhaps the amount of work, as shown by the present description of 
 it, and therefore proposals can be received for its execution, without impropriety 
 in :.ny point of view. The examinations which have been made on this portion 
 of the hne, both at the time of executing the preliminary surveys, and during the 
 present winter, have been elaborate and extensive; and no doubts are entertained 
 of the practicability of overcoming this obstruction, with a line as favorable in 
 regard to cost and effective usefulness as that now presented; and strong hopes are 
 indulged that the whole can be materially improved. 
 
 I used my utmost endeavors to despatch the business at the lettings on the west- 
 ern division of the road, and return to this work as speedily as possible, in order 
 to effect a definite location of the work on the 17 th and IHh sections, which would 
 be satisfactory to my own mind, previous to the lettings. On my arrival, I found 
 it necessary to devote my whole time in assisting to make up the results of the 
 field operations, which had already been had, in order to be ready for the lettino-s; 
 and was therefore precluded from carrying this design into effect. I propose', 
 however, to attend to this matter specially, as soon as your advice and instruc- 
 tions in relation to it can be obiained, and without any delay to the contractors 
 should the section be let. ' 
 
 In addition to what has already been said in referen/;e to the grades 
 on the line, it may be proper to remark that steep planes occur but at 
 four points, and in every instance, their greater inclination and length 
 occur on the eastern slopes, and in the direction in which a large pre- 
 ponderance of the heavy transportation may reasonably be expected- 
 that the planes are generally on straight lines; and that they are sus- 
 ceptible of improvement by reduction, whenever the amount of trade 
 upon the road or other circumstances may render such a change eco- 
 nomical or judicious. 
 
 It should also be borne in mind, that there is every probability of this 
 work, at no distant day, forming a link in a continuous line between 
 Louisville, on the Ohio, and two great and rival commercial emporiums 
 on the Mississippi river; and that it will come into direct competition, 
 for the travel and light transportation with the steamboat navigation 
 between those important points, in the great valley. In view of these 
 facts, there can be no question, but that the interests of the State would 
 be as well consulted in projecting this design, to provide for the most 
 speedy and advantageous conveyance of passengers, as by adopting 
 the road exclusively to heavy transportation. And the one object can 
 be secured, without materially affecting the other, by avoiding as far as 
 practicable all increase of distance and curvatures on the line. 
 
 Aw^are of your opinion on this subject, I deern it supererogatory, on 
 my part, to urge the propriety of adopting a straight and direct location 
 at the expense of a few rather elevated grades. The recent experiments 
 on the use of steam engines on rail-ways tend fully to develope the 
 fact that these valuable machines possess a much greater inherent po\t- 
 er and capacity for operating to advantage on inclined roads than was 
 imagined, or at least practicably applied, some years ago; and therefore 
 some of the most important lines of railroads in the United (States have 
 recently been projected, by engineers of unquestionable scientific and 
 practical knowledge in their professions, predicated on the use of me- 
 chanical motive power, on grades greatly exceeding fiftv feet to the 
 
167 
 
 mile. In view then of the discoveries whicii are almost daily making, 
 in regard to the increased capacity and advantage of steam motive 
 power on roads; and also, of the propriety of applying, to the construc- 
 tion of our public works in Illinois, that rigid economy which prudence 
 and custom dictate in all private improvements, in a new country, there 
 can exist but little danger of falling into error, by avoiding, as far as 
 practicable, all expenditures of doubtful necessity and utility in the con- 
 struction of our roads. 
 
 The accompanying tables of gradients and of curves, exhibit a con- 
 densed view of these peculiarities, in the route selected. By reference 
 to these tables, and to the map herewith submitted, it will be perceived 
 that the route of the road between Mount Carmel and Albion is very 
 direct, and for the most part on straight hnes. But few curves occur, 
 and with the exception of the one wiihin the town plat of Mount Car- 
 mel, they are all on very extended radii. 
 
 As the whole drainage of the country is intersected by the line, nearly 
 at right angles, the undulations in the vertical line of the road are con- 
 sequently frequent; but with the exception of the points above alluded 
 to in detail, these tluctuations in the line are too minute and inconsider- 
 able to affect injuriously the usefulness of the road when in operation. 
 
 The mechanical structures on the line are few and inconsiderable; 
 the bridge over the Bon Pas being the most important. From the diffi- 
 culty at present apprehended in procuring suitable stone, near the route, 
 for bridge abutments, it is proposed to adopt the simplest and cheapest 
 plans, in all cases, for these structures, and to support them with wooden 
 tressles. As timber of the first quality for these purposes abounds in 
 the immediate vicinity of the respective works, a judicious economy 
 seems to require the use of it, in the absence of suitable rock, until future 
 examinations shall have developed the existence of better materials; 
 when its transportation, even from a considerable distance, can be effect- 
 ed on the railway at a small expense to the State. The same course is 
 proposed to be adopted in relation to the smaller water ways on the line, 
 where the same difficulty is apprehended in regard to procuring rock; 
 with the understanding, however, that if the excavations in the line 
 should discover suitable rock for their construction, it will be applied in 
 lieu of the timber drains. 
 
 The facilities for procuring materials on the route for the construc- 
 tion of the works, with the exception of building rock, are highly favora- 
 ble. The country through which the road passes, and especially the val- 
 ley of Bon Pas, is for the most part well timbered; and the Wabash, 
 White river and Patoka, all uniting immediately at the debouchment of 
 the road on the Wabash present facilities for procuring supplies of tim- 
 ber for the construction of the railway, which perhaps are not surpassed, 
 if equalled, at any other point in the State. 
 
 The total length of the present located line is eighteen miles; which 
 has been sub-divided into eighteen sections, of nearly equal extent. A 
 tabular statement or synopsis of the probable amount and description 
 of the different items of work on each respective section, together with 
 minute estimates of the probable cost of the work, is herewith submit- 
 ted. The subjoined estimates embrace, also, the probable cost of the 
 
168 
 
 timber, and workmanship of the superstructure of the railway, and of 
 completing the whole work for the reception of the cars. 
 
 Land for the river depot at Mount Carmel can be obtained on the 
 town commons, without any present cost to the State. Liberal offers 
 have also been made by citizens of Albion for furnishing land for a de- 
 pot at that place; and the feelings manifested by the community, gener- 
 ally, on the route of the work, fully warrant the belief that little or no 
 difficulty will arise in regard to obtaining the right of way for the road 
 as well as sites for depots. 
 
 The accompanying drawings and specifications illustrative of the sur- 
 vey, location, and construction of the road, together with this report, are 
 all most respectfully submitted by 
 
 Your obedient servant, 
 
 EDWARD SMITH. 
 Principal Engineer of Southern District. 
 
 An estimate of the probable cost of work proposed to be executed in the con- 
 struction of the first eighteen sections of the eastern division of the Alton 
 and Mount Carmel railroad^ extending from Mount Carmel to about 
 threefourths of a mile southwest of Albion. 
 
 Section No. 1, 6,500 feet in length, commencing on the bank of the 
 
 Wabash river, in Mount Carmel, passing up Mulberry street, curves 
 
 into Sixth street, and extends to station 65, being at the west end of 
 
 the town plat of Mount Carmel. 
 
 6,667 cubic yards of excavation, at 14 cents per yard - $033 38 
 
 7,758 cubic yards of embankment, at l8 cents per yard 1,396 44 
 
 2 brick drains, 30 perches, at S5 per perch - 150 00 
 
 9 street crossings, at $25 .... "zib 00 
 
 86 rods fencing, at 50 cents per rod - - - 43 OO 
 
 S2,747 82 
 
 Section No. 2, 4,500 feet in length, commencing at the west end of the 
 town plat of Mount Carmel, aind extending to the west bank of Great- 
 house creek. 
 
 5.50 acres of clearing, at $25 - 
 LOO acre of grubbing, at |- 125 
 50 cubic yards of excavation, at l6 cents 
 11,047 cubic yards of embankment, at 17 cents - 
 
 200 lineal ft. bridging over Greathouse creek, at $3 per ft. 
 1 brick drain, l9 perches, at $5 per perch 
 1 wood drain, 400 feet of timber measure, at 8 cents 
 I road crossing, at $'l5 . . . _ 
 
 98 rods fencing, at 60 cents . - . - 
 
 137 50 
 
 125 00 
 
 8 GO 
 
 1,877 99 
 
 600 00 
 
 95 00 
 
 32 00 
 
 25 00 
 
 49 00 
 
 $2,949 49 
 
169 
 
 Section No. 3, 6,400 feet in length, commences at Greathouse creek, and 
 
 extends to the summit at Key's Ridge. 
 
 8.75 acres of clearing, at $30 - - - - ^262 50 
 
 32,150 cubic yards of excavation, at 16 cents - - 5,144 96 
 
 1,000 cubic yards of sand stone, at 80 cents - - 800 00 
 
 ll,77l cubic yards embankment, at 16 cents - - 1,883 36 
 
 1 brick drain, 50 perches, at $5 25 per perch - 262 50 
 376 rods of fencing - - - - - 150 00 
 
 2 road crossings, at $20 - - - - 40 00 
 
 8,543 32 
 
 Section No. 4, 5,400 feet in length, commences at the summit, (Key's 
 
 Ridge,) and extends to near Samuel Rigg's plantation. 
 
 9.80 acres clearing, at ^25 - - - - 245 00 
 
 1.00 acre grubbing, at |'125 - - - - 125 00 
 
 15,124 cubic yards excavation, at 16 cents - - 2,419 84 
 
 1,000 cubic yards sand-stone, at 80 cents - - 800 00 
 
 9,239 cubic yards embankment, at 16 cents - - 1,478 24 
 
 1 brick drain, 50 perches, at $-5 25 - - - 262 50 
 
 1 wood drain, 810 feet of timber, at 9 cents per foot 72 90 
 
 1 public road crossing - - - - 30 OO 
 
 230 rods fencing, at 50 cents - - - - 115 00 
 
 |5,548 48 
 
 Section No. 5, 4,600 feet in length, commences near Samuel Rigg's, 
 
 and extends to near the Coffee creek. 
 
 7.80 acres clearing, at $'25 per acre - - - $195 00 
 
 1.10 acres grubbing, at $125 per acre - - - 137 50 
 
 8,156 cubic yards excavation, at 15 cents per yard - 1,223 40 
 
 5,208 cubic yards embankment, at 16 cents per yard - 833 28 
 
 Bridging 200 feet over slough, at $2 50 - - 500 00 
 
 1 stone drain, 18 perches, at $3 59 per perch - - 63.00 
 
 1 drain of wood, 510 feet of timber, at 9 cents - 45 90 
 
 Public road crossing - - - - - 30 00 
 
 3,028 08 
 
 Section No. 6, 4,300 feet in length, commences on the east side of Cof- 
 fee creek, (in the Coffee flats) and extends to a short distance bejond 
 Christian Urnot's plantation. 
 
 8.25 acres clearing, at $30 per acre - - - $247 50 
 
 .75 acre grubbing, at 125 - - - 93 75 
 
 .30 acre prairie sod, at 20 dollars 
 1,390 cubic yards excavation, at 16 cents per yard 
 4,544 cubic yards embankment, at 18 cents per yard 
 Bridge 200 feet, over Coffee creek, at $2 50 - 
 1 wooden drain, 420 feet of timber, at 8 cents per foot 
 
 6 00 
 
 222 40 
 
 817 92 
 
 500 00 
 
 33 60 
 
 1,921 17 
 
no 
 
 Section No. 7, 5,300 feet in length commences near Christian Urnot's, 
 
 and extends to the edge of a small prairie near George Rice's house. 
 
 11.50 acres clearing, at $25 per acre - - - 1 287 50 
 
 l.lO acres grubbing, at $120 per acre - - - 132 00 
 
 .20 acre prairie sod, at $20 per acre - - - 4 00 
 
 1,392 cubic yards excavation, at l4 cents per yard - 194 88 
 
 6,373 cubic yards embankment, at 17 cents per yard - 1,083 41 
 
 Bridge,40feet,atS2 50 - - - - 100 00 
 
 1 wooden drain, 300 feet of timber, at 8 cents per foot 24 OO 
 
 1,825 79 
 
 Section No. 8, 6,000 feet in length, commences near George Rice's 
 
 house, and extends to a summit northwest of Robert Rigg's. 
 
 2.30 acres clearing, at $25 per acre - - - |57 50 
 
 .30 acre grubbing,at $130 per acre - - - 39 00 
 
 5,225 cubic yards of excavation, at 14 cents per yard - 731 50 
 
 14,215 cubic yards of embankment, at l7 cents per yard - 2,41 6 55 
 
 2 wooden drains, 1,200 feet of timber, at 9 oents - 108 00 
 
 173 rods of fence, at 50 cents (on Rice's) - - - 8(5 50 
 
 206 rods of fence, at 50 cents (on Riggs') - - 103 00 
 
 3,542 05 
 
 Section No. 9, 4,600 feet in length, commences at the summit near Rob- 
 ert Riggs', and continues down to near the bottom land on Bon Pas 
 flats. 
 10.50 acres clearing, at $25 per acre 
 .70 acre grubbing, at $125 per acre 
 7,198 cubic yards of excavation, at 15 cents per yard 
 12,811 cubic yards of embankment, at 16 cents per yard 
 1 wooden drain, 690 feet of timber, at 8 cents 
 
 Section No. lO, 5,400 feet long, commences near the Bon Pas flats, and 
 continues to near the White-oak ridge in the direction of the Bon Pas 
 river. 
 12.50 acres of clearing, at $30 per acre 
 
 .80 acres of grubbing, at l25 dollars per acre 
 4,710 cubic yards of excavation, at 14 cents per yard 
 8,327 cubic yards of embankment, at 16 cents per yard 
 
 2 wooden drains, 1,100 feet of timber, at 8 cents per ft. 
 
 $262 50 
 
 87 50 
 
 1,079 70 
 
 2,049 76 
 
 55 20 
 
 3,334 66 
 
 375 00 
 
 100 OLI 
 
 659 40 
 
 1,332 32 
 
 88 00 
 
 2,554 72 
 
$312 50 
 
 90 00 
 
 412 m 
 
 801 21 
 
 100 00 
 
 63 70 
 
 1,780 27 
 
 ion of the 
 
 $172 50 
 
 39 00 
 
 20 00 
 
 570 24 
 
 225 00 
 
 20 (0 
 
 30 00 
 
 1,076 74 
 
 171 
 
 Section No. ll, 5,200 feet in length, continues on the bottom land 
 the direction of the Bon Pas river. 
 12.50 acres of clearing, at 25 dollars per acre 
 .60 acre of grubbing, at 150 dollars per acre 
 2,949 cubic yards of excavation, af 14 cents per yard 
 4,713 cubic yards of embankment, at 17 cents per yard 
 Bridging over bottom lands 50 ft., at 2 dolls, per ft. 
 2 wooden drains, 9l0 feet of timber, at 7 cents per foot 
 
 Section No. 12, 5,300 feet in length, continues in the direction of the 
 Bon Pas, and crosses a wet prairie. 
 5.75 acres clearing, at 30 dollars pei- acre 
 .30 acre grubbing, at ]30 dollars per acre 
 1.00 acre prairie sod, at 20 dollars per acre 
 3,504 cubic yards of embankment, at 1 6 cents per yard 
 
 Bridge, lOO feet, over Crackle's creek, at $2 25 cents 
 Road crossing . . . _ . 
 
 60 rods of fence, at 50 cents per rod 
 
 Section No. 13, 5,300 feet in length, commences on the east side of the 
 Bon Pas river and crosses the same, passing through the margin of 
 prairie and timber. 
 
 9.20 acres of clearing, at 30 dollars per acre 
 1.30 acres grubbing, at l30 dollars per acre 
 1,358 cubic yards of excavation, at 15 cents per yard 
 993 cubic yards of embankment, at 15 cents yer yard 
 Bridge, 120 feet, in three spans, at 8 dollars - 
 Bridge, l40 feet, double track, truss vi^ork, (see draw- 
 ing) over Bon Pas, at 5 dollurs 
 
 1 wooden drain, 510 feet of timber, at 7 cents - 
 
 2 road crossings, at 25 dollars - - - . 
 48 rods of fencing, at 50 cents per rod - 
 
 Section 14, 5,300 feet in length, commences half a mile west of Bon 
 Pas river, and continues to the bank of Stillhouse creek, passes ihrout^h 
 some cleared land owned by Hall, Buckner, and Hassel. ^ 
 
 2.50 acres of clearing, at 25 dollars per acre 
 •30 acres of grubbing, at lOO dollars per acre 
 7,697 cubic yards of embankment, at l8 cents per yard - 
 2 stone drains, 20 perches, at 3 dollars 50 cts. per perch 
 1 road crossing - . . . . 
 
 231 rods of fencing, at 60 cents .... 
 
 276 00 
 196 00 
 203 70 
 148 95 
 960 00 
 
 700 00 
 35 ^0 
 50 00 
 
 24 00 
 
 2,567 35 
 
 62 50 
 
 30 00 
 
 1,385 46 
 
 70 00 
 
 30 00 
 
 138 60 
 
 1,716,56 
 
$-305 00 
 
 2S6 00 
 
 10 CO 
 
 206 72 
 
 475 02 
 
 675, 00 
 
 56 00 
 
 2,013 74 
 
 172 
 
 Section No. 15, 5,700 feet in length, commences in the east and south 
 bank of Still-house creek, crosses the same in four different places in 
 the direction of Albion. 
 
 12.20 acres of clearing, at 25 dollars per acre - 
 2.20 acres of grubbing, at 130 dollars per acre 
 .50 acre of prairie sod, at 20 dollars per acre 
 1,292 cubic yards of excavation, at 16 cents per yard - 
 2,639 cubic yards of embankment, at 18 cents per yard 
 Bridging 300 feet in difterent locations, at $2 25 - 
 1 stone drain 16 perches, at $3 50 per perch 
 
 Section No. 16, 5,300 feet in length, commences in edge of prairie near 
 
 where the Shawneetown and Lawrenceville road crosses the same — 
 
 passes through Wm. Buslifet's orchard, and extends to the broken 
 
 ground near the Albion summit. 
 
 1.80 acres of clearing, at 25 dollars per acre - - 45 00 
 
 .30 acre of grubbing, at 120 dollars per acre - - 36 00 
 
 1 acre prairie sod - - - - - 20 00 
 3,839 cubic yards of excavation, at 15 cents per yard - 575 S5 
 6,089 cubic yards of embankment, at 16 cents per yard - 974 24 
 
 3 stone drains, 30 perches, at $3 50 per perch - 105 00 
 
 2 public road crossings, at 30 dollars - - 60 00 
 1 private road crossing - - - - 20 00 
 
 98 rods of fencing, at 75 cents - - - 73 50 
 
 1,909 59 
 
 Section No. 17, 6,200 feet in length, commences in the broken ground east 
 of Albion aammit, passes the same and continues to Albion. 
 9.20 acres of clearing, at 30 doUai's per acre - 
 .30 acre of grubbing, at $125 
 21,069 cubic yards of excavation, at 16 cents per yard - 
 
 1,000 cubic yards sand stone, at 80 cents 
 37,498 cubic yards of embankment, at 16 cents per yard 
 Bridge 40 feet over branch of Still-house creek, at 
 
 $2 50 
 
 2 stone drains, 38 perches, $3 50 per perch 
 2 road crossings, at 30 dollars - . - 
 
 148 rods of fence, at 75 cents 
 
 276 00 
 
 37 50 
 
 3,371 04 
 
 800 00 
 
 5,999 68 
 
 100 00 
 
 133 00 
 
 60 00 
 
 111 00 
 
 10,888 33 
 
 J 
 
173 
 
 Section No. 18, 4,100 feet in length, commences in the town plat of Al- 
 bion and extends in a southwesterly direction about three-fourths of a 
 mile, country broken by small ridges. 
 6.90 acres clearing, at 25 dollars . . . 
 
 .50 acre grubbing, at 125 dollars 
 6,889 cubic yards of excavation, at 15 cents per yard - 
 6, 172 cubic yards of embankment, at 15 cents per yai'd 
 6 stone drains, 59 perches, at $3 50 
 5 street and road crossings, at 30 dollars 
 148 rods of fence, at 60 cents - _ . 
 
 Hecapitulation of the cost of Road-bed and Bridging 
 
 Section number 1 - 
 
 Section number 2 - 
 
 Section number 3 - 
 
 Section number 4 - 
 
 Section number 5 - 
 
 Section number 6 - 
 
 Section number 7 - 
 
 Section number 8 - 
 
 Section number 9 - 
 
 Section number 10 - 
 
 Section number 11 - 
 
 Section number 12 - 
 
 Section number 13 - 
 
 Section number 14 - - 
 
 Section number 15 - 
 
 Section number I'l - 
 
 Section number 17 - - - . , 
 
 Section number 18 - 
 
 Total ...... 
 
 $172 50 
 
 62 50 
 
 1,033 35 
 
 925 80 
 
 206 50 
 
 150 00 
 
 88 80 
 
 2,639 45 
 
 DGING. 
 
 $2,747 82 
 
 2,949 49 
 
 8,543 32 
 
 5,548 48 
 
 3,028 08 
 
 1,921 17 
 
 1,825 79 
 
 3,542 05 
 
 3,534 66 
 
 2,554 72 
 
 1,780 27 
 
 1,076 74 
 
 2,567 35 
 
 1,716 56 
 
 2,013 74 
 
 1,909 59 
 
 10,888 22 
 
 2,639 45 
 
 $60,788 50 
 
174 
 
 Estimate of the probable cost of the superstructure of railway for one mile of 
 single track. 
 
 1. 11,500 lineal feet foundation sills, at 4 cents |460 00 
 
 2. 1,510 cross sills - - - 25 - 377 50 
 
 3. 30,800 feet board measure rails |18 per M. 554 40 
 
 4. 3,020 wedges - - - 3 cents 90 60 
 
 Value of timber delivered on line, 
 
 5. Mechanical work per mile - 
 Horse path - - . . . 
 
 Iron, spikes, &c. 
 
 22:i tons of iron delivered, ^90 per ton 
 Spikes, lap-plates, &c. 
 
 Total cost of single track per mile - 
 Add for turn-outs, side-tracks, crossings, &c, per 
 mile, ten per cent. - . . 
 
 Total amount per mile 
 
 
 1 1,482 50 
 
 - 900 00 
 
 - 200 00 
 
 - 1,100 00 
 
 
 - 2,002 50 
 
 - 150 00 
 
 2,152 50 
 
 
 
 4,735 00 
 
 
 473 50 
 
 
 ,^5,208 50 
 
 Specifications of the manner of executing the work^ S/c, on the eastern divi- 
 sion of the Alton and Mt. Carmel railroad^ extending from Mt. Carmel to 
 Albion, which zoork is advertised to be let on the 8th day of March, 1838, at 
 the Railroad office in Mt, Carmel. 
 
 Clearing and Grubbing. 
 
 Preparatory to commencing the graduation of the road, a way-space, 
 extending fifty feet on each side of the central line, will be cleared off 
 and grubbed in the following manner, viz: In slight excavation, and also 
 where the embankment shall be less th-.in two feet in height, the space to 
 be occupied by them will be neatly grabbed of all trees, saplings, bushes, 
 stumps, and roots; and where the embankment shall be two feet high 
 and upwards, such space will be neatly cleared by cutting off, com- 
 pletely even with the natural surface of the earth, all trees, saplings, 
 bushes, stumps, and other vegetable growth thereon; and, in both cases, 
 the whole of such space to be occupied by the road-way will be neatly 
 cleared otl, and all the vegetable and perishable substances removed 
 before commencing the embankment thereon. The residue of the space 
 of 101) feet wide, not occupied by the road-way, will be cleared off by 
 felling all trees, saplings, and bushes standing thereon; and the trunks 
 and large limbs of all timber to be trimmed and left on the ground for 
 
175 
 
 the use of the State; and rolled, piled, or otherwise disposed of on the 
 said clearing, so as to admit of convenient passage of wagons along 
 both sides of the railroad; and in such manner, also, as not to obstruct 
 any travelled road or bridge, or to interfere with any side ditch or drain. 
 The brush, trash, and logs from such clearing are to be burnt by the con- 
 tractor. Where the line passes through natural and newly cultivated 
 prairie, the prairie sod will be excavated and removed from the space 
 to be occupied by embankments, in all cases where the height of •em- 
 bankment is less than two feet. 
 
 Excavations and Embankments. 
 
 The spaces to be occupied by the road-way having been first cleared 
 and grubbed, in the manner specified under the head of clearing and 
 grubbing, the graduation will be made according to the plans, profiles 
 and cross sections thereof, exhibited at the lettings, subject to all changes 
 and alterations which may be deemed advisable by the acting Commis- 
 sioner, or principal engineer on the work directing its progress. 
 
 The embankments will be constructed of pure earth, sand, gravel, or 
 rock, and no vegetable or perishable substance will be admitted into 
 them. The embankments contiguous to excavations will be formed of 
 the materials taken from such excavations; and if the distance of convey- 
 ing such materials does not exceed 200 feet, the embankment so formed 
 will be considered as paid for in the excavation. But in all cases where 
 embankments are formed with materials taken from side ditches, or other 
 points within the line of I'oad-way; and where the materials from exca- 
 vations within the line of roeid-way are necessarily removed a greater 
 distance than 200 feet, the embankment will be paid for as such Under 
 the tehn, "embankment," isincluded the filling in of all bridges and other 
 abutments, and covering of drains; which jobs shall be done at such spe- 
 cified times and in such manner as the engineer or superintendent on the 
 work shall direct. Side ditches and side drains will be cut at such points 
 and position?, and of such slopes and dimensions, as shall be directed by 
 the engineer in charge of the work; and together with the excavations 
 of abutments and drain-pits, will be paid for as excavation at the contract 
 price, excepting where the materials from such ditches, drains, and pits, 
 are needed to form embankments within 100 feet from the place of ex- 
 cavating the same; in which case this work will be paid in embankment 
 only. 
 
 Great care will be required of the contractors to make excava- 
 tions coincide as near as may be with the line of grade, and in no case 
 to fall below it; and the embankments will be constructed of such extra 
 height above the line of grade as the engineer may deem necessary, 
 from the nature of the material, to allow for shrinkage; and such addi- 
 tional amount of embankment will be paid for at the contract price. 
 
 Any deficiency of materials for embankments, not supplied from the 
 necessary side ditches and drains, and contiguous excavations in the line 
 of road-way, will be procured from such convenient point in the vicinity 
 of the line as the acting Commissioner or engineer may direct. And the 
 contractor will be required to use special care in removing the same, to 
 disfigure or injure, as little as may be practicable, the lot, field, or piece 
 
176 
 
 of ground from which such materials are removed. Any redundance of 
 materials from excavation not required for embankment within ;20[) feet 
 from the point of excavating it, or not otherwise used by the contractors 
 forembankment beyond "200 feet, shall be disjDOsedofin such manner as the 
 engineer may direct for the widening of embankments within SOO feet of 
 the point of excavating such materials, or placing it as a spoil within 1 00 
 feet of the line of roa<l-way, in such form and position as will be of as 
 little injury to the work, or to private property, as maj be practicable; 
 but no extra pay will be allowed for thus disposing of such ma- 
 terial. Any rock suitable ior buildmg, which may be taken from the 
 excavation, and not needed on the section for masonry, will be consid- 
 ered as property of the State. 
 
 Masonry. 
 
 The abutments and piers of bridges, and the culverts and drains, will 
 be built ot stone, where procurable within a reasonable distance of the 
 work; and the bidson this work will be predicated on the stone being 
 procured within one mile. If transported a greater distance than one 
 mile, the expense of such extra transportation to be paid for at the esti- 
 mate of the principal engineer. The stone used in the work will be of 
 good size, to be approved of by the principal engineer on the work, and 
 will belaid in coursed rubble-work, well bedded, and break-joints with 
 preceding courses. Mortar will be used for the masonry, unless other- 
 wise directed by the principal engineer, and will be made of the best 
 quality of unslacked lime and sharp clean sand, to be combined in such, 
 proportions as the engineer or superintendent on the work shall direct. 
 Where suitable stone cannot be procured, well burnt brick will be sub- 
 stituted, if directed and approved of by the principal engineer. The walls 
 will be laid in the most substantial and workmanlike manner, and pointed, 
 and such portions grouted as the engineers orsupcrintendent may direct. 
 No mateiials will be used on the work until inspected and approved of 
 by the principal engineer, or such other person as he may specially di- 
 rect to inspect the same. 
 
 Wooden Drains. 
 
 The drawings of these structures, exhibited at the letting, will indicate 
 the principles which will govern their constru'?tion; but they will neces- 
 sarily vary in length and size with local circumstances. They will be 
 built with sound white-oak, post-oak, or of timber of equal durability, 
 to be approved of by the principal engineer on the work. The propo- 
 sals for the wooden drains will be made by the foot, (timber measure) of 
 the timber used therein, and the price to include both timber and work- 
 manship. 
 
 Viaducts, Bridges, and Truss-work Bridges. 
 
 All the viaducts, bridges, and trusa work will be constructed in con- 
 formity to the plans, elevations, and descriptions thereof, exhibited at the 
 
17T 
 
 lettings, subject, however, to all changes and alterations therein which 
 the acting Commissioner or principal engineer for the time being may- 
 deem advisable to make subsequent to making the contract. All timber 
 and plank to be used in these structures, either for the tressle supports 
 or superstructure, will be of sound white-oak, or timber of equal strength 
 and durability, to be entirely free from decay, crack, wind-shakes, knots, 
 or other defects calculated to impair its strength or durability; and in 
 conformity to a recent order of the Board of Public Works, must pass 
 the mspection of, and be approved by, the principal engineer for the 
 time being, before being used in the work. 
 
 All timber designed for the wooden structure on the line must be 
 either sawed or smoothly and neatly counter-hewn, brought to fair an- 
 gles, and free from wave edges, excepting the mud sills, or other parts 
 of the work embeded in the ground. The mechanical work must be 
 executed in a good substantial and workmanHke manner; the mortices, 
 tenons, shoulders and abutments must be dressed neatly and smoothly,and 
 in such manner as m every case to give full, fair and uniform beari ngs 
 at all joinings in the work. The tenons, abutments and other joinings 
 of the frames will be primed and put together with white lead ground 
 in oil, and such portions of the bridges as are marked with the letter P 
 in the drawings thereof, will be primed and painted with two good coats' 
 
 u^l, 1''^'? ^^'^'' °'' ^^""^ ^^""^^ ^*'"^^ <^™^ ^^<^^^ their construction as 
 shall be directed by the principal engineer on the work. 
 
 The iron to be used in the viaducts and bridges will, in like manner, 
 be inspected and approved by the principal engineer; and the contrac- 
 tors will be required to oil it, or take other means to protect it from 
 rusting, before being used in the work, and upon using it in the work, 
 t^ cause such parts of it as are exposed to the weather to be painted 
 immediately. ^ 
 
 Timber for the SaPERSTRucTURE of the Railway. 
 
 1. Foundation sills and joining blocks, (requiring 11,500 lineal feet to 
 the mile.)-'Ihese sills will be of sound white-oak, burr-oak, post-oak, 
 black walnut, sassafras, locust or catalpa. The stocks will not be less 
 than nine inches diameter at the smallest end, and of any iensth over 
 fourteen feet. The sills will be flattened by hewing them, on two oppo- 
 site sides, to a uniform thickness from end to end, having one of the 
 iaccs lair and smooth; the other may be left in the rough, as it is scored 
 oti, but each hewn face shall not be less than six inches wide at anv 
 point. ^ 
 
 In lieu of the above described foundation sills, sound white-oak plank, 
 two and a ha finches thick and seven inches wide, may be used, and 
 proposals wiH also be received for such plank, requiring 16,500 feet 
 board, or 9,000 feet, timber measure, for each mile of road. 
 
 2 Cross Sills, (requiring l,6l0 to the mile.)— The cross sills will be one 
 foot eight inches long clear of carfs, and not less than ten inches diame- 
 tera the smallest end. If split out of large trees, they will be of a 
 size that will square eight inches, and at least six and a half inches of 
 which must be heart-wood. In all cases they will be flattened on one 
 side to a true face from end to end, of not less than seven inches wide at 
 
 12 
 
178 
 
 the narrowest place, and parallel with the upper or opposite side of the 
 sill. These sills will be of white, burr, or post-oak, heart black-wal- 
 nut, sassafras, locust, and catalpa; or other wood of equal strength and 
 durability which the Commissioner or principal engineer may accept of. 
 Separate and distinct proposals will be received for furnishing catalpa 
 cross sills, to be delivered at the river depot at Mount Carmel, or at any 
 other pointer points on the line. 
 
 3. i?a'i/s, (requiring 10,560 lineal feet, or 30,200 feet board measure, 
 or 10,560 feet timber measure, i'op one mile.) — These rails will be of 
 sound white-oak, burr-oak, post-oak, heart blrick walnut, heart locust, 
 or such timber of equal durability and strength as the Commissioner or 
 principal engineer may think advisable to accept of. The size of the 
 rails if sawed will be five inches by seven inches, or if hewn, five and a 
 fourth by seven and a fourth, (to allow for counter hewing, or otherwise 
 fitting them into the cross sills.) They must be sawn or hewn to full 
 size, and with true sides and full angles, entirely free from exterior sap, 
 and wave edges, and free from decay, knots, wind-shakes or other de- 
 fects calculated to impair their strength or durability. They \^'ill be in 
 lengths of 14, 17 and a half, 2l, 24 and a half, or 28 feet, or either, or 
 all of them, at the option of the contractor. The contractors will be ex- 
 pected to keep the rails in a position to prevent their springing or warp- 
 ing until inspected and received by the engineer. 
 
 4. Keys and wedges^ (requiring 3,020 for each mile of railway.) — These 
 wedges will be made of sound white or post-oak, or heart locust scant- 
 ling four inches by four and a half inches square. These scantlings will 
 be cut into blocks \4 inches long, and each block slit with a circular 
 saw to a level, in conformity to models furnished the contractor; each 
 block making two bevelled wedges. 
 
 5. Delivery and disposition of the timber. — Upon all or any portion of 
 the timber being delivered at the point or points contracted lor, (he prin- 
 cipal engineer will inspect or cause the same to be inspected; where- 
 upon, the contractor will proceed forthwith to pile such parts of it as has 
 been adjudged to be according to contract, in such manner and position 
 as the engineer or other inspecting officer shall direct, in order to pre- 
 serve the same from Iosh and injury by decay, warping or otherwise. 
 
 GiSNBRAL Specifications. 
 
 The contractors will ba required to furnish all materials at their own 
 expense, which in all cases will be su|»ject to inspection by the principal 
 engineer before being used in the work. 
 
 The contractors will not obstruct any highway, travelled road, or 
 bridge, in the vicinity of the work during the progress thereof; and in 
 case when ftieline of railroad crossing or otherwise interferes with any 
 such highway, road or bridge, the contractor will keep the same open, 
 and in its ordinary repair, until the regular and permanent crossing for 
 the same, over the railroad, shall be completed. 
 
 The contractors will be required to execute all the work in a perfect, 
 correct, substantial and workmanlike manner, under the direction of the 
 Commissioners, engineers, and in strict conformity to the stakes, or other 
 marks which shall from time to time be set or made to designate the 
 
 \ 
 
179 
 
 ground, plans, slopes, profiles, and elevations of the line, and of the 
 structures thereon; and for that purpose will be expected to take all pos- 
 sible care to preserve and perpetuate such stakes and marks during the 
 progress of the work. 
 
 The acting Commissioner reserves to himself and his successors in 
 office, the right and privilege to make any change and alterations in the 
 work and manner of executing the same, which, in the progress thereof, 
 may be deemed advisable. Any increase or diminution in the amount 
 of work, of the same description as named in the contract, which may 
 be caused by such change, will be paid or deducted for at the rate of the 
 contract price. 
 
 If any items of new work, not named in the contract, should be re- 
 quired by such change, or if any increase or diminution of the relative 
 value of the work contracted for should be so caused, then in those cases 
 the work will be paid for at tlie estimate of the principal engineer for 
 the time being, whose decision therein shall be final and conclusive. 
 
 Contractors will execute any items of new work occurring on their 
 jobs, which may be deemed necessary by the Commissioner or principal 
 engineer, and which may not be mentioned or contemplated in their 
 contracts, if thereunto requested by the acting Commissioner or princi- 
 pal engineer, and will be paid therefor at the estimate of the principal 
 engineer for the time being. 
 
 Where two or more contractors are concerned in a job, and enter into 
 joint contract to execute it, they will be considered a (irm in law, and 
 the act of one of the partners, in the transaction of any business in rela- 
 tion to the contract, will be considered as binding on the whole. 
 
 Ail contracts will be required to be executed and fulfilled by and un- 
 der the immediate persona! superintendence of the contractors, and not 
 by sub-contractors. Every description of work and all materials will 
 remain at the risk of the contractors until the work or structures are fuU 
 ly completed and received by the acting Commissioner. 
 
 Estimates of the amount and relative value of the work actually done 
 by the contractors on their respective jobs, will be made at stated peri- 
 ods during the progress thereof, not exceeding two months asunder: 
 and not less than sixty-seven, nor more than eighty-five per centum of 
 the amount of the estimate will be paid to the contractors; and the resi- 
 due will be retained until the final completion of the job, as a secu- 
 rity to the .State for the faithful execution of the contracts. All pay- 
 ments will be made in notes of the State Bank of Illinois or branches, or 
 of the Bank of Illinois or branches, or in such other funds as the Fund 
 Commissioners of the State of Iliiujis shall furnish the acting Commis- 
 sioner for the purpose of making such payments. 
 
 EDWARD SMITH,, 
 
 Principal Engineer^ ^c\ 
 
 Railroad Office, 
 
 Mount Carmd^ Illinois, March 8, 1 838, 
 
180 
 A S YNOPSIS of the probable amount of work on the respective 
 
 Sections. 
 
 Clearing, Grubbing &c. 
 
 Graduation. 
 
 
 
 gi^il 
 
 iO 
 
 1$ 
 
 
 
 
 i 
 
 1 
 c 
 
 
 s 
 
 0) « 
 
 
 ti 
 
 II 
 
 o 
 6 
 
 W3 
 
 
 o o 
 
 i-^^ 
 
 -^2^ 
 
 "•5.2 
 
 o 2 
 
 6- 
 
 1 
 
 6,500 
 
 
 T 
 
 . 
 
 6.667 
 
 . 
 
 7,758 
 
 > 2 
 
 4,500 
 
 *5.50 
 
 1.00 
 
 - 
 
 ' 50 
 
 - 
 
 11,047 
 
 3 
 
 6,400 
 
 
 
 
 32,156 
 
 Stratified sand-stone rock 
 may be encountered on this 
 section at the summit of the 
 ridge, say 1,000 yards. 
 
 11,771 
 
 4 
 
 6,400 
 
 9.80 
 
 1.00 
 
 - 
 
 15,124 
 
 Stratified sand-stone rock 
 may occur on this section, 
 say 1,000 yards. 
 
 9,239 
 
 5 
 
 4,600 
 
 7.80 
 
 1.10 
 
 - 
 
 8,56 
 
 . 
 
 5,208 
 
 6 
 
 4,300 
 
 8.25 
 
 .75 
 
 .30 
 
 1,390 
 
 . 
 
 4,544 
 
 7 
 
 5,300 
 
 11.50 
 
 1.10 
 
 .20 
 
 1,392 
 
 - 
 
 6,373 
 
 8 
 
 6,000 
 
 2.30 
 
 .30 
 
 - 
 
 5,225 
 
 - 
 
 14,215 
 
 9 
 
 4,600 
 
 10.50 
 
 .70 
 
 . 
 
 7,198 
 
 _ 
 
 12,811 
 
 10 
 
 5,400 
 
 12.50 
 
 .80 
 
 - 
 
 4,710 
 
 - 
 
 8,327 
 
 11 
 
 5,200 
 
 12.50 
 
 .60 
 
 
 2,949 
 
 ■ 
 
 4,713 
 
 12 
 
 5,300 
 
 5.75 
 
 .30 
 
 1.00 
 
 
 
 3,564 
 
 13 
 
 5,300 
 
 9.20 
 
 1.30 
 
 - 
 
 1,358 
 
 - 
 
 993 
 
 14 
 
 5,300 
 
 2.50 
 
 ..30 
 
 . 
 
 . 
 
 . 
 
 7,697 
 
 15 
 
 5,700 
 
 12.20 
 
 2.20 
 
 .50 
 
 1,292 
 
 « 
 
 2,639 
 
 16 
 
 5,300 
 
 1.80 
 
 .30 
 
 - 
 
 3,8.39 
 
 . 
 
 6,089 
 
 17 
 
 6,200 
 
 9.20 
 
 .30 
 
 
 21,069 
 
 Stratified sand-stone rock 
 may be encountered in the 
 deep cut on this section, 
 say 1,000 yards. 
 
 37,498 
 
 18 
 
 4,100 
 
 6.90 
 
 .50 
 
 - 
 
 6,889 
 
 - 
 
 6,172 
 
 Note — In reference to sections No. 3, 4 and 17, the inclemency of the weather and short- 
 ness of the time allowed for preparing the line of contract, have operated to defer examin- 
 ations on those sections, which otherwise would have been made, and the results exhibited 
 at the lettings. The occurring of rock cutting on these sections is only supposed from 
 indications on the surface; and the quantity afBxed to the respective sections is assumed 
 for the purpose of calculating the proposals therefor. ' 
 
181 
 
 sections of the Eastern Division of the Alton and Mt, Carmel railroad. 
 
 Bridg 
 
 3S and 
 
 
 3tone 
 
 Brick 
 
 Wooden 
 
 
 truss-work. 
 
 d 
 
 rains. 
 
 drains. 
 
 drains. 
 
 
 
 3 
 
 
 
 
 ^1° 
 
 
 s|o 
 
 
 S bo 
 
 -33 
 
 i2 
 
 
 ° 'S 
 
 
 
 
 ^ S " 
 
 Remarks. 
 
 II 
 
 1 
 
 
 1 
 
 "o 
 
 o Oo • 
 
 "o 
 
 (in tim 
 sure) of ti 
 ssary for 
 ition. 
 
 
 OJ -^ 
 
 
 
 
 o ^ 
 
 
 o o o 
 
 
 
 
 13 
 
 a 
 
 ■^3 
 
 d 
 
 Z; 
 
 1 = 
 
 6 
 
 Itei 
 
 6 
 12; 
 
 Fee 
 mes 
 nee 
 
 stru 
 
 
 
 . 
 
 . 
 
 
 2 
 
 30 
 
 
 
 
 . 
 
 a 200 
 
 _ 
 
 . 
 
 1 
 
 19 
 
 1 
 
 400 
 
 
 
 
 
 
 ] 
 
 50 
 
 
 
 It is expected that the line on this sec- 
 tion will undergo some revision, which 
 may reduce the amount of work, but the 
 character of work will remain the same as 
 now exhibited. 
 
 " 
 
 ' 
 
 " 
 
 " 
 
 1 
 
 50 
 
 1 
 
 810 
 
 A revision of a part of this section may 
 be made, which may lessen the amount 
 of the work, but not the character. 
 
 ■ . 
 
 6 200 
 
 ] 
 
 18 
 
 
 . 
 
 1 
 
 510 
 
 
 ". _ 
 
 c200 
 
 . 
 
 
 - 
 
 - 
 
 1 
 
 420 
 
 
 _ 
 
 . 
 
 - 
 
 
 - 
 
 
 1 
 
 300 
 
 
 - 
 
 . 
 
 - 
 
 
 - 
 
 . 
 
 2 
 
 1,200 
 
 
 _ 
 
 _ 
 
 _ 
 
 
 - 
 
 _ 
 
 I 
 
 690 
 
 
 . 
 
 . 
 
 _ 
 
 
 - 
 
 _ 
 
 2 
 
 1,100 
 
 
 - 
 
 rfSO 
 
 - 
 
 
 - 
 
 - 
 
 2 
 
 910 
 
 The embankment on this section will 
 probably be increased in height, (say 
 over 2 feet,) with a view to dispense with 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 grubbing and to increase the capacity of 
 
 
 
 
 
 
 
 
 
 the side ditches. 
 
 - 
 
 elOO 
 
 - 
 
 - 
 
 - 
 
 . 
 
 2 
 
 - 
 
 The note on section 11 is applicable to 
 a part of section 12. 
 
 /120 
 
 ^140 
 
 - 
 
 _ 
 
 - 
 
 - 
 
 1 
 
 510 
 
 
 
 2 
 
 20 
 
 
 
 
 
 
 _ 
 
 A 300 
 
 1 
 
 16 
 
 
 
 
 
 
 - 
 
 
 3 
 
 30 
 
 
 
 
 
 
 
 iiO 
 
 2 
 
 38 
 
 
 
 
 
 It is expected that a change will be 
 made in the location of this section that 
 will equalize the cuttings and fillings; 
 perhaps reduce the quantity of the ag- 
 gregate amount of both— the character 
 of the work remaining nearly as now 
 exhibited. 
 
 
 
 6 
 
 59 
 
 
 
 
 
 A revision of the line on this section 
 may be made ; but it will not materially 
 affect either the amount or character of 
 the work as now exhibited. 
 
 Note — On sections where revision of the line is contemplated, this work will be per- 
 formed at as early a day, and with as little delay to the contractors, as possible. 
 
 On so much of any section as runs through cultivated land, the fences on both sides of 
 the road-way will be put up, either by the contractor, under the direction and at the 
 estimate of the principal engineer, or by the owner of the land, previous to commencing 
 the graduation of the road in such field. 
 
 a Over Great-house creek — about 14 feet elevation. 6 Over slough — about 6feetelevatioD. 
 cOver Coff'ee creek — about 7 feet elevation, d Over bottom land, e OverrCrackle'e creek. 
 /In 3 spans, g For double track — see drawings, hln different locations.|^i Over branch of 
 Still-house creek. 
 
182 
 
 SYNOPSIS of work under contract in the Eastern Engineering District, with 
 
 1 
 
 i 
 
 
 o 
 
 ^..i 
 
 
 
 o 
 
 1; 
 
 Names of the contractors. • j; 
 
 .2 
 
 III 
 
 
 
 o . 
 
 li 
 
 
 o 
 
 1 ' 
 
 i o J 
 
 >~-0'^ 
 
 >~rs 
 
 •£S 
 
 t-.^ 
 
 >-> 
 
 c ^ 
 
 h 
 
 = t-s 
 
 ill 
 
 11 
 
 111 
 
 0) 
 
 13 § 
 
 
 F 
 
 1 c 
 
 i J 
 
 5SS 
 
 < 
 
 I^E 
 
 O ^ 
 
 <i 
 
 K 
 
 Central Branch Railroad. 
 
 
 
 
 
 , 
 
 
 
 Division JYo. 1. 
 
 
 
 
 
 
 
 
 David Scott & Co. 
 
 1 4,500 
 
 - 
 
 - 
 
 - 
 
 369 
 
 369 
 
 - 
 
 S. & G. Ewing 
 
 2 5,200 
 
 221 
 
 - 
 
 221 
 
 167 
 
 167 
 
 - 
 
 Paddock, Jackson & Lee 
 
 3 4,200 
 
 
 
 
 
 
 
 David Scott & Co., 
 
 4 5,600 
 
 394 
 
 - 
 
 394 
 
 50 
 
 50 
 
 - 
 
 Same - - - 
 
 5 4,400 
 
 2,016 
 
 1,487 
 
 529 
 
 - 
 
 
 - 
 
 Saiuo . - - 
 
 6 5,600 
 
 707 
 
 426 
 
 281 
 
 166 
 
 166 
 
 - 
 
 Same - - - 
 
 7 4,400 
 
 2,004 
 
 1,209 
 
 795 
 
 405 
 
 - 
 
 405 
 
 Same - - - 
 
 B 5,600 
 
 568 
 
 309 
 
 259 
 
 1.33 
 
 133 
 
 - 
 
 J. Ryan, & Cushing & Blake - 
 
 3 5,400 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 M'Reynokls& Co., & Cushing &. 
 
 
 
 
 
 
 
 
 Blake - - - 1 
 
 1 5,600 
 
 5,082 
 
 4,582 
 
 500 
 
 8,505 
 
 7,142 
 
 1,363 
 
 Stark & How, & J. L. Burleigh 1 
 
 1 5,600 
 
 21,278 
 
 18,917 
 
 2,361 
 
 1,932 
 
 1,932 
 
 - 
 
 John Donegan - - 1 
 
 2 6.000 
 
 
 
 
 
 
 
 M'Reynolds & Co. - - 1 
 
 i G;400 
 
 1,381 
 
 1,200 
 
 181 
 
 - 
 
 - 
 
 - 
 
 Same - - - 1 
 
 1 5,200 
 
 
 
 
 
 
 
 J. W. Brown - - - 1 
 
 3 6.000 
 
 2,692 
 
 1,414 
 
 1,278 
 
 - 
 
 - 
 
 - 
 
 Same - - - 1 
 
 3 5,200 
 
 2,794 
 
 1,839 
 
 9.55 
 
 1,991 
 
 1,991 
 
 - 
 
 Hendricksou & M'Farland - 1 
 
 J 5,600 
 
 
 
 
 
 
 
 Same - - - IS 
 
 3 4,600 
 
 
 
 
 
 
 
 Cary, Sandford &. Wampler - * 
 
 
 
 
 
 
 
 
 S. & G. Ewing - - t 
 
 
 
 
 
 
 
 
 Division JVo. 2. 
 
 
 
 
 
 
 
 
 Cashing &. Bkike - - 3 
 
 6,800 
 
 122,232 
 
 1,065 
 
 121,167 
 
 3,500 
 
 - 
 
 - 
 
 Johnson, Shepherd & Co. - 31 
 
 5,800 
 
 38,911 
 
 5,308 
 
 3?,603 
 
 - 
 
 - 
 
 - 
 
 NoRTiiER.v Cross Railroaxi. 
 
 
 
 
 
 
 
 
 Division JVo. 2. 
 
 
 
 
 
 
 
 
 Stoughton & Fatten, Breed &, 
 
 
 
 
 
 
 
 
 Livingston, & T. H. Cushing 1 
 
 7,250 
 
 75,100 
 
 17,000 
 
 58,100 
 
 9,000 
 
 3,000 
 
 6,000 
 
 Stoughton >.t Fatten - - b 
 
 5,000 
 
 - 
 
 - 
 
 - 
 
 1,000 
 
 - 
 
 1,000 
 
 Morgan L. Payne - - K 
 M'Kibben,Cassaday & Co. - U 
 
 5,400 
 
 - 
 
 - 
 
 - 
 
 _ 
 
 - 
 
 - 
 
 6,1.50 
 
 
 
 
 
 
 
 Same - - - 1' 
 
 6,090 
 
 
 
 
 
 
 
 Same - - - H 
 
 7,257 
 
 400 
 
 400 
 
 - 
 
 200 
 
 - 
 
 200 
 
 Same - - - T 
 
 4,810 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 Same - - - 16 
 
 6,000 
 
 1,200 
 
 1,200 
 
 - 
 
 - 
 
 - 
 
 - 
 
 Same - - - 11 
 
 6,000 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 Same - - - 2C 
 
 6,000 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 Same - - - 21 
 
 6,000 
 
 _ 
 
 - 
 
 - 
 
 _ 
 
 - 
 
 - 
 
 Same - - - 2; 
 
 6,000 
 
 10,000 
 
 4,500 
 
 5,500 
 
 1,500 
 
 1,000 
 
 .500 
 
 Same - - - 2: 
 
 ] 5,600 
 
 _ 
 
 - 
 
 - 
 
 _ 
 
 - 
 
 - 
 
 Same - - - 2h 
 
 5,300 
 
 2,810 
 
 1,200 
 
 1,600 
 
 400 
 
 - 
 
 400 
 
 Same - - - 2. 
 
 ) 5,, 300 
 
 9.32 
 
 9.32 
 
 - 
 
 . 
 
 - 
 
 - 
 
 Same - - - - 2 
 
 5,800 
 
 3,080 
 
 - 
 
 3,080 
 
 1,000 
 
 - 
 
 1,000 
 
 Same - - - t 
 
 
 
 
 
 
 
 
 *Superstructure lineal feet of stringers contracted for -190,000 Mud-sills 210,000 
 " do. do, already delivered 29,990 delivered 30,222 
 
 Remaining to be done - . . .' - 160,01 - - 179,778 
 
 tTimbcr for superstructure, string pieces delivered, 7,796 lineal feet. Mud-sills 6,142 I. ft. 
 
an abstract of expenditures upon the same, up to December 15, 1838. 
 
 i; = 
 
 r-: , r '-A. 
 
 
 Ifcfl 1 1 
 
 
 3 
 
 
 
 ^'^1 
 
 'a 
 
 i 
 
 s 
 
 o 
 
 
 ^ 1 1 
 
 
 ^ 
 
 
 
 ^ 
 
 
 '^ 
 -Q"? 
 
 33 J3 S 
 
 £ 
 
 B'^ 
 
 § 
 
 c 
 
 2 
 
 ■o 
 
 a 
 
 o 
 
 o 
 
 ^' 
 
 o 
 
 
 ^i 
 
 
 S 
 
 
 "c 
 2 
 
 _o 
 
 Mi 
 
 |.s 
 
 o 
 
 •S 3 
 
 o o 
 
 5 
 
 
 
 
 s ^ s 
 
 5 
 
 nix) 
 
 j: 
 
 rt e 
 
 'S 
 
 rt 
 
 '3 
 
 s '^ 
 
 S 
 
 '3 
 
 
 rt c 
 
 s o c 
 
 o 
 
 C 
 
 i 
 
 
 •2 
 
 2 
 
 
 S 
 
 1 
 
 |i 
 
 1 "" 
 
 Q ^- *- 
 
 ^ 
 
 fS 
 
 f^ 
 
 < fS 
 
 1-5 
 
 < 
 
 P5 
 
 £ 
 
 "^ 
 
 
 w 
 
 ^ 
 
 14,856 
 
 3,900 
 
 10,956 
 
 
 I 
 - 
 
 
 240 
 
 150 
 
 90 
 
 
 
 
 1,411 
 
 1,411 
 
 9,507 
 
 4,692 
 
 4,815 
 
 ' 
 
 
 1 . 
 
 - 
 
 ■ - 
 
 2 
 
 2 
 
 
 1,519 
 
 1,519 
 
 4,814 
 
 2,219 
 
 2,095 
 
 
 . 
 
 
 - 
 
 . 
 
 . 
 
 1 
 
 1 
 
 - 
 
 1,547 
 
 1,547 
 
 3,670 
 
 2,785 
 
 885 
 
 - 
 
 - 
 
 
 - 
 
 
 - 
 
 1 
 
 1 
 
 - 
 
 1,295 
 
 1,295 
 
 5,-210 
 
 5,034 
 
 176 
 
 - 
 
 
 
 - 
 
 - 
 
 - 
 
 1 
 
 1 
 
 - 
 
 1.646 
 
 1,646 
 
 8,0SS 
 
 7,107 
 
 981 
 
 . 
 
 . 
 
 
 200 
 
 75 
 
 125 
 
 1 
 
 1 
 
 _ 
 
 1,295 
 
 1,295 
 
 7,041 
 
 6,435 
 
 6' 16 
 
 - 
 
 - 
 
 
 120 
 
 120 
 
 planking 
 
 1 
 
 1 
 
 - 
 
 1,646 
 
 1,646 
 
 - 
 
 
 - 
 
 - 
 
 - 
 
 
 500 
 
 200 
 
 300 
 
 
 
 
 
 
 5,333 
 
 3,G46 
 
 1,637 
 
 . 
 
 . 
 
 
 800 
 
 300 
 
 500 
 
 1 
 
 1 
 
 . 
 
 1,501 
 
 1,501 
 
 4,851 
 
 3,381 
 
 1,470 
 
 - 
 
 - 
 
 
 425 
 
 425 
 
 planking 
 
 4 
 
 4 
 
 - 
 
 1,276 
 
 1,276 
 
 8,119 
 
 6,894 
 
 1,225 
 
 
 - 
 
 
 - 
 
 - 
 
 - 
 
 2 
 
 2 
 
 
 
 
 7,739 
 
 3,353 
 
 4,436 
 
 - 
 
 . 
 
 
 - 
 
 - 
 
 
 3 
 
 3 
 
 . 
 
 309 
 
 309 
 
 5,982 
 
 2,102 
 
 3,880 
 
 
 
 
 
 
 
 4 
 
 4 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1,764 
 
 
 45,248 
 
 - 
 
 45,248 
 
 * 
 
 " 
 
 
 " 
 
 * 
 
 - 
 
 ■ 
 
 " 
 
 " 
 
 1,588 
 
 1,000 
 
 - 
 
 - 
 
 - 
 
 6,216 
 
 1,993 
 
 4,223 
 
 400 
 
 70 
 
 330 
 
 - 
 
 - 
 
 - 
 
 1,485 
 
 1,485 
 
 800 
 
 - 
 
 800 
 
 
 
 
 
 
 
 
 
 
 
 
 12,236 
 
 10,290 
 
 2,036 
 
 * 134 
 
 134 
 
 . 
 
 
 
 
 2 
 
 2 
 
 
 
 , 
 
 609 
 
 - 
 
 600 
 
 - 
 
 . 
 
 - 
 
 
 
 
 1 
 
 
 1 
 
 
 
 5,648 
 
 1,500 
 
 4,148 
 
 - 
 
 - 
 
 - 
 
 
 
 
 2 
 1 
 
 
 2 
 1 
 
 
 
 [ 
 
 I 
 
 r 
 
 [ 
 
 1 
 
 . 
 
 
 
 
 2 
 
 
 o 
 
 
 
 600 
 
 . 
 
 600 
 
 . 
 
 . 
 
 . 
 
 
 
 
 2 
 
 
 2 
 
 
 
 _ 
 
 - 
 
 - 
 
 235 
 
 95 
 
 190 
 
 
 
 
 1 
 
 
 1 
 
 
 
 1,509 
 
 - 
 
 1,500 
 
 . 
 
 
 - 
 
 
 
 
 3 
 
 
 3 
 
 
 
 5,008 
 
 2.000 
 
 3,008 
 
 160 
 
 60 
 
 100 
 
 
 
 
 2 
 
 
 2 
 
 
 
 5,009 
 
 2,400 
 
 2,609 
 
 
 - 
 
 - 
 
 - 
 
 
 
 3 
 
 
 3 
 
 
 
 3,595 
 
 600 
 
 2,995 
 
 180 
 
 150 
 
 3r 
 
 1 
 
 
 
 2 
 
 
 2 
 
 
 
 ifSleepers to be delivered 18,000 
 Delivered - - 1,360 
 
 Remainino; 
 
 16.640 
 
184 
 
 S YNOPSIS of work under contract in the 
 
 
 
 zh 
 
 
 
 
 i 
 
 
 
 O r^ 
 
 
 
 J3 
 
 g 
 
 
 s 
 
 T3 
 
 
 i 
 
 B 
 
 . 
 
 Names of the contractors. 
 
 .2 
 
 1 
 
 
 a 
 
 p 
 
 o 
 
 c 
 o 
 'a 
 
 •S'O 
 
 m 
 
 11 
 
 
 o 
 d 
 
 ^ti 
 
 a 
 < 
 
 < 
 
 B 
 
 Pi 
 
 6 
 
 Central Branch Railroad. 
 
 
 
 
 
 
 
 Division JVb. 1. 
 
 
 
 
 
 
 
 David Scott & Co. 
 
 1 
 
 
 $300 
 
 $200 
 
 $100 
 
 $1,554 55 
 
 S. & G Ewing 
 
 2 
 
 
 . 
 
 
 
 1,121 13 
 
 Paddock, Jackson «fc Lee 
 
 3 
 
 
 50 
 
 
 
 '50 
 
 1,481 42 
 
 David Scott & Co. 
 
 4 
 
 
 200 
 
 
 
 200 
 
 
 Same 
 
 5 
 
 
 200 
 
 
 
 200 
 
 
 Same 
 
 6 
 
 
 200 
 
 
 
 200 
 
 ] 
 
 Same - - - 
 
 7 
 
 
 200 
 
 
 
 200 
 
 
 Same ... 
 
 8 
 
 
 75 
 
 40 
 
 35 
 
 9,752 14 
 
 J. Ryan, & Gushing & Blake - 
 
 9 
 
 
 100 
 
 8 
 
 92 
 
 5,166 80 
 
 M'Reynolds & Co., & Gushing & 
 
 
 
 
 
 
 
 Blake - - - 
 
 10 
 
 
 150 
 
 
 150 
 
 5,871 98 
 
 Stark & Ho-^, & J. L. Burleigh 
 
 11 
 
 
 
 
 
 8.410 12 
 
 John Donegan - - - 
 
 12 
 
 
 'l50 
 
 
 150 
 
 '966 35 
 
 M'Reynolds & Co. 
 
 13 
 
 
 
 
 
 
 Same - 
 
 14 
 
 
 *150 
 
 '.90 
 
 "eo 
 
 2,229 08 
 
 J. W. Brown , - 
 
 15 
 
 
 100 
 
 33 
 
 67 
 
 
 Same " - 
 
 16 
 
 
 100 
 
 21 
 
 79 
 
 1,541 21 
 
 Hendrickson & M'Farland - 
 
 17 
 
 
 
 
 
 
 Same - - - 
 
 18 
 
 
 
 . 
 
 
 3,748 85 
 
 Gary, Sandford &, Wampler - 
 
 
 
 
 
 
 1,998 35 
 
 S. & G. Ewing 
 
 [ 
 
 
 
 
 
 132 06 
 
 Division JVo. 2. 
 
 
 
 
 
 
 
 Gushing & Blake 
 
 32 
 
 1,764 
 
 
 
 
 253 47 
 
 Johnson, Shepherd & Go. 
 
 33 
 
 588 
 
 
 
 
 1,129 02 
 
 Northern Cross Railroad. 
 
 
 
 
 
 
 
 Division JVo. 2. 
 
 
 
 
 
 
 
 Stoughton & Patton, Breed & 
 
 
 
 
 
 
 
 Livingston, & T. H. Gushing 
 
 11 
 
 
 8,900 
 
 3,863 
 
 5,037 
 
 21,688 52 
 
 Stoughton & Patton 
 
 12 
 
 
 
 
 
 
 Morgan L. Payne 
 
 13 
 
 
 
 
 
 
 1,228 01 
 
 M'Kibben, Gassaday & Go. 
 
 14 
 
 
 
 
 
 
 
 Same 
 
 15 
 
 
 , 
 
 
 
 
 . 
 
 Same ... 
 
 16 
 
 
 70 
 
 
 
 '70 
 
 
 Same . . . 
 
 17 
 
 
 50 
 
 
 
 50 
 
 
 Same 
 
 18 
 
 
 125 
 
 
 
 125 
 
 
 Same 
 
 19 
 
 
 100 
 
 
 
 100 
 
 . 
 
 Same 
 
 20 
 
 
 100 
 
 
 
 100 
 
 
 Sivme 
 
 21 
 
 
 100 
 
 
 
 100 
 
 ." 
 
 Same 
 
 22 
 
 
 150 
 
 
 
 150 
 
 
 Same 
 
 23 
 
 
 125 
 
 
 
 125 
 
 . 
 
 Same 
 
 24 
 
 
 150 
 
 
 
 150 
 
 
 Same - . - 
 
 25 
 
 
 100 
 
 
 
 100 
 
 
 Same - - - 
 
 26 
 
 
 200 
 
 
 
 200 
 
 11,187 59 
 
 Same - - - 
 
 
 
 
 
 
 • 
 
185 
 
 Eastern Engineering District — Continued. 
 
 
 M i. 
 
 c i 
 
 
 
 c 
 o 
 
 G o 
 
 Q "^ 
 
 il 
 
 
 
 -s« 
 
 
 -a g 
 
 Remarks. 
 
 
 ^ - 
 
 °-^ rn 
 
 
 
 
 T° 
 
 " I- fl 
 
 Sal 
 
 III 
 
 
 
 ctf 
 
 O m S 
 
 
 
 
 o 
 
 H « « 
 
 H-s 2 
 
 
 
 $998 09 
 
 ^5,061 91 
 
 $5,713 61 
 
 
 
 435 05 
 
 2,456 28 
 
 2,378 80 
 
 
 
 450 73 
 
 2,578 93 
 1,814 23 
 1,977 35 
 2,095 38 
 4,941 87 
 
 2,868 60 
 2,168 42 
 2,661 58 
 2,323 24 
 6,599 71 
 
 Finished except dressing. 
 
 
 1,710 96 
 
 3,125 41 
 
 3,192 76 
 
 
 
 583 86 
 
 7,620 41 
 
 7,262 35 
 
 Finished except bridging. 
 
 
 989 45 
 
 12,816 92 
 
 12,523 10 
 
 
 
 940 56 
 
 9,084 64 
 
 7,398 37 
 
 
 
 181 21 
 
 1,227 41 
 1,396 67 
 
 944 55 
 1,448 69 
 
 Finished except dressing. 
 
 
 393 43 
 
 1,577 00 
 1,860 77 
 
 1,167 66 
 1,815 04 
 
 Finished except dressing. 
 
 
 282 30 
 
 2,068 65 
 
 3,219 56 
 
 The approximate grade was much changed on 
 
 the de- 
 
 
 , 
 
 
 Finished and accepted. [finite location. 
 
 
 3,748 85 
 
 3,606 53 
 
 Finished and accepted. 
 
 
 340 33 
 
 14,968 00 
 
 
 . 
 
 
 30 93 
 
 2,025 00 
 
 
 
 
 44 73 
 
 
 87,475 16 
 
 Masonry and bridging not contracted for. 
 
 
 199 24 
 
 
 22,270 84 
 
 
 
 6,324 54 
 
 91,686 00 
 
 93,778 54 
 
 Finished except 1 stone culvert and dressing. 
 
 
 216 72 
 
 2,093 73 
 
 3,548 07 
 
 Finished except dressing, &c. 
 Finished except dressing, &c. 
 Finished except dressing, &c. 
 
 Finished except dressing, &c. 
 
 Finished except dressing, &c. 
 Finished except dressing, &c. 
 Finished except dressing, &,c. 
 
 Finished except dressing, &c. 
 
 
 1,974 35 
 
 22,080 07 
 
 20,801 64 
 
 Contract now abandoned. 
 
 
186 
 
 
 ^ lO 0> '^f 
 
 U3 
 
 
 55§ 
 
 55 
 
 03 
 
 ■^oo-rj 
 
 
 ,_, 
 
 
 
 ^:::;!S2 
 
 
 
 cod 
 
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 O 
 
 
 
 ^^ 
 
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 LO~ 
 
 
 ^ 
 
 
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 -fliOiO'7'"!QO<ri-^OQOC5Tj<ioCS>'^JOO 
 
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 ci 
 
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 -•la 
 
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 f- a a c 
 o o a) <u 
 
187 
 
 Report of C. L. Seymour^ Assistant Engineer. 
 
 Railroad Office, 
 
 Mounl Vernon^ October 15, 1838. 
 To Edward Smith, Esq. 
 
 Principal Engineer of the Soulhcrn Cross Railroad, (^c. 
 
 Sir: in accordance with your letter of instructions, dated August 13, 
 1 proceeded on to Albion with the party and commenced running the 
 Hne west towards Fairfield. It was the intention to find, it possible, a 
 nearer route to Fairfield than was made by the former survey, by curving 
 to the north and following up the valley of Woodland creek, and cross 
 the ridge on the west side of this valley, and to pass near the mouth of 
 White-oak branch in the direction of Fairfield; and with this view I 
 commenced at the west end of section number 18, near Albion, and ran 
 the west as far as Woodland creek; thence, curving to the north and 
 following up the same, a distance of about three miles, before I could find 
 a suitable place for crossing the ridge. The valley of Woodland creek 
 liesabout five degrees east of north, thus throwing the line off in a north- 
 easterly direction, instead of west, which direction the line should take. 
 From this point to the mouth of tiie White-oak branch, which place you 
 mention in your letter of instructions, the line assumes a southwest- 
 wardly direction for a distance of about seven or eight miles, thus mak- 
 ing the distance greater than by the old survey. 
 
 Having ascertained this fact, I returned tr the starting point and con- 
 tinued the tangent on the west end of section number 18, and ran south 
 67 degrees west, lo near Sidney Springs; thence curving to the north, 
 and passing near Wilham Wood's house; thence curving to the west until 
 we obtain north 81° west. On this course the line extends to Fairfield, 
 a distance of about twelve miles, on one straight line, but owing to the 
 rough and broken country on the west side of the Little Wabash river, 
 I returned to near Wm. Wood's, and ran the line north 88 degrees west, 
 until we reached the White-oak branch; thence curving to due west, 
 and ran the line on as far as David King's farm, and adopted this as the 
 most feasible route; and as the time was near when the party were to be 
 at Carlyle, I sent them on agreeable to your instructions. 
 
 Since the return of the party from the Kaskaskia river, at Carlyle, I 
 have revised the line from Albion west, as far as William Wood's place 
 of residence, by curving to the south, at the end of the 18th section, 3 
 degrees, and running south 63 degrees west, to near Sidney Springs; 
 which line runs upon level ground the greater part of the distance, and 
 close along the edge of the broken ground, and making a tangent of 
 about six miles in length; thence curving to the north upon a radius of 
 1,432 feet, and joining the former line. 1 have also meandered the Little 
 Wabash river, near the mouth of the White-oak branch, for a distance 
 •of about one mile and a half, and find that the line could be changed to 
 advantage by curving one degree more south, near Wm. Wood's, which 
 would extend the tangent to beyond or west of David King's place of 
 residence; thus superseding the necessity of a curve at the mouth of 
 White-oak branch, and also lessen the amount of embankment on section 
 27. This alteration I should have made, had the time before the letting 
 been sufficient to have allowed me to do so. 
 
188 
 
 The map, profile, and plans of bridges, together with an estimate of 
 cost for grading sections numbered 25, 26, and 27, are herewith submit- 
 ted for jour inspection by 
 
 Your obedient servant, 
 
 a L, SEYMOUR. 
 
 Estimate of cost for grading Sections No. 25, 26, and 'Hi, upon the Eastern 
 Division of the Southern Cross Railroad, extending from Alton to Mount 
 Carmel. 
 
 Section No. 25. 
 
 1 1.50 acres of clearing, at $30 per acre - 
 3.75 acres of grubbing, at $l25 per acre 
 14,644 cubic yards of embankment, at 20 cents per yard 
 200 feet of truss bridging, at $5 per foot run 
 
 Total - 
 
 Section No. 26. 
 
 12.63 acres of clearing, at ^30 per acre - 
 4.13 acres of grubbing, at $125 per acre 
 24,0l5 cubic yards of excavation, at 15 cents per yard 
 9,399 cubic yards of embankment, at 20 cents per yard 
 200 feet of truss bridging, at $5 per foot run 
 
 Total - 
 
 Section No. 27. 
 
 12.63 acres of clearing, at $30 per acre 
 4.13 acres of grubbing, at $125 per acre 
 52,925 cubic yards of embankment, at 20 cents per yard 
 1,166 cubic yards of masonry for bridge abutments, at 
 $6 per yard 
 lOO feet of bridging over White-oak branch, at $l0 
 
 per foot run of the bridge way 
 100 feet of truss bridging, at f 5 per foot run 
 
 Total - . - - . 
 
 Summary. 
 
 Section No. 25 - - - - |4,742 55 
 
 Section No. 26 - • - 7,377 05 
 
 Section No. 27 - - - - 19,676 65 
 
 Total of the three sections - - - 31,796 15 
 
 Note. — The report of J. W. Hoyt, Engineer of the Eastern Engineering District, to the 
 Commissioner of the Fourth Judicial Circuit, will be found near the close of the volume; 
 also the report of D. Burr, Principal Engineer of the States of Indiana and Illinois, on 
 the improvement of the Wabash river. 
 
189 
 
 EXHIBIT No. V. 
 
 REPORT OF JOEL WRIGHT, 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 Vandalia, Dec. 13, 1838, 
 To the President of the Board of Public Works 
 of the State of Illinois. 
 The undersigned, Commissioner of the fifth judicial circuit, has the honor 
 to submit the following report. 
 
 Since that part of the Northern Cross railroad lying in this circuit was 
 placed under the superintendence and control of the Commissioner of the 
 first circuit, the only work remaining in the charge of the undersigned, is 
 the Peoria and Warsaw railroad. The report of H. P. Woodworth, chief 
 engineer, with the schedules, numbers 1 and 2, thereto annexed, which 
 are herewith submitted, will show the operations on this road since the 
 last meeting of the Board, and the state of the work under contract on 
 the eastern division of the same on the first, and on the western division, 
 on the I5th day of November last. Since those dates there has been paid, 
 for the legal per centage on work done on the first named division, the 
 sum of $4,095 61. 
 
 The following is a statement of the receipts and expenditures by the un- 
 dersigned, since his last semi-annual report. 
 
 Balance on hand as reported ... $5,041 49 
 
 Amount drawn for the Peoria and Warsaw railroad - 65,271 43 
 
 Amount drawn for the general fund - - 1,950 00 
 
 Amount of contract drafts ^ . - . 6,699 74 
 
 Property sold - • . - ^ 5 00 
 
 Expended on the Peoria and Warsaw railroad ^50,188 03 
 Same (charged to general fund) - . 8,212 26 
 
 Same, contract drafts . - . 6,699 74 
 
 $78,967 QQ 
 
 65,100 03 
 
 Amount for Northern Cross railroad charged 
 
 to general fund - . . . 731 52 
 
 Balance, being cash on hand - - 13,136 11 
 
 78,967 66 
 
m 
 
 The whole amount received by the undersigned since the commence- 
 ment of the public works is as follows: 
 
 Amount drawn for Peoria and Warsaw raih'oad - $74,271 43 
 
 Amount of contract drafts for same - - - 6,699 74 
 
 Amount of property sold - - , . 103 25 
 
 Amount drawn for Northern Cross railroad - - 7,000 00 
 
 Amount of general fund - - - - 4,950 00 
 
 The amount expended is — 
 
 On the Peoria and Warsaw railr'd $65,390 78 
 Same (charged to general fund) - 9,834 79 
 
 $93,024 42 
 
 75,225 57 
 
 Northern Cross railroad - - 1,822 96 
 
 Same (charged to general fund) - 2,839 78 
 
 4,662 74 
 
 Balance, being cash on hand - - 13,136 11 
 
 All which is respectfully submitted. 
 
 |93,024 42 
 
 J. WRIGHT, Corner, ^t. 
 
 Report of II. P. Woodioorth. 
 
 Rail Road Office, 
 
 La Salle county, Nov. 27, 1838. 
 To the Commissioners of the 
 
 Northern Engineering District of Illinois. 
 
 Gentlemen : In accordance with practice and precedent, and in the 
 discharge of my duty as your chief engineer, 1 have the honor of laying 
 before you, with other accompanying documents, the following brief 
 report. 
 
 You are well aware of the peculiar state of things relating to the duties 
 of chief engineer in this district, when I first entered upon those duties — 
 roads locqited, and works at various points put under contract, without 
 the supervision or even direction of a general su})erintending head — assist- 
 ant engineers tenacious of their location, plans of work, and schemes of 
 operation, and naturally and justly jealous of innovations upon the same — 
 contractors ready to exclaim against any change in grade direction, or 
 kind of work — and what promises to be still more annoying, envious and 
 jealous and disappointed persons were known to stand ready to seize upon 
 every thing not strictly in accordance with their bigoted and limited no- 
 tions upon what might perhaps be beyond the comprehension of their 
 shallow understandings, upon which to base argument? to prejudice the 
 public mind against individuals in particular, and the system of internal 
 improvement in general. I have, however, endeavored to conduct the 
 public works under my charge, without allowing the above considerations 
 to influence me at all to the prejudice of public interest. 
 
 On entering upon my duties as your chief engineer, my iii'st care wa 
 to make myself fully and thoroughly acquainted with the nature, situa^ 
 
191 
 
 tion and progress of every work of improvement in this district, by my 
 own personal examinations; and, also, thoroughly to inform myself with 
 the plans and views of my assistants in relation to them. The results of 
 my investigations were very satisfactory. Every thing seems to have been 
 conducted with accuracy and judgment, and in no instance should I have 
 differed essentially in the locations, plans of work, &c. from the gentle- 
 men engineers who had conducted the work thus far; and I am happy, at 
 this time, to bear witness to their individual skill and the untiring zeal 
 which has been manifested by them in conducting the different works 
 over w^hich they have the more immediate superintendence. Of those 
 works I will speak in detail, 
 
 Peoria and Warsaw Railroad. 
 
 The twelve miles of this work, which is under contract from Peoria 
 out, bids fair for completion within the specified time. No unexpected 
 diiliculties have been encountered, and the work for the most part has 
 gone on smoothly. Some slight changes in grade and direction have been 
 found necessary, but in no instance, it is believed, to the prejudice of the 
 'Con:3truction. Rock has in some instances been found where earth only 
 was expected, whicti of course increases the expense of excavation. The 
 accompanying schedule (number 1,) will exhibit to you the amount, kind 
 and cost of work done, and also to be done on this portion of the road. 
 On the twelve miles from Warsaw less has been accomplished, notwith- 
 standing every exertion has been made to forward the work. It is believ- 
 ed, however, that, the contract may be fulfilled in due season. 
 
 Schedule number 2 exhibits the state of this portion of the road. 
 
 Centkai. Rait>k<>ad. 
 
 'I'hat portion of this road extending twenty miles from Galena was 
 put_ under contract in May last. Contractors immediately commenced 
 their operations with demonstrations at least of conducting^ their respec- 
 tive jobs with much energy and honesty. Unfortunately it has turned 
 out -Giherwise. Contractors absconded, jobs were abandoned, and not- 
 withstanding the greatest exertions of the resident en-^ineer, much con- 
 fusion and delay ensued. Other causes also had their Influences to per- 
 plex and retard the progress of this work; among which it is suflicient to 
 mention the protracted and painful illness of our late and much lamented 
 Commissioner, Col. Stephenson— the unusual sickness of the season, and 
 the ditticulty experienced in procuring laborers during the mining season. 
 Thmgs, however, are fast assuming a new andseltled state, and'with the 
 exception of Doct. Power's contract, (which I think ere long must suffer 
 a change) there is a fair prospect thai the work will be conducted as it 
 should be, and that the final completion will not be prolonged beyond the 
 specific time. For further particular information, T refer you to schedule 
 numbers. 
 
 In the month of June, twentv-two miles of this road, on the Illinois 
 river, was put under contract. Fortunately this work fell into good hands, 
 and Las so tar been conducted under fortunate circumstances'^and conse'- 
 
192 
 
 quently has rapidly progressed towards completion. No difficulties have 
 as yet been encountered, and there appears to be made every necessary 
 arrangement, by the contractors, for pressing forward with their heavy 
 jobs during the ensuing winter; and there appears nothing at present to 
 prevent the prompt fulfilment of all the contracts. See accompanying 
 schedule number 4. 
 
 Rock River Improvements. 
 
 The improvements of the Lower rapids were put under contract in 
 May. Able and experienced contractors are conducting that work. The 
 stage of water has been very favorable so far, and as much has been ac- 
 complished as could have been expected. Some deviation from the origin- 
 al plan of work will be found necessary, on account of not being able to 
 procure the stone as first contemplated. The cost of the work will not be 
 materially altered by the proposed change, and it is believed the work 
 will be completed at an early period and in the best possible manner. 
 See schedule number 4. 
 
 On the whole I believe there has been as much accomplished on the 
 public works as could have been reasonably expected, and I am confident 
 in saying that the same quantity of work similarly situated has never been 
 conducted with more enterprise and a fairer promise of speedy comple- 
 tion. It is also worthy of remark that nearly all the heavy and difficult 
 and expensive work is embraced in the present contracts, and that which 
 remains is principally light grading, upon smooth open prairie, which 
 probably will not cost, on an average, over $1,000 per mile. 
 
 Engineering and Field Operation. 
 
 Having two often experienced the evils of hurried locations, and of 
 preparing work for contract on short notice, I have caused as much of 
 our railroad lines to be located as seemed consistent with economy and 
 the strength of our engineering parties. On the eastern division of the 
 Peoria and Warsaw road, twenty miles have been located, extending 
 from the work under contract to Canton, and on the western divisions ten 
 miles extending to Carthage. The company that made these locations 
 have been engaged in making examinations and surveys for the improve- 
 ment of the route between Carthage and Macomb. The results of those 
 operations will be reported to the acting Commissioner as soon as they can 
 be made out. 
 
 All that portion of the Central railroadlyingin the seventh circuit has been 
 located, and the line of location continued as far as the Rocky ford in the 
 sixth; also on the western or Galenadivision, ten miles extending to Savan- 
 nah, has been prepared for contract. Reports, maps, plans profiles and 
 estimates on the above work, will be presented to the acting Commission- 
 er as early as practicable. 
 
 There has been so much local as well as individual feeling exhibited in 
 relation to the location of the railroad on Rock river, that I have deemed 
 it expedient to have thorough surveys made on every possible route between 
 Savannah and the above river. For this purpose there has been a party in 
 
193 
 
 the field since about the first of August. The result of those surveys will 
 be reported to the acting Commissioner as early as possible, and, together 
 with what w^as done last year, will afford him a sufiicient data at least to 
 make a location on the cheapest route. Other considerations, however, 
 besides the results of bare engineering operations, should have their due 
 weight in deciding upon the point for crossing Rock river. 
 
 The present season has sutficiently demonstrated the necessity of some 
 improvements at least in the navigation of the Illinois river. I have ta- 
 ken advantage of the very low stage of water, and caused surveys to be 
 .made, with examinations of all obstructions to steam navigation, fron:i the 
 terminating of the Michigan canal to Peoria. The accompanying report 
 of Gen. Ransom will furnish the detail of the above mentioned survey. 
 
 Such, gentlemen, is a brief vieAv of the progress, present state, and fu- 
 ture prospects of the works of internal improvement in the northern en- 
 gineering district. Much has been done, and much credit certainly is 
 due the engineering corps generall)^, and to the principals who have had 
 the more immediate control of the different works in particular. 
 
 In conclusion, perhaps you may expect from me suggestions in rela- 
 tion to future operations. On tljis point I feel no little diffidence, know- 
 ing, as I do, that much must depend upon future circumstances over 
 which you may have no control. It will not be improper, however, for 
 me to suggest and urge the propriety of pressing forward the iinprove- 
 uient of the rivers. The Illinois river in particular demands immediate 
 attention — and as the improvement consists principally in the removal 
 of bars, the work may be commenced early in the spring. Dredging ma- 
 chines can only be used to advantage in this operation, and as there are 
 two now at this place which are peculiarly well calculated for river work, 
 I would suggest the propriety of making some arrangements to employ 
 them as early as possible. Even one of those machines will do much to- 
 wards improving the navigation, even in one season. I would also re- 
 commend that such portions of the different roads as will form continued 
 lines from navigable waters to some important port, oi^ towns in the in- 
 terior, should be put under immediate contract, and the work hastened to 
 completion. Utility might then soon be demonstrated to the skeptical, 
 and visible tangible facts could be made use of to combat opinions and 
 prejudices against the present system of internal improvements. For the 
 above purpose let the lines between Peoria and Canton, and between La 
 Salle and Rock river, at least. Those two portions, in my opinion, possess 
 advantages that should not be overlooked, and which will readily suggest 
 themselves to your understandings. Other work might be put under con- 
 tract to good advantage, and without pi'ejudicing in the least works al- 
 ready begun. 
 
 Respecting superstructure, &c. I deem it premature to make any sug- 
 gestions, but will r-^.mark that whatever plan or plans may be adopted, 
 there appears to be an abundance of good material, which can easily be 
 obtained for any of our purposes, without going far from the lines. 
 
 H. P. WOODWORTH. 
 13 
 
194 
 
 SCHEDULE No. 1. 
 Amount of work done on the Eastern Division of the 
 
 to 
 
 bX3 
 
 ri 
 
 
 
 k 
 
 
 
 1 
 
 
 
 43 
 
 
 .2 
 
 •a 
 
 £ 
 
 
 
 Xi 
 
 
 
 S 2 
 
 
 
 2 
 
 
 
 
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 S 
 
 1 
 
 
 
 
 
 m a 
 
 1 
 
 (-< 
 
 ^ 
 
 ■ tt 
 
 u 
 
 c 
 
 1. 
 
 fc 
 
 t 
 
 S £ 
 ^li 
 
 p. 
 
 ■^ 
 
 ss 
 
 '^^S 
 
 
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 ^ 
 
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 0) 
 
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 s 
 
 g 
 
 ■r^ 
 
 
 
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 (D 
 
 3 
 
 g 
 
 
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 a 
 
 
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 a 
 
 3 
 
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 "^ 
 
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 Ph 
 
 <1 
 
 U 
 
 Oh 
 
 < 
 
 o 
 
 Ph 
 
 < 
 
 o 
 
 Ph 
 
 
 
 
 cts 
 
 
 
 
 
 $ 
 
 
 
 $ 
 
 1 
 
 $36 00 
 
 658 
 
 16 
 
 $105 28 
 
 3,100 
 
 2^ 
 
 $682 00 
 
 - 
 
 
 . 
 
 2,255 
 
 3 00 
 
 2 
 
 40 00 
 
 1,209.2 
 
 14 
 
 169 28 
 
 2,339.15 
 
 18 
 
 421 02 
 
 _ 
 
 _ 
 
 _ 
 
 t9.3 
 
 3 00 
 
 3 
 
 50 00 
 
 3.874 
 
 15 
 
 581 10 
 
 6,121 
 
 16 
 
 979 36 
 
 _ 
 
 
 . 
 
 19..35 
 
 3 50' 
 
 4 
 
 100 00 
 
 22,878 
 
 14 
 
 3,202 92 
 
 24,648 
 
 14 
 
 3,450 72 
 
 - 
 
 - 
 
 -- 
 
 26.88 
 
 3 50 
 
 5 
 
 250 00 
 
 7,238 
 
 16 
 
 1,158 08 
 
 12,204 
 
 17 
 
 2,074 68 
 
 800 
 
 1 00 
 
 $800 
 
 875 
 
 3 00 
 
 6 
 
 800 00 
 
 1,041 
 
 18 
 
 187 38 
 
 18,121 
 
 16 
 
 2,899 30 
 
 395 
 
 1 00 
 
 .395 
 
 - 
 
 - 
 
 7 
 
 300 00 
 
 _ 
 
 _ 
 
 _ 
 
 -3,500 
 
 19 
 
 665 00 
 
 _ 
 
 . 
 
 . 
 
 . 
 
 . 
 
 8 
 
 20 00 
 
 22,014 
 
 18 
 
 3,962 52 
 
 2,200 
 
 16 
 
 352 00 
 
 307 
 
 1 00 
 
 .307 
 
 52.40 
 
 4 00 
 
 9 
 
 12 00 
 
 8,811 
 
 13 
 
 1,145 43 
 
 13,505 
 
 16 
 
 2,160 80 
 
 - 
 
 - 
 
 - 
 
 106.88 
 
 2 00 
 
 10 
 
 120 00 
 
 2,042 
 
 14 
 
 285 88 
 
 * 2,042 
 
 17 
 
 .347 14 
 
 _ 
 
 . 
 
 . 
 
 54 
 
 2 50 
 
 li 
 
 5 00 
 
 11,204 
 
 14 
 
 1,568 56 
 
 1,761 
 
 15 
 
 264 15 
 
 . 
 
 . 
 
 - 
 
 t 4.37 
 
 3 00 
 
 12 
 
 25 00 
 
 1,758 00 
 
 1,287.05 
 
 14 
 
 180 19 
 12,546 62 
 
 7,594.62 
 
 15 
 
 1,139, 19 
 
 _ 
 
 _ 
 
 - 
 
 t 38.62 
 
 3 00 
 _ 
 
 
 15,435 42 
 
 1,502 
 
 Amount of ivork to be done on the Peoria and 
 
 1 
 
 . 
 
 . 
 
 . 
 
 2 
 
 
 
 
 3 
 
 - 
 
 2,025 
 
 15 
 
 4 
 
 
 8,464 
 
 14 
 
 5 
 
 $50 00 
 
 2,946 
 
 16 
 
 6 
 
 480 00 
 
 12,.375, 
 
 18 
 
 7 
 
 25 00 
 
 11,874 
 
 16 
 
 ,8 
 
 - 
 
 4,447 
 
 18 
 
 9 
 
 . 
 
 . 
 
 _ 
 
 10 
 
 - 
 
 7,477.41 
 
 14 
 
 
 555 00 
 
 $303 75 
 1,184 96 
 471 36 
 2,227 50 
 1,899 84 
 
 800 46 
 
 1,046 83 
 
 r,9.34 70 
 
 309 
 
 4,917 
 9,024 
 5,970 
 38,755 
 .59,953 
 
 1,667 
 
 1,236 
 50,141 
 
 cts 
 
 $67 98 
 
 16 
 14 
 17 
 16 
 
 786 72 
 1,263 36 
 1,014 90 
 6,200 80 
 11,391 07 
 
 IG 
 
 266 72 
 
 16 
 16 
 
 197 76 
 
 8,922 56 
 
 - 
 
 29,211 87 
 
 500 
 2605 
 
 1 00 
 1 00 
 
 $500 
 2,605 
 
 ;' 105 
 
 R. B. 
 
 Final estimate. 
 
195 
 
 SCHEDULE No. 1. 
 Peoria and Warsaw Railroad, up to the \st November, 1838. 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 'w t^ 
 
 
 
 o 
 
 
 
 
 
 a 
 
 
 
 r^ 
 
 
 
 r^ 
 
 
 
 ^ 
 
 
 
 'Ȥ 
 
 ci 
 
 
 ^ 
 
 
 
 
 a 
 
 "S 
 
 ^ § 
 
 
 
 to 
 
 >■> 
 
 
 
 o 
 
 S g 
 
 
 s a 
 
 s 
 
 
 rS 
 
 t- 
 
 ^ 
 
 ^ 
 
 S 
 
 Cl<§ 
 
 a 
 
 >^^ 
 
 c. 
 
 a 
 
 >-> 
 
 P. 
 
 c 
 
 OJ 
 
 a 
 
 a 
 
 D 
 
 |i 
 
 95 
 
 o 
 
 o 
 
 
 3 
 
 13 
 
 "rt 
 
 
 1 
 
 o 
 
 cC 
 
 3 
 
 <: 
 
 lb 
 
 
 ^ 
 
 
 o 
 
 Eh 
 
 
 $67 65 
 
 
 
 
 
 
 
 
 $890 93 
 
 $133 63 
 
 27 90 
 
 ' 3 
 
 4 50 
 
 $12 
 
 ■ 
 
 . 
 
 - 
 
 . 
 
 670 20 
 
 - 
 
 67 72 
 
 3 
 
 5 00 
 
 15 
 
 . 
 
 . 
 
 - 
 
 . 
 
 1,693 18 
 
 253 97 
 
 94 00 
 
 - 
 
 - 
 
 - 
 
 330 
 
 2 00 
 
 $660 00 
 
 a $79 50 
 
 7,587 14 
 
 1,133 07 
 
 262 50 
 
 (104 
 ^428 
 
 4 00 
 4 25 
 
 418 ) 
 1,819 \ 
 
 794.5 
 
 2 00 
 
 1,589 00 
 
 b 1800 00 
 
 10,246 26 
 
 1,536 94 
 
 _ 
 
 
 105.77 
 
 2 00 
 
 211 54 
 
 c 75 00 
 
 5,512 80 
 
 826 92 
 
 
 
 
 
 
 
 
 rf 1019 52 
 
 
 
 . 
 
 - 
 
 . 
 
 . 
 
 
 
 . 
 
 _ 
 
 965 00 
 
 144 75 
 
 208 00 
 
 - 
 
 - 
 
 . 
 
 
 - 
 
 - 
 
 e 100 00 
 
 4,949 52 
 
 742 43 
 
 213 76 
 
 - 
 
 - 
 
 - 
 
 
 _ 
 
 - 
 
 - 
 
 3,531 99 
 
 529 80 
 
 135 00 
 
 . 
 
 - 
 
 . 
 
 
 
 _ 
 
 /1600 32 
 
 2,488 34 
 
 375 25 
 
 131 10 
 
 - 
 
 - 
 
 - 
 
 
 
 - 
 
 - 
 
 1,968 81 
 
 - 
 
 115 86 
 
 
 
 - 
 
 
 
 
 - 
 
 1,460 24 
 
 
 1,3-23 49 
 
 2,260 
 
 4,674 34 
 
 41,964 41 
 
 $757 30 
 
 670 20 
 
 1,439 21 
 
 6,449 07 
 
 8,709 32 
 
 4,685 88 
 
 820 25 
 
 4,207 09 
 
 3,002 19 
 
 2,113 09 
 
 1,968 81 
 
 1,460 24 
 
 Warsaw Railroad, in the Eastern Division. 
 
 - 
 
 - 
 
 . 
 
 - 
 
 - 
 
 . 
 
 - 
 
 . 
 
 
 270 
 
 200 
 
 $537 50 
 
 - 
 
 - 
 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 537 50 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 - 
 
 - 
 
 $67 78 
 
 - 
 
 . 
 
 , 
 
 1,090 47 
 
 2 00 
 
 $540 00 
 
 - 
 
 2,988 32 
 
 2 00 
 
 400 00 
 
 g $840 
 
 3,276 26 
 
 - 
 
 - 
 
 h 4 000 
 
 15,513 TJO 
 
 - 
 
 
 i 3,000 
 </ 1,000 
 \k 400 
 
 16,315 91 
 
 ■■ 
 
 " 
 
 2,467 18 
 
 - 
 
 - 
 
 - 
 
 197 76 
 
 - 
 
 - 
 
 - 
 
 9,606 89 
 
 
 940 00 
 
 9,240 
 
 51,524 07 
 
 Rather too much 
 
 a 79.5 cubic yards rock in foundation wall, b Bridge and tresslpwork. c Excavation 
 of abutment pits, d Excavation of the channel of creek 5,664 cubic yards, e 50 cubic 
 yards rock hauled, (not laid.) / 10,002 cubic yards embankment borrowed earth, at 16 
 cents, g Bridge and tressle. h Bridge abutments, i Bridge abutments, j Paving 
 drains, k Bridge abutments. 
 
196 
 
 SCHEDULE No. 2. 
 
 Estimate of toork to be done on the Western Division of 
 
 m 
 
 a 
 o 
 
 1 
 
 1 
 
 a 
 
 g 
 
 r 
 
 6 
 
 
 c 
 
 D 
 
 o 
 S 
 < 
 
 c 
 
 i 
 
 6 
 
 CS 
 
 >-> 
 
 i 
 
 i| 
 
 a a; 
 >^ 
 
 o 
 
 
 4J 
 
 a 
 
 II 
 
 •■§2 
 o 
 
 ci 
 
 i 
 
 < 
 
 3 
 
 s 
 
 a) H 
 
 o 
 
 :s 
 
 3 
 O 
 
 -8 
 
 1 
 S 
 
 ire 
 
 115 
 114 
 109 
 108 
 107 
 106 
 105 
 107 
 106 
 
 y)5 
 
 « 
 
 ^00 
 270 
 260 
 250 
 
 100 
 
 7,598 
 10,609 
 5,713 
 9,667 
 
 10,524 
 3,025 
 1,997 
 220 
 8,545 
 
 Ci5 
 
 17 
 17 
 17 
 17 
 
 17 
 16 
 17 
 16 
 19 
 
 $ _ 
 
 1291 66 
 1803 53 
 971 21 
 1643 39 
 
 1789 08 
 
 484 00 
 
 339 49 
 
 35 20 
 
 1623 50 
 
 3,070 
 4,648 
 4,413 
 3,979 
 
 2,491 
 3,819 
 974 
 1,793 
 1,941 
 
 16 
 16 
 16 
 16 
 
 16 
 15 
 15 
 14 
 14 
 
 $ 
 
 491 20 
 
 73 68 
 
 706 08 
 
 636 64 
 
 398 56 
 572 85 
 146 10 
 251 02 
 
 271 74 
 
 - 
 
 cfa 
 
 $ 
 
 1,000 
 
 ds 
 40 
 
 $ 
 400 00 
 
 266 
 300 
 147 
 200 
 
 36 
 21 
 142 
 
 4 00 
 4 00 
 4 00 
 4 00 
 
 4 00 
 
 4 00 
 
 5 00 
 
 Estimate of work done on the Western Division of the. 
 
 107 
 106 
 105 
 
 50 
 
 400 
 
 5,240 
 
 270 
 1,632 
 2,434 
 
 4,971 
 
 1,744 
 
 14 
 
 1,420 
 
 16 
 
 838 40 
 
 17 
 15 
 
 16 
 
 45 90 
 244 80 
 389 44 
 
 14 
 17 
 16 
 19 
 
 720 79 
 
 296 48 
 
 2 24 
 
 269 80 
 
 2807 85 
 
 14,702 
 
 2,034 
 5,224 
 
 4,890 
 
 3,374 
 
 589 
 3,011 
 3,971 
 
 16 
 
 2352 32 
 
 16 
 14 
 15 
 
 330 24 
 731 36 
 733 50 
 
 13 
 15 
 14 
 14 
 
 455 49 
 
 88 35 
 
 421 54 
 
 555 94 
 
 5668 74 
 
 822 
 
 125 
 
 1027 50 
 
 3,676 
 
 40 
 
 1470 40 
 
 576J 
 
 3 50 
 
 
 
 
 
 
 
 5 00 
 
 _ 
 
 
 . 
 
 715 
 
 40 
 
 286 00 
 
 
 . 
 
 38 
 
 200 
 
 76 00 
 
 29 
 
 95 
 
 _ 
 
 28 00 
 
 191 
 
 45J 
 
 's 
 
 2 00 
 
 3 50 
 
 4 00 
 
 - 
 
 
 1103 50 
 
 - 
 
 
 1784 40 
 
 - 
 
 - 
 
197 
 
 SCHEDULE No. 2. 
 
 ike Peoria and Warsaw Railroad, after November 15, 1838. 
 
 
 
 
 
 <o 
 
 
 
 
 
 1 
 
 
 
 L 
 
 
 
 a, 
 
 
 
 
 
 
 ■TS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 'cS 
 
 
 'V >^ 
 
 
 
 
 
 
 
 
 
 O. 
 
 
 "o 9 
 
 S 
 
 
 o . 
 
 |1 
 
 n 
 S 
 
 
 
 5 
 o 
 
 « a 
 
 a 
 o 
 
 S 
 
 s 
 
 
 p- 
 
 2 
 
 >^ 
 
 e. 
 
 a 
 
 1 
 
 cd 
 
 a 
 
 CB 
 
 o 
 
 •si 
 
 o 
 
 o 
 
 _o 
 
 a> 
 
 
 'cS 
 
 1 
 
 -3 
 
 3 
 < 
 
 D 
 O 
 
 s 
 
 6 
 
 13 
 
 6 
 
 1 
 
 < 
 
 m 
 
 1 
 
 E 
 
 1 
 
 $ 
 
 
 1 
 
 $ 
 
 
 $ 
 
 $ 
 
 $ 
 
 $ 
 
 
 
 
 _ 
 
 
 
 _ 
 
 _ 
 
 * 5,000 
 
 
 5,000 00 
 
 
 
 1,064 00 
 
 
 - 
 
 
 300 
 
 2 50 
 
 750 
 
 
 3,796 86 
 
 
 
 1,200 00 
 
 
 - 
 
 
 - 
 
 - 
 
 
 
 4,417 21 
 
 
 
 538 00 
 
 . 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 2,325 29 
 
 
 
 800 00 
 
 
 . 
 
 
 . 
 
 . 
 
 - 
 
 
 3,330 03 
 
 
 1 
 
 
 - 
 
 - 
 
 
 - 
 
 - 
 
 - 
 
 
 tIO,000 00 
 
 
 
 . 
 
 35 
 
 5 00 
 
 175 00 
 
 
 . 
 
 . 
 
 
 2,462 64 
 
 
 
 _ 
 
 145 
 
 6 50 
 
 942 50 
 
 . 
 
 
 . 
 
 
 1,999 35 
 
 
 
 154 00 
 
 
 _ 
 
 
 . 
 
 
 - 
 
 :t253 40 
 
 882 99 
 
 
 
 84 00 
 
 . 
 
 - 
 
 
 - 
 
 . 
 
 - 
 
 
 370 22 
 
 
 
 710 00 
 
 
 
 
 
 
 
 
 2,605 24 
 
 
 
 
 37,389 83 
 
 
 Peoria and Warsaw Railroad, up to November 14, 183S. 
 
 267 16? 
 46 25 
 
 382 GO 
 158 C7 
 
 32 00 
 
 08 
 
 88 
 
 5 50 
 
 484 00 
 
 706 
 
 2 00 
 
 1,412 00 
 
 a 381 30 
 
 $8,529 33 
 
 1,279 40 
 
 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 , 
 
 
 912 14 
 
 136 82 
 
 418 
 
 7 00 
 
 2,926 00 
 
 10 A 
 
 ■2 00 
 
 21 00 
 
 b 872 00 
 
 5,381 16 
 
 807 17 
 
 34.86 
 
 7 50 
 
 256 95 
 
 
 - 
 
 - 
 
 c 40 00 
 d 9 00 
 
 1,587 56 
 
 238 13 
 
 - 
 
 - 
 
 - 
 
 - 
 
 - 
 
 
 e 77 80 
 
 5 1,254 08 
 
 - 
 
 . 
 
 . 
 
 . 
 
 . 
 
 - 
 
 - 
 
 / 108 45 
 
 525 28 
 
 78 79 
 
 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 . 
 
 423 78 
 
 63 56 
 
 
 : 
 
 3,666 95 
 
 
 
 - 
 
 - 
 
 825 74 
 
 123 86 
 
 1,433 00 
 
 1,668 55 
 
 19,439 07 
 
 7,219 93 
 
 775 32 
 4,573 99 
 1,349 43 
 
 1,254 08 
 446 49 
 360 22 
 701 88 
 
 * Cannot give an accurate estimate of this section, but I think $5,000 win complete it. 
 
 t Cannot estimate accurately, say $10,000. :j: Side drains. Final estimate. 
 
 a Coffer-dams, foundations, &c. b Sundries not to be described, c 200 cubic yards 
 of excavation in abutment pits, d Levelling foundation of works. e 389 cubic yards 
 of excavation in extra drains, f 723 cubic yards of side drains. 
 
198 
 
 EXHIBIT No. VI. 
 
 REPORT OF JOHN DIXON, 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 Vandalia, December 15, 1838. 
 To the Hon. William Kinney, 
 
 President of the Board of Public Works. 
 
 The undersigned, acting Commissioner of the sixth judicial circuity 
 has the honor to report: 
 
 That his duties, as such, commenced on the 14th day of August last; 
 previous to which time the grading of twenty miles of the Central rail- 
 road, from Galena south, had been put under contract on terms highly 
 favorable to the State, considering the high price of labor and subsist- 
 ence, compared with other sections of the Slate. A large portion of 
 the contractors have prosecuted their work with energy. Two, only, 
 have proved faithless — their jobs have been re-let at a small advance 
 above the former price. 
 A contract for the improvement of the Lower rapids of Rock river was 
 let by my predecessor in May last for the sum of sixty thousand three 
 hundred and eighty-nine dollars — about two thousand dollars over the 
 engineer's estimate; which, with the cost of construction at Prophet's' 
 town, estimated by the engineer at twelve hundred and eighty dollars, 
 together with the cost of surveys and incidental expenses properly 
 chargeable to that work, will reduce the appropriation below the cost of 
 construction necessary at the Upper rapids, (see engineer's report 
 herewith submitted,) estimated at $'85,295 26. So that the amount 
 properly applicable to that work, under the law, would be inadequate to 
 its completion; in consequence of which, the operations at that place 
 were suspended. 
 
 The estimate of the engineer charged with the survey of that river 
 in 1837, is $178,548; therefore, the additional sum of 878,548 will be 
 requisite to complete the whole improvement, and afford the depth of 
 four feet water, at the lowest stage, from the mouth of the river to the 
 State line. By such improvement, 165 mi'es of navigation will be open- 
 ed through a country possessing, to an unequaled extent, all the natural 
 advantages calculated to render prosperous and happy a population. 
 
199 ' 
 
 who, for intelligence and enterprize, will compare with those of any 
 other portion of globe. 
 
 I regret that it is not in my power, at this time, to give a full detail of 
 operations in this circuit. Much of the information necessary can only 
 be derived through the medium of the chief engineer. A full report from 
 him will unavoidably be delayed for a few days. I must therefore ask 
 the indulgence of the Board, in order that the necessary information 
 may be obtained on which to predicate a full report of ail the operations 
 under my charge. 
 
 The total amount of expenses since I entered upon the duties of my 
 office, as Commissioner, up to the first day of December inst., as per 
 vouchers on file in the office of the Fund Commissioners, is $48,257 30i. 
 Of this sum, $8,436 25 is charged to the Ho^'k river improvement, and 
 $39,821 05i to the Central railroad-, the liability for a large amount of 
 each had accrued previous to my appointment. The total amount drawn 
 from the Fund Commissioners, up to this date, is $56,152 674, leaving a 
 balance on hand of $7,895 47. 
 
 In consequence of the death of my predecessor before I had an oppor- 
 tunity of seeing him after my appointment, and his executors not hav- 
 ing yet qualified (so far as my ki^owledge extends) I shall not be able to 
 give the necessary information relative to his operations or affairs, 
 which, under other circumstances, should be reasonably expected. 
 Respectfully submitted. 
 
 JOHN DIXON. 
 Commissioner Sixth Judicial Circuit. 
 
 Engineers' Office, May 15, 1838 
 To the Hon. James W. Stephenson, 
 
 Commissioner of Public Works for the Sixth Judicial Circuit. 
 
 Sir: After the completion of the surveys of Rock river, several cir- 
 cumstances prevented me reporting to the meeting of the Board, the 
 result of my examinations and my views, as to : the improvement of a 
 river which, by the removal of a few obstructions, will open a free com- 
 munication with one of the most beautiful portions of the State. 
 
 The river is now navigable, in an ordinary stage of water, for boats 
 of three to four feet draft, with the exception of two points, which will 
 require the aid of dams and locks to render them navigable. When the 
 river is at its highest stage, boats that have power enough to overcome 
 a current of seven to eight miles per hour, (which is the velocity of the 
 water at each of these points above mentioned) would find no difficulty 
 in ascending the river as far as the mouth of the Peeketonokee, which 
 might be made a navigable stream with very little expense, and would 
 afford an easy commnnication with the mineral region. This stage of 
 water, however, lasts but a short time, and comes so early in the spring 
 that it affords no advantage. 
 
 My object now is to present to you a brief detail of the state of 
 Rock river in it^ lowest stages of water, of the different impediments' 
 to its navigation, of the mode of improvement, and of the probable cost 
 
to render that river navigable, when in that low stage, from, its conflu- 
 ence with the Mississippi to the Slate line, adjoining Wisccnsin, a dis- 
 tance of one hundred and sixty-five miles. The first difficulty to be over- 
 come is the Lower rapids, opposite Rock Island city, about three miles- 
 from the mouth of the river. The length of these rapids is three-fourths- 
 of a mile, and the total fall in that distance is six and a half feet. About 
 half a mile above the rapids, the river is divided into two branches 
 by a succession of islands. The south branch is from eight to nine hun- 
 dred icet wide, very shallov*', has a rocky bottom, and olfers no advanta- 
 ges for improvement. The north branch has the deepest channel, and 
 is contracted in many places to the width of four hundred feet by the 
 bluff) near Rock Island city, on one side, and Vandruff's island on the 
 other, which extends the whole length of the rapids. 
 
 The elevation of the banks will admit the erection of a dam suffici- 
 ently high to back the water some distance beyond the head of the rap- 
 ids, and rrnprove the channel at that point. A small dam will also be 
 required across the slough dividing Vandrutf's island from another island, 
 extending up the river nearly half a mile — the main dam being placed 
 as far down the rapids as the elevation of the bank of the island will- 
 perntit. A canal of nineteen hundred feet in length will be required to 
 reach the foot of the rapids. The island will be the most favorable place 
 for the canal, the excitvation being very easy, and enabling us to have 
 its termination nearthe deepest channel of the river below. 
 
 A guard-lock will be required at the entry of the canal, and a lock of 
 seven and a half feet lift at its termination. The bed of the river at these 
 rapids is formed of calcareous rock, which is found also in abundance on 
 the lower part of VandrufPs island, as well as in Rock Island city; and 
 will, as far as I have been able to ascertain, furnish a good material for 
 the construction of the lock'^. 
 
 Tiie Lower rapids being one of the two most important points of im- 
 provement on Rock river, maps, on a large scale, will accom; any this 
 report, and will give you a more clear idea of the situation of the rapids, 
 and of the mode I purpose to adopt for their improvement. 
 
 Another plan had been suggested — which was to excavate a canal 
 three-fourths of a mile, or the whole length of VandrufF's island, and to 
 dispense with the dam. This mode of improvement, which would appear 
 in itself the most permanent, offers fewer advantages, not only on ac- 
 count of its being more expensive, but because the channel of the river 
 about Vandrufi's island is not of a sufficient depth; that the work would 
 be more exposed to the frequent rise and fall of the river, and the State 
 be deprived of the immense benefit of a water-power, created by the 
 dam, on each side of the river. 
 
 From the Lower rapids to Prophetstown, the river offi^rs all possible 
 advantages for navigation, having a channel with no less than four and a 
 half feet of water. The width of the river varies from eight to ten hun- 
 dred feet, and the total fall from Prophetstown to the head of the Lower 
 rapids, a distance of fifty-two miles, is 28.08 feet. 
 
 The velocity of the current is three miles per hour. Opposite 
 Prophetstown, for a distance of eighteen hundred feet, the river is more 
 shallow, its deepest channel varying from three to four feet. This por- 
 
301 
 
 tion of the river can be easily improved by means of a brush and gravel 
 wir,g-dam, one hundred and fifty feet in length and four feet high, from 
 the north side of the river to a little island opposite the village. 
 
 From this last place to the foot of the Upper rapids the channel of 
 the river has no less than six feet of water; the velocity of the current 
 averages three and a half miles ].er hour, and the total f^U in that dis- 
 tance, which is twenty miles, is 24. 1 2 feet. 
 
 The Upper rapids ^s the second important point to be improved on 
 Rock river; which, at that place, extends to a width of from one thousand 
 to thirteen hundred feet. The length of the rapids is one mile and a 
 quarter, and the total fall in that distance is 8.'J4 feet. 
 
 The bottom of the river, except at the foot of the rapids, is formed of 
 a sandy calcareous rock of a very smooth surface. The banks of the 
 stream are from twelve to thirty feet high, with the exception of the 
 north bank, which, at the foot of the rapids, is from six to eight feet 
 only. 
 
 Two different modes of improvement for these rapids might be adop- 
 ted, and an estimate of both having been made, I have not hesitated in 
 advising you to adopt the second. I shall give you a brief description of 
 both, and refer you to a map of that portion of the river for a better un- 
 derstanding of those two plans. 
 
 The first was to build an embankment in the river the whole Icngth-of 
 the rapids, so as to foim a canal eighty feet in width, with a lock of 8.24 
 feet lift at its termination, and without the aid of a dam, obtain the depth 
 of water required at the upper end of the canal by excavating a channel 
 one and a half feet in the rock under the wat-er, for a distance of eight 
 hundred feet, between the embankment and the shore. 
 
 The second plan, which is the one I sho ild consider advisable to adopt, 
 is to build a dam as far down the rapids as the boJtom of the river and 
 the elevation of the north biink will admit. 
 
 The length of this dam will be from nine to ten hundred feet, and its 
 elevation from the bottom of the stream will not exceed ten feet. A 
 canal will be constructed from the dam to the foot of the rapids by an 
 embankment made in the I'iver about two thousand feet in length. The 
 dam will be of sufhcient height to raise the water eighteen inches at the 
 head of the rapids, so as to get a sufficient depth of vi^ater at that place 
 and avoid the rock excavation under water. This elevation added to 
 the total fall of the rapids, 8.24 feet, will give 9.74 feet, the numberof 
 feet lift for the lock at the foot of the canal. 
 
 The cost of three-fourths of a mile of embankment, and of the rock 
 excavation under water for a distance of eight hundred feet, for the 
 completion of the first plan, will by far exceed the expense of a dam 
 across the stream — the work would be more liable to damages by fresh- 
 ets and ice in the spring — and the water-power, which will afford a con- 
 siderable revenue to the State, would be much less, and on one side of 
 the river only. 
 
 From the Upper rapids to Rockford, a distance of sixty three miles, 
 the only obstructions in the river are three moveable sand bars, having, 
 for a very short distance, a depth of water of from two and a half to three 
 feet only. Those bars being formed of quick-sand, may be removed in 
 
202 
 
 a short time by the frequent passage of steamboats. But with ihe aid of 
 wing-dams, from one hundred and fifty to two hundred feet an lengtli 
 and three to four feet high, the channel can be easily cleared. The 
 width of the river between the two places varies from six to eight hun- 
 dred (eet. The total fall is G9.91 feet, with an alverage velocity of cui> 
 rent of three miles per hour. 
 
 Opposite Rockford, for a distance of eight hundred feet, the river is 
 shallow, its deepest water being only two to two and a hall feel; the 
 velocity of the current, for that distance, varies from four to five niiles 
 per hour. The bed of the river is of solid and smooth rock. 
 
 By deepening the channel on the south side of the river and con- 
 structing a wing-dam on the opposite side, about tv^o hundred feet in 
 length and four feet in height, to maintain the water at the same level, 
 this obstruction will be removed to the best advantage'. 
 
 From Rockford to the mouth of the Peeketonokee, the river offers a. 
 good channel of no less than four and a half feet of water; its width is 
 from four to five hundred feet, and the fall between the tw6 places, dis- 
 tance twenty miles, is 28.(51 feet. About three miles above Peeketo- 
 nokee, near the foot of the Little island, which occupies the centre of 
 the river, a large rock, measuring from forty to fiity cub?c yards, ob- 
 structs the best channel, and will have to be removed. Haifa mile 
 farther, a wing-dam of one hundred and thirty feet in length, will have 
 to be constructed to remove a sand bar which reduces the channel to 
 two and a half feet water, for a distance of four hundred feet. 
 
 One mile from the Slate line the river varies from three to five hun- 
 dred feetin width. Its sudden fall, at the rate of four feet per mile, cre- 
 ates a very strong current and a shallow channel from the mouth of 
 Turtle river to a distance of about one thousand feet. On the south side 
 of a large island is the main channel; by the aid of a dam, four feetin 
 height, from the north shore to the island, we shall obtain a depth of 
 water of four and a half feet, with a velocity oi current of four and a 
 half to five miles per hour; this will be easily overcome by steamboats. 
 
 From the mouth of the Peekenotokec to the State line, the distance is 
 five miles and a half, and the total fall in the river is twelve feel; the 
 velocity of the current averages about three and ahalfmilcsi per hour. 
 It was my intention to present you with a map of the whole river, with 
 this report; but I have not been able to cGmfdete it entirely for want of 
 time, having paid all my attention to prepare the Lower and Upper rapids 
 for contract, according to your directions. This map will be submitted to 
 your examination at the meeting of the Board next December. 
 
 The importance of improving the navigation ol Rock river — the im- 
 mense benefit that will be derived from il, as well for the State as for 
 the country, are already known. Any traveller who views any 
 part of this stream, is struck by its beauty — with the fertility of the soil 
 in its vicinity — the general salubrity of (he climate, and the rapid in- 
 crease if its population. 
 
 Many flourishing towns are already progressing on Rock river that 
 would now afford business of some importance to several steamboats; 
 and at the rate the population has been increasing for the last two years, 
 the amount of freight to supply the wants of the country will more 
 than tripple every year. There is a peculiar character to Rock river 
 
203 
 
 which distinguishes it from most navigable streams in this country; it is 
 generally contined within its banks, and in high floods it is never ob- 
 structed with flood wood, although the land, at its head waters, is well 
 timbered, and will afford an abundant supply of lumber to the country 
 below. In accordance with your instructions, the location of the work 
 for the improvement of the tv\ro rapids was done this spring, with plans 
 and specihcations for the several portions of the work. For the im- 
 provement of the Lower rapids, the ground on Vandruff''s island was the 
 most favorable, affording material advantages for the location of the 
 canal, which ware seldom met with. The sinuosity of the bank admits of a 
 straight line for the canal, which is 1,900 feet in length. A bay formed 
 by the bend of the river protects the entry, and its termination con- 
 nects with the deepest channel of the river. Its width, at the water line, 
 will be eighty feet, and its depth five feet. The lock will be built of 
 stone, with a chamber one hundred and forty by thirty-eight feet, and 
 will admit the passage of boats of the common size running on the Upper 
 Mississippi. 
 
 The dam is so be circular, built with crib-work, filled with stone, and 
 supported by two natural stone buttresses, formed by high ledges of 
 rock on eacn side of the river. 
 
 The works at the Upper rapids will be attended with some difficulty; 
 but the locality aflTords materials to construct a solid and permanent 
 work. 
 
 The canal will be formed by an embankment in the river, composed 
 of earth and stone excavated from the bank. 
 
 The plans for the lock, guard-lock, and dam, are the same as for the 
 Lower rapids. 
 
 Our specifications will give you a minute detail of the work, and the 
 mode proposed for its construction. 
 Respectfully submitted. 
 
 Estimate for the complete improvement of Rock river ^ securing four feet 
 
 water from the Mississippi to the State line, a distance of one hundred and 
 sixty-five miles. 
 
 Lower Rapids. 
 
 21,054 cubic yards of earth excavation, at 20 cents - $4,2l0 80 
 
 1,0G1 cubic yards of rock excavation, at 1 dollar - 1,061 OO 
 
 759 yards of puddling, at 60 cents - - - 455 40 
 
 Stone lock, ^4,747 '23 per foot lift - - - 35,604 26 
 
 Guard-loek ..... 8,235 30 
 
 Circular dam, at ^\5 52 per foot lineal - - 6,206 25 
 
 Dam No 2, at $13 25 per foot lineal • - 2 463 88 
 
 Total - ' - - -. |58,236 69 
 
204 
 
 Prophetstown. 
 
 Wing-dam 160 feet long, at ^8 per foot lineal 
 
 Upper Rapids, 
 
 60,169 cubic yards embankment, at 20 cents 
 4,032 square yards slope-wall, at ^1 25 - , ■ 
 
 3,2l0 cubic yards rock excavation, at ^'1 -, . 
 
 2,4d0 cubic yards eartb excavation, at 16 cents - 
 
 Stone lock, 9.74 feet lift, at $4,l05 97 per foot 
 Guard-lock - t - - 
 
 Circular dam, 1,109 feet long, at <|15 per lineal ft. 
 
 Total - - - 
 
 1 1,280 
 
 12,033 80 
 
 5,040 00 
 
 3,210 00 
 
 384 00 
 
 39,992 16 
 8,235 30 
 
 16,500 00 
 
 $85,395 26 
 
 From Upper Rapids to Rockford. 
 
 Wing-dam 140 feet long, at $6 per lineal foot 
 do. 110 feet long, at f 6 do. do. 
 . do. 150 -feet long, at |6 do. do. 
 
 Total . - . - 
 
 ^2,400 oO 
 
 Rockford Rapids. 
 
 1,500 cubic yds. of rock excavation under water, at $2 
 Wing-dam 450 feet long, at $'7 per lineal foot 
 
 ^ Total . - . - . 
 
 $-6,150 00 
 
 From Rockford to the State line. 
 
 50 cubic yards of rock excavation under water, 
 at $2 50 
 Wing-dam 130 feet long, at i6 pei' lineal foot - 
 do. l60 feet long, at same price - 
 
 Total 
 
 Summary Estimate. 
 
 Lower rapids, . . . . _ 
 
 Prophet's village. - 
 
 Upper rapids, - - - 
 
 From Upper rapids to Rockford, - 
 
 Rockford rapids - . - - . 
 
 From Rockford to the State line, 
 
 Aggregate amount, - - - 
 
 Add 15 per cent, for engineering and contingencies 
 
 Whole total 
 
 125 00 
 780 00 
 960 00 
 
 f 1,865 00 
 
 158,236 69 
 1,280 00 
 85.295 00 
 2,400 00 
 6,150 00 
 1,865 00 
 
 $155,236 95 
 23,321 54 
 
 - |i 178,548 49 
 
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206 
 
 EXHIBIT No. VII. 
 
 REPORT OF EBENEZER PECK, 
 
 \ 
 
 WITH ACCOMPANYING DOCUMENTS. 
 
 Vandalia, Dec. 13, l838o 
 To the President 
 
 of the Board of Public Works. 
 
 Since the June meeting of the Board, the twenty-two miles of the Cen- 
 tral railroad in the seventh judicial circuit, previouslj ordered to be 
 put under contract, have been let, and are rapidly advancing towards 
 completion. 
 
 The contracts were for the most part let to efficient men, and at fair 
 prices, and will be completed (except the superstructure) by September 
 next. The contract prices for grading, masonry, &c., as also the quan- 
 tity of work done can be readily ascertained by reference to the tables 
 accompanying the reports of the principal engineer of the northern dis-, 
 trict, and the assistant engineer upon the line. 
 
 A survey of the upper part of the navigable portion of the Illinois ri- 
 ver has been effected, as will be seen by reference to the report of T. B. 
 Ransom, assistant engineer, whose skill and capacity eminently qualify 
 him for the performance of this duty, and to impart the necessary infor- 
 mation in connection with this important branch of our labours. By 
 reference to the report of Mr. Ransom filed herewith, full information 
 can be had upon this subject. I would recommend that the improve- 
 ments upon the Illinois and Rock rivers be placed under the separate 
 control of an engineer. 
 
 The connection of the Central railroad with the Illinois river, at the 
 termination of the Illinois and Michigan canal, it will be perceived by 
 reference to the map produced with this report, is upon State land, 
 and has been fixed with a direct view of increasing the value of the 
 State property at this important position. I do not think that I can be 
 charged with exaggeration when 1 express an opinion that the benefits to 
 be received by the S(:ate,by the increased value of the hinds at the town 
 of La Salle, will more than overbalance the whole expense of construct- 
 ing the twenty-two miles of road now under contract at that point. 
 
207 
 
 Should the Board of Canal Commissioners think it expedient, a levee 
 might be raised along the bank of the Illinois river from the termination 
 of the railroad on the south side of the river, extending upwards to the 
 highlands, which would redeem upwards of three hundred acres of valua- 
 ble land from inundation, and greatly increase its value, at a compara- 
 tively small expense. . Should this plan be ultimately adopted, the grade 
 of the road across the Illinois bottom at this point might be lowered, and 
 the cost of the road diminished. 
 
 It is proper to mention that, as the law directed the roads to be com- 
 menced at the navigable streams, and to be worked eJiph way from them, 
 the cost of construction of the roads now under contract will great- 
 ly exceed the average cost of the whole line of road to be constructed. 
 This remark applies with peculiar force to that portion of the road 
 placed under contract in my circuit. 
 
 The bluff's of the Illinois river are quite bold and difficult of ascent, 
 and the obstruction can only be overcome, on the south side, by ascend- 
 ing through the valley of a creek. By much pains, though at consider- 
 able expense, a favorable route has been found, and this difficulty sur- 
 mounted. The expense of preparing the road for the superstructure is 
 comparatively small. It is believed that the estimate of the cost pf the 
 Central railroad, by the Legislature, as far as the northern portion of it 
 is concerned, will be adequate for its completion; some portion of the 
 road under my supervision has already been graded, and made ready for 
 the superstructure, at a cost less than five hundred dollars a mile. 
 
 I nave received of the public funds since my appointment as Com- 
 missioner ------ $38,071 G7 
 
 Out of which sum I have expended upon the Central rail- 
 road • - - - - $37,091 31 
 
 IJpon the Quincy and Meredosia road - 545,00 
 
 For survey of Illinois river - - - '201,02 
 
 — 37,837 33 
 
 The small balance of - . . . . 234 34 
 
 remaining in my hands is insufficient to cover moneys actually expend- 
 ed by me, for which i have»unformal vouchers, and to cover some unli- 
 quidated accounts contracted by me for the public works; which I shall 
 be able in a (ew days to adjust with the State. 
 
 The reports of the principal and assistant engineers accompanying 
 this will furnish full, and, I trust, satisfactory details of the business of the 
 seventh circuit entrusted to my charge. 
 
 It is to be hoped that neither the. malevolence of party, the pride of 
 opinion, the bitterness of personal enmity, or any unfortunate spirit of 
 deniagogaism, will be permitted to triumph over the public good, so far 
 as to interrupt the onward march of our State in her internal improve- 
 ments; the good fruits of which are already perceived in the sales of her 
 produce, in the advanced price of her estates, and, above all, by a large 
 accession of enterprising and intelligent population. The advantages 
 of ^thesc cannot b'e lessened by any carpings about the price of chick- 
 ens, or the ambitious aspirations of lovers of office. 
 
 E. PECK. 
 
208 
 
 Reporlof H. P. Woodworth. J.^^^ .. * • ^ 
 
 : June 2^, 1838. 
 
 To E. Peck, Esq. / 
 
 Commissioner of Public Works, Seventh Judicial Circuit. 
 Sir: Agreeably to your instructions, I have located, and prepared for 
 contract, twenty-two miles of the Central railroad; and in compliance 
 with the l2th article of the internal improvement act, I have the honor 
 of laying before you the following report upon the same, accompanied 
 with all the necessary maps, profiles, plans and estimates. 
 
 In locating and preparing for contract that portion of the Central rail- 
 road extending- eleven miles each way from the Illinois river, which w^as 
 ordered to be put under contract by the Board of Public Works at their 
 meeting in December last, I first directed my operations upon the north 
 side of the river. I had previously ascertained that by far the most fa^ 
 vorable point for crossing the river was a short distance below the ter- 
 mination of the Michigan canal; and I deemed it a matter of impor- 
 tance that the termination of the line or depot should be located so as to 
 secure a ready access to this point, whereon appropriations sliould be 
 made for continuing thte line of road across the river. Two loc-ations 
 'have presented themselves, which seem equally to secure the above ob- 
 ject, to wit, the one on the bottom, and the o<*her on the bluif. The ad- 
 vantages and disadvantages of each of these locations were carefullj' 
 considered, and the facilities of gaining a road-way from either to the 
 prairie were thoroughl}.^ and accurately examined. In the result, many 
 weighty reasons were found in favor of a location on the bluiF. I have 
 therefore commenced the line on section 1.5 (.State property) about 500 
 feet from the steamboat basin. From this point the river can be ap- 
 proached on an inclination of less than sixty feet per mile. A railway 
 can be extended, at a small expense, to any point on the basin, whenever 
 increase of business shall suggest such a facility for the transfer of 
 freight."^ From this point the road is located in Broad street for a dis- 
 tance of 1,600 feet. It then become^ necessary, to conform to the direc- 
 tion of a ravine up which the line passes, to deflect on a curve of 5,750 
 feet radius. After gaining the high prairie, the line again deilectson the 
 same radius. For the purpo:;c of cLirving into a tangent, the line is con- 
 tinuous to the end of the location. 
 
 The first two sections contain some heavy cutting, and, for a distance 
 of three thousand feet, a grade of 95 feet to the mile. But as the heavy 
 transportation will naturally be towards the river and canal, this grade 
 for so short a distance cannot be considered as being very objectionable. 
 From the commencement of section three, the line passes over a smooth 
 undulating prairie, with easy grade and little excavation or embank- 
 ment until reaching Spring creek. There a bridge 30 feet span will be 
 necessary; stone abutments and truss frame are recommended. From 
 this onward, the country over which the line passes is again high and 
 rolling; four culverts only will be required in the whole distance, and 
 those are proposed to be simple boxculvertsof dry stone masonry. Turn- 
 ip' The location through La Salle has been bo improved as to give but one curve. 
 
209 
 
 outs, road-crossings, watering stations, &c., can all be located to very 
 good advantage. Building materials must be conveyed from the river 
 and bluffs, where good and suitable stone for masonry are easily obtain- 
 ed. A superior quality of timber for superstructure and other wood 
 work can be obtained from neighboring groves, and at a distance of not 
 exceeding ten or twelve miles. 
 
 For the topographical features of the country through which the line 
 passes, and a more definite idea of the location, I would refer you to 
 the accompanying maps and profiles. (See maps, &c.) 
 
 On account of high waters, the operations were not commenced on the 
 south side of the river until late in April, when a party was organized 
 and put under the immediate charge of Gen. T. B. Ransom. The route 
 of the line lay up the valley of Cedar creek, and was well defined; but, 
 on account of a variety of circumstances and considerations, thclocation 
 has been tedious and very difficult. A good line, however, has been ob- 
 tained; for a description of which I am happy to refer you to the ac- 
 companying communication 1 have received from Mr. Ransom. (See 
 Ransom's reports and accompanying maps, plans, profiles, &c.) 
 
 In conclusion, I will remark that the valley of the Illinois river is 
 about 200 feet below the high prairie, and is generally bounded by ab- 
 rupt bluffs of from 70 to 120 feet in height; hence the great difficulties 
 to be overcome, and disproportionate expense of the first few miles from 
 the river. The prairie once gained, and all difficulties vanish, and the 
 expense of graduation becomes comparatively trifling. 
 Most respectfully submitted. 
 
 H. P. WOOD WORTH, Engineer. 
 
 14 
 
210 
 
 Table of Grades aud Distances for eleven miles of the Central Railroad, fr 
 the Illinois river north. 
 
 
 
 
 
 
 
 S 
 
 
 
 
 s 
 
 
 
 
 
 
 
 .Z6 
 
 g 
 
 a 
 
 I 
 
 Location. 
 
 StatioHs. 
 From to 
 
 
 
 
 
 
 
 
 Q 
 
 ^ 
 
 < 
 
 Q 
 
 Commencing on edge of 
 
 
 
 Feet. 
 
 Feet. ' 
 
 
 
 bl(i/r, La Salle - 
 
 
 
 5 
 
 500 
 
 500 
 
 Level 
 
 
 On prnii-ie - - - 
 
 5 
 
 64 
 
 6,400 
 
 5,900 
 
 104.504 
 
 
 Do. - 
 
 64 
 
 78 
 
 7,800 
 
 1,400 
 
 11.088 
 
 
 Do. - 
 
 78 
 
 135 
 
 13,500 
 
 5,700 
 
 9.504 
 
 
 Do. - 
 
 135 
 
 235 
 
 20,500 
 
 10,000 
 
 1.637 
 
 
 Do. ~ 
 
 2.?5 
 
 3^6 
 
 32,600 
 
 9,100 
 
 9.134 
 
 
 Do. 
 
 3J6 
 
 355 
 
 35,500 
 
 2,900 
 
 
 15.787 
 
 Do. - 
 
 355 
 
 360 
 
 36,000 
 
 500 
 
 Level 
 
 
 Do. - 
 
 360 
 
 385 
 
 38,500 
 
 2,500 
 
 31.938 
 
 
 Do. - 
 
 385 
 
 420 
 
 42,000 
 
 3,500 
 
 22.890 
 
 
 Do. - 
 
 430 
 
 440 
 
 44,000 
 
 2,000 
 
 
 .159 
 
 Do. - 
 
 440 
 
 495 
 
 49,500 
 
 5,500 
 
 16.896 
 
 
 Do. - 
 
 495 
 
 581 
 
 58,080 
 
 8,580 
 
 12.145 
 
 
 Tahle of Curves, Tangents, and Elevations. 
 
 '■ 
 
 
 k 
 
 
 6 
 
 
 
 
 
 
 
 
 
 
 Location. 
 
 Stations. 
 
 a 
 
 IS' 
 
 P-cS 
 
 g 
 
 o 
 
 
 > 
 
 
 
 8^1 
 
 
 
 :d 
 
 0) 
 
 i 
 
 
 From to 
 
 to 
 
 0) 3 
 
 rt 
 
 ci 
 
 M 
 
 
 
 fi 
 
 ^ § 
 
 E^ 
 
 Pi 
 
 ft 
 
 
 
 
 Feet. 
 
 Feet. 
 
 
 
 
 Commencing at La Salle 
 
 
 
 77 
 
 7,700 
 
 7,700 
 
 Tangent 
 
 
 
 On praine 
 
 77 
 
 105 
 
 10,500 
 
 2,800 
 
 Curve 
 
 5,804 
 
 120.47 
 
 105 
 
 581 
 
 58,080 
 
 47,580 
 
 Tangent 
 
 
 125.86 
 
 
 
 
 or 11 m'£ 
 
 
 
 ~ 
 
 208.22 
 
211 
 
 Report of T. B. Ransom. 
 
 Encampment, No. 1, 
 
 Cedar Creek, June 25, 1838. 
 To H. P. WoonwoRTH, 
 
 Chief Engineer of Northern Engineering District. 
 
 Sir: In accordance with your request of June 18, I herewith present 
 the result of my field examinations and location of the Central railroad, 
 from the Illinois river, opposite La Salle, through the valley of Cedar 
 creek, to a point on the Grand prairie, near Walnut grove, embracing 
 a distance of eleven miles. Maps, profiles, and estimates of the located 
 line, also accompany these remarks. 
 
 In consequence of the backwardness of the season, and the unusually 
 high floods of the Illinois river and Cedar creek, our operations in the 
 field have necessarily been much retarded; thougli it is, perhaps, fortu- 
 nate for the interests of the State that the unusual rise of these waters 
 occurred at this time, since they have probably made known the extent 
 of the evils we have to guard against. 
 
 General Features. 
 
 The Illinois bottom, over which our line passes for nearly one mile 
 and a half, is a rich, compact, vegetable alluvion, of many feet in depth, 
 underlaid, and running into a formation of clay and sand as we ap- 
 proach the bluff. During high floods, this bottom is not unfrequently 
 submerged to a depth of ten feet. 
 
 The first mile from the river is over a beautiful open meadow; the re- 
 maining distance on the bottom, as -yell as the slope of the bluff, is cov- 
 ered with a heavy growth of valuable timber. 
 
 Cedar creek empties itself into an arm of the Illinois, amid this timber, 
 about one-half of a mile from its gorge in the bluff. It is a small stream, 
 though subject, at times, to very high floods; its valley is a deep cut-off, 
 from one to two hundred feet, into the edge of the prairie, exceedingly 
 serpentine and rugged, and varying from 200 to 500 feet in breadth. 
 Bold bluffiand ridges of more than lOOfeet in elevation interlock in some 
 places along the valley, while the stream winds around their bases. 
 
 These bluffs are subject to heavy "slides;*' their geological formation, 
 tb.crefore, is easily determined; their tops have usually a thin soil, run- 
 ning into sand and clay, to a depth of from lO to 20 ^eei\ we then come 
 to strata of limestone, and partially cemented clay, alternating. The 
 strata of stone vary from U to 3 feet in thickness, with numerous ver- 
 tical cross seams; and the lower stratum, in particular, will be very valua- 
 ble, convenient, and, I doubt not, sufficiently abundant for the structure 
 of the necessary bridges and culverts along the road already located, 
 though it is believed that the grade line will not fall below the second 
 stratum. 
 
 Strata of bituminous coal of an excellent quality are also found at 
 several points along this valley; this will also be of some importance to 
 the interests of the State, whenever the road is completed. 
 
212 
 
 As we ascend the valley, the bluffs on either side become less bold 
 and irregular; and above Manvill's mills, the stone formation entirely 
 disappears. A variety of excellent timber, suitable for the superstruc- 
 ture of the road, is found along the creek lor about four miles from its 
 mouth; at which distance we arrive at the prairie, the topography of 
 which is well known. Mere the creek separates into smaller streams, 
 with gradually sloping banks, their beds being but slightly depressed 
 below the general level of the prairie, which, at a distance of five miles 
 from the Illinois, is 232 feet above its surface at low water. 
 
 From the head waters of these streams, an even unbroken prairie ex- 
 tends for many miles beyond the limit to which our prescribed distance 
 of 1 1 miles will carry us. 
 
 Particular Location of Link. 
 
 The line commences on the south bank of the Illinois river, opposite 
 to the termination of the Michigan and Illinois canal, and runs, in the 
 best direction attainable, for the"gol-ge of Cedar creek at the bluft'. In 
 order to be secure against the floods of the river, and also to ease the 
 grade in ascending along (he curve in the valley of the creek, a very 
 heavy embankment is necessary across the bottom of the Illinois. 
 
 Observation has shown that, during the floods of the river, large trees, 
 ice, &c., are carried with much force over this bottom. With a view 
 to protect the embankment from the action of these masses, I would 
 suggest that an embankment be constructed along the immediate bank 
 of the river, from the point where the railroad line strikes the river to 
 the bluff, a distance of about a mile, and along the highest ground upon 
 the bottom. A large portion of this meadow would thus be secured 
 against the floods, and consequently very much enhanced in value. As 
 this point, from its local situation and other circumstances, cannot fail of 
 being one of much importance,! cannot but believe that the State will 
 be amply compensated for the extra expense of the work above noticed, 
 by the greatly enhanced value of the State lands upon which they will 
 thus be constructed. 
 
 The railroad embankment, thus protected, may also safely be of less 
 elevation and strength than would otherwise be admissible. A super- 
 structure secured upon piles would, however, save much of the imme- 
 diate expense. 
 
 Before making the bluflf, the line crosses Cedar creek about 80 feet 
 from its entrance into the arm of the Illinois, and recrosscs it again 2,100 
 feet from the former point. Bridges of about ^'0 feet span each, with 
 expensive abutments, would be necessary to pass these points. But I 
 would propose to make a cut of about 200 feet, by means of which the 
 creek can be turned into the river below its present mouth, and thus 
 save the expense of these works. 
 
 After leaving the embankment on the Illinois bottom, three heavy 
 bluffs are encountered on a curve of 2,729 feet radius; the two first of 
 which are on the east, and the other on the west bank of the creek. 
 
 The heavy embankment along the bottom will require much more 
 earth than the amount of excavation which these bluffs will afford, with 
 the slopes allowed on other parts of the work; their slopes can, therefore, 
 
213 
 
 be so much reduced by taking the excess of bank from them, that no 
 danger need be apprehended from sUdes upon the road, that otherwise 
 couid not be well avoided. 
 
 For the grades, curves, culverts, and bridges, I would refer jou to the 
 tables herewith presented, as well as for the estimates upon different 
 parts of the work. 
 
 After passing the third bluff, it will be seen by reference to the profile 
 and map, that from that point to Manvill's mills, three high bridges, with 
 rather heavy embankments, are required. The grade line along this 
 portion of the road might have been laid somewhat lower, and thus have 
 saved expense, but for the necessity of continuing the grade below, in 
 order to reach the edge of the plane at the latter place, which is alreaay 
 cut as deep as is considered safe, on account of rock excavation. 
 
 The line passes the creek at bridges, Nos. i,2, and ?>, very favorably, 
 and the location of bridge No. 4, would have been much improved by 
 throwing the tangent on which it is placed further to the north; but this 
 would have injured tiie location of bridge No. 3, and very much increas- 
 ed the amount of embankment; as it is situated, the creek must be turn- 
 ed for a short distance, to be passed in a more favorable manner, and a 
 slope wall, of about 170 feet in length, will be requisite. 
 
 Tiie next point of any considerable importance is at bridge No. 5, 
 which, however, spans the creek at a very favorable point, and will be 
 less expensive than either of the preceding ones. The deep cut through 
 the ridge, near bridge No. 5, is resorted to, in order (as will be seen ioy 
 reference to the map) to save excessive embankment and enlarge the 
 radius of the curve at that point. 
 
 The line passes and repasses the creek again, near stations 193 and 
 l98, respectively; but bridges at these points will ha obviated by making 
 a short cut of about 280 feet in length, and about 20 in depth, by means 
 of which the creek may be turned through the ridge, on the east of the 
 line, and thus save the expense of two bridges at these points. It should 
 be remarked, also, that the ridge above mentioned is a formation of sand 
 and clay easily excavated. 
 
 The only points of importance on the remaining part of the line, are 
 the cut, bridge No. G, and the embankment at or near Richey's. If the 
 line be placed further east, to avoid the deep cut just noticed, a much 
 longer and heavier embankment in the valley will be necessary than is 
 requisite on the present line, as well as a re-curve to gain the proper 
 direction. 
 
 The high bridge and embankment are necessary in order fo maintain 
 the elevation already attained and pass on to the prairie; with an admissi- 
 ble grade. 
 
 After leaving this embankment, we strike the open prairie, and leave 
 the valley of Cedar creek and its branches to the right. From this 
 point the line traverses an almost level prairie, without an obstacle wor- 
 thy of notice, to its southern limit. 
 
 It will be seen that the first six sections contemplate a variei.y of 
 heavy and expensive work; yet, considering the height to which the 
 floods rise on the Illinois bottom, and the consequent necessary height 
 of the embankment that traverses it — the winding and rugged character 
 of Cedar creek valley — and the great elevation to be. overcome in a 
 
214 
 
 short distance, I cannot but believe that the grades and curves of the j 
 proposed line are as favorable, and the aggregate expense of the whole 
 as light as could have been anticipated under these circumstances. In- 
 deed, it will be seen that the elevation of the prairie is attained upon ' 
 grades and curves that admit of motive power, as the agent, without 
 diminishing, in any considerable degree, the velocity or weight of the 
 bodies to be transported. 
 
 I regret that time does not permit me to present more finished maps 
 and drawings, as well as a more perfect exposition of the topography of 
 the country, and the vnrious work;? required along the located line; but 
 as you are well aware of this ff ct, the above remarks are respectfully 
 submitted, without further comment, by 
 
 T. B. RANSOM, 
 
215 
 
 Table of Curves, Tangents, and Elevations. 
 
 
 
 
 S-S 
 
 1 (D 
 
 
 
 Distance above 
 
 
 Stat 
 
 ion. 
 
 §c 
 
 
 o 
 
 
 or below high 
 water in Illi- 
 
 Location. 
 
 
 
 •^2 '"' 
 
 
 
 
 
 
 
 
 o o > 
 
 m 
 
 r^ 
 
 
 
 
 
 
 
 
 Fron 
 
 to 
 
 ^ 
 
 a 
 
 
 xA.bove. 
 
 Below. 
 
 
 
 
 Feet. 
 
 Feet. 
 
 
 
 
 
 Commmencing at 111. river 
 
 
 
 y5 
 
 2,500 
 
 2,500 
 
 Tangent 
 
 - 
 
 - 
 
 1194 
 
 On bottom 
 
 ^5 
 
 45 
 
 4,500 
 
 2,000 
 
 Curve 
 
 7,040 
 
 _ 
 
 11.90 
 
 Mouth of Cedar creek 
 
 45 
 
 54 
 
 5,400 
 
 900|Tangent 
 
 - 
 
 - 
 
 10.43 
 
 On timber bottom 
 
 54 
 
 11-2 
 
 11,200 
 
 5,800,Curve 
 
 27.29 
 
 07. 00 
 
 10.42 
 
 On Point BlutF 
 
 n-2 
 
 1.34 
 
 1.3,400 
 
 2,200 
 
 Tangent 
 
 _ 
 
 95.05 
 
 
 Near Manviirs 
 
 1.34 
 
 190 
 
 19,000 
 
 5.600 
 
 Curve 
 
 2,645 
 
 135.42 
 
 
 On bank of creek 
 
 190 
 
 193 
 
 19,.300 
 
 300 
 
 Tangent 
 
 - 
 
 129.08 
 
 
 On bank of creek 
 
 19.3 
 
 210 
 
 21,000 
 
 1.700 
 
 Curve 
 
 3,970 
 
 179..57 
 
 
 On hioh ground 
 
 :2U) 
 
 236 
 
 23,600 
 
 2,600 
 
 Tangent 
 
 - 
 
 153.56 
 
 
 Neaf Richey'e 
 
 y.3(i 
 
 282 
 
 28,200 
 
 4,600 
 
 Curve 
 
 55.45 
 
 211.10 
 
 
 On prairie. 100 ft. fromcom't 
 
 '282 
 
 430 
 
 43,000 
 
 14,800 
 
 Tangent 
 
 - 
 
 223.44 
 
 
 Opposite Binbuy's Point 
 
 430 
 
 502 
 
 50,200 
 
 7,200 
 
 Curve 
 
 20,304 
 
 221.92 
 
 
 On prairie 
 
 50;i 
 
 580 
 
 58,000 
 
 7,800 
 
 Tangent 
 
 ~ 
 
 235.90 
 
 
 TaUc of Grades and Distances. 
 
 
 
 
 
 o ^ 
 
 ^ 
 
 
 
 
 o 
 
 Station. 
 
 
 i:i 
 
 t 
 
 I 
 
 Location. 
 
 
 
 
 
 % "■ 
 
 ^ 
 
 a 
 
 
 o 
 
 From 
 
 to 
 
 111 
 
 
 1 s 
 
 8» 
 
 |-3 
 
 
 
 
 
 Feet. 
 
 Feet. 
 
 
 
 Commencing at Illinois river 
 
 1 
 
 
 
 50 
 
 5,000 
 
 5,000 
 
 Level. 
 
 
 Near M anvil le 
 
 2 
 
 50 
 
 150 
 
 15,000 
 
 10,000 
 
 53.93 
 
 
 On prairie,l,000 ft. from timb. 
 
 3 
 
 150 
 
 265 
 
 26,500 
 
 11,500 
 
 41.707 
 
 
 On prairie 
 
 4 
 
 265 
 
 310 
 
 31,000 
 
 4,.500 
 
 12.82 
 
 
 On prairie 
 
 5 
 
 310 
 
 4.30 
 
 43.000 
 
 12.000 
 
 .3.06 
 
 
 On prairie 
 
 6 
 
 430 
 
 475 
 
 47,500 
 
 4,000 
 
 _ 
 
 18.45 
 
 On prairie 
 
 7 
 
 475 
 
 .500 
 
 .50,000 
 
 2,500 
 
 31.908 
 
 
 On prairie 
 
 8 
 
 500 
 
 581 
 
 58,080 
 
 8,080 
 
 8.308 
 
 
216 
 
 Estimates of the probable expense of the grading and masonry on 11 miles 
 the Central Railroad south of the Illinois river. 
 
 Section 1. 
 
 63,575,65 cubic yards embankment, at 30 cents per yard ^19,072 50 
 4,444 cubic yards protection wall, at $1 50 6,666 00 
 
 Section 2. 
 
 6.43 acres clearing and grubbing, at |;30 per acre 
 125,482 cubic yards embankment, at 25 cents 
 8,963i54 cubic yards excavation, at 1 6 cents 
 150 cubic yards masonry, at $5 
 
 For turning channel of Cedar creek - 
 
 Section 3. 
 
 5.5 acres clearing and grubbing, at |,-25 
 58,630.94 cubic yards excavation, at 20 cents 
 87,757.83 cubic yards embankment, at 16 cents 
 1,528 cubic yards masonry, at ^'6 
 lOO cubic yards masonry, in culvert, at $5 
 33 cubic yards slope wall, at $1 50 
 
 Section 4. 
 
 3.12 acres clearing and grubbing, at ^20 
 8,637 cubic yards excavation, at 20 cents 
 11,901 cubic yards embankment, at 14 cents 
 1,511 cubic yards masonry, at $6 
 62 cubic yards slope wall, at ^3 
 
 Section 5. 
 
 2.5 acres clearing and grubbing, at $*20 
 
 19,262 cubic yards excavation, at 14 cents 
 
 16, 14 1 cubic yards embankment, at 16 cents 
 
 38 cubic yards masonry in culverts, at ^5 
 
 25,738 50 
 
 $192 90 
 
 31,370 50 
 
 1,434 16 
 
 750 00 
 
 150 00 
 
 33,879 56 
 
 |137 50 
 
 11,726 18 
 
 14,041 25 
 
 9,168 00 
 
 600 00 
 
 49 50 
 
 35,622 43 
 
 $62 40 
 1,727 40 
 1,666 14 
 9,066 00 
 
 186 00 
 
 12,707 94 
 
 $50 00 
 
 2,696 68 
 
 2,582 40 
 
 190 00 
 
 5,5 19 08 
 
217 
 
 Section 6. 
 
 7 acres clearing and grubbing, at $20 
 
 43,480 cubic yards excavation, at 16 cents 
 
 16,324 cubic yards embankment, at 16 cents 
 
 550 cubic yards masonry, at $Q 
 
 Section 7. 
 
 1,263 cubic yards excavation, at 16 cents 
 2,526 cubic yards embankment, at 16 cents 
 
 Section 8. 
 
 1,732 cubic yards excavation, at 16 
 6,808 cubic yards embankment, at 16 cents 
 73 cubic yards masonry, at $6 
 
 Section 9. 
 
 87 cubic yards excavation, at 14 cents 
 1 1,926 cubic yards embankment, at 14 cents 
 50 cubic yards masonry, in culvert, at $7 
 
 Section 10. 
 
 79 cubic yards excavation, at 14 cents 
 3,499 cubic yards embankment, at 14 cents 
 
 Section 11. 
 
 1,058 cubic yards excavation, at 14 cents 
 3,154 cubic yards embankment, at 14 cents 
 
 Section 12. 
 
 1,356 cubic yards excavation, at 14 cents 
 3,917 cubic yards embankment, at l4 cents 
 
 $140 00 
 6,956 80 
 2,6 11 84 
 3,300 00 
 
 13,008 64 
 
 202 08 
 404 16 
 
 60() 24 
 
 $277 12 
 
 1.089 28 
 
 438 00 
 
 1,804 40 
 
 $12 18 
 
 1,669 64 
 
 350 00 
 
 2,031 82 
 
 $11 06 
 489 68 
 
 500 92 
 
 $l-:8 12 
 441 56 
 
 589 68 
 
 $189 84 
 548 38 
 
 738 22 
 
218 
 
 Section 13. 
 
 660 cubic yards excavation, at 14 cents 
 3,277 cubic yards embankment, at 14 cents 
 
 Section 14. 
 
 22,764 cubic yards embankment, at 14 cents 
 70 cubic yards masonry, at $7 
 
 Section Mj 
 
 26 ^ cubic yards excavation, at 14 cents - 
 3,743 cubic yards embankn.ent, at 14 cents 
 
 Total cost of sections - . - . 
 
 Add for 76 yards masonry on section 12, at ,f 7 - 
 For 40 yards protection wall on section 4, at $1 50 
 Fcr turning channel of Cedar creek on section 5, to save 
 two bridges - _ _ . _ 
 
 For drains and ditches - - - . - 
 
 Total for grading 11 miles of railroad 
 Add 10 per cent for contingent expenses 
 
 Total cost -..-.- 
 
 Average cost per mile - - . - ... 
 
 $92 40 
 458 78 
 
 551 18 
 
 |3,186 96 
 490 00 
 
 3,676 96 
 
 $3 64 
 524 02 
 
 527 66 
 
 1137,523 23 
 
 532 00 
 
 60 00 
 
 250 00 
 400 00 
 
 138,765 23 
 13,876 52 
 
 ^152,641 75 
 
 $^13,876 22 
 
 The above estimate is believed to be sufficiently liberal to cover the 
 
 pense of bridge and culvert 
 
 ches. 
 
 Respectfully submitted, by 
 
 expense of bridge and culvert pits, as well as all necessary drains and 
 ditches, 
 
 T. B. RANSOM, Engh 
 
219 
 
 Report of T, B. Ransom. • ' 
 
 Railroad O'fice, 
 
 La Salle, Nov. 25, n2,^. 
 To E. Peck, Esq. 
 
 Commissioner of the Board of Public Works. 
 
 Sjr: The rollowing summary remarks, descriptive of the commence- 
 ment of and progress in grading the twenty-two miles of the Central 
 raih'oad put under contract, at La Salle, on the 25lh June last, with the 
 other papers herewith presented, it is believed will be sulHcient to ex- 
 hibit all of the important factd connected with the operations on the 
 public works at this place. 
 
 Within thirty days after the contracts were executed (for grading) the 
 work was commenced in a suitable manner upon each contract along the 
 line; but owins: to the unusual degree of sickness of this season, and the 
 consequent ditiiculty, il not impossibility, of procuring and keeping a re- 
 quisite number of hands, its progress has been very much retarded; so 
 much so that, upon the heavy jobs, there are good reasons to doubt the 
 ability of the contractors to complete their work within the time speci- 
 fied in their agreement with the State. 
 
 The work is divided into sections of four thousand feet each, and num- 
 bered Irom the Illinois river each way. 
 
 The eleven miles upon the north side of the river was put under the 
 immediate charge of H. K. Curti?, Esq., and the same extent of road on 
 the south side under the immediate charge of C. D. Woodworth, Esq.; 
 both of whom (as well as the young gentlemen generally who have 
 composed these parties,) I take gieat pleasure in stating, have dis- 
 charged their respective duties in a manner creditable to themselves, 
 and beneficial to the interest of the State. 
 
 Messrs. Kenedy and Brookin's job, embracing sections Nos. 1 and 2 
 on the north side of the river, and section? on south side, has been com- 
 menced on section 1, which is now in progress. In the deep cut on this 
 section, (requisite in ascending to the prairie from La Salle city,) at a 
 distance of about three feet under the surface, the material is found to 
 be mostly a semi-formed argillaceous slate in their horizontal strata, and 
 very tenacious; this same formatii n is also found on the opposite side of 
 the river at the same elevation; It is therefore probable that it underlays 
 the country to a very considerable extent. A stratum of iron ore has 
 also been discovered near the surface on this section, varying in value 
 probably from 30 to 70 per cent; and as the earth will doubtless be 
 graded here below the stratum in building the city, it may ultimately be 
 of some importance to the State. 
 
 One or two strata of bituminous coal have also been found here, and 
 on the opposite side of the river, though, so far as they have been traced, 
 they arc of inconsiderable value. Mr. Bigalow's job, which embraces 
 the sections from 2 to 14^ inclusive on the south side, has been com- 
 menced and executed so far in a very neat and workmanlike manner. 
 The industry which has here characterised his work gives promise that 
 it may be completed within the time specified in his contract. Sections 
 
220 
 
 2, 4, 5 and 6 are completed, as well as the culverts on sections 4, 5 and 6. 
 Several other sections ennbraced in his contracture also well advanced. 
 From the work already done, it will be seen that the expense of grading 
 the prairie sections does not differ materially from the original estimate. 
 
 I ought not disguise my belief that the ditches for the excavated part 
 of the work will be found insufficient, especially as the grade line in 
 soma pln/^os is so much below the general level of the prairie; for if the 
 superstructure comes at or near the surface, upon whatsoever plan it 
 may be constructed, it will be necessary to have the road-bed well 
 drained. 
 
 Sections 1, 2, 8, and 9, on the south side of the river, are under con- 
 tract to Cronkhite and Doolittle; of which section 2 is chopped, and the 
 grading commenced at the point where the embankment crossing the Illi- 
 nois bottom strikes the bluff. 
 
 Although the strata and different substances which compose these 
 bluffs are such as stated in my former communication, it is found that 
 the deeper they are penetrated, the more iirm and solid they become; 
 and,of coui^se, the difficulty and expense of the excavation will be en- 
 hanced in the same proportion; indeed, some of these strata have all the 
 hardness and tenacity of solid rock; this will necessarily increase the 
 expense of grading at these points, and probably bring the aggregate ex- 
 pense somewhat above the estimate of last spring. 
 
 The grade line across the lUinois bottom was laid under the expecta- 
 tion that an embankment would be thrown up along the bank of the 
 river from the termination of the railroad embankment to the bluB"; thus 
 securing several hundred acres of very valuable land from the action 
 of the floods. If this is not done, the railroad embankment will require to 
 be at least two feet higher than was then contemplated, and a broad 
 water-way be left at some appropriate place, to prevent the damaging 
 and accumulation of water during floods, which it must be seen will be 
 caused by the canal and railroad embankments; which, as they extend 
 to the bluffs on either side of the river, will operate to raise the floods on 
 the upper side of these embankments, where formerly they swept freely 
 over this broad span, to the height of at least ten feet, and force them 
 with an increased velocity along the main channel of the river, and 
 through such other passages as may be left open to their course. 
 
 It will be seen also by reference to the maps, that the railroad line being 
 a little below, and making out a small angle with the embankment of the 
 steamboat basin, or termination of the canal ; and the channel of the river 
 turning to the right m passing down between them, the floods will ne- 
 cessarily throw iloatmg ice, trees, &c., directly upon the railroad em- 
 bankment, which would be prevented by a bank along the south side of 
 the river; this bank would also gradually turn the current above in a 
 direction to pass around the termination of the railroad line. 
 
 A proper security to tliis point by means of piles and, slope wall will 
 be requisite. Instead of the latter, however, to protect the embankment 
 along the bottoms, should the plan of constructing one along the river 
 be abandoned, I would propose that small brush in suitable quantities 
 be interwoven with each other and embedded in horizontal strata in the 
 embankment while it is being constructed, and that the slopes be fur- 
 ther protected by planting upon them in fall or spring the Bermuda grass, 
 
221 
 
 or the common turf of the prairie. I have known this kind of embank- 
 ment to resist the action of water, ice, &c. better than the ordinary 
 slope wall; and the expense of this kind of protection is evidently much 
 less than the former. 
 
 Sections 3, 4, 5, and 6, have been commenced in a very eificient man- 
 ner by Perry, Wilson & Co. The third section has three bridges and 
 the deepest cuttings on the work. The remarks made in reference to the 
 material to be excavated on section 2 will also apply to the material in 
 the deep cuts in the blutfs on this section. Betvi^een this point and the 
 prairie, as the grade ascends rapidly, it is believed that no material will 
 be found so difficult to remove as that encountered in the several strata 
 below. 
 
 Stone of the first quality for the bridge abutments, and of any desira- 
 ble dimensions, is found here in the most advantageous situations for 
 these works; all such as are valuable for building purposes, and not re- 
 quired in the work, are reserved along the line, to be disposed of as the 
 interests of the State may require. 
 
 The abutments of bridge No. 1 are well advanced, one being nearly 
 completed. It is but justice to the contractors engaged upon these sec- 
 tions to remark that their masonry, thus far, will compare in neatness and 
 stability with any work of the kind in the country. To one unacquaint- 
 ed with the high floods of Cedar creek, the dimensions of the bridges 
 proposed for the railroad, and the character of the abutments in progress 
 along its valley, would doubtless appear to be a worse than useless expen- 
 diture of public money. ' But Avhen it is known that although its bed may 
 even be dry in summer, yet the volume of its water in the spring and 
 fall is not unfrequeutly equal to the ordinary volume of the Illinois river, 
 and that it falls more than 200 feet in a distance of four miles, bringing 
 along stones, gravel, trees, &c. the necessity of permanent works, and 
 a liberal water-way, vviil doubtless become apparent. 
 
 It is true tiiat the work on the first four and a half miles from the 
 river is bold and expensive; and in consequence of ihc unexpected char- 
 acter of the material found in penetrating the bluffs, the estimated ex- 
 pense will be somewhat enhanced; still, when it is considered that an 
 elevation of more than 200 feet is overcome in that distance without the 
 aid of stationary power, in a good direction, with grades not exceeding 
 53 feet per mile, and upon curves of a liberal radius, I cannot but be- 
 lieve that this obstacle will be considered overcome as facile, and at 
 an expense full as moderate as could have been anticipated. 
 
 I ought not to omit to mention here my belief that'a suitable boat, 
 with a railroad track along its deck to suit the work, and proper appen- 
 dages at the terminations of the embankments on either side of the river 
 to accommodate the rise and fall of the water, can be arranged and com- 
 pleted at a small expense, so as to carry a train of cars across the river 
 with very little delay and in perfect safety. 
 
 In this event, and T doubt not in any event ,works analagous to those 
 now in progress on the south side of the river for ascending from the 
 bottom to the prairie, will not only be very desirable on the north side 
 also, but indispensably necessary. 
 
 A synopsis of the work already done, and to be done, on this part of 
 the Central ra-ilroad is herewith presented. 
 
 Respectfully. T. B. PvANSOM. 
 
222 
 
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 SS ' ' 
 
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 1,067 
 532.3 
 
 ■supq 1 1 1 1 1 1 
 -qn.iS pun^duuuaiQ ^ 
 
 •suoijoasjo 'Oi^ 
 
 j ,-i CO Tji irt to t^ 00 
 
 1 
 
 f^jM-Qii: 
 
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 15 
 
 "hn^Xni^i •jii?l5 •:^-' 
 
226 
 
 Report of T. B. Ransom. 
 
 Railroad Office, 
 Manville, November 28, 1 838. 
 To E. Peck, Esq. 
 
 Commissioner of the Board of Public Works. 
 
 Sir: On the first of this Trionth an engineering parly of five was organ- 
 ized and put under the immediate charge of Wm.H. Seymour, Esq., for 
 the purpose of making surveys and examinations of the bars and other 
 obstrur-tions to the navigation of the Illinois river, from the lermination 
 of the Illinois and Michigan canal to the south line of the northern en- 
 gineering district. 
 
 Although the season was far advanced, it seemed a favorable time for 
 a reconnoissance of the kind, on account of its unusual drought and 
 the consequent shoal water of the river. A suitable boat Avas procured, 
 and the field operations prosecuted with the utmost diligence and in- 
 dustry, but in consequence of the severity of the weather from the l3th 
 to the *20th instant, the river was frozen over, which, combined with the 
 snow, rendered the soundings and further examinations for the time 
 impracticable. The examinations up to this time had, however, extended 
 to all the obstructions between La Salle and Peoria. 
 
 The valley of the Illinois river is a deep cut, varying from 200 to 300 
 feet, into the rich and luxuriant prairie country through which it passes; 
 and, in ages past, was evidently the outlet of a much greater volume of 
 water than is now found within its banks. Indeed, it can hardly be 
 doubted that at least a portion of the drainage of the northern lakes 
 passed through this valley to the gulf of Mexico. Very low grounds and 
 numerous lagoons are frequently found extending, longitudinally, on 
 either side of the river. 
 
 For the volume of water that it now passes, it is unusuallj deep and 
 clear, with a current so very sluggish as to afford but little resistance to 
 the ascent of boats of any description; affording, therefore, except at ex- 
 treme low water, one of the best channels for steamboat communica- 
 tion of any river in the country. 
 
 The usual obstructions are loose sand bars at or near the mouths ofthe 
 several tributary creeks and streams. 
 
 Two methods of improvement obviously present themselves for adop- 
 tion: one by means of jetties or wing-dams, and the other by di edging, 
 or excavating the sand at the several bars or shoals. 
 
 In consequence of the darning or accumulation of water m this river, 
 by the high flood? of tljc Mississippi, the latter method will undoubtedly 
 be preferable towards the mouth; and, from the character of the river 
 already noticed, it may also secure a sufficient depth of water, for a num- 
 ber of years at least, over the obstructions in the upper portions. 
 
 For want of time, it was proposed to make surveys at such points 
 only as obstacles were known or found to exist. The accompanying maps 
 are, therefore, detached portions of the river at these points, extending 
 to navigable waters above and below the several shoals. 
 
 The following summary remarks, pertaining to each bar or shoal, to- 
 gether with the channels, bars, and soundings delineated upon the maps. 
 
227 
 
 will, it is believed, make known all the important facts connected with 
 the obstructions between the points above mentioned. 
 
 Shoal water, varying in the channel from four to eight feet, is found 
 opposite Enterpize, though there is here no well characterized bar. The 
 first serious obstacle below La Salle, is Spring creek bar, which is 2,000 
 feet below the mouth of that stream, and about six miles from the termi- 
 nation of the canal. It is a loose sand bar, stretching from the point of a 
 long peninsula on the left bank of the river, diagonally down tho stream 
 to the opposite bank; the peninsula is formed by the river on one side, 
 and a deep lagoon on the opposite, and Spring creek on tlic third side. 
 The bar seems to have been caused by a deposite from Spring creek dur- 
 ing high water; at which time the peninsula is overfiOAved, it being but 
 one foot above the surface at this stage of water — indeed, the bar is but a 
 continuation of this peninsula. The channel passes over about the middle 
 of this bar, and at right angles to its general dirccticn, the shoal water 
 being 2.1 feet. The river is here 830 feet broad, the average breadth of 
 the bar being 420 feet. A fall of .iS only was found here in a distance 
 ■of 800 feet, extending from deep water above the bar to deep water 
 below. On the lower side, the shoal i'alls off abruptly, givisig a depth of 
 €ight feet at a distance oftifty feet from the lower line of soundings. 
 
 As the causes of this obstruction arc still in operation, it is believed 
 that the best permanent improvement at this place will be a jettcc, ex- 
 tending from a suitable point on the left bank upv/ards, and partially 
 "c cross the river; this would raise the water above, and, by contracting 
 it into a channel around its termir ation, produce a current there and a 
 short distance below, which would doubtless give the requisite depth of 
 Water. 
 
 An abundance of stone for such a structure is found along Spring 
 creek, in the immediate vicinity of this bar. Logs and uprooted trees 
 are frequently found along the river, sometimes partially imbedded in the 
 sand, and extending crosswise of the stream; with these exceptions a 
 good channel is found from Spring creek bar to the head of Canan-wcod 
 island: here, a loose sand bar extends from the head of this island, in an 
 oblique direction to the channel, which is under the right bank of the 
 river; this channel varies from 1 50 to 200 feet in breadth, and has a 
 minimum depth of five feet in the centre. 
 
 One mile and a half below this island, we come to Negro creek, which 
 comes ill through the right bank of the river, and has here deposited a 
 bar of 400 feet in length and 250 in breadth, extending longitudinally in 
 the river opposite the mouth of the creek. At this stage of water it is 
 about one foot above the surface, and extends from the middle of the 
 river nearly to the right shore. The river is here 980 feet wide, the 
 channel varying from 150 to 200 feet in width, with a minimum depth of 
 five feet, passes between the east side of this bar and a gshoal extending 
 along the lelt bank. This slioal is doubtless formed by several large 
 trees which have lodged along the bank of the river and are now em- 
 bedded in the sand. The two last obstacles, it will be seen, are by no 
 means serious, the shoalest water being five feet; the last would un- 
 doubtedly be sufficiently obviated by removing the logs and trees to 
 which reference has been made. 
 
OoDosite the mouth of Bureau creek, two and a half miles above Hen- 
 nepnvi -aVshoal makes out from the left bank of the nver though a ^ 
 chSelsafRcientlv broad and deep for boats at this stage of water is - 
 found along the rig;ht bank. . , , , , „j .. 
 
 The nJt obstade is at the head of Hennepin island, about one and a 
 half Uu^s below Bureau creek, at which place an extensive shoal spreads 
 T^he head of that island, laterally, across the nver and to some dis- 
 tLre above. The mam channel runs from the mouth oi Bureau creek 
 t n^. in h ■ left b-ml- -'nrly opposite to the head of the island; thence 
 S :^e^ ': ^Id anVthc'lerbank, varying in breadth iro«i 100 to 
 1 4 (V.l with a mmimum depth of 2.H feet. This island, as well as the 
 shoal above it, are doubtless a depositc from Bureau creek-the bar is 
 a loose .and t^>rmation similar to those described above. -- pe^-">;^«^ 
 L' movement here would require either a dam irom the island to the 
 .ri;t Jho e, or jetties from that shore to the head ol the.is and, by mean 
 oKhich the stream would be turned through the channel along the left 
 hank and thus secure a sufficient depth of water. ._ , ' „ 
 
 ' T^ next obstruction is lound abou. half "^ ^ -' ^'^ L^'Sf Xhl 
 Th- nver is here 8^0 feet wide; an irregular unaulating shoal ot ught 
 ivin- sand, nearly half of a mile in length, extends quUe across the 
 X.-anv having unoh it a mean depth of water of about two teet. It will 
 be s.en by the soundinL^s that the depth of water is here very irregular. 
 So didni^ channel could be discovered, but ndges and channels^pax- 
 hdly traversing the stream, generally at r.ght angles, were lound m va- 
 rious pi CCS, occasioned, it is believed, by the trees and logs which were 
 found in the bottom more or less imbedded in the sand. 
 
 These are necessarily very dangerous for boats, more especially as the 
 8lu--.shness of the current here produces no d.scermole npple. it is 
 noTbie that by removing these and excavating the sand to some ex- . 
 ?Xa L^ ndo/sufficientdlpth wou.d be obtained for sometime; but 
 !s ' ^' 'and at this nlace is so exceedin,ly light an^ moveable, a more por- 
 ^n^ont method of improvement would be to construct one or "lo/c wm^' 
 d\m ■ .3 proposed at ^.ine; creek. From th.s bar the w^tcr is suffic^ 
 cSli;Xp for a distinceoi about szx m.lcs, where a sand h;ar is lound 
 :::ienLg U .. ^-a pf^a^low^nd.hind^d,ago^ 
 
 ^Tk^and the';:;:;i^;:5:nrt;;mi^Ung upo;ianother sand island 800,ieet 
 below the upper one, near the left bank. , , , . i ',.„qo 
 
 The channel is here near tne right shore, the shoales water being 2.2 
 feet M this point, the river is 800 feet wide. Logs and trees were tound 
 embedded in various places on this bar-, by removing these and excava- 
 ti^. about 1,0'JO cubic yards of sand, a channel sufhciently broad and 
 deeV would doubtless be produced along the nght bank for all s ages of 
 water A small stream emptying in through the lelt bank abou three- 
 fourths of a mile above, has doubtless furnished the materials lor the 
 
 P^F^orthirplace deep water is found to the mouth of Sandy creek, 
 n^ar Henry; here a very loose moving sand-bar extends around the 
 mouth of th; creek, which comes in upon the left bank. The channe 
 iT said to change its place, more or less, from year to year; the presen 
 one however,",s under the right bank where the bar is narrower than at 
 
229 
 
 any other place, being only 300 feet across. The shoalest water found in 
 the channel was 3,2 feet. Trees and logs were also found in tliis chan- 
 nel. The removal of these and the excav.iticn of about 1,4110 cubic yards 
 of sand would probably be the cheapest method of improving the navi- 
 gation at this place. One mile below Henry^ at Willow island, a sand 
 bar was found, as also at the mouth of Crow crcjd:; t'ut at each oftheste 
 places channels sufficiently broad and deep for all stages of watei were 
 discovered. 
 
 From the mouth of Crow creek, there arc no obstructions to the navi- 
 gation as far as Peoria; at which place the examinations were discoa- 
 tinued. 
 
 From the shoalness of the water in the channels, at some of the bars 
 whicli have been described above, it will be seen that the navigation of 
 the river at this stage of water, with any class of steamboats no^y in use, 
 must be entirely suspended; this, indeed, has been the case for more than 
 two months past. 
 
 It is unnecessa-y to add, that this suspension to the navigation of the 
 river is attended with very serious evils to the thousands of inhabitants 
 who are already settled along its fertile valleys, and wlio at this 
 time depend upon it as a means of communication with their markets 
 This evil is more particularly enhanced at this time, as it is a season of 
 the year when their produce is ready for transportation, and a supply of 
 groceries, merchandize, &c., is necessary for their use and comfort dur- 
 ing the coming winter. 
 
 From the unparalleled increase of the population of ihis section of the 
 country, and the strong inducements that will, for many years, still be 
 afforded for augmenting this population, it can hardly bo doubted tiiat 
 the rea' wants and requirements of this section abundantly justify the 
 prospective and liberal policy which has thus far characterised the leg- 
 islative provisions of the Stale in relation to the present system of inter- 
 nal improvements. 
 
 The difficulty, if not impossibility, of ascertaining the number of logs, 
 trees, &c., that should be removed, as well as the expense incident to 
 such removal — the amount and character of the excavation that may be 
 required, and the expense, per yard, of procuring stone at the different 
 points where this kind of improvement has been proposed — will, it is pre- 
 sumed, be sufficient reason for excusing r.ny attempt at an estimate of 
 the probable expense of these several improvements which have been 
 glanced at so hastily at the present time. 
 
 Approximate estimates will, however, be prepared and presented as 
 soon as time will permit. 
 
 Yours, respectfully, 
 
 T. B. RANSOM, Engineer. 
 
2*rf0 
 
 Report of T. B. Rayisom. 
 
 Railroad Office, 
 
 Manville, Nov. 28, 1838. 
 To E. Peck, Esq. 
 
 Commissioner of the Board of Public Works. 
 
 Sir; I herewith transmit a statement of the facts as well as maps and 
 profiles pertaining to the location of the Central railroad, northerly and 
 southerly from the termination of the eleven miles of the same on each 
 side of the Illinois river, located last spring. 
 
 In August, two engineering parties were organized for the above 
 mentioncjd purpose. Wrti. H. Seymour, Esq. was placed in charge of 
 one at the northern termination, with directions to pursue the most 
 "direct and eligible route" to connect Avith the surveys from Galena, 
 that should be deemed consistent with economy in crossing the interme- 
 diate streams and ridges. Geo. W. Gilson, Esq. was also placed in 
 charge of the party at the southern termination, with similar instructions 
 in relation to that point and Bloomington. 
 
 It is but justice to these engineers, as well as to the young gentlemen 
 generally who have composed their parties, to remark that their field 
 operations have been conducted in the most prompt and satisfactory 
 manner. 
 
 The results of Mr. Seymour's operations are as follows^ 
 
 Direction. 
 
 The tangent at the termination of the eleven miles was continued as 
 far as Bureau creek, a distance of eighteen and a fourth miles from 
 La Salle, from the surveys of last year. This was considered the most fa- 
 vorable point to cross this stream; here the direction was changed 
 12 degrees to the right on a radius of 10,000 feet, in order to pass the 
 Inlet creek at a point ascertained to be the least expensive; this last 
 tangent was continued as far as the location was made, and if prolonged 
 would strike Rock river about two miles above Dixon's ferry. 
 
 Topography and General Description. 
 
 The first obstacle encountered is at Negro creek, eleven and a half miles 
 from the river. Here a valley about three-fourths of a mile wide, with a 
 general depression of twenty-five feet, and a steep abrupt bank on the 
 south side, is traversed nearly at right angles by the railroad line. Al- 
 though this stream bed is frequently dry in summer, it drains a great ex- 
 tent of prairie, and is therefore swollen to a large size in the fall and 
 spring. A bridge of thirty feet span and thirteen feet in height, with a 
 grade on the south side of thirty-two feet per mile for a short distance, 
 will be necessary; an easy grade from this bridge northerly is obtained 
 for a distance of about two miles, from which a grade of forty feet per 
 mile must be adopted, for one and a fourth miles, in order to obtain the 
 summit between Illinois river and Bureau creek. 
 
231 
 
 From Negro creek to the Inlet, the prairie becomes much more rol- 
 ling and uneven than it is further south. Cuts and embankments varying 
 from five to fifteen feet become frequently necessary, as these undula- 
 tions or swells, with broad valleys between, are passed nearly at right 
 angles by the railroad line. 
 
 At a distance of fifteen and a half miles from La Salle, we arrive at 
 the summit before mentioned, on an ascending grade of thirty feet per 
 mile for a short distance, this point being three hundred and eighty-six 
 feet above the Illinois river. 
 
 The grade northerly from this point is unobjectionable as far as Pike 
 creek, a distance of one and a half miles. This creek has a very broad 
 valley, and will require a bridge of the same span and height as proposed 
 at Negro creek. The grade northerly from this stream is also very easy 
 for a distance of about one mile. Eighteen and one-third miles from the 
 Illinois bluff we arrive at Bureau creek, situated in a deep valley not 
 exceeding three hundred and fifty feet broad. A bridge of forty feet span 
 and twenty-four in height will here be requisite, with a descending grade 
 on the south side of forty feet per mile for a distance of one and a fourth 
 miles. From this stream northerly, an ascending grade of thirty-five 
 fest per mile for about one and three-fourths miles must be adopted; the 
 succeeding two and a half miles admit of an easy grade with medium 
 cuts and embankment, which brings us to the foot of the principal ridge; 
 here commences a steep grade of forty-six feet per mile for one and a 
 half miles, which continues to the summit between the Illinois and Rock 
 rivers. This point is found to be four hundred and eighty-nine feet above 
 the Illinois, and twenty-four and one-sixth miles from La Salle. A 
 very gradual descent next occurs for three-fourths of a mile to the north- 
 ern declivity of the ridge, where a grade of at least sixty-four feet per 
 mile for a distance of two and one-third miles, with cuts and embank- 
 ments ranging from ten to nineteen feet, becomes unavoidable. From 
 the foot of this ridge, easy undulating grades, with light cuts and em- 
 bankments, mostly through sand ridges, descend to the Inlet cieek, dis- 
 tant from La Salle twenty-eight and two-thirdsof a mile. The line passes 
 this stream at a very favorable point, avoiding the low bottoms found 
 above and below, and affording good foundations for a bridge upon a 
 stratum of limestone, which is found a few feetur.der the surface at this 
 place. The creek here is in a valley eighteen feet deep and two hun- 
 dred across. A bridge of fifty feet span and thirteen in height will give 
 sufficient water-way for the stream. A gradual ascent from this point 
 is found to a distance of thirty miles from La Salle; at which point the 
 location was discontinued. 
 
 The last four and a half miles of the line pass through scattering 
 timber, though of small growth and inconsiderable value, the soil being 
 very shallow and sandy. The ridge mentioned above is composed 
 mostly of a coarser and more compact sand, which, from appearances, 
 would at the depth of five or six feet be difficult to remove. This ridge 
 extends many miles to the right and left of the point where it is tra- 
 versed by the line; though it is believed that a better grade would be 
 attainable some miles further to the west, passing a few miles easterly 
 of the head of the Winnebago swamp; from which to Rock river an 
 almost level prairie intervenes. Further examinations along this part of 
 
232 
 
 the line seem to be necessary; indeed the passage of the Bureau and 
 Inlet creeks, at points less favorable than those mentioned above, would 
 doubtless be warranted, could a more favorable pomt of passm^ this 
 ridse be discovered. Should this not be the case, it may be preierable 
 to make such curves and re-curves in the present line as to pass this 
 ridge obliquely, and thus, by increasing the distance, somewhat dimm- 
 ish the steepness of the grades, as well as the banks and cuttings on 
 either ^ide. Eighteen culverts, varying from three to six leet span, 
 will be necessary on this line, the stone for which must be taken irom 
 the bluffs of the Illinois and Little Vermilion, or Spring creek and the 
 
 The only timber traversed by this line is that noticed at the Inlet and 
 a narrow grove at Bureau creek; valuable groves are, however, situated 
 on either side, varying in distance from three to ten miles of the line. 
 
 Mr. Gilson's operations on the south side of the Illinois give the fol- 
 lowing result : 
 
 Direction. 
 
 The tangent at the termination of the eleven miles was continued to 
 the north line of McLean county, a distance of nineteen miles, or thirty 
 from the Illinois river. 
 
 Topography and General Description. 
 
 The whole extent of this nineteen miles is on a high prairie, with very 
 few valleys or undulations, having a deep rich soil, varying from one 
 and a half to three feet deep, and underlaid by a formation more or less 
 argillaceous. . r . , 
 
 The commencement is at an elevation above the Illinois ot two hun- 
 dred and thirty-seven feet, and with the exception of a few Tcry gentle 
 undulations, a gradual ascent is found to a distance of 2.6 miles, which 
 is the summit between Oedar and Sandy creeks. This point is thirty- 
 seven feet above the commencement, or two hundred and seventy-four 
 above the river. At distance of five miles from this summit, we arrive 
 at Sandy creek, in a vallev about two miles broad, the lowest point of 
 which is one hundred feet below the summit mentioned above. This 
 would give a uniform grade of thirty feet per mile, but the mile adja- 
 cent to^'the creek will require a grade of about thirty-five feet per 
 mile; a similar grade will be requisite in ascending the opposite inclina- 
 tion of the valley for about the same distance. A bridge of thirty feet 
 span and fourteen feet high will be necessary at this creek; from the 
 valley of which, we find a very even surface, though gradually ascending 
 till we arrive at the south line of the county, where the elevation is two 
 hundred and ninety-one feet above the Illinois river. 
 
 Five or six small culverts will be necessary to pass the tributaries of 
 Sandy creek, suitable stone for which as well as for the bridge abut- 
 ments can be obtained along that stream but a short distance from the 
 line. Timber suitable for the superstructure of the road can be obtained 
 
233 
 
 alono- this creek also, and the head waters of the Vermilion, at distances 
 varymo- from two to six miles. It should be remarked that this tangent 
 is nearly on the right line between the termination of the canal and Bloo- 
 mington, and probably presents as few obstacles to the economical con- 
 struction of a railroad as any other of the same extent in the country. 
 
 As the [leld operations are but just completed, I am unable at this time 
 to present all the necessary plans, estimates, &c., that are required on 
 this part of the work; these are, however, in progress, and will be trans- 
 mitted in due time. 
 
 Yours, respectfully, 
 
 T. B. RANSOM, Engineer, 
 
234 
 
 DOCUMENT 
 
 Accompanying the Report of M. K. Alexander, Commissioner, tothe Board of Public 
 
 Works. 
 
 Report of J, W. Hoyt^ Engineer for the Eastern Engineering District. 
 
 Paris, Illinois, June 1, 1838. 
 To the Honorable the Board of Public Works. 
 
 Gentlemen: Having been appointed to make the surveys of the pro- 
 posed railroads in the eastern engineering district of the State of Illi- 
 nois, in compliance with the lavi^ to establish and maintain a general sys- 
 tem of internal improvements, and having attended to the service under 
 the direction of one of your Board, Milton K. Alexander, Esq., acting 
 Commissioner for the fourth judicial circuit, I now respectfully present 
 the following report in relation thereto, vi'ith the estimates, plans and 
 profiles of the routes surveyed. 
 
 Immediately after appointment, I reported myself to the acting Com- 
 missioner for the fourth judicial circuit, and received instructions to pro- 
 ceed to the city ol New York, to procure the necessary instruments, and 
 to engage the requisite assistants for the surveys. Af<er complying with 
 these instructions, I returned to Illinois on the 8th of June, 1837, and 
 immediately organized the first engineering corps. 
 
 Central Branch Railroad. 
 
 With the first corps I commenced the experimental surveys at Terre 
 Haute, in Indiana, for the location of this road, and contmued them 
 eighteen and one-half miles to Paris, Edgar county, Illinois, the last town 
 in the State through which the location is required to be made; but as 
 the country was found to be much broken and covered with a dense 
 forest, time for a minute examination became necessary; and it was not 
 until two hundred miles of experimental lines had been traced, that the 
 approximate location was obtained. This location passes the eastern 
 boundary of the State near the head waters of Middleton's creek, about 
 one mile north of a direct line from Terre Haute to Paris, and continues 
 nine miles straight, over a very level and heavy timbered country, to 
 Sugar creek, a small stream that runs two miles east of Paris, and flows 
 into Wabash river three miles below Terre Haute. From this creek a 
 deflection of about fifty degrees to the left, on a radius of three thousand 
 feet, and the maximum grade of forty feet to the mile,became necessary 
 to ascend the elevated table land on which the town of Paris is situated; 
 and the country being somewhat undulating, several tressle bridges and 
 heavy embankments will be required for the graduation of the road. 
 
 The next point being Charleston, in Coles county, I continued the ex- 
 perimental surveys from Paris to that town, and, finding the topography 
 of the country favorable, located the approximate line from the proposed' 
 depot, situated about five hundred feet north of the court house at Paris, 
 direct to Charleston, a distance of twenty-seven miles. This line passes 
 over a level prairie, requiring but little grubbing and clearing, and light 
 excavations and embankments for nineteen miles, to a point four and one- 
 
235 
 
 half miles east of Embarrass river, where the timber commences, and the 
 country becomes more broken; and as the line advances towards the 
 river, heavy excavations and embankments are to be encountered; and 
 to cross it a bridge of two hundred and twenty feet in length will be re- 
 quired. After passing Embarrass river, the country still continues bro- 
 ken, and will require cutting and filling from five to forty feet, for about 
 one mile, where the grade intersects a level prairie which continues 
 without interruption to Charleston. 
 
 She]byvillc,in Shelby county, being the next and last point in the 
 eastern district, I continued the experimental surveys from Charleston to 
 that town, and found after a thorough examination of the country, that 
 it was advisable to run by a reversed curve, northwesterly from Charles- 
 ton, two miles, to avoid the broken ground adjacent to Muddy and 
 Kickapoo creeks; after passing which, the line was continued thirty 
 and one-half miles direct, but three degrees from a straight course to- 
 wards Shelby ville, to Kaskaskia river; "and as the river passes within 
 three thousand feet, and is one hundred and twelve feet below the town, 
 much difficulty was found in selecting a favorable crossing. After a tho- 
 rough examination of the country for six miles, both north and south of 
 Shelbyville, it was found advisable to pass the Kaskaskia nearly opposite 
 to the town, eighty-five feet above low water mark; and by a deep cut 
 at the village of Shelbyville, the grades of the Central Branch and Cen- 
 tral roads are brought upon the same horizontal plane. The country 
 between Charleston and Shelbyville over which the line is located is 
 generally a level prairie, and no difficulties are to be encountered in 
 graduating the road, with the exception of crossing Kaskaskia river 
 and the adjoining valley, which will require heavy embankments and an 
 expensive bridge. 
 
 V MoRTHERN Cross Railroad. 
 
 By the act establishing the internal improvements, this road is requir- 
 ed to be located in the eastern district, as follows, viz: through the towns 
 of Decatur, Macon county, Sydney, Champaign county, Danville, Ver- 
 milion county, and to the east line of the State, in the direction of Lafay- 
 ette, in Indiana. 
 
 With the second engineering corps, which was organized on the 1st of 
 July, 1837, 1 commenced the surveys of the Northern Cross railroad Ft 
 Danville, by examining the topography of Big Vermilion river, which 
 it was found necessary to pass, and selected two crossing places for a 
 minute examination; the first located near the upper, and the second 
 near the lower end of Danville. Over the first crossing I ran two lines, 
 one descending with the maximum grade of forty feet to the mile, passed 
 the river seventy-five feet above low water mark, and continued up a 
 very broken valley,for about five thousand feet, to the level prairie; the 
 other passed the river near the same place, eighty feet above low water 
 mark, and immediately ascended to the surface of the prairie. Both of 
 these lines were found very unfavorable, requiring heavy embankments 
 upon the Danville side — the one a sinuous location up the valley before 
 mentioned, the other a very heavy cut on the opposite side of the river. 
 The survey of the lower crossing was commenced in and continued 
 
down Hazle street,in Danville, nearly to the river, and passin,^ seventy-five 
 feet above low water mark, was continued up a deep valley requiring 
 but little cutting and filling, and over a level prairie for three thousand 
 feet, where the ascending grade of forty feet to the mil^ intersected the 
 surface of the ground. As the graduations upon this line were found to 
 be much less, and no other expenses to exceed the upper crossings, it was 
 adopted as the most favorable location of the road. 
 
 After passing the Big Vermilion, the surveys were continued on a 
 direct course to Sydney; but as the country proved very broken, the 
 line was deflected to the left, and run over a level praine to Butler s 
 point, situated near Danville and Sydney road, about six miles trom 
 Danville village. At Butler's the line had passed the broken ground 
 that prevented a direct location from the crossing of Vermilion river, and 
 as there was no obstruction it was continued direct, seventeen and one- 
 half miles over a very level prairie, to Sydney. 
 
 From Sydney two experimental lines were traced to Decatur; and 
 finding the country favorable, the approximate location was made direct 
 between these two towns, a distance of forty-eight miles. This line for 
 much of the distance passes over a dry prairie requiring but httle gra- 
 duation, with the exception of crossing Sangamon river, four and one- 
 half miles cast of Decat !r, where a bridge of two hundred feet in length 
 
 will he necessary. . , ,. x- rr r 
 
 From Danville to the east line of the State, in the direction ot i-^iay- 
 ette, in Indiana. I traced an experimental line, and continued it to Wil- 
 liamsport, a town situated on Wabash river, near a direct course be- 
 tween Danville and Lafayette. After obtaining a thorough knowledge 
 of the topography of Williamsport and the adjacent country, the ap- 
 proximate focation was commenced at Danville, and continues nine 
 milesstraightto the east line of the State, as near a direct course to- 
 wards Lafayette as it was practicable to build the road. This location 
 is generally over a level prairie, presenting but little obstruction to 
 buildin<r the road, with the exception of crossing Stoney creek and the 
 adjacent valley, which require only a large stone culvert and an em- 
 bankment of about twenty feet in height and eighteen hundred m 
 Jength. 
 
 Central Railkoad. 
 
 The towns designated in the eastern district by the act establishing 
 the internal improvements, through which this road is required to be 
 located, being Decatur, Macon county, Shelbyville, Shelby county, and 
 VandaUa, Fayette county, I commenced the surveys at Decatur, and 
 ran an experimental line direct to Shelbyville; but as the ground con- 
 tiguous to the crossing of Sangamon river, about one mile south of De-|: 
 catur, was found much broken, it became necessary to examine minute- 
 ly the topography of the river, to obtain, if practicable, a more favora- 
 ble crossing. This examination resulted in selecting the place for pas- 
 sing the river about one thousand feet west of a straight Une from De- 
 catur to Shelbyville, and the approximate location was made direct 
 ffom Decatur one mile to this crossing; and, passing the riverfifty-five feet 
 
237 
 
 above its \¥aters, was continued on the same course four miles, where a 
 deflection of twenty-four degrees to the left became necess^iry. From 
 this deflection the line continues stiaight twenty-six and one iialf miles 
 to Shelbyviile, from which the first experimental line to Vandalia was 
 run direct; but as it crossed Kaskaskia river several times, and continu- 
 ed much of the distance on its blaft^?, it was found wholly impracticable ; 
 and a second line was traced from Vandalia northerly, to secure, if pos- 
 sible, distance sufficienion the west side ot Kaskaskia river to enable a 
 direct location to be made for the remainder of the distance; but the 
 broken ground contiguous to Ramsay's and Beck"s, Cold Spring and 
 Robinson's creeks, prevented; and it was not until several lines had 
 been traced, and a thorough laiowlcdge of the country obtained, that 
 the appi-oximate location was completed. This location passes from 
 the village of Shelby ville thirty-two degrees to the right of a direct line 
 to Vandalia for three and one-half miles to ilobinson's creek, wiiere a 
 deflection of thirty-three degrees to the left was made, and the line con- 
 tinued on a tangent live miles, v/herc a deflection of three degrees to the 
 .right became necessary; and from this curve the line was continued di- 
 rect, passing Beck's and Ramsay's creeks about six miles from Kaskas- 
 kia river, to a point about four miles northwest of Vandalia, where an- 
 other defleeUioa to the left was made; and from tliis curve the line was 
 located straight to Vandalia. 
 
 The country between Decatur and Shelbyville, over which the line 
 is located, is, in general, a level wet prairie; and to protect the railway 
 from water, the grade for much of the distance will be from two to five 
 teet above its surface. No other impediments are presented to building 
 the road, with the exception of crossing Sangamon river and valley ad- 
 joining it, which will require heavy embankments and a bridge of about 
 two hundred feet in length. From Shelbyville to Vandalia, the country 
 is broken by tlie valleys of?Robinson's, Cold Spring, Beck's, and Ram- 
 say's creeks, allof which it will be necessary to pass; and the gradua- 
 tions of the road in many places must be made by deep cuttings and 
 fillings, inst*^ad of liglit embankments of borrowed earth taken from side 
 ditches, which, from thelevelncss of the country, is more often required. 
 
 For more details respecting the locations ot the roads, I refer the 
 honorable Board to the annexed tables and the accompanying plans 
 and proliies of the routes surveyed. 
 
 CoNSTRUCTIOiN. 
 
 The first object claiming attention in the construction of a railroad, is 
 the graduation or reduction to a series of planes, of certain inclinations 
 and widths, the country over which the line is located. 
 
 The planc-^ of the roads in the eastern district are to be formed from 
 fourteen to fifteen feet in width, and to have any inclinations not exceed- 
 ing the rate of forty feet to the mile. The ground thus graduated will 
 admit of a single railway to be laid upon it, formed for both horse and 
 locomotive power. The method proposed to obtain these planes, is by 
 bridging over the rivers and deep valleys, and constructing culverts of 
 wood or stone over small streams; and by excavating the ground above, 
 and, with the material excavated^ embanking the valleys and ground be- 
 
236 
 
 low the o-rade lines. Where the excavations exceed the embankments, 
 the surptus is to be thrown out upon the sides of the cuts, or wasted in 
 spoil-banks in the most convenient places-, but where the embankments 
 exceed the excavations, the excess is to be supplied by earth taken from 
 side ditches, excavated parallel with the outside slopes of the embank- 
 ments, the inclinations of the sides of the embankments varying trom 
 forty to sixty degrees, and the sides of the excavations to be according 
 to the material excavated, and will incline from thirty to eighty degrees. 
 
 The surface of the ground, previous to receivingthe embankments, is 
 to be cleared from all vegetable matter; and where trees and saplings 
 are found on all cuts, and where the embankments are less than four 
 lectin height, they are to be grubbed, together with the roots above the 
 surface of^the ground; but where the embankments exceed four feet in 
 heif^ht, the tree*, bushes, &c., are to be cut close to the surface of the 
 o-round and removed, with all other vegetable matter, to a distance of at 
 h^ast forty feet from the centre of the road. All trees, bushes, &c., that 
 occur outside of the cuts and embankments, and within forty feet ot the 
 centre line of the road, are to be cut within one foot of the ground and 
 removed, together with all logs, stumps, &c. 
 
 The bridges over large streams to be built of wood upon Long's plan; 
 the dimensions of the timber, number of stringers, braces, &c., to con- 
 ibrm to the spans as given in a work entitled " A description of Col. 
 Lonw's bridges, together with a series of directions to bridge builders;'' 
 AvitiUhe exception of having four stringers, tive braces, &,c., tor the mid- 
 dle truss work where the spans exceed one hundred and seventy-eight 
 feet; to be built of suitable sawed timber, procured nearest to the loca- 
 tion', free from knots, shakes and splits; and, after completion, well paint- 
 ed without planing, and supported by double bolster frames, resting 
 upon woodea tressles: these trcssles supported by dry masonry laid in 
 re^^ular courses, with the beds of the stone well hammer-dressed. Ihe 
 raflway to be upon the top of the middle stringers, and where a com- 
 mon roadway is required, the lower stringers are to be planked, and the 
 road brou'Thtto them by embankments or trcssle work, so as to admit the 
 passacre of all teams, &c., under the railway, and thereby avoiding the 
 danger tiiey would be subjected to, were they to pass upon the same 
 level with the engine and cars. 
 
 Bridcres of the above description, with the exception ot the common 
 roadway, of spans from one hundred and (ifty to two hundred and ioi'ty 
 feet, will be required on the Central Branch railroad, for passing Em- 
 barrass river near Charleston, and Kaskaskia river at Shelbyvillc, (see 
 plate 7,) and on the Northern Cross railroad, with the common roadway, 
 for crossing Big Vermilion river near Danville; and without the common 
 roadway, 1br passing Sangamon river near Decatur, (see plate 8;) and 
 also on the Central railroad, for passing the Sangamon one mile south of 
 
 Decatur. . , , . . 1 . ^ t. 
 
 To pass deep valleys where the cost of embanking would be too great, 
 ' tressle bridges built of sound white, burr, or post-oak, from the simple 
 post and stringer to those formed by a combination of corbies, struts, 
 and straining-beams will be required (see plates 10 and U) on the Cen- 
 tralBranch railroad; those of about fifty feet span will be necessary 
 to pass Lane's branch and Sugar creek, near Paris; and to connect the 
 
2^ 
 
 embankments with the bridge overKaskaskia river, and on the Northern 
 Cross railroad, to connect the ends of the bridges over Sangamon anJ 
 Big Vermihon rivers with the embankments; and on the Ce.it?al raih'oad 
 
 o pass Beck's creek, between Shelbyville and Vandaiia, and to connect 
 the embankments with the bridge over Sangamon river, ^ear Decatur 
 
 To pass creeks where the embankments are more than ten feet 
 m height, arched or box culverts, built of dry rubble masonry, wilbe ne 
 cessaiy; and for the passing of streams where the embankments are le^s 
 
 han ten feet in height, and where sluices are necessary to prevent wate? 
 from accumulating in basins and overflowing the road, wo^od Jn cu vert^ 
 are to be built, brought to the grade, and so iormed that stone can be sub- 
 stituted in their places, after the completion of the giv^duation without 
 interrupting the transportation on the track. ^ ""'^"on, without 
 
 The Superstructure. 
 .eive^h .'!''r''"'^''''*'r^''!'' graduations, the roads are prepared to re- 
 
 I propose the following to be adopted on the roads undermrchar^e ' 
 J':: mu'd fl s''/"" the superstructure by a combinaZt^^s'ting- 
 pieces, mud-.zlls, sleepers, keys, and the iron necessary for the track 
 
 .ween the notches to be cut out circu^aJlZtr.iZ t. tT'l^^ 
 
 =.. .... „otc„es lo be cutout circular, to adapt them to a hor e oath- 
 
240 
 
 mmrnmm 
 msmmsm 
 
 Sac alsa to be chamfered sufficiently to carry "^ •'! "[^ f.' ' ^^^,1 „, 
 
 dent width trcarry off all water that would otherwse accumulate be- 
 tween them. 
 
 Estimates. 
 
 The annexed table, exhibit the grades and hori^ntal cnrvatures 
 and theest,n,ated cost ofcuustruclmg the railroad "^ '\= f ^^^^^^it,'! 
 triot viz- the Ceu'ral Branch from the cast line of the btate to sncioy 
 '"it the Nortl^ern Cross from the east line of the State to Decatur; and 
 
 estimates for the graduation. Tables No b, 15 and 23, «^ Jl^^^* /'^^ ^j^ 
 mates for the superstructures. And tables No -, o, 16, 17, 24 and 2D, 
 exhibit a recapitulation and summary of the whole. 
 
241 
 
 CENTRAL BRANCH RAILROAD. 
 Table No. 1. 
 
 in exhibit of the Grades and Horizontal Curvatures, from the east li7\e of the 
 , ' State to Shelbyville. 
 
 
 £ 
 
 ^ rt 
 
 2 
 
 L 
 
 
 
 
 
 -d 
 
 rt ^ 
 
 ha 
 
 § 
 
 
 
 
 
 
 Soo 
 
 'S 
 
 =« 
 
 i 
 
 
 
 i 
 
 Sfi 
 
 
 
 o . 
 
 
 
 
 
 
 ^ ~" 
 
 
 o 
 
 
 
 
 ■3 
 
 ^1 
 
 "o ■'"' a. 
 
 "o ^ 
 
 -F 
 
 
 Remarks. 
 
 
 
 
 .1 ~,'^ 
 
 s^ 
 
 o| 
 
 
 
 
 •^ 
 
 
 
 
 
 c_ 
 
 
 
 
 ^ 
 
 5 's t 
 
 
 S 
 
 O 
 
 
 
 O 
 
 
 
 ^ 
 
 s 
 
 ■"3 
 
 
 
 6 
 
 
 o o r 
 
 
 3 
 
 a 
 
 
 
 ^ 
 
 J 
 
 ^ ^^ 
 
 Is 
 
 ^ 
 
 <A 
 
 
 
 1 
 
 5,400 
 
 
 5.400 
 
 
 
 At tho State line. 
 
 
 2 
 
 5,200 
 
 27.4 
 
 5;200 
 
 
 
 
 
 3 
 
 4,600 
 
 3.4 
 
 4, COO 
 
 
 
 
 
 4 
 
 4,400 
 
 14.0 
 
 4,400 
 
 
 
 
 
 5 
 
 4,000 
 
 _ 
 
 4,000 
 
 
 
 
 
 6 
 
 6,400 
 
 13.0 
 
 6,400 
 
 
 
 
 
 7 
 
 3,200 
 
 _ 
 
 3,200 
 
 
 
 
 
 8 
 
 4,000 
 
 18.5 
 
 4,000 
 
 
 
 
 
 9 
 
 3,-200 
 
 9.9 
 
 3,200 
 
 
 
 
 
 10 
 
 1,900 
 
 33.4 
 
 1.900 
 
 
 
 
 
 11 
 
 3.200 
 
 
 3;200 
 
 _ 
 
 _ 
 
 At Lane's branch. 
 
 
 12 
 
 2^400 
 
 30.8 
 
 .300 
 
 2,100 
 
 3,000 
 
 
 
 13 
 
 1,200 
 
 
 1,200 
 
 - 
 
 
 At Sugar creek. 
 
 
 14 
 
 3,600 
 
 36.7 
 
 3,600 
 
 
 
 
 
 15 
 
 4,800 
 
 15.3 
 
 4,800 
 
 - 
 
 _ 
 
 Near Paris depot. 
 
 
 16 
 
 3,200 
 
 40.0 
 
 3,200 
 
 
 
 
 
 17 
 
 2,800 
 
 _ 
 
 2,800 
 
 
 
 
 
 18 
 
 4,800 
 
 11.0 
 
 4,800 
 
 
 
 
 
 19 
 
 3,600 
 
 _ 
 
 3,600 
 
 
 
 
 
 20 
 
 2,80u 
 
 7.6 
 
 2,800 
 
 
 
 
 
 21 
 
 3,600 
 
 _ 
 
 3,600 
 
 
 
 
 
 22 
 
 2,800 
 
 7.6 
 
 2,800 
 
 
 
 
 
 23 
 
 2,000 
 
 23.5 
 
 2,000 
 
 
 
 
 
 24 
 
 2,800 
 
 _ 
 
 2,800 
 
 
 
 
 
 25 
 
 3,200 
 
 23.1 
 
 3,200 
 
 
 
 
 
 26 
 
 2,400 
 
 29.0 
 
 2,100 
 
 
 
 
 
 27 
 
 4,400 
 
 2.0 
 
 ■ 4,400 
 
 _ 
 
 _ 
 
 Over a dry prairie, between 
 
 Paris 
 
 28 
 
 5,500 
 
 2.5 
 
 5,500 
 
 
 
 and Charleston. 
 
 
 29 
 
 6,385 
 
 9.2 
 
 6,885 
 
 
 
 
 
 30 
 
 8,440 
 
 12.0 
 
 8,440 
 
 
 
 
 
 31 
 
 3,700 
 
 23.7 
 
 3.700 
 
 
 
 
 
 32 
 
 5,550 
 
 4.3 
 
 5;550 
 
 
 
 
 , 
 
 33 
 
 7.150 
 
 7.0 
 
 7,450 
 
 
 
 
 
 34 
 
 12;765 
 
 11.0 
 
 12,765 
 
 
 
 
 
 35 
 
 6,145 
 
 5,5 
 
 6,145 
 
 
 
 
 
 36 
 
 9,900 
 
 9.0 
 
 9,900 
 
 
 
 
 
 37 
 
 3,855 
 
 10.0 
 
 3,855 
 
 
 
 
 
 38 
 
 9,500 
 
 16.8 
 
 9,500 
 
 
 
 
 
 16 
 
242 
 
 CENTRAL BRANCH RAILROAD— Continued. 
 
 Table No. 1 — Continued. 
 
 
 ^ 
 
 0! 1 
 
 ^ 
 
 Tj 
 
 
 
 
 .5 
 
 Qi G 
 
 
 > 
 
 
 
 
 i 
 
 ■"3 
 
 
 1 
 
 o 
 
 
 
 OS 
 
 6 
 
 l! 
 
 'o 
 
 'o 
 
 s 
 
 
 w 
 
 
 *" s 
 
 J.J uj 
 
 ■St aJ 
 
 
 
 S 
 
 ii 
 
 -aj 
 
 S.9 
 
 i-S 
 
 D 
 
 Remarks. 
 
 o 
 
 be 
 
 a"" 
 
 111 
 
 o 
 
 a 
 
 t-, 
 
 a 
 
 1 
 O 
 
 
 i 
 
 1^ 
 
 §^-5 
 
 
 p 
 ^ 
 
 
 
 39 
 
 3,400 
 
 40.0 
 
 3,400 
 
 
 
 To Emhan-ass river. 
 
 40 
 
 400 
 
 
 400 
 
 — 
 
 
 Passes Embarrass river. 
 
 41 
 
 2,800 
 
 40.0 
 
 2,800 
 
 
 - 
 
 From Embarrass river. 
 
 42 
 
 6,905 
 
 19.0 
 
 6,905 
 
 
 
 
 4.3 
 
 4,000 
 
 10.0 
 
 4,000 
 
 
 
 
 44 
 
 4,200 
 
 12.0 
 
 1,600 
 
 2,600 
 
 4,000 
 
 To Charleston village. 
 
 45 
 
 8,5.33 
 
 11.0 
 
 5,333 
 
 3,200 
 
 4,500 
 
 
 46 
 
 4,605 
 
 15.8 
 
 4,605 
 
 - 
 
 - 
 
 Passes Mnddy creek. 
 
 47 
 
 4,150 
 
 15.7 
 
 4,150 
 
 
 
 
 48 
 
 4,915 
 
 20.6 
 
 4,915 
 
 - 
 
 - 
 
 Passes Kickapoo creek. 
 
 49 
 
 3,220 
 
 7,4 
 
 3,220 
 
 
 
 
 50 
 
 6,315 
 
 18.0 
 
 6,315 
 
 
 
 w 'S 
 
 51 
 
 7,noo 
 
 9.0 
 
 7,000 
 
 
 
 
 52 
 
 8,500 
 
 11.0 
 
 8,500 
 
 
 
 
 53 
 
 8,240 
 
 18.6 
 
 8,240 
 
 
 
 
 54 
 
 6,715 
 
 8.4 
 
 6,715 
 
 
 
 
 55 
 
 7,435 
 
 6.6 
 
 7,435 
 
 
 
 
 56 
 
 5,320 
 
 8.7 
 
 5,.320 
 
 
 
 
 57 
 
 7.310 
 
 30.0 
 
 7,310 
 
 
 
 
 58 
 
 4;315 
 
 10.6 
 
 4,315 
 
 
 
 
 59 
 
 9,763 
 
 _ 
 
 2,760 
 
 _ 
 
 _ 
 
 On the summit. 
 
 60 
 
 10,380 
 
 5.3 
 
 10,380 
 
 
 
 
 61 
 
 10,285 
 
 13.5 
 
 10,285 
 
 
 
 
 62 
 
 8,000 
 
 8.0 
 
 8,000 
 
 
 
 
 63 
 
 8,880 
 
 4.0 
 
 8,880 
 
 
 
 
 64 
 
 16,190 
 
 9.3 
 
 16,190 
 
 
 
 
 65 
 
 13,345 
 
 5.6 
 
 13,345 
 
 
 
 
 66 
 
 11,090 
 
 15.0 
 
 11,090 
 
 
 
 
 67 
 
 8,545 
 
 33.0 
 
 4,900 
 
 3,645 
 
 5,800 
 
 Descends to Kaskaskia river. 
 
 68 
 
 1,000 
 
 
 1,000 
 
 _ 
 
 _ 
 
 Passes Kaskaskia river. 
 
 69 
 
 2,090 
 
 40.0 
 
 2,090 
 
 - 
 
 - 
 
 Ascends to Shelbyvillc. 
 
243 
 
 l-^l 
 
 1^" ci 
 
 •.<iUU[05Tp 
 
 puB .oUT.ppos — s'aup'ung 
 
 junoray 
 
 
 O LO O O O O i« 
 
 ' O 00 lO c o 
 
 ooi-^C(COt-C5r~a300CDt^ 
 
 3)LMo ui "po.i .lad a3t.ij 
 
 •SuT.U;9[0 puB 
 
 Siuqqn.iS JO spo.ijo -Oj^j 
 
 lunoiny 
 
 -^ ih CO m c^ 
 
 o o m ifl m LI o Lo 
 
 •qoiia -loj aoMJ | ^t^ 
 
 i-O lO lO lO lTS lO lO 1-1 , IC UO in lO lO irt LT lO 
 
 lOAjno aapooAijo -o^ | 
 
 
 cc C^? fM f-j Tt< — ' f-^ ' 
 
 •junouiy 
 
 •;ooj .lad oouj 
 
 ■Sar.Spi.Tqjo jaaj [uauiq; 
 
 •junomy 
 
 •sjuao ux'p.iT{XjacI aouj 
 
 •qi.n30 pa 
 -Aicuoq JO sp.uiA" oiqtiQ 
 
 o o o o o 
 
 O O C) C-1 o 
 00 t^ t^O <^^—'^ 
 
 . C3 53 e; C3 c:> 
 
 ' -^ ^ lO C2 CO 
 
 iO>l-a5CO OJt^OOMr-^O'*!:^ 
 
 I ,-1 r-i (?) .-^ 
 
 to^o^cocorococoo ,o!'M>-i'— i-^'LOwro 
 
 O 00 C-> 00 r-^ -^< CO C-7 Ol I CO O C^ C-J CO c c- -^ 
 
 ■^ cr. 
 
 
 •sjuaa ux 'po^j^jiadaou j; | 
 
 •s5[ui3q-[T:odtJ 
 ai pajsiiiW sp.iTjA oiqn^ 
 
 •mnotny 
 
 sjuao ui'piTjX.iod 30X.IJ 
 
 •sjuatu 
 -3[UBqui3 ojui jnJ uojj 
 -•CAXioxa JO spj-ci! ^jqiiQ 
 
 : -jaaj ui 
 
 J' 'saotjoas aqj jo qjSuQ'j 
 
 oo 
 o o 
 
 ) ^ t^ '^! O 'J3 -^ O to 
 
 i_'3 0>ccmiOirtiAiiococ»?o«£)cr30:>OTt<( 
 
 o^ooootc-^cjou^ 
 
 
 •saoajoas 3i() jo aaqran^ | 
 
 COOOOOOOOOOOOO=iOOO 
 OOOOOC'OOOOOOOOOOOO 
 lO C) O' ?JP TJi «3 ^ C£5 -^ w o c -^ O' =:_ ff.^tJ^ «?. 
 
 
 rirT'-o lO LO -^ 
 
 iifjict^ooirjO'— <c> coTi" "/} to r^ 00 
 
244 
 
 5 3 
 
 ^1 
 
 cc^iro'>''Qoooi.o-^eo?^toTj«to-^oo3 , 
 c c>f CO c^: CO 03 'TJ -- a O! I- ^ 00 C! ] 
 
 CO 01 c^ 05 t^ t- c^ co'co -* 0: X — < '.0 -* Tjf 
 OCT!Oj^r-ooio^'^t-o — C5r-t~-t-t- 
 
 to t- O^O^ -*,^^l^^30 X^O^.TO^QC^Tf_Oi_^-^ 
 
 -jr_r^'"(j"Qj~^"co'~.-rc:-."orco co'rjTf^ ^rr,r-,r 
 
 if^ 00 C-) 
 
 •SuT.qo:iTp 
 79 guippos— idupung 
 
 * 1 
 
 •junouiy 
 
 $646 80 
 387 75 
 88J 35 
 808 50 
 808 50 
 970 20 
 294 00 
 
 97 35 
 
 •po.,.wd oopji-g ---i^^li^^ .;^ 1 
 
 ■SuUBaio puu Siuq 
 -qn.iisjo spo.i jo -o^j 
 
 - 
 
 - 
 
 - 
 
 - 
 1,176 
 
 705 
 l,Gi7 
 1,470 
 1,470 
 1,764 
 
 588 
 
 - 
 
 177 
 
 •juuoray 
 
 SScoSoSSooSoS 00 1 
 
 • l|013<^ .1 OJ 30T..I J 1 ^0 ^to S S S S -0.5= 5 ?i 7^ to ' • ^ .^ ., _ 
 
 r^UA.no uapooAvjo -0^1 c. ., ^ ^ c c. c, ^ .» ^ ^ - ^ . . ^ - 
 
 •junomy 
 
 § , , , 
 
 •3oo[ .'.ad aouj | ,,,,.,..^1.1 | 
 
 ■iui.opuqjo ladj [uauT'j | , , , , , 1 ■ 1 1 1 1 1 1 ■-^ r 1 i 1 
 
 •junouiy 
 
 ¥'B" i 
 
 •lio.iad .lad aouj | ^jr, ...•"• • j 
 
 •X.iuos«rajo soqo.iaj 
 
 SI .^%. . 1 
 
 •iunouiy 
 
 1,040 00 
 
 1,266 59 
 
 1,470 43 
 
 696 28 
 
 754 26 
 1,730 52 
 903 63 
 2,482 32 
 403 08 
 686 27 
 299 76 
 477 24 
 
 8,144 64 
 
 3,7e'2 22 
 
 • n.n. A-7ocr9ot.i.T l42-22f2.-----2£!£i''i^'2 | 
 
 •qi.tBa paAio.i 
 -.loq jo' sp.iuA" oT.qno 
 
 8,000 
 9,743 
 11,311 
 5,356 
 
 5,802 
 14,421 
 6,951 
 20,686 
 3,359 
 5,279 
 2,498 
 3,977 
 
 45,248 
 
 26,873 
 
 ■junoiny 
 
 00 
 ^ ■ • ■ S S ' ^ ■ ' ' 
 
 •p-icA .i9d aouj 1 -g 1 1 1 5? . 1 . > > • ■ 'JL' 1 J?" ' • • 1 
 
 ■S3pjr!q-[ioda 
 nt paiBBAi ep.ui A'oiqng 
 
 '■' ^- ■''■''' cr; ' c-r "' ' 
 
 •junoray 
 
 $2,743 00 
 
 106 4f 
 
 109 80 
 
 922 74 
 
 2,707 38 
 
 383 04 
 
 1,308 78 
 
 190 32 
 
 597 12 
 
 2,003 30 
 
 1,064 21 
 
 1,750 00 
 
 3,546 00 
 
 34.224 9G 
 
 7,782 2! 
 
 3,124 00 
 
 244 72 
 
 •p.iT>A- .^d OOT..VT 1 ^ ^1 ^ g S S S ?; ^ ?^ 5f, ?^ S ?; 0^ c5 S^ S^ 1 
 
 ■smauj^iutiq 
 -uia 05UT uid uoin^A 
 -■coxajo'sp.t-njC ojqno 
 
 1 (— 1 '^' 0-. Cr CO to CI -1 OL' LT r~ Cr L- TM — . i_ -TT 
 
 LOco-^-^ — cn-^coooo-'or-co — oto 
 1-0 irt UO ic ^^irt :r_i- ^^f-.,'-^=V'^.-'^:.'^;- ^.=v 
 
 0" fOcTr-To C> C- -^ t- ^ ^' 'X' TJ- r- 
 ,_i -^ r— ■>! CO — 
 
 uaai lit 
 
 OO OOMOOOOOCOOOOOcr^ 
 OltOtOuOtOtOtOvCtOtOuOlOlCtClCtOTf 
 
 •suoijoos arqi jo -o^ 
 
 1" 2§o5SS^5i^^S5??S^SSjr5 5?tS. 
 
245 
 
 •junoiiit] [lijojj 
 
 r/-' in iC '^ o iri — ' Cl 
 CO .X) — o ^ C-! 5- o i 
 
 •SuTqojip pin; 
 Suippos — soi.ipuiig 
 
 
 •lunouiy 
 
 •po.i 
 
 ■qiuSjo fepcijo -ox 
 
 00 to 05 
 C2 1-C-' 
 
 •junouiy 
 
 
 
 c: c cr s - ~ -: 
 1 1.-, ..o o in i-': L- o 
 
 - ■ 
 
 •qovio.ioj aoT-ij 
 
 a* 
 
 ■ g§ . . 
 
 .rs.;2Sg?:fSs 
 
 ' o 
 
 •si.iaA[iio 
 
 
 ,^-- . . 
 
 ,--.c.-.-^c, 
 
 
 ■junouiy 
 
 
 
 
 
 ■iooj .lad aoy.ij 
 
 
 4"'- • 
 
 
 • • 
 
 •Spuq JO 3a3j {Bonrj 
 
 •tjo.i.--)d .i.ici oou^ I 
 
 ■Ajuosbtiijo saip.iaj § 
 
 OD— 1 C: OO' 
 
 t^ O 00 CO (^ 00 CO o 
 
 ^ -* c^'' -X) m cc GO CO o Cl -^ ( 
 n -* r^ '.o ^ CO 00 ^0 r^ 00 !^ - 
 o in CO c^ OT 00 ^ in ro ci ic i 
 
 ■p.iBA'.iad aouj 
 
 ■a 
 
 ^Z! ■2122'^"^''^^'^"^'"'^^" 
 
 •qi.IC3 p3AV0.t 
 
 -joq JO sp.iu,f oiqnQ 
 
 7,506 
 6,151 
 
 5,008 
 3,89 2 
 5,776 
 2,237 
 2,048 
 6,972 
 9,145 
 4,47 2 
 2,756 
 7,560 
 12,110 
 5,343 
 2,780 
 
 •lunomy 
 
 
 ^ s ::: s 
 
 •6S "^ '•'""' '^' 
 
 i.iuA .lad ?9i..tj I 
 
 •3;jpti3q-{]:ods ui 
 patsijAisp.LBA" otqnQ 
 
 •lutiot.ay 
 
 00 CO Cl 
 
 2 I ^' I 00 
 
 O (T:. C? 
 
 I CO C? O — ■ i 
 
 S; 3' ^ ^ 2: '^ "* "* "^ °o m-cj in in '^j Lc 
 
 •p.LcA" -rod ao T.i^ | 
 ■sjuomnuBqruo 
 
 OUIl ind UOTlBAliO 
 
 -xa JO spjGA OTqnf) 
 
 •jaaj UT 'suoij 
 -093 aqj JO q:Suaq 
 
 cc CO T- in irT-cjTio'Ln't-^ li^ 
 
 Q o o 
 1-T in c o 
 
 •3UOfJ06K3 OT^I JO 'OJsT 
 
246 
 
 
 
 -t< c; ~' -1< =-= o CO o CO o —i "■:; oi -rf 
 
 OI O C! JO O ■:>; O -:J< o O —1 ■— n>! c; 
 
 c^ 
 
 
 •junouiB [moj, 
 
 Csi CO -:;- 't 'P O XI C^ 00 -rt( !-- >.0 (TO CC 
 
 K 3 CO ? ? r* r^j '^ '.'^ -"■■ ?J 5 ?> >>3 
 
 3 
 
 
 
 
 CD 
 
 
 •07^ 'iuiqoji[) 
 
 o§s§Sss;2^§S5 
 
 O 
 
 •^ 
 
 Sucp[30s — S3i:.ipuu:j 
 
 
 O 
 
 •p.tuA .ud aoaj | ■■{; 
 
 ■.'3UI.Ui3[0 JJUU jUT.q 
 
 -qn.iS JO spo.i JO -o^^ 
 
 •junoiiiy 
 
 •qjca .loj ooi.ij | ^^%o .'lip Ic iri Lp iio to ^ ip ^o !j? ~t ; 
 
 34;A[nO (lOpOO.ii JO -OjiJ I 
 
 :^^ -' ct vi -^ cv i 
 
 •)unovoy 
 
 i-O cs rj; 
 
 •loqi .lad 30UJ j fig- 
 
 ipuq JO gooj [B8ni'"j[ 
 
 •![0.iad .13.1 aoi.ifX | -«■;> 
 
 'A'.UlOStirUJO S3i{0.lOJ 
 
 junoinv 
 
 i.u;A .[fid oai.ij 
 
 •q].n33 paAvoi 
 •joq JO sp.iBX oiqnQ 
 
 OCVlOCJlGJCO^QOT-fCOOOC-fCOOi 
 
 o o 
 o o 
 
 ■p.tTjA" K)d aoi-tj 
 
 •si^acq-fiods ui 
 pojs-UAv sp.iiiA oiqnQ 
 
 ic o 'C c; Cv> ^ 
 
 •unioiuy 
 
 I QQ Cj crs O ' 
 
 ■ (M o -< f-? CT <^'' Ci 
 O to (.O lC i-O '-0 03 — ^ ■ 
 CO CJ CT . ' ' 
 
 —I LO 1 
 
 ) (?J l-^ t- CO -HI 
 
 •p.iTjA" .lod oai-ij I -^^1 
 
 CO rf c^.! lO OM 
 
 •4U3TUj[ui:q 
 -IU3 ojui }tid UOtJtiA 
 -^oxa JO sp.iiiA oiqnj 
 
 •j3aj uj 
 
 suotixjjs oqijoqjSciarj 
 
 cooir;oiooao-^CD 
 , LO CO t-o o c;n, CO 00 s^ oo 
 I ,— o to o '-■^^co_^^ ^^'^ 
 
 CO CO CO 
 
 cTco" 
 
 o o o .:o o c; o : 
 
 <30' 
 
 O O ' 
 
 ) o C3 00 o o c; 
 
 CO 1> CO 1(0 lO CO t^ CD '-0 I 
 
 J -auopaos oqi jo o>j 
 
 l/S lO 1/5 "O "-O ' 
 
 CT" ci; CD CC CO 
 
247 
 
 ^^ 
 
 7§ 
 1 « 
 
 § 1^ — . 
 
 -o ."" c 
 
 a c « 
 2 « 
 
 C.53 
 
 •juiioiuY 
 
 '^ i2 - CO 
 00 1(0 -^ o; 
 
 goor-c- 
 
 qoca.iqjaouji 
 
 ,^ cTv' CM c; ff> 
 
 2 
 
 •sAa:j| jo -0^ 
 
 40,042 
 43,028 
 36,430 
 38,668 
 
 •junoaiy 
 
 Ol t- liO CO 
 
 qoBOJojaouj 
 
 1 
 
 •sjad83[s 
 JO jaqoia^N^ 
 
 20 021 
 21,514 
 18,210 
 19,.334 
 
 ■junorny 
 
 P|o^S 
 
 •3j aad aouj 
 
 _J-: 00 UO VO 
 
 "?; -^ -*' "ti^ -^ 
 SJ 
 
 •s[[is-pnaijo 
 jaaj [-cauiq 
 
 237.750 
 255,486 
 216,250 
 229,595 
 
 •junomy 
 
 (= — lO f^ 
 
 •jj Jsd aouj 
 
 ^ OO lO UO 
 
 s ic, lo LTJ in 
 
 •S80 
 
 -ajd-Snja5S 
 JO laaj [^"aui'^ 
 
 190,200 
 204,390 
 173,000 
 18.3,676 
 
 ■jaaj 
 at 'euofsjAip 
 aqjjomi'ua'j 
 
 95,100 
 102,195 
 86,500 
 91,838 
 
 •saoisjAjp 
 aq) JO -o^ 
 
 ■-((T^JOOtC 
 
 •Jcua: [r.jox 
 
 •JI0B.t;jO 
 
 SiiHI'J aqi 
 .ou]:|)n[out 
 po.i.iadaouj 
 
 LO ^ --o o 
 
 r-< '^ CO t- 
 
 O O O i 
 
 C) C} O! ■ 
 
 •.oniATj[ 
 -[nujospoy 
 
 OO OO 00 CO 
 CO CT3 ^ CO 
 
 r--_-^c\i^in 
 L'TciTLfTirT 
 
 •juuoujy 
 
 •q[ Jad aouj 
 
 •saiB[d 
 JO spurioj 
 
 lunoray 
 
 •q[ .lad aoi.ij; 
 
 •sa^iids 
 JO spunoj 
 
 lunooiy 
 
 uoj jad aoT.i(£ 
 
 •sjpjjo suoj^ 
 
 CO T*" oo oo 
 
 •SUOtSIAip ,-, <N CO -.t 
 
 aqj JO -o^ I 
 
248 
 
 ■IJiit: iRJoj^ 
 
 •sai.ipuns 
 .10) miioruy 
 
 '5uiqqti.iS JO 
 spcujo -a^ 
 
 'sj.i8A[iio ua 
 
 -pOOAlJO-OJ^ 
 
 
 
 o o o >n 
 
 o ^ C\' o 
 
 3ut:3nuqjo jgSgi 
 
 }33j [cauiq 
 
 1^' 
 
 junoiny 
 
 •jCiuosbui 
 JO saqo.iaj[ 
 
 •uinoaiy 
 
 :5 -rt* c^ .-o 
 
 p8Aio.uoqjo 
 spjcX otqng 
 
 •;unotuy 
 
 1— I in t:~ t~ 
 
 m o 00 CO 
 
 :si<=ir-i':D 
 
 0-. O CO Oi 
 
 1.0 -* CO ro 
 ix; -^ 00 GO 
 
 ■sip\3q-[iods 
 
 Ul pajSBAV 
 
 sp-inA' 0T.qn3 
 
 m QO^co_! 
 
 •jj>[m:q[U9 oj 
 
 •UI Itld 'BABO 
 
 ■xa s])£ -quo 
 
 •jaaj 
 at 'suoisiAip 
 aqijo qjSuaq 
 
 •SHOtSIA ,-<(?> cc ■ 
 
 •tpaqj jo"-02vi | 
 
 
 
 o 
 
 
 
 
 
 
 
 
 
 CO 
 
 
 
 
 
 
 
 
 o 
 
 
 
 S 
 
 a-T 
 
 
 <! 
 
 m- 
 
 
 1 
 
 
 
 = 1 
 
 ^ 
 
 
 
 
 
 -2 ^' 
 a ^ 
 
 00 
 
 
 s 
 
 
 
 ^ 
 
 
 
 
 00 
 
 
 
 
 
 
 
 
 
 
 
 ^ 
 
 (c 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -s^ 
 
 'H^ 
 
 
 c.- 
 
 
 
 
 
 
 
 
 
 p S 
 
 o 
 
 
 ^ <^ 
 
 Oi 
 
 
 
 
 
 6 o 
 
 
 
 
 
 
 
 
 5^ 
 
 ^ " 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 o 
 
 
 t-. 
 
 
 
 
 
 
 
 
 c 
 
 
 ^. 
 
 tri 
 
 
 
 
 ^ 
 
 a 
 
 ^ 
 
 •:o 
 
 <; 
 
 **^ 
 
 
 
 
 S 
 
 
 
 
 
 
 
 
 
 o 
 
 
 
 
 
 
 
 
 
 ^••;;? 
 
 
 
 BT3 
 
 ^ 
 
 
 03 = 
 
 
 
 = s 
 
 
 
 '^ 
 
 
 
 
 m 
 
 
 
 00 
 
 
 3 
 
 o 
 
 3 
 
 
 
 
 
 s 
 
 
 
 <1 
 
 ^ 
 
 
 t« 
 
 
 
 o 
 
 
 
 
 o 
 
 
 ^^. 
 
 ^^'^ 
 
 
 Si 
 
 
 
 
 
 
 
 
 
 J 
 
 
 
 t— -J 
 
 
 
 ° g 
 
 
 
 j=--2i 
 
 
 
 ^.5 
 
 
 
 
 in 
 
 
 
 
 
 
 
 o a 
 
 
 
 1 hd 
 
 
 3 
 O 
 
 E 
 ct 
 
 CO 
 
 a 
 o 
 
 S 
 
 1 ^ 
 
 8 
 
 
 
 a 
 
 3 
 
 o 
 S 
 
 1 
 
 g 
 
 o 
 
 11 
 
 CO 
 
 1 
 
 c 
 
 3 
 
 o 
 
 a 
 < 
 
 in 
 
 00 
 
 ^^ 
 o 
 
 ll 
 
 1^ 
 
 
 a 
 o 
 
 S 
 < 
 
 o 
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 o 
 
 1 
 
 in 
 
 1 
 1 
 
 g 
 
249 
 
 Summary of estimates of the Central Branch Railroad, 
 
 7'able No. 8. 
 
 Of the graduation . - - - 
 
 Of the superstructure, including the gravelling 
 of the railway . . . _ 
 
 Three depots, viz: at Paris, Charleston, and 
 Shelbyville - - 
 
 Land, damage, and depot ground 
 
 Engineering and contingencies connected there- 
 with ..-.-- 
 
 Total estimate of the Central "jBranch Railroad, 
 from the east line of the State to Shelbyville 
 
 $4,992 96 per mile. 
 5,019 20 per mile. 
 
 $355,212 84 
 
 357,079 34 
 
 24,000 00 
 7,100 00 
 
 10,000 00 
 
 753,392 18 = 10,589 86 per mile. 
 
 NORTHERN CROSS RAILROAD. 
 Table No. 9. 
 
 An exhibit of the Grades and Horizontal Curvatures, from, the east line of the 
 State to Decatur. 
 
 i 
 
 I 
 
 
 t 
 
 1 
 
 3 
 
 
 
 -J 
 
 
 'o'a'l 
 
 m 
 
 O 
 
 3 
 
 
 c3 
 
 2 
 
 
 
 
 o 
 
 
 k. 
 
 
 
 O 
 
 
 
 
 
 ^ 
 
 O '""C 
 
 
 0) 
 
 J= 
 
 Remarks. 
 
 -c 
 
 o „• 
 
 ■^ m a 
 
 
 
 
 
 
 ^ s 
 
 rt^ ^ 
 
 ^ • 
 
 . 
 
 o 
 
 
 o 
 
 d 
 
 .... 
 
 
 
 o g 
 
 rt 
 
 
 ^ 
 
 
 c 
 
 Iz; 
 
 |S5 
 
 P^ 
 
 
 1 
 
 8,500 
 
 33.9 
 
 8,500 
 
 _ 
 
 _ 
 
 At the State line. 
 
 2 
 
 7,125 
 
 1.5 
 
 7,125 
 
 
 
 
 3 
 
 6,425 
 
 26.3 
 
 6,425 
 
 
 
 
 4 
 
 4,125 
 
 10.5 
 
 4,125 
 
 
 
 
 5 
 
 6,800 
 
 .3.8 
 
 6,800 
 
 
 
 
 6 
 
 12,075 
 
 40.0 
 
 12,075 
 
 _ 
 
 _ 
 
 Passes Stoney creek. 
 
 7 
 
 3,550 
 
 - 
 
 2,550 
 
 1,000 
 
 3,000 
 
 To Danville depot. 
 
 8 
 
 2,;)02 
 
 29.0 
 
 1,00 2 
 
 1,000 
 
 3,000 
 
 To Vermilion river. 
 
 9 
 
 600 
 
 - 
 
 600 
 
 _ 
 
 _ 
 
 Passes the Vermilion river. 
 
 10 
 
 5,900 
 
 40.0 
 
 5,900 
 
 _ 
 
 - 
 
 Through a deep cut. 
 
 11 
 
 ^2,800 
 
 24.0 
 
 2,800, 
 
 
 
 
 12 
 
 1,600 
 
 _ 
 
 1,600 
 
 
 
 
 13 
 
 ' 1,200 
 
 34.0 
 
 1,200 
 
 
 
 
 14 
 
 1,400 
 
 35.0 
 
 1,400 
 
 
 
 
 15 
 
 1,200 
 
 . 
 
 1,200 
 
 
 
 
 16 
 
 1,000 
 
 37.0 
 
 1,000 
 
 - 
 
 - 
 
 Over a dry prairie. 
 
 17 
 
 1,630 
 
 32.0 
 
 1,600 
 
 s 
 
 
 
 18 
 
 2,800 
 
 _ 
 
 , 2,800 
 
 
 
 
 19 
 
 1, 200 
 
 34.0 
 
 1,200 
 
 
 
 
 20 
 
 l,-200 
 
 39.0 
 
 1,200 
 
 
 
 
 21 
 
 4,800 
 
 4.0 
 
 4,800 
 
 
 
 
 22 
 
 5,200 
 
 10.0 
 
 1,200 
 
 4,000 
 
 9,000 
 
 To Butler's point. 
 
 23 
 
 8,200 
 
 5.2 
 
 8,200 
 
 
 
 
 24 
 
 6,200 
 
 10.2 
 
 6,200 
 
 
 
 
 25 
 
 23,000 
 
 - 
 
 23,000 
 
 \ 
 
 
 
 26 
 
 8,600 
 
 7.4 
 
 8,600 
 
 ' 
 
 
 ■ 
 
 27 
 
 4,600 
 
 
 4,600 
 
 ^ 
 
 - 
 
 Over a dry prairie. 
 
 28 
 
 6,700 
 
 14.0 
 
 6,700 
 
 ^ 
 
 
 
 17 
 
250 
 
 ; 
 
 NORTHERN CROSS RAILROAD— Continued. 
 Table No. 9 — Continued. 
 
 
 ^ 
 
 Ti 
 
 
 ight 
 rved 
 
 es. 
 
 
 
 cS 
 
 -2; a; 
 
 p 5 ■ > 
 
 
 -o 
 
 & 
 
 ^'s^ 
 
 ^ « 1 
 
 5 
 
 
 bo 
 
 <B 
 
 
 o 
 
 'o 
 
 o 
 
 
 03 
 
 C 
 
 O t3 
 
 (D 
 
 - 
 
 ^ 
 
 Remarks. 
 
 ^ 
 
 o ^ 
 
 '■^ s ^ 
 
 a 
 
 M 
 
 !^_ 
 
 
 O 
 
 6 
 
 
 III 
 
 
 6 ^ 
 
 o 
 
 
 ^ 
 
 ^ 
 
 o 
 
 ^ 
 
 ^ 
 
 W 
 
 
 ^ 29 
 
 7,875 
 
 10.4 
 
 7,875 
 
 \ 
 
 
 
 30 
 31 
 
 5,075 
 6,750 
 
 3.1 
 
 5,075 
 6,750 
 
 1 
 
 - 
 
 Over a drv prairie. 
 
 32 
 
 15,950 
 
 2.1 
 
 15,950 
 
 
 
 
 33 
 
 9,655 
 
 9.3 
 
 7,655 
 
 2,000 
 
 20,000 
 
 Passes Sydney. 
 
 34 
 
 7,400 
 
 - 
 
 7,400 
 
 ^ 
 
 
 
 35 
 
 5,750 
 
 23.8 
 
 .5,750 
 
 
 
 
 36 
 
 .3,325 
 
 . 
 
 3,325 
 
 
 
 
 37 
 
 5,300 
 
 39.8 
 
 5,300 
 
 
 
 
 38 
 
 6,300 
 
 33.5 
 
 6..300 
 
 
 
 
 39 
 
 5,500 
 
 3.9 
 
 5,500 
 
 
 
 
 '40 
 
 3,850 
 
 23.5 
 
 3,850 
 
 
 
 
 41 
 
 8,050 
 
 22.9 
 
 8,050 
 
 
 
 
 42 
 
 4,450 
 
 24.9 
 
 4,450 
 
 
 
 
 43 
 
 5,650 
 
 6.5 
 
 5,650 
 
 
 
 
 44 
 
 10,200 
 
 22.7 
 
 10,205 
 
 
 
 
 45 
 
 5,500 
 
 9.6 
 
 5,500 
 
 
 
 
 46 
 
 8,150 
 
 15.5 
 
 8,150 
 
 
 
 
 47 
 
 6,150 
 
 18.8 
 
 6,150 
 
 _ 
 
 - 
 
 Over a dry prairie. 
 
 48 
 
 3,350 
 
 5.2 
 
 3,.350 
 
 
 
 
 49 
 
 8,900 
 
 5.9 
 
 8,900 
 
 
 
 
 50 
 
 24,200 
 
 3.9 
 
 24,200 
 
 
 
 
 51 
 
 10,250 
 
 4.1 
 
 10,250 
 
 
 
 
 52 
 
 28,000 
 
 6.7 
 
 28,000 
 
 
 
 
 53 
 
 4,450 
 
 9.5 
 
 4,450 
 
 
 
 
 54 
 
 5,650 
 
 - 
 
 4,650 
 
 
 
 
 55 
 
 5,600 
 
 9.0 
 
 5,600 
 
 
 
 
 56 
 
 11,700 
 
 7.2 
 
 11,700 
 
 
 
 
 57 
 
 4,250 
 
 . 
 
 4,250 
 
 
 
 
 58 
 
 7,800 
 
 39.3 
 
 7,800 
 
 
 
 
 59 
 
 17,275 
 
 6.7 
 
 17,275 
 
 
 
 
 60 
 
 9,350 
 
 9.1 
 
 9,350 
 
 
 
 
 61 
 
 5,650 
 
 40.0 
 
 5,650 
 
 _ 
 
 _ 
 
 Descends to Sangamon river. 
 
 62 
 
 600 
 
 . 
 
 600 
 
 _ 
 
 _ 
 
 Passes Sangamon river. 
 
 63 
 
 3,850 
 
 37.1 
 
 3,850 
 
 _ 
 
 _ 
 
 Ascends from Sangamon river. 
 
 64 
 
 4,200 
 
 25.1 
 
 4,200 
 
 
 
 
 65 
 
 4,900 
 
 21.5 
 
 4,900 
 
 
 
 
 66 
 
 4,500 
 
 24.6 
 
 4,500 
 
 
 
 
 67 
 
 4,000 
 
 29.0 
 
 ' 4,000 
 
 - 
 
 - 
 
 To Decatur village. 
 
251 
 
 
 *5 
 
 
 5P§ = 
 
 
 
 
 nc_ o 
 
 
 2 o„ 
 
 
 t< m a 
 
 
 ".^5 
 
 
 a ^■^' 
 
 
 o S '^ 
 
 
 •S ^« 
 
 
 
 
 
 
 ^t^ 
 
 
 
 J- ci « 
 
 
 
 
 O^ o 
 
 
 
 1 
 
 §11 
 III 
 
 
 
 
 
 "^ 
 
 
 ^ 
 
 -S^.s 
 
 
 ^ C t- 
 
 -i 
 
 ^7« '^ 
 
 e 
 
 -^ 2 
 
 
 5 -^ "'g > 
 
 ^ " c c a 
 
 i 1 HI 
 
 c 
 
 C-3 
 
 
 
 
 
 r 
 
 •- 
 
 J3 
 
 
 
 
 
 
 ■^ 
 
 d 
 
 c 
 
 
 
 
 
 
 
 
 
 
 ;< 
 
 V 
 
 
 
 
 rt* 
 
 -* 
 
 o 
 
 
 'S 
 
 CO 
 
 T 
 
 ri 
 
 
 io 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 <i) 
 
 
 
 
 — ' 
 
 
 
 
 
 
 
 
 
 .— 1 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 3 
 
 1q 
 
 ??^ 
 
 
 
 
 (I 
 
 o 
 
 WJ 
 
 
 
 
 
 
 
 e 
 
 
 
 ST" 
 
 s 
 
 ? 
 
 •junottiB [KJOJ^ 
 
 O -* •'^ O ^t~ -t;< -ti< 00 C>J 
 c^r ;r^ s^ f>o~ <^r co~ -^ t-^ c^ Qo" 
 
 •Sutqonp 
 T^ Snxppos — saupang 
 
 ■junoniv 
 
 00 -J^ 00 00 — I OJ 
 
 ro CO oo 00 to 00 
 CO t- lO in U3 ^ 
 
 •poj jad aouj | 
 
 •sat 
 -a^ap puBSuTqqniS 
 JO spoi JO .iaqtnn]>j 
 
 CO o tn o CO - 
 
 ivr5iomiciooinoio 
 
 •SjjA[no aapooMjo -ojij | 
 
 •qo-ea .tqj aouj | 
 
 •^-r- -rf -fi -* -i ■ 
 
 ) o ic in o 
 
 rt—.— <!-H^CJr-,C^i^ 
 
 lunouny 
 
 •rp.iad aad aou<j 
 
 Ajuosuin JO saq3jaj 
 
 ■janoiny 
 
 o» c^ cr. t^ C-J --D ' OO CT> CO 
 — HC>t^c:3C*5iO mOiOO 
 
 •p.n3l .lad aouj | -§ 2^ ^ !2 ^ ^ S -SSS 
 
 •qUBa paA\o.i 
 -joq JO sp-iBjC oiqno 
 
 oior^ODCDO cooco 
 Ctf cTcrr.'^rcflo' -^t-T-^" 
 
 junoaiy | ;3 
 
 •p.uiX aad aoi.ij | -^ 71 
 
 m , n en 
 
 •si[m3q-iT.od^ xn 
 pajsuAv sp.i-cX ojqtiQ 
 
 — CO l~ 
 
 ;Or-CT^'^COGOO)»— <o^-^ 
 CT> C£l Ti< (?> r-- — -* f^QO i^ 
 
 •pj-eA' .lad aauj 
 
 2 to ■<* -^ "n -TT" 
 
 •ejiianiTiireq 
 -ma oam ind uop 
 
 ■jaaj ui 'suou 
 -oas aqj jo q:Saaq 
 
 ch -^ '^"' 00 '-0 CT5 C3 c; 
 
 *c^inooiyit- 
 
 
 •saoijaaejo -o^ j 
 
252 
 
 •junouiy IBjoj, 
 
 •OTy 'Suiqojip 
 ^ Sntppos — sat.ipung 
 
 •poj lad aoiJj; 
 
 •SauB3[0 puT3 Sniq 
 ■qn.iS JO spo.t JO -o^sj 
 
 00 OD — I (^ t^ OJ -^ ' 
 
 to •-* to o m ixi o ( 
 
 Oi lO O^ O 1 — GO iO ' 
 
 O O Lrt i^ C> f^» f— ^1 ■ — . r—. < — \ I — ^ r\> , — 1 , — >< 
 
 00 irf 
 
 JOOCTCG^JOOOOC^OCO 
 
 •juiioray 
 
 
 > CI C^ CT tC ■ 
 
 •qOB9 .TOJ 90UJ I 
 
 to --r- tr5 to to to 1 
 
 S4;A[iio napooAvjo 'o^ | 
 
 ^T{ a a Qi (71 '-' Oi Ol CQ -^ a^ CI Q^ ~^ • 
 
 •junotny 
 
 •jooj .lacl 90I.IJ I ^^y °° I 
 
 5uppuqjo jaaj jBaajq I §g 
 
 •qo.t9d .lad aouj | ^S'lrs 
 
 •X JU0S12UI JO saqojaj 
 
 •p.i-BA .lad aouj 
 
 ■S 
 
 ■ ?>2 
 
 , C^f C\! O! C^ (^» C^ CJ CS! CJ O! 
 
 ■ <^' 
 
 •qi.rea paMo.i 
 -joq JO sp.iTjX ojqnQ 
 
 
 00 05 
 
 1 5qo 
 ooo" 
 
 ],654 
 1,404 
 ],747 
 5,002 
 9,547 
 8,019 
 5,681 
 8,405 
 8,588 
 5,052 
 
 1 cr 
 
 ■lunoniv ^ g 
 
 •pa«X: .lad aoujf | -2 <^ °° 
 
 •sifUBq-iTods 
 ui pajSBiW. sp.n:A' ojqnQ 
 
 
 ■iunoray 
 
 i-^'TCiOIOt— lOOcrjlOiOCjt^ 
 
 ajuj 
 
 ^ cc ojcnaiCTsoCTJO;. CT3aia2a^<r5CT3cn< 
 
 •smamTjUBq 
 -raa ojnt ]nd nop-GA 
 -Tjoxajo sp.mjC "oiqno 
 
 lOtoot^oitDcioit^-^cn 
 
 :--'OlCCa5C0tClOcnCT3Tt<CO 
 
 oomooootocvjf~o.— o 
 
 lO lO >— t~- fC lO O C^j Cf 1-1 ■ 
 
 •joaj ur 
 suoiioas aqjjo qjSuaq 
 
 o o o o o 
 (S to~io'to"to 
 
 ira — ooooooooo 
 
 0l_Q0_O_O_O^O_O_tD_C^r0 00 
 
 t-^ -^ tiT to" to" to" to~ lo ' io~ irT irT 
 
 •sHojjooe aqj jo 'oi^ [ 
 
253 
 
 -, a 
 
 $2,313 58 
 
 1,887 34 
 2,307 62 
 4,383 86 
 2,172 38 
 2,726 74 
 2,504 00 
 3,282 98 
 2,234 18 
 2,184 36 
 3,029 88 
 3,059 06 
 2,178 58 
 2,476 25 
 1,851 08 
 1,593 32 
 2,430 16 
 
 •oc^? 'Snujojip 
 paT2 Sutppos — saupung 
 
 ooooooooo(>?oooor-c|)>rt 
 
 •janooiv 
 
 §§§8g§§ ,8§g ,§§ ,§§ 
 
 •i;pi33 joj aouj 
 
 goooooo -ooo log lOO 
 
 •s}.iaAino uapooAijo-oj^ 
 
 i-l fO r-^ CJ ,-< ,-1 <^J 1 CT CO rH 1 rH (7! | CO (7? 
 
 •junoray 
 
 $500 00 
 
 600 00 
 
 450 00 
 450 00 
 
 450 00 
 
 •qo.iad jad goiJj 
 
 1 I lio> I l"0< 1 IlOllCl llO 
 
 •jf.iuosT3ni JO saqojaj 
 
 1 1 lOI 1 1^1 1 ICDlSl \ o^ 
 
 •junoray 
 
 $149 24 
 
 700 00 
 
 1,647 94 
 
 1,727 31 
 
 1,481 74 
 
 1,391 46 
 
 952 00 
 
 1,582 98 
 
 1,478 68 
 
 840 00 
 
 2,138 24 
 
 556 08 
 
 1,533 42 
 
 672 00 
 
 734 72 
 
 932 83 
 
 709 80 
 
 •p.iBi .lad aouj 
 
 ^^:^^^:^^^^^^^^^z^7!:^ 
 
 •qj.iBa pa 
 -Avo.uoq JO spa'BjC oiqng 
 
 1,066 
 
 5,000 
 
 11,771 
 
 13,287 
 
 11,398 
 
 9,939 
 
 6,800 
 
 11,307 
 
 10,562 
 
 6,000 
 
 16,448 
 
 3,972 
 
 10.953 
 
 4,800 
 
 5,248 
 
 6,663 
 
 5,070 
 
 •junomy 
 
 $427 84 
 64f55 
 
 448 00 
 
 566 16 
 
 242 48 
 
 280 00 
 
 140 00 
 500 36 
 
 •p.iBX.i9d 9ouj; 
 
 ^.^.co, ,^, .;2;i;^i;2i;*3 
 
 •S5[UBq-[Tods 
 ui pojsBM sp.iBif oiqng 
 
 3,056 
 4,935 
 
 3,200 
 
 4,044 
 
 1,732 
 
 2,000 
 
 1,000 
 3,574 
 
 •junoray 
 
 $2,004 34 
 379 50 
 
 499 68 
 1,300 00 
 
 530 64 
 875 28 
 884 00 
 
 1,000 00 
 535 50 
 473 20 
 731 64 
 
 1,710 50 
 485 16 
 554 25 
 941 36 
 215 50 
 
 500 GO 
 
 •p.rejf jad aouj 
 
 ^cr>irt-#to-^-*coioirtcj=cr;ic<nioooiO'.o 
 
 u f^! CT C>? <7} 01 01 CT C-l '7-1 O} (7i T-t (Ti a Gi 'TJ C-} 
 
 •sjuara 
 -3{n-Bqraa ojnijnd uojj 
 -BATjoxa JO spjBX oiqng 
 
 7,709 
 1,518 
 2,082 
 5,000 
 2,211 
 3,647 
 3,400 
 4,000 
 2,142 
 1,820 
 2,814 
 6,812 
 1.866 
 2,217 
 3,362 
 862 
 2,000 
 
 1 
 •jaaj uj 
 'euotjoas aqj jo qjSuaq 
 
 8,000 
 5,200 
 5,000 
 6,000 
 6,000 
 7,000 
 5,000 
 7,000 
 5,000 
 6,000 
 7,000 
 6,500 
 5,000 
 5,000 
 7,200 
 6,000 
 6,500 
 
 •euopoas aqj jo jaquinjvi 
 
 ^SS^SSISi^^SJ?^??^^^^ 1 
 
254 
 
 •junoni\j [T3J0J, 
 
 OlOO^COQOrtCDt^QOr-irHCDOm^O 
 
 cr?N" rH~ of of i-T CO c.rorcr(^r of cTcTcf^ 
 
 '03S> 'Sut[{o)ip pnB 
 Suippos — saupurig 
 
 •mnotny 
 
 OOOOOCDOOC5 
 
 •qoTja .loj aojjj 
 
 o o o o o ■=. o o o oooooo 
 
 •sjaaAjna 
 napooM jo jaqninjs]; 
 
 Oir^<7i,-ll-ICiOiCi^ t-Hl-HCTCTl-HC^ 
 
 •;unoiiiy 
 
 •qoaaJ.iad aauj 
 
 XjuosBinjo saqo.iaj 
 
 Oirtl^mOOCTSi— (QOi— !>— ICSfMLOOO 
 O C-' ^ to CT !?•> °^~' '^V'~».'^ 00 f~ O; .-I -*^ 
 
 •pjT3X.iad aoT.i(j 
 
 ■* -Tl"* fO "^ CO - 
 
 •qi-iua paAioi 
 -joq JO sp.re^f ojqng 
 
 Oi— llOiOCOOt^— I'^QOOO'-fSilOuOOO 
 ir3^-'uOO)OiOCDilOlOOOQ0 01'MC>CD 
 
 t--~tD~GO~rjr«J3"orf^^Ot5~t£> irTcD CO lO~tD"t— I o' 
 
 •junotny 
 
 •p.iBX .lad sou J 
 
 •s5iuBq-[iods uT 
 pajstjAispjcX ojq'^O 
 
 >-H -H CO 
 
 IC I 
 
 I lO t 
 
 •junomy 
 
 O OJ O i 
 
 CO ,t£>oc^moo'0 
 
 CO '— f^Oi00U3OJQO 
 ^ CO C^^ ^ r-H 
 
 •p.iuX .lad 90i.i<j 
 
 •sjnatnifUTjqraa 
 ojnt jnd uopBA'tja 
 -xa"jo spjtjjf otqriQ 
 
 GO in 00 00 
 
 ■^ t^ tZ3 t^ 
 
 cr>n~coTjr 
 
 •jaaj ui 'saotj 
 -oas aqj jo qjSaa^j 
 
 0000000=00000000 
 oooooooooo — 00000 
 •::> CO c:> io_o^o_o^ira_o^in_oo^o_o_o^o^o_ 
 to~ u^tiT irT o" in" to" o" «r io~ in~ «r t-T irT t-^ in~ 
 
 •saopoas aq^ jo -o^ 
 
255 
 
 ■jnnoinu [ujoj^ 
 
 ■07p 'iuujDjtp 
 ^ Sucppos— saupang 
 
 
 
 ■jnnoniY 
 
 •o 5 o o o S 
 
 M ct: lo 03 o ' t^ 
 
 •pjBA' jad aouj | -5 
 
 •5ut.iG3[o puG :3aiq 
 -qn.i^jo spoj JO 'o^ 
 
 J in Lo irj ' Lo 
 
 t I ^ ^"* O t^ i to 
 
 •juaotny 
 
 ^2 S|2'"^^§ ^oo 
 
 ■sj iA[no_uapooAijo-oj^ | — c^j ro , o ^ ^ c^s , r-^ .:-. " 
 
 •junoray 
 
 
 •}ooj -tad aouj | y^. 
 
 •Sai 
 -Spuq JO }83j [Bautrjr 
 
 ,10 00, , , 
 
 ■janoray 
 
 •qojad .i9d aot.i^ | ^ 
 
 •Xiuosijaijo saqoiaj 
 
 •Junouiy 
 
 ,5^ r5 2 2 '*" 2 '30 » X. lo o^ cm c^ -; o 
 
 ^00 O -^ .-^ --^^O ^K O en -t Xi o C5 QO ^ 
 
 •pjuA: .13d ajuj I -g :iS ^ :S I^ ;l3 23 f; f? ■"'=' •"=' -^ -^ t- ^ .-nm 
 
 •q).iEa pa;M.oi 
 -Joq JO spjBX oiqriQ 
 
 t= to Tr arco~orQtrco~-^i-rcr 
 
 •junomy 
 
 •p.It!A' jod 30U^ I 
 
 •S3f[iBq-[jods ui 
 paiSBAv spjB.f oiqnj 
 
 
 •jnnoiny 
 
 CO -r O! 
 - - - - . in (s> d 
 
 S; x' S ::::; '^ t^ "* '-'5 '-S ^ o o? c-j -* :^ in 
 
 ■xi 
 
 •pjBif .lad aouj | -g ^ iij iC; J^ ^ 
 
 ■-0 CO CO (£> 
 
 •smatnj[uKq 
 -nia ojuf jnd uofjBA 
 -Boxa JO spjB^C ^Fgnp 
 
 •jaoj uj 
 ■suoiioas aqjjoqjSuarj 
 
 00 o — < o o -^ o o> —. /-,,", - — n :=-:: — 
 
 ■ao B 00 o? o; ^ o Ob ^» T< c^ ci3 (?s ^ to i^ 
 
 ^-1 r^ (M r-H OJ -^ rO^r-Tr-T^tC-^o" i--^ r-Ti-Tr-r 
 
 oooooooo-^ooS 
 
 =^^0,0_0 O^LO o -.f o o o o 
 
 'o {- to to f~ irroc'ifr-^'irTt-rirr 
 
 •suopoas am JO o^ I §3^-30 tSSSS^^ K S^iS' 
 
256 
 
 0) 
 
 en 
 
 o a, 
 
 ^^ 
 
 O io 
 
 li 
 
 S I 
 
 ll 
 
 g 
 
 '' n. 
 
 ? 
 
 be a 
 
 
 C o 
 
 «, 
 
 'S CL> 
 
 
 
 <>2 
 
 '^M'^ 
 
 
 
 -^ 
 ^ 
 
 If 
 
 
 .— OJ 
 
 
 1 
 
 
 'o 
 
 
 
 
 
 p 
 
 O 
 
 
 
 
 AJ 
 
 
 T3 
 
 
 
 C. 
 
 o 
 
 n!4 
 
 a 
 
 
 
 
 ■f^ 
 
 
 a 
 
 
 
 
 
 o 
 
 n 
 
 03 
 
 a 
 
 
 a 
 
 
 
 '^ 
 
 
 O 
 
 
 
 a.a 
 
 •junoinv 
 
 $400 84 
 791 20 
 870 72 
 789 04 
 843 80 
 
 qO133JOJ80U(J 
 
 «^ CT CT fM 07 CT 
 1 
 
 •eiajijo -0^ 
 
 20,042 
 39,560 
 43,536 
 39,452 
 42,190 
 
 •junomy 
 
 $1,603 36 
 3,164 80 
 4,353 60 
 3,945 20 
 3,375 20 
 
 ijoTJO aoj aoTij^ 
 
 
 •s.t9daa[s 
 JO jaqoin^ 
 
 10 021 
 19,780 
 21,768 
 19,726 
 21,095 
 
 •junoray 
 
 $4,760 00 
 8,925 89 
 11,6.32 50 
 10,530 00 
 10,020 00 
 
 •}j sad aouj 
 
 ^ OOLOLO 
 
 S5 
 
 •s[ixs-pntnjo 
 
 119,000 
 234,892 
 258,500 
 234,000 
 250,500 
 
 •junoiuv 
 
 $4,379 20 
 8,456 13 
 11,374 00 
 10,296 00 
 
 10,020 on 
 
 •y jad aouj 
 
 cents. 
 4.6 
 4.5 
 5.5 
 5.5 
 5 
 
 •sao 
 -oid-Snpis 
 JO 409} [uauiq 
 
 95,200 
 187,914 
 206,800 
 187,200 
 200,400 
 
 •309J 
 Ul 'SUOISJAXp 
 
 aqjjoiplrfuaT 
 
 47,600 
 93,957 
 
 103,400 
 93,600 
 
 100,200 
 
 •SUOlSCAtp 
 
 aqi JO -0^ 
 
 rHCTCO-*lrt 
 
 •Umv [TjjojL 
 
 $44,186 16 
 86,570 96 
 
 100,093 61 
 90,616 57 
 93,831 37 
 
 •jnnotny 
 
 $11,540 00 
 29,772 00 
 25,064 00 
 22,708 00 
 24,288 00 
 
 •JfOBJl JO 
 
 Suing aqj 
 
 Suipn|oni 
 
 'pojaodoDuj 
 
 m^^^^ 
 
 •Sui:jfT![ 
 -ire.ijbspoa 
 
 2,885 
 5,693 
 6,266 
 5,677 
 6,072 
 
 ■jnnoniy 
 
 $387 86 
 765 49 
 842 49 
 762 63 
 816 42 
 
 •q[ jod oouj 
 
 s 
 
 •saj-eid 
 JO epanoj 
 
 3,526 
 6,959 
 7,6.59 
 6,933 
 7,422 
 
 •junoray 
 
 $1,314 90 
 2,595 45 
 2,856 30 
 2,585 70 
 2,767 95 
 
 •q[ jod ooijj 
 
 ^ >0 LO lO LO LO 
 
 i 
 
 •S95[lds 
 
 JO spanoj 
 
 t-^COO^CT'* 
 
 aTt^cTr-^od" 
 
 •lunooiy 
 
 $19,800 00 
 39,100 00 
 43,100 00 
 39,000 00 
 41,700 00 
 
 •UOJ lod 80T.I<I 
 
 
 •s[re.ijo snox 
 
 00 >-H 1— I O t^ 
 
 •SUOTSTAip 
 
 ^^^ j'o' -o^ 
 
 ^ CT CO Tj. lO 
 
257 
 
 IS 
 
 •2 ^ 
 
 _ a 
 3 ? 
 
 i p 
 
 = 1 . 
 
 ii! 
 
 1 
 
 QO 
 
 j 
 
 T/3 
 
 ■g 
 
 o 
 
 3 
 1 
 
 a 
 
 i 
 
 Lo 
 
 if 
 ii 
 
 UO 
 
 1 
 
 CO 
 
 O 
 
 o 
 
 i 
 
 5 
 
 
 ■}(rat3[R50X 
 
 r-H UO l-» -*< i— 
 
 rj- C! CO 30 CO 
 
 10 CO C> CO 
 
 
 
 CO 
 CO 
 
 
 •saj.ipuns 
 
 .loj 44UIV 
 
 
 
 •jnnomy 
 
 $3,292 50 
 812 SO 
 
 3,214 00 
 
 c= 
 
 
 co^ 
 
 
 'SuuL'afo .y 
 
 :3uiqqn.i:3' 
 
 spo.ijo-ou 
 
 6,585 
 1,300 
 
 6,428 
 
 -r 
 
 
 •iunomy 
 
 $540 
 1,860 
 1,500 
 1,380 
 1,170 
 
 1 
 
 2^ 
 
 
 -pooAi ■o^y[- 
 
 C^! lO CO — 1 
 
 
 •junoray 
 
 $12,800 
 6,600 
 
 1 
 
 
 •SuL^puq 
 jaaj [uauiq 
 
 1 £- 1 1 -tjH 
 
 
 
 
 
 •S 
 
 •junoray 
 
 $3,270 
 38,700 
 2,450 
 ' 900 
 10,480 
 
 
 s 
 
 •A'.iuosura 
 JO saqD.iaj[ 
 
 654 
 
 6,210 
 
 490 
 
 180 
 
 1,935 
 
 § 
 -* 
 m 
 
 •)uuomy 
 
 c^ ^ 3 § 
 
 irt r-H <^^ c* 
 
 S 
 
 S 
 
 
 •qwTja 
 
 p3Ai0.r.[0q 
 
 sp^A- oiqno 
 
 93,118 
 74,455 
 14(),284 
 
 178,799 
 310,787 
 
 ^^1 
 
 
 nanotuy 
 
 $3,744 65 
 5,042 64 
 3,246 39 
 1,979 96 
 1,700 60 
 
 
 
 •S5jtq-[tods 
 ui |)ajs«Ai 
 sptA' oiqriQ 
 
 29,071 
 31,522 
 23,541 
 14,280 
 14,005 
 
 S! 
 
 ii 
 
 
 •lunooiy 
 
 $15,689 69 
 
 32,864 91 
 
 13,620 55 
 
 7,580 27 
 
 19,618 18 
 
 p 
 
 CO 
 
 
 s-u>iuRqrua| 5:^^2 2 
 uxjnd -oxa | '^^'^^"^^^^'^l. 
 sp;jC -qriQ j 3 ro S CT ?^ 
 
 
 
 •J33J Ul 
 'SUOKIAJP 
 
 JO qiSua-j 
 
 47,609 
 93,')57 
 
 103,400 
 93,Cf)0 
 
 100,200 
 
 1 
 
 
 ■suoiaiAip 
 
 gqj jo' -^j^ 
 
 — ' CJ P^ V^ tn 
 
 1 
 
 i 
 
 g 
 co~ 
 
 ji 
 
 1 
 
 66 
 
 3 
 
 
 a 
 < 
 
 CO 
 
 CO 
 
 59. 
 
 Number of 
 sleepers. 
 
 92,390 
 
 c 
 
 D 
 
 S 
 
 1 
 
 
 
 •S s 
 h:5 
 
 -, 1 
 
 II 
 i 
 
 
 CO 
 
 00 
 
 1 
 
 Si 
 II 
 
 13 
 
 00 
 
 Total leni^ih of 
 the road, in feet. 
 
 1 
 
 18 
 
 c 
 
 3 
 
 
 s 
 
 1 
 
 5 
 
 00 
 
 en 
 
 '' 3 
 
 
 a 
 < 
 
 
 
 
 5 
 
 
 
 '3 
 
 tZ! in 
 
 
 a; 
 
 s 
 
 <1 
 
 
 
 
 £ S 
 P-< 
 
 3" 
 
 i 
 
 < 
 
 1 
 1 
 
 ^ ! 
 
 '0 
 
 It 
 
 i 
 
 00 
 
 a 
 
 
 
 a 
 
 < 
 
 § 1 
 
 1 
 ,0 
 
 00_ 
 
258 
 
 Summary of Estimates of the Northern Cross Railroad. 
 Table No. 17. 
 
 Of the graduation - - - - $334,903 .54 = $4,030 20 per mile. 
 
 Of the superstructure, including the gravelling 
 
 of the railway .... 415,-298 67 = 4,997 70 per mile. 
 
 Two Depots, one at Danville and one at 
 
 Decatur ----- 16,000 00 
 
 Land, damage, and depot ground - - 7,500 GO 
 
 Eiiglneering'and contingencies connected there- 
 with - - - - - - 10,000 00 
 
 Total estimate of the Northern Cross Railroad, 
 
 from the east line of the State to Decatur 783,702 21 = 9,431 06 per mile. 
 
259 
 
 CENTRAL RAILROAD, 
 , Table No. 18. 
 
 An exhibit of 
 
 lie Grades and Horizontal Curvatures, fro7n Decatur to Vandalia, 
 
 
 
 "3 '3 
 
 
 Ig 
 
 3 
 
 
 
 
 iPl 
 
 i3 
 
 
 ^ 
 
 Remarks. 
 
 o 
 
 ¥1 
 
 llfl 
 
 li 
 
 e 3 
 
 :| 
 
 
 c 
 
 S ic 
 
 
 3 »- 
 
 3 « 
 
 a 
 
 
 1 
 
 5,600 
 
 40.0 
 
 5.600 
 
 _ 
 
 _ 
 
 Descends to Sangamon river. 
 
 2 
 
 :m 
 
 _ 
 
 500 
 
 - 
 
 _ 
 
 Passes Siitigamon river. 
 
 3 
 
 9,300 
 
 40.0 
 
 9 300 
 
 
 _ 
 
 Ascends li-om Sangamon river. 
 
 4 
 
 2, '200 
 
 12,0 
 
 2,200 
 
 
 
 
 5 
 
 4,800 
 
 16.0 
 
 4,800 
 
 _ 
 
 _ 
 
 Passes Springfield road. 
 
 6 
 
 5,450 
 
 3.0- 
 
 3^550 
 
 1,900 
 
 6.000 
 
 Passes Shelbyville road. 
 
 7 
 
 16,000 
 
 3.5 
 
 15,500 
 
 500 
 
 ■ 6,000 
 
 
 8 
 
 15,300 
 
 3.0 
 
 15,300 
 
 
 
 
 9 
 
 4,70 J 
 
 
 4,700 
 
 
 
 
 10 
 
 6,800 
 
 10.6 
 
 6,800 
 
 
 
 
 11 
 
 11,800 
 
 S.3 
 
 11,800 
 
 
 
 
 12 
 
 7,000 
 
 3.7 
 
 7.000 
 
 
 
 
 13 
 
 6,600 
 
 3.2 
 
 6,600 
 
 - 
 
 - 
 
 Passes the summit between Deca- 
 
 14 
 
 11,600 
 
 12.2 
 
 11,600 
 
 
 
 tur and Shelbjviile. 
 
 15 
 
 3,600 
 
 8.8 
 
 3,600 
 
 
 
 
 16 
 
 6,700 
 
 15.0 
 
 6,700 
 
 
 
 
 17 
 
 4,700 
 
 3.3 
 
 4,700 
 
 
 
 
 18 
 
 6,830 
 
 6.9 
 
 6,800 
 
 
 _ 
 
 Passes Robinson's creek. 
 
 19 
 
 7,000 
 
 5.2 
 
 7,000 
 
 
 - 
 
 Passes a branch of Robinson's creek. 
 
 20 
 
 7,750 
 
 24.1 
 
 7,750 
 
 
 
 
 21 
 
 9.300 
 
 5.6 
 
 9,300 
 
 
 
 
 22 
 
 7,000 
 
 12.0 
 
 7,000 
 
 
 
 
 23 
 
 5,000 
 
 24.2 
 
 3,000 
 
 2,000 
 
 .3,000 
 
 To Shclby^-ille. 
 
 24 
 
 2,200 
 
 12.0 
 
 20O 
 
 2,000 
 
 3,000 
 
 
 25 
 
 2,000 
 
 23.7 
 
 2,000 
 
 
 
 
 26 
 
 6,200 
 
 35.5 
 
 6,200 
 
 
 
 
 27 
 
 11, COO 
 
 . 24.0 
 
 8,400 
 
 2,600 
 
 4,000 
 
 
 28 
 
 4,200 
 
 36.4 
 
 4,200 
 
 _ 
 
 _ 
 
 Passes Robinson's creek. 
 
 29 
 
 12,000 
 
 
 12,000 
 
 
 
 
 30 
 
 10,600 
 
 10:0 
 
 9,800 
 
 800 
 
 7,600 
 
 
 31 
 
 7,000 
 
 i5.r 
 
 7,000 
 
 
 
 
 32 
 
 5,600 
 
 5.6 
 
 5,600 
 
 
 
 
 33 
 
 3.900 
 
 27.0 
 
 3,900 
 
 
 
 
 34 
 
 3,600 
 
 
 3.600 
 
 
 
 
 35 
 
 3,600 
 
 32.3 
 
 3;600 
 
 
 
 
 36 
 
 5,200 
 
 24.9 
 
 5,200 
 
 _ 
 
 _ 
 
 Passes Hurricane creek. 
 
 37 
 
 13,600 
 
 6.9 
 
 13,600 
 
 
 
 
 38 
 
 4,000 
 
 31.7 
 
 •4,000 
 
 
 
 
 39 
 
 5,i;oo 
 
 33.7 
 
 5,600 
 
 _ 
 
 _ 
 
 Passes Ramsay's creek. 
 
 ^ 40 
 
 3,000 
 
 29.9 
 
 3,000 
 
 
 ■ 
 
 
 41 
 
 2,400 
 
 _ 
 
 2,400 
 
 _ 
 
 _ 
 
 Passes Beck's creek. 
 
 43 
 
 7,400 
 
 40.0 
 
 7,400 
 
 
 
 
 43 
 
 9,600 
 
 18.8 
 
 9,600 
 
 
 
 
 44 
 
 8,300 
 
 26.8 
 
 8,300 
 
 
 
 
 45 
 
 4.900 
 
 7.5 
 
 4,900 
 
 
 
 
 4(i 
 
 10,900 
 
 22.3 
 
 10,900 
 
 
 
 
 47 
 
 10,100 
 
 ^2^7 
 
 10,!00 
 
 
 
 
 48 
 
 7,700 
 
 12.3 
 
 7,700 
 
 
 
 
 49 
 
 9,700 
 
 2.7 
 
 7,400 
 
 2,.300 
 
 4,400 
 
 
 50 
 
 5,100 
 
 18.6 
 
 3,800 
 
 1,300 
 
 4,400 
 
 
 51 
 
 4,800 
 
 31.8 
 
 4,800 
 
 
 
 
 5i 
 
 2,800 
 
 5.0 
 
 2,800 
 
 
 
 
 53 
 
 4,600 
 
 22.0 
 
 4,600 
 
 - 
 
 - 
 
 To Vandalia. 
 
260 
 
 -5 J5 
 
 
 s 
 
 q 
 
 g ^ rt 
 
 1 
 
 ;:; 
 
 _-0^ 
 
 Q 
 
 s 
 
 « > ° 
 
 <^ 
 
 ^ 
 
 ^-2S 
 
 o 
 
 in 
 
 ^si 
 
 PS 
 
 
 r-J2 S 
 
 h-l 
 
 ■S 
 
 
 
 
 
 <5 
 
 
 <u 1 ^ 
 
 Pm 
 
 
 ^ to C 
 
 
 
 
 ^ 
 
 ^ 
 
 o S a^ 
 
 <! 
 
 
 c«i:-" 
 
 g 
 
 o 
 
 too o 
 
 ^ 
 
 § 
 
 > 
 1 
 
 5— CD 
 
 
 
 
 
 
 
 
 t? 
 
 -a^S 
 
 
 a 
 
 
 
 ^ 
 
 
 
 
 
 
 h 
 
 
 > o 
 
 »i ® g 
 
 •janomc pioj^ 
 
 054 48 
 
 720 66 
 
 518 20 
 727 90 
 232 20 
 052 13 
 460 18 
 807 56 
 457 27 
 393 48 
 710 54 
 033 08 
 690 08 
 240 36 
 
 tD_« CX3 ,-, ct) cv"-"-"-' ^ ^ <?! r-"-^ 
 
 PUTJ SiiTppos— soLipung 
 
 c^, .coooooooooo 
 o o o »n m o o o, o, o o o 
 
 •;unoiny 
 
 $367 50 
 735 00 
 
 588 00 
 
 •po.i .lad aouj 
 
 l-BS g S 
 
 .oUTqqni:o.to spo.ijo'o^^ 
 
 S ^ S 
 
 i- ^ 1-^ 1 1 ! 1 4 1 1 1 1 1 1 
 
 •jnnomv 
 
 i. ' § !||§S§S§8gS 
 
 •qoTja .loi 80UJ 
 
 ^3 • g 'i?5.ig§SS§SS 
 
 •s]tA[no ngpooAv jo 'oii;; 
 
 i ^ .-^/wrs'^ ' "^J f>J ^' --1 --1 '— — —1 — i-^ 
 
 •junouuv 
 
 1 O t- I 1 1 1. 1 1 1 1 1 1 1 1 
 
 •joof .lad 80UJ 
 
 ^■^^ 
 
 •SurSpuq jo jaaj [Bauj^ 
 
 1 C CO 1 1 1 1 1 1 1 1 1 1 1 1 
 
 •mnoniy 
 
 --TS o o o 
 
 ^ o o , o ,,,:,,,, , 
 
 ^ «r ^-^ CO 
 
 •[p.iad jad aouj 
 
 a "^ "^ ■ '-'' 
 
 •-OuosBinjo SDipjaj 
 
 g § § S 
 
 C?^ O! 1 «5 1 1 1 1 1 1 1 1 1 
 
 •lanomy 
 
 $12,718 58 
 9,816 46 
 
 665„ 40 
 . 4,882 20 
 551 88 
 973 68 
 922 56 
 358 27 
 921 72 
 893 04 
 897 60 
 746 40 
 ^665 16 
 
 •p.ii3jf .lad aouj 
 
 « -* '^ , c< fM CT .0^ OJ r-. CT fM oi o? n; 
 
 •qj.n:;a pa 
 -Avo.i.ioq josp.reX orqno 
 
 t^ o^' ininc5'rj<oot~-— 'n.)ot:^co 
 
 ■<;}< 00 ^OOO^— 'OOmOO^aDf^lTi^ 
 
 o-i r-i 1 in to in ^to c-rto^^ t^ct m 
 cT c:r in~o"':f QO~t-rco'i>^t-^f^tD'"in" 
 CT5 r- -^ 
 
 nunomv 
 
 $975 00 
 260 00 
 
 390 00 
 
 390 00 
 
 130 00 
 350 48 
 303 68 
 
 •p.iBiC .lod api.ij 
 
 .2, , -T^CO.CO, ,co,cococo,l 
 
 •ST[Ut3q-[T0ds 
 UT pajSTJAl Sp.IBjf OiqtlQ 
 
 - 
 8,125 
 2,000 
 
 3,000 
 
 3,000 
 
 1,000 
 2,6:)6 
 2,336 
 
 •junoray 
 
 ■«d< CT c>! o CJ m C' o t- m o o (M 
 
 00 en in '>? O' to m c7» i-< t^ in <= in 
 in in m.oo l^* — co'^h — o>rMcor-i 
 in 05 c; m Qooi'^mmmio^^. 
 
 •p.inf .tad aouj | 
 
 ^^ -1* -fin , in in in m -* m 'O — f ^ 
 ti '^> nj c? ci» ' nj 07 -^) oi oi o,. ^i oi --v, 
 
 •siuaiu 
 -ipniqmo ojai: jnd noij 
 -■KATJOxa JO sp.re.^ opqnD- 
 
 10,660 
 
 63,330 
 
 16,480 
 2,330 
 
 3,361 
 
 866 
 
 2,660 
 
 2.196 
 
 2,110 
 
 2,500 
 2,000 
 1,730 
 
 •jaaj ui 
 'suotioas aqjjo ipSua^ 
 
 in o oood^ooocr-o — c:^«5_ 
 -^" in~ tot-Tto toinin t-^»~o t-T^D «p 
 
 •suopoas eq) JO 'o^ | 
 
 .-< lOM co-*ina5t-aoo5©'-'C^fo^ 
 
261 
 
 •innoTUT; [bjoj^ 
 
 tC -tti (>>tOOTCOCOC:OuOOl-inOi> 
 
 ■SuTljOJTp 
 
 ^ Saippos^^saopang 
 
 $200 
 125 
 J75 
 100 
 175 
 100 
 900 
 
 200 
 
 150 
 150 
 
 •lunouiy 
 
 1 1 1 II 1 1 CT O 1 GO 1 1 t- 00 
 
 •po.i .lad 30T..IJ 1 -g I 1 1 1 1 1 . ^"5 Jj; 1 i= 1 1 fS J~ 1 
 
 •SauTi3[o put! Snjq 
 -qn.iS JO spo.i jo "o^vj 
 
 
 •luuomv 
 
 $65 00 
 130 00 
 65 00 
 65 00 
 65 00 
 65 00 
 
 130 00 
 
 130 00 
 130 00 
 
 130 00 
 130 00 
 
 •qat^a .10} 80T.VT 1 m ' SS£2SS ' IS ' SS ' SS 
 
 •S}^A[iio ugpooMjo -oij 1 . „ o7 .-, rM ^ ^ ■ ^1 " O! r^j ' o^ ^j 
 
 •junoiav 
 
 $1,100 
 1,250 
 
 1,000 
 1,375 
 
 1 
 
 •qo.iad .lad aouj 
 
 ' ' ' ' • ' ' !.^ ' '■'^ ' ' '-'^ ■ "^ 
 
 •jf.iuos«aijo S3qo.!8j 
 
 ....... ^> , S ,, § , 12 
 
 •junomy 
 
 $1,004 90 
 
 855 40 
 
 1,147 90 
 
 1,497 00 
 
 1,047 72 
 
 828 62 
 
 393 40 
 
 2,016 24 
 
 779 80 
 
 3,130 08 
 
 968'80 
 
 778 31 
 
 858 48 
 
 1,272 05 
 
 1,862 64 
 
 • p.n3X .lad aoi.i J | -g 2 2 ^. 2 H' S^' 3 2 I^ £! 2 2 2!-f:2 ^ \ 
 
 ■qMB9 paAio.! 
 -.loq JO sp.icA' oxqno 
 
 7,730 
 6,580 
 8,830 
 
 12,475 
 8,731 
 6,374 
 2,810 
 
 16.802 
 5,570 
 
 26,084 
 7,453 
 5,987 
 7,154 
 9,785 . 
 
 14,328 
 
 •janomv 
 
 $130 00 
 151 45 
 
 •p-niA." .lad aou^ \ -^^ ><,,,,,,,, '■^ ,, , | 
 
 •S5iuT;q-[Tods 
 in P8JST3A1 sp.uiA' oiqng 
 
 1,000 
 
 - 
 1,165 
 
 •luhouiy 
 
 279 60 
 410 00 
 
 777 50 
 
 1,660 75 
 
 383 04 
 
 705 60 
 
 ■ 375 m 
 
 771 16 
 
 622 00 
 
 500 00 
 
 1,492 80 
 
 1,348 80 
 
 1,551 36 
 
 ■p.njX .tad OOT..IJ 
 
 ■S^^l^, .^^^S^g .^J?5S^_^ 1 
 
 •s3uoui5iu-uq 
 
 -UI9 OlUt ind UOIR^A 
 -T1DX3 JO Sp.mA' OtqiiQ 
 
 1,165 
 1,640 
 
 6,643 
 1,596 
 2,520 
 1,500 
 
 2,488 
 2,000 
 6.220 
 5;620 
 6.464 
 
 •5331 UT 
 
 'saoTioss aqijo qjSuaq 
 
 5,000 
 
 5,000 
 5,000 
 5,000 
 6,000 
 6,000 
 5,000 
 5,000 
 5,500 
 6,009 
 7,000 
 5,000 
 0,000 
 6,000 
 5,500 
 
 •suoijoas 3qi .jo -o^ j 
 
 mtot^oocnor-'-Mco^iocof-ooai i 
 
 ^ r-. ^ ^ ^ Oi ~, rr, n C-, 01 -M ^^ 0( OJ '. 
 
^62 
 
 Total 
 
 cot-^oG-'OTCo^oo ^c^> I- '■n^'— m t- 
 
 •.SujqojT.p 
 puB Suippos — sat.ipung 
 
 §§ss^SS§S^§s ig , 
 
 m 
 
 •iuiioiay 
 
 $291 15 
 558 50 
 441 00 
 680 00 
 588 00 
 680 00 
 
 375 00 
 185 00 
 661 50 
 103 00 
 687 50 
 
 •po.i .lad 80T.IJ 1 -g .^^ggg^S • • 'r2S§.?S 
 
 SmqqnaS jo spo.i jo -o^ ^ :;'-'^ ^-^-S- ' ^ '^ 2"^' 2" 
 
 •juuouiy 
 
 o m uo m "^J 00 Tf CM c} 'Tj ri to 0^3 tp m 
 
 •qoT^a .loj aauj 
 
 |S^2gSSS8SS§8s§§ 
 
 •S4.iaA{nD uapooAi. JO -o^ | ct c^i oi ^ co co ^ a^ •rx c? c>> .-h o; -h co j 
 
 •junouiy 
 
 1 1 1 -^'^ 1 1 1 1 1 1 o^ 1 to 1 1 
 
 •qo.iad.iad aouj 
 
 ... m .,,,., u, . m . . 
 
 •A'.iuosBuijo sai]o.iaj 
 
 • ■ -S § .^ . . 
 
 C! C-} CO 
 
 •junoray 
 
 $571 68 
 1,052 76 
 
 3,057 47 
 1,080 95 
 
 165 12 
 
 348 14 
 1,231 10 
 
 651 30 
 1,034 02 
 1,622 -64 
 1,247 28 
 2,453 28 
 
 725 40 
 
 ■p.roXjad aouj 
 
 ^C^C<! ,cococjcococococ^r>>o\?co , 
 
 •qj-rea pa 
 -Avoi.ioq ,}o sp.iBA" orqnQ 
 
 4,764 
 
 ' 8,773 
 
 23,519 
 
 8,315 
 
 1,376 
 
 2,678 
 
 9,470 
 
 5,010 
 
 7,954 
 
 13,522 
 
 10,394 
 
 20,144 
 
 5,580 
 
 •junotny 
 
 $433 44 
 
 240 00 
 
 264 03 
 390 00 
 
 •p.iBA-.tad aou^ t ■g''2..>'-2->''22 | 
 
 •S5{uT3q-iiods 
 ni paje-SM sp.reA' "oiqiio 
 
 OS! O ;-;0 
 
 , iS 1 1 1 1 .§ '.' ' 'S-O 
 
 CO (X C> CO 
 
 •junorny 
 
 $466 50 
 2,570 10 
 2,749 50 
 1,338 25 
 1,866 00 
 1,244 00 
 1,036 75 
 1,392 30 
 299 26 
 933 00 
 2,520 18 
 
 1.031 le 
 
 2,292 00 
 
 250 00 
 
 1,495 52 
 
 •p.u.A- .lad aoHJ | -2 ;^ ^ ^i?, li^ o^ ^ ^ S ^> ^> ^ ^ ^ -'^ ^ | 
 
 ■s}uaui 
 -JIUBqtua oiuund uou 
 -TJAi;ox9,}o spar; A oiqi!.") 
 
 866 
 885 
 998 
 353 
 464 
 976 
 147 
 355 
 151 
 732 
 693 
 906 
 5511 
 000 
 752 
 
 '-' c~. o i-o I— -^ ^ m >— 1 CO en. cfj a; f-n m 
 
 •]aaj ut 
 'suoijoas aqi jo qjSua'j 
 
 o_co c^ cr to O' e-. CO 00 00 t- 1- to i- CT 
 trT --0 m irT >rf to lo t-^ ■ to" to to to 't^ to" t-^ 
 
 •9nopoas aqi JO jaqranNj 
 
 C5'-<(0.»CO-itf<iOtOl— 00t55O'-il^>C0'T(< 
 
 coooroc-cocoroTocoroTf-^-ri-rj^-^ 
 
263 
 
 •junomu [Biojj 
 
 ^C ^_Q0_— ^Q0^Tj^C5^Q0_CO_::r. ao^co_-Tf 
 
 •oay 'Suiqojip 
 3S> Sucppos — saupnng 
 
 O O O O C5 c 
 _i O lO O O O 1 . . 
 
 r-H lO — ( r-H -J ^ ,— I , 
 
 O O O O CD o o 
 
 ■junoiuy 
 
 oo = = os=oc ^_ 
 
 OOOOOOOirlOOOOOOLO 
 C) CO 00 t- 'X CC' — ' to CO -^ . 
 
 >X) Lrt 00 '^ CO X) -Tti i-~ 1ft CJ5 ■ 
 
 CO'OOifJ'^OOiO-^rt.-OCO- 
 
 •p.!cA" j.i)d aouj I 
 
 o o o o 
 
 -qn.isjo spo.i jo -o^ 
 
 7^ x> ^ 00 CO t- CO r 
 
 •uinomy 
 
 •qoca joj 301,1 J | <:^^2 
 
 s5;A[no tiapooAi JO -o^ \ 
 •janooiv 
 
 I —I , cj CT cr; 
 
 ■joo) .lad 90UJ I 
 
 jpuq JO jaaj [Bautq; 
 
 o o 
 
 O UO 
 LO C> 
 
 ■qo.iad .lad aou<j | 
 
 •X.tuosBiujo saqo.taj 
 
 ■junorav 
 
 uu —■ o) o j:s C5 to C5 io (■- 
 
 GOr-uOOTT<OT-i^OT3< 
 ^O'tOCOt-O^l-^aiCO 
 
 1,973 04 
 
 2,268 24 
 
 612 08 
 
 3,913 13 
 
 •p.[i!A" .[od aou J I -§2222 2.' 222! 
 
 •q).iBa paAVQi 
 ■•loq JO spaB^ otqng 
 
 •janoinv 
 
 
 1 I I I O I 
 
 •p.niA' jod aouj | 
 
 •sjjnT3q-[iods ui 
 pa;suAi sp.iuA oiqng 
 
 •junoaiy 
 
 O ?! O 
 ^ i^ C^ 
 
 '^ — < '.o c? in < 
 
 -H CO ■ 
 CO Xi- 
 
 O ^ C} ^ o 
 
 L.O O O lO O! ( 
 C> t- >o O r- t 
 
 «0 Ol — O -H ( 
 lO 05 Tf UP CT ( 
 
 •p.IT!A' .13 d 90I.IJ I 
 
 •suiaiiiJimjq 
 •nj3 ojut jnd uojiba 
 -T^oxs lo sp.iiiA oiqrip) 
 
 > O 3^ O " ' 
 ) O} Ol 1ft 1ft { 
 I — • tC CO Lft ■ 
 
 Lft 00 '-i O ' 
 
 •laoj uj 
 laor.oas aqijoqiSaaq 
 
 O 1 - 
 
 3 ri ^5 : 
 
 t~ 00 X ; 
 
 ry-> CO -^1 1/3*^0 , 
 
 VJU5,a>/r) OV^i JO o^ I 
 
 ■^ "=5 '^ ^» ** r.^ o 
 
264 
 
 1^ 
 
 
 ■>^ = o 
 
 
 13 ^c 
 
 c = =a 
 
 o a 
 
 'junorav 
 
 cc oo^ , 
 t- 0-. ':^J c? 
 
 '^QOOO o 
 
 CT cr, 00 ^? 
 
 
 110Ti9.lOJ80UJ 
 
 ^ C-i. CI O CI 
 
 
 •sAoJuo-o_M 
 
 34,738 
 34,948 
 3J,410 
 41,262 
 
 
 •junouiy 
 
 $2,432 66 
 2,970 .58 
 2,955 75 
 2,818 34 
 
 
 iptja joj 30U J 
 
 42 -:? t- in rH 
 
 
 ■s.[ado8[s 
 JO .laqiuti]^ 
 
 17,369 
 17,474 
 19,705 
 20,131 
 
 ■-6 
 
 o 
 
 1 
 
 3 
 
 $8,170 00 
 8,507 50 
 9,360 00 
 9,800 00 
 
 3 
 
 1 
 
 •y jad 901.1 J 
 
 
 1 
 
 ^1 
 
 •s[[i:s-pnrajo 
 
 204,250 
 207,500 
 2.34,000 
 245,000 
 
 6 
 
 •junoray 
 
 $8,085 00 
 8,632 00 
 9,360 00 
 9,800 00 
 
 
 •y jgd aoi-ij 
 
 s -*' lo lo in 
 
 
 •s.i9SnT..i5s 
 (0 laaj [uauiT 
 
 165,000 
 166,000 
 187,200 
 196,000 
 
 
 •J 03) 
 UT 'SUOtSIAip 
 
 3i|ijoi|ii'u9'3; 
 
 oooo 
 
 
 •SUOt8tAJ[) 
 
 aqi jt. 'TOM 
 
 rt ojPO'r); 
 
 
 •nniu [tjjoj, 
 
 •junomy 
 
 O O 'K ! 
 O O OC 1 
 O — ' VC i 
 
 •ipB.l) JO 
 
 Sut[[9 aqi 
 Siiipiiioui 
 pcLiadaouj 
 
 ■Iiu.ijbspoa 
 
 •q[ Jad aot.iJ 
 
 •sajBid 
 JO spunoj 
 
 •qi .lad aot.tj 
 
 •S35ijds 
 JO spunoj 
 
 •lunouiy 
 
 uoj Jad 80t.ij[ 
 
 cj c! ; 
 
 r^ Cl IC ID 
 
 IjS OT 00 O 
 ^ C-l UO l^ 
 
 cTcfcTcf 
 
 ^ i.O lO lO 1 
 
 oooo 
 oooo 
 
 -* rji 02 O 
 CO CO 00 ^ 
 
 •S[ICJJO SUOJ^ 
 
 •SUOtSjdip « CS! cr- >^ 
 
 srqj /a' 'o^j 
 
265 
 
 B 
 
 il 
 
 ^ o 1 
 
 J 
 
 
 03 
 
 1 
 
 o 
 
 •1 
 
 s 
 
 1 
 
 
 r5 to 
 
 3 -S 
 
 3 
 
 
 to 
 1 
 
 1 
 
 CO 
 
 
 1 
 
 So 
 
 d 
 
 s 
 
 1 
 
 
 •}jmB IBJOJ, 
 
 $89,098 12 
 39,202 49 
 50,993 78 
 
 107,829 76 
 
 
 
 •saupuns 
 aqj junouiy 
 
 $3,700 
 1,575 
 1,875 
 1,800 
 
 1 
 
 00 
 
 
 •juttoiay 
 
 $1,690 50 
 2,197 00 
 5,250 65 
 6,748 00 
 
 in 
 
 
 •:§utqqru§io ^l'^"^,■* 
 sp6rjo-oM ""SS 
 
 1 
 
 CO 
 
 
 •junoray 
 
 $900 
 1,105 
 1,965 
 1,465 
 
 in 
 
 i.'f 
 
 
 •sja9A[n3 aa 
 
 -pOOMJO "0^ 
 
 i^^^gj 
 
 
 •junouiy 
 
 $7,700 
 28,800 
 
 3 
 o 
 
 
 •SutSpuqjo 1 § § 
 
 •I 
 
 S 
 
 •junouiy 
 
 $10,600 
 4,725 
 3,850 
 6,850 
 
 J 
 
 •jCiUosBtn 
 JO saqojaj 
 
 2,750 
 945 
 770 
 
 1,430 
 
 in 
 
 
 •junouiy 
 
 $35,022 95 
 18,441 43 
 15,241 14 
 
 23,258 70 
 
 
 
 •qjav.a 
 paMOJjoqjo 
 spjBA" oi:qa3 
 
 265,290 
 146,693 
 123,799 
 182,452 
 
 i 
 
 to- 
 
 
 •lunoray 
 
 $2,799 16 
 
 281 45 
 
 1,327 47 
 
 955 79 
 
 ss 
 
 in 
 
 
 •s5(aT3q-fiods 
 ui pa]ST3M 
 spjBA' oiqno 
 
 22,157 
 2,165 
 10,643 
 
 7,583 
 
 00- 1 
 
 
 •junoray 
 
 $26,685 51 
 10,y77 61 
 21,484 52 
 37,952 27 
 
 5 
 
 
 •jt^iaGquia o) 
 
 -UT Jtld -BATJO 
 
 -xa spyf-qiiQ 
 
 110,422 
 43,932 
 
 84,888 
 153,379 
 
 to 
 
 
 •;aaj 
 at 'suoisjAip 
 aqijo qjgu9'T[ 
 
 82,500 
 83,000 
 93,600 
 98,000 
 
 o 
 o 
 
 CO 
 
 
 ■saotsiA 
 -tpaq}]o-o^ 
 
 — lO^CO ■* 
 
 
 a 
 o 
 3 
 <1 
 
 o 
 
 § 
 
 
 
 1 
 
 
 a 
 
 o 
 
 g 
 
 to 
 
 
 'o . 
 
 as 
 
 en 
 Iff 
 
 
 H 
 
 o 
 
 a 
 
 o 
 
 '30 
 
 
 o 
 
 <" 3 
 
 3' 
 
 o 
 in 
 
 1 
 
 
 o 
 3 
 
 o 
 o 
 
 
 o 
 uj.S- 
 
 
 
 e2| 
 
 o 
 o 
 
 i?r 
 
 CO 
 
 
 a 
 
 D 
 O 
 
 a 
 
 a 
 1 
 
 
 o 
 
 g 
 < 
 
 
 1 . 
 
 o.a 
 Pi 
 
 to 
 
 55 
 
 a 
 
 3 
 
 o 
 
 a 
 
 < 
 
 to 
 of 
 
 1- 
 
 In 
 
 3 
 
 o 
 
 a 
 < 
 
 in 
 
 OS 
 
 ■<* 
 
 il 
 
 3 n- 
 
 O m 
 
 Ph 
 
 
 s 
 
 
 1 
 
 
 19 
 
Summary of Estimates of the Central Railroad. 
 Table No. 25. 
 
 Of the graduation . . - - $287,124 15 = ^4,245 12 per mile. 
 
 Of the superstructure, including the gravelling 
 
 of the railway . . . '- 334,02115= 4,938 38 per mile. 
 
 Depot at Vandalia, and for enlargement of the 
 
 depots at Shelbyville and Decatur - - 18,000 00 
 
 Land, damage, and dej^ot ground - - 6,000 00 , 
 
 Engineering and contingences connected there- 
 with - ■ 10,000 00 
 
 Total estimate of the Central Railroad, from 
 
 Decatur to Vandalia - - - 655,145 30 = <),686 G8 per mile. 
 
 I have now given the results of the surveys authorized by the Legisla- 
 ture in the eastern engineering district. The locations must be regard- 
 ed as approximate; and although the definite lines will differ but little 
 from|them, yet bj careful locations of bridges and accurate adjustments 
 of grades, the expense oi construction can be materially reduced. 
 
 The estimates are based on the cost of labor and materials at the 
 presi'ut time, and the prices for which a portion of the work has been 
 contracted, and cannot fail, by judicious management, to cover the ex- 
 pense of constructing the roads. In some instances it may be advisable 
 to change the manner of construction, to conform to the resources of the 
 countr)^ as developed in the progress of the vi^orks; and, should there be 
 much difficulty in procuring suitable rock for constructing stone culverts, 
 1 would recommend cast-iron pipes to be substituted. Doubtless many 
 other changes, both judicious and economical, can be made, the utility 
 of which time can alone determine. 
 
 The plans and profiles are compiled from actual surveys, and, by re- 
 ferring to the explanatory tables annexed to them, can be readily com- 
 prehended. 
 
 Allow me, ere I close this report, to tender to the acting Commission- 
 er under whose directions the surveys have been made, and to your 
 honorable Board, my thanks for the confidence reposed in my integrity 
 and judgment; and, hoping it contains all the information desired., 
 I am, gentlemen, with much esteem, 
 
 Your obedient servant, 
 
 ARTHUR W. HOYT, 
 Engineer for the Eastern Engineering District^ State nf Illinois. 
 
REPORT 
 
 THE JOINT IMPROVEMENT 
 
 WABASH RIVER. 
 
 January 25, 1839. 
 
 Read, laid on the table, and ordered to be printed with the Report of the Commissioner 
 of the Fourth Judicial Circuit. 
 
 Vandalia, January 25, 1839. 
 To the Hon. the Speaker 
 
 of the House of Representatives. 
 Sir: In obedience to a resolution of the House of Representatives, 
 and in acrordance with the promise in my comniunication to your 
 body of the I5th instant, I herewith transmit a copy of the report of D. 
 Burr, Esq., principal engineer of the States of Indiana and Illinois, on 
 the Great VVabash river improvement From a thorough examination 
 of this able document, the practicability and utitity of a vigorous prose- 
 cution of the improvement will not be doubted: and as that river mean- 
 ders several hundred miles through the most rich and fertile country in 
 the valley of the Mississippi, rapidly populating with an industrious and 
 enterprising part of the community, it is useless to recomnrcnd that the 
 Hon. the Legislature of Illinois would adopt efficient measures to effect 
 the speedy completion of a work so conducive to the interest and pros- 
 perity of both this State and that of her sister, Indiana. 
 I have the honor to be, sir, 
 Very respectfully, 
 
 Your obedient servant", 
 
 WILLIAM KINNEY, 
 
 President B. P. W. 
 
268 
 
 General M. K. Alexander, 
 
 Acting Commissioner of the Fourth Judicial Circuit. 
 Sir: After long delay, on account of ill health, I herewith submit a 
 report of the operations on the Wabash, under my charge, during 1838. 
 
 Respectfully, 
 
 D. BURR, 
 Principal Engineer Wabash River. 
 
 Mount Carmel, January l6, 1839. 
 Messrs. Thomas H. Blake and M. K. Alexander, 
 
 Commissioners of the Slates of Illinois and Indiana. 
 
 Cxentlemen: The delivery of the stone for the lock and dam at the 
 Grand rapids of the Wabash was contracted for in November, 1837, 
 with Messrs. Wilson & Co., and Chapman & Co., to have been comple- 
 ted by the first of June last. The same persons constituted the two 
 firms or companies, and agreed to deliver 3,500 cubic yards of stone 
 each, at $H 33i and ^8 25 per cubic yard. 
 
 They procured a steamboat and twelve flatboats, 80 feet long by l8 
 feet wide. The time taken to build these consumed so large a portion 
 of the spring floods, that, with failure and unexpected difficulties at the 
 quarry, they delivered only 820 yards. 
 
 On the 22d of August the dam and lock were let in separate contracts, 
 the former to Messrs. Baker, Riley & Co., the latter to William Mudge. 
 The terms of the letting stipulated that the contractors for the lock should 
 take the quantity of stone, delivered at the site, at the same price which 
 had been paid for them by the Stales. Proposals were received for separate 
 prices for the masonry in the lock and abutment, based on the contin- 
 gency of the stone used in their cor>struction being procured from a 
 quarry in the upper part of Martin county, from the quarry at Porters- 
 ville, and from the quarry at Petersburg, all of which are situated on 
 White river, at the distance of 50, 80, and 135 miles from the site of the 
 works. 
 
 The prices at which the contracts have been taken have exceeded 
 the estimate originally suggested as the probable cost of the works, 
 owing to the known probability of quarries, in this part of the country, 
 becoming of little or no value after they arc worked back a short dis- 
 tance into the earth, and from a cb.ange of plan in having the masonry 
 laid in hydraulic cement instead of mortar and grout formed of com- 
 nnon lime, as originally contemplated, which increases the expense 
 something over 10,000 dollars. 
 
 It is interded to procure limestone from the quarry in Martin county, 
 which is of the best kind, for the faces of the walls of the lock and abut- 
 ment and for headers which constitute their bond; and for their interior 
 portions which will be shielded from frost and sudden alternations from 
 heat to cold, to use the sand stone in the vicinity of the works, which 
 is of a tolerable quality, can be cheaply obtained, and which, in the places 
 where it will be used, will be permanent — and in that manner to keep 
 the cost of the works within the gross pum of^l85,000 
 
269 
 
 It was not deemed expedient to permit the timber for these works to 
 be cut before the l.5th of December. Messrs. Baker, Riley, & Co., are 
 making contracts (ov the deHveay of the timber for the dam. 
 
 Mr. Mudge, contractor for the lock, has op'-ned the quarries, keeps a 
 small force at work at them, is contracting for boats, and making prepa- 
 rations for the progress of his work with the first rise of the waters and 
 the opening of the «pring. No money has been paid on the -..ew con- 
 tracts, or materials been delivered under them. 
 
 In accordance with your instructions to survey the Wabash river 
 from the Grand rapids to its mouth, and, in the event of its impractica- 
 bility or inexpediency for improvements for uninterrupted steamboat 
 navigation by continuous locks and dams, to survey a canal route from 
 New Harmony, on the Wabash, to Mount Vernon on the Ohio river, a 
 party was organized on the 8th of September to perform that service, 
 and entered immediately after on their labors in the field. 
 
 The obstructions to the navigation are the rocky bars extending 
 across the bed of the river at the points of its greatest descent; flat sun- 
 dry shoals, where the volume of the river is distributed over a large area 
 of surface and diminished in depth; and not the least difficult or hazard- 
 ous are the snags, old trees and stumps imbedded in the channel in many 
 places, but more especially in the Piankeshaw bend, in the bend below 
 Fox river, in the bend below the Little Chain, in Black's cut-off, and in 
 the first three miles of the Wabash next the Ohio. 
 
 The rock bars are — 
 
 First. The shoals immediately below the mouth of White river; fall 
 one foot nearly in five hundred feet in length, and affording two feet 
 water over the highest rocks. 
 
 Second. The Coffee island rapids, descent,in half a mile, three feet — 
 the Island chute, on the Indiana side, having but one foot water over the 
 rocks in the steamboat channel. 
 
 Third. Warrick's ripple. Here the water falls one foot in the length 
 of five hundred feet, and runs with accumulated velocity over an uneven 
 bed of sandstone rock, the points of which impede the passage of boats, 
 and render the channel crooked and difficult to keep. The highc£t points 
 of rock are within one foot of the surface in low water, and although one 
 or more channels of two feet, and of sufficient width for any boat, may be 
 found, the serpentine course they pursue, with the strength of the cur- 
 rent, requires an intimate knowledge and much skill of the navigation to 
 pass boats safely of that draught. 
 
 Fourth. The Grand Chain, seven miles by the river below War- 
 rick's ripple, forms the next obstruction, and, after Coffee island, the 
 most serious from White river to the Ohio. At the stage of water when 
 the exploration was made, the descent was four feet fall in the distance 
 of four hundred feet. The water runs this distance along the pier erect- 
 ed by Messrs. Gardner and Mundy with great violence, and has a depth 
 from two to four feet, except a single rock in the channel, presenting a 
 surface of about twelve feet square, on which there was one foot five 
 inches water. 
 
 Fifth. The Little Chain, five and one-half miles below the Grand 
 Chain, by the river, is the last of the rock bars of the Wabash. Detached 
 rocks render the channel crooked, but boats are seldom injured or de- 
 
270 
 
 tained at this point. The water runs with a strong current, and is two 
 and a hall feet deep — descent two feet in one-fourth of a mile. The ex- 
 cavation of a small quantity of separated masses of rock to straighten 
 the channel, and the removal of a few detached rocks, is all that is ne- 
 cessary to overcome the obstacles presented at this point. 
 
 There was no sand-bar or shoal composed of gravel and sand in the 
 Wabash river, when the examinations were made, which did not afford 
 two feet depth of water over spaces wide enough for the egress of boats;' 
 and from the unusual prevalence ol drought the river cannot reasonably 
 be expected to be found in a lower stage. 
 
 The locations of the sand- bars are-First: A sand-bar between Graysville 
 and New-Harmony, opposite Black's and head of Fox river. Second: 
 Gravel and sand-bar, short distance below the head of New-Harmony 
 cut-ofF. Third: .Winder's bar, near the foot of the cut-off, formed of 
 light sand. Fourth: Sand and gravel bar one and a half miles below the 
 Grand Chain, Fifth: Sand and gravel-bar at Wright's, above mouth of 
 Little Wabash. Sixth: Skidmore's bar, composed of sand, three miles 
 above the mouth of the Ohio. 
 
 On no other points would there have been difficulty in navigating 
 boat? of two and a half and probably of three feet draught. 
 
 Some laws, or general principles, appear to govern the deposition of 
 the sand and earthy matter throughout the whole extent of the river. 
 
 In portions of it where the bed is serpentine, as compared with its 
 
 feneral direction — where the current near the bottom of the river, in 
 cods, is forced by the direction of the banks to pursue courses varying 
 and diverging from the general course of the current near the surface, 
 which, by overflowing the banks, moves in a straighter direction — the 
 revulsion of the water against the banks near the the bottom, by com- 
 municating a boiling agitation to the great mass of the current, operates 
 with so much effect on the light material of the bed of the river, that, in 
 all such portions, the Wabash has a depth from six to ten feet. Shoals 
 are nowhere found in the bends of the river nor where its width is com- 
 pressed into less than 700 feet. 
 
 Large quantities of sand and eartb arc carried down in the floods and 
 deposiited on the bars. The abrasion of the banks takes place at the bot- 
 tom of bends where they stand perpendicularly to ihe surface. Sloping 
 banks do not wash. Bars that are formed on one side of the river, and 
 which are slightly elevated towards the bank, become places of deposite 
 for the sand and earth removed in floods. 
 
 W^herever the water runs over a bed inclined towards one of its banks, 
 the bank so situated is operated on by the water lying against it in a 
 wedge-like shape; the bottom is then undermined — the incumbent mass 
 falls in; and as the specific gravity of the alluvial formation of the banks 
 exceeds but slightly that of the water, it is easily removed to the place 
 where it subsides. 
 
 Those bars which, from any cause, obtain but a slight elevation on the 
 side next the shore, increase rapidly in height and size. The highest 
 bars receive the largest additions of the annual deposites, and appear as 
 if they must increase in size and encroach on the opposite bank until, in 
 their turn, they will be cut off by the bends above and below them. 
 The channels on the flat sandy bars change frequently from one side 
 
271 
 
 to the other of the river, but seldom change position in the direction of 
 the stream. The bars near the head of the Harmony cut-otf, at Win- 
 clefs, at the mouth of Little Wabash, and at Skidmore's, although 
 wholly termed of sand and gravel, have been situated on their present 
 positions since the navigatio-^ of the river has been known. The shape 
 of the banks govern the deposites which form the bars; in other places 
 and parts of the river, the floods wash out and keep clear channels of 
 greater depth. 
 
 These principal constituents of the character of the Wabash, are be- 
 lieved to be w^ell defined, easily ascertained, and such as present them- 
 selves to an ordinary observer. 
 
 It remains to add that this portion of the Wabash is navigable for 
 boats drawing five to six {eet, in ordinary seasons, for six months in the 
 year, (from December to the first day of June;) and in that period it is 
 frequently navigated by the largest boats which are used on the Ohio. 
 And in relation to the prominent features of the country through which 
 this portion of the Wabash extends — that its immediate valley is from 
 three to seven miles wide, of low rich land of the lightest kind of alluvial 
 soil, mostly overflowed in the annual spring floods, and occasionally in- 
 terspersed with ponds, marshes, bayous, and ancient river beds. Through 
 this valley the river pursues a serpentine course, forming a scries of cir- 
 cuitous bends, which alternately approach the high plateau formed by 
 the general level of the country on each side of the valley. Across 
 these bends, cut-ofls are formed in some places of many miles in extent, 
 through which, as at Fox river, New Harmony, the Little Chain-^ and 
 Black's cut off, the river continually flows, discharging no inconsiderable 
 portion of its volume, and diminishing the depth of its waters on its own 
 bed. The plateau of high land is v/ashed at its base, on the Illinois side, 
 at Mount Carmel, at Coffee island, atM'Creary's bluffs, and at the Little 
 Chain. On the east side, the high lands only reach the Wabash at New 
 Harmony and the Grand Chain. The banks of the Wabash to the Little 
 Chain are ordinarily twenty-one feet in height above low water. The 
 spring floods usually reach near their tops, and, at intervals of a few 
 years, they rise six or seven feet over them; so that the greatest differ- 
 ence between high and low water is about twenty-seven feet. Below 
 the Little Chain, the floods of the Ohio influence the current, banks, and 
 bars of the Wabash; the banks are higher, and in times of the greatest 
 rises of water more deeply overflowed. The sand-bars are more frequent 
 and are less in conformity with the principles which appear to govern 
 their deposition in the upper portion of the river; although there is 
 not such a departure from them as would warrant a dilference in the 
 plans of improvement which might be adopted to overcome the impedi- 
 ments they oppose to the navigation of the river. The line of high 
 water mark below the Little Chain increases from 27 to 50 (eet The 
 cut-ofls appear to b,e easily susceptible of enlargement, as at Black's, 
 where, by burning and clearing away the drift at the head, and clearing 
 the timber from the banks a few years since, by Messrs Gardner and 
 Mundy, nearly the whole volume of the river passes through it, and the 
 old channel is becoming dry and rapidly filling up with sand. No evi- 
 dences of cut-offs being recently formed have been ascertained. 
 
- 1.75 
 
 1.47 
 
 5.75 
 
 1.48 
 
 1.00 
 
 :?.o9 
 
 y the 
 
 
 31 
 
 - 14-33 
 
 3.33 
 
 0.17 
 
 11.00 
 
 6.00 
 
 2.50 
 
 0.22 
 
 1.00 
 
 0.84 
 
 7.01 
 
 0.69 
 
 0.50 
 
 3.86 
 
 5.00 
 
 1.14 
 
 1.33 
 
 3.39 
 
 1.50 
 
 2.41 
 
 3.00 
 
 2.57 
 
 1.25 
 
 1.29 
 
 10.33 
 
 7.71 
 
 1.00 
 
 1'09 
 
 2.50 
 
 6.19 
 
 90.74 
 
 57.94 
 
 39'2 
 
 Distance — miles. Descent — feet. 
 The descent of the Wab-ish from the foot of the 
 Grand rapids to the foot of White river rapids 
 To foot of Coffee island rapids 
 
 foot of Coffee island rapids 
 
 mouth of Black river by the Big bayou, 184 by the 
 Wabash .... 
 
 head of cut off at New-Harmony - 
 
 foot of do by cut-off two miles by river - 
 
 Warrick's ripple ... 
 
 foot of do. - . . . 
 
 head of Grand Chain 
 
 foot of the Grand Chain 
 
 head of the Little Chain - 
 
 head of Black's cut-off 
 
 foot of do. - - 
 
 head of Wright's bar 
 
 foot of do. ... 
 
 head of Skidmores' bar 
 
 foot of do. - - - 
 
 mouth of the Wabash 
 
 The peculiar elements in the character of the lower valley of the Wa- 
 bash, in its light alluvial soil, great extent of country overflowed, large 
 amount of deposite carried along its current in floods, and liability to 
 change its bed, especially if the current to any considerable extent 
 should be impeded, preclude, it is believed, the plan of slacking the cur- 
 rent of the river by a continuous series of dams, locks and pools; the lia- 
 bility of the latter to become so filled with sand as to force the waters 
 into a new channel, and leave the works on dry land, is too great to 
 warrant their construction. An examination of the river will hardly 
 fail to convince the most sceptical that there are not many places in the 
 Wabash from White river to the Ohio, in which the sand is deposited so 
 as to form shoals in the river; these occur only under projecting 
 points, and on the lower terminations of long straight reaches, and that 
 where the whole volume of the river is reduced to 6 or 700 feet in width. 
 On a sand or gravel bar, there is always a sufficient depth of water, and 
 further, that although the channels over these sandy bars or shoals are 
 changing always from side to side of the river, they seldom change in. 
 the direction of the stream. Sand bars were known at the principal 
 points where they are now situated from the earliest knowledge of the 
 country. Such being the fact in relation to the valley of the Wabash, 
 to obtain a sufficient depth of water on the sandy shoals of the river, the 
 plan of narrowing the channel seems to be pointed out as an efficient 
 remcd}^ The same mode is proposed for the rock-bars at the mouth of 
 White river, Coffee island, and at Warrick's ripple, only narrowing the 
 bed of the river in a ratio to its fall, so that with the removal of detached 
 rocks, projecting points, and a slight excavaiion of others which lie in 
 place, three feet water may be obtained. 
 
273 
 
 At the Grand Chain, surveys for a canal across the narrow point of 
 land were made to form a channel for the river which would avoid the 
 rocky bar of the current. Surveys were made for wing dams also, but 
 on the mature comparison of costs and results, excavating a channel for 
 a short distance beside the pier erected by Messrs. Gardner and Mundy, 
 was supposed to be cheapest and best adapted for that object in view. 
 
 The water fell 4 lectin the length of 500, at the extreme low stage of 
 the river, when the examinations were made. The rock over which this 
 descent occurs, extends about 500 feet up and down the stream, and at 
 each extremity breaks abruptly into deep water. Over this ledge of 
 I'ock the current runs with great violence, and has a channel partially- 
 excavated beside the pier, varying in depth from two to four feet, except 
 on a single point of rock towards the upper part of the excavation, which 
 has not more than seventeen inches on its surface. 
 
 The pier referred to was built by Messrs. Gardner and Mundy, Com- 
 missioners of Indiana and Illinois, is a strongly framed series of wooden 
 cribs of square timbers tilled with stone, 900 feet long, 10 feet wide, and 
 supposed 9 feet high. A channel in the rock was partially excavated, but, 
 owing to a rise in the waters, the excavation on the up stream side of 
 the rock was not completed. 
 
 The plan proposed is to excavate a channel 3i feet deep into the 
 upper part of the rock, and 75 feet wide, to diminish the fall and lessen 
 the velocity of the current. No injurious effects are apprehended of les- 
 sening the dcjjth of water at Warrick's ripple, the first shoal seven miles 
 above. The river is deep botween those places, and the quantity of 
 water flowing in the Wabash is too great to be influenced that distance 
 by an excavation of much greater dimensions. 
 
 The levees or wing-dams will be formed of timber bolted to the rocks, 
 and filled wiih stone in all places where rock foundations can be 
 found, similar to those erected by Messrs. Gardner and Mundy. On 
 such positions as have sand and gravel foundations, small trees and 
 brush in the first place will be laid, closely packed, two feet thick, and 
 extending two feet on each side beyond the embankment. On this a 
 bank of gravel 6 feet wide at top, with slopes of one and three quartefs 
 feet to one of perpendicular rise, will be laid and carried up within two 
 feet of the required height of the embankment; over the gravel, a 
 course of rubble stone protection, covering every part of it, will be 
 placed 2 feet thick to presei've the gravel from the effects of the current 
 and floods. The levees or wing-dams will be built of sufficient length to 
 have .their direction parallel with the course of the current, so as to op- 
 pose the least resistance to its motion, and consequently present the least 
 hazard for boats to lodge on and receive injury from them. They are 
 planned to give a mininum depth of three feet, and to rise from 1 to 2 
 feet above the lowest stage of the water, for security against ice-floods, 
 as well as to present the least impediments to boats in the ordinary navi- 
 gable stages of the water. 
 
 In devising modes for the effectual navigation of the Wabash, some 
 difficulty Occurs in determining the depth of water which shall be pro- 
 vided for that purpose. For three months in the year, there is not com- 
 monly in the Ohio river, above and below its confluence with the Wa- 
 bash, for boats over the bars, more than from 2 to 2i feet water, and this 
 
274 
 
 season less than two feet; and this depth serves for the navigation of the 
 river for small steamboats, and for the descending flatboat trade. 
 
 Two feet water in the Wabash, at all times, can be obtained at a small 
 amount of cost. The improvcmenis for that purpose are estimated — 
 For pier and wing-dams at Coflee island, to give 3 feet 
 
 water, .----- $14,596 i'i 
 
 Removini^ loose rocks at Warrick's ripple, - - 1,500 00 
 
 Improving Grand Chain for 3 feet water, - - 4,355 00 
 
 Removing rocks from Little Chain, do. - - 1,500 OO 
 
 Removing snags from river, including snag-boats and 
 
 machinery, ... - 18,880 OO 
 
 Add 25 per cent, for risk, in uncertainty of river, for, 
 
 superintendence, &c. - - - - 10,'207 
 
 40,831 12 
 10,207 78 
 
 $-51,038 90 
 
 The sand bars, as before remarked, have channels over them suffi- 
 cient for the passage of boats drawing 2 feet water; and if these chan- 
 nels were indicated by buoys, or staked off, as they will be when a den- 
 ser population increases the trade of the river, no difficulty would occur 
 in passing boats of that draught in any season of the year. This plan oi 
 improvement would have, liowever, no reference to the sand-bars or 
 shoals, which would, it is believed, retain that depth, from the fact that 
 2 feet was the mininum of the channel in so many places over the highest 
 bars — and years of equal drought with 1838 will rarely occur. 
 
 To provide for a depth of 3 feet water in the Wabash, from the Grand 
 rapids to the Ohio, the following works would be necessary, which are 
 estimated to cost: 
 
 For pier on the Rock ripple, at the White river bar, 
 1,460 feef long, 10 feet wide, and 6 feet high, - $8,560 OO 
 
 3,200 feet wing-dam and piers at Coffee island 14,596 12 
 
 4,213 feet wing-dam at head of Fox river, - 25,34196 
 
 224 feet dam across the New Harmony cut-off, - 11,696 78 
 
 6,045.70 feet wing-dam at head of do. - - 28,024 99 
 
 ,815.26 feet wing-dam at Winder's bar - - 25,379 32 
 
 4,175 feet piers and wing-dams at Warrick's ripple - 27,487 97 
 
 Excavation of rock at Grand Chain - 4,355 00 
 
 2,600 feet length wing-dam on sand-bar below - 11,079 78 
 
 Rock excavation at Little Chain - 1,500 00 
 
 9,033.42 feet wing-dams, sand-bar at Wright's above 
 
 Little Wabash .... 35,085 59 
 
 193,107 51 
 
275 
 
 Amount brought forward, - $'193,107 51 
 
 4,92- feet wing-dam at Skidmore's bar - 17,368 34 
 
 Removing snags, (including boats and machi- 
 nery) - . . - . 18,880 00 
 Short dams across the head of Fox river 
 bayou, and bayou at head of Little Chain, 
 supposed to cost each f 3,500, - - 7,000 OU 
 
 |236,355 85 
 Add 25 per cent, for risk, uncertainty of 
 
 river, and superintendence, - - 59,088 96 
 
 $295,444 81 
 
 On the other portions of the river, there was water sufficient for boats of 
 3 feet draught, but unless the river should be leveed in it° whole length, 
 and its banks compressed into narrower bounds, a navigation of more 
 than 3 feet cannot be obtained. Confidence is felt that wing-dams or 
 levees so constructed that they will oppose the current but slightly, will be 
 permanent,or at least preserve their position and utility for along period. 
 
 This opinion is strengthened by the facts, that where the current is 
 rapid, piers of limbers bolted to the rocks will be used, and the embank- 
 ments will be formed at places where the current will be gentle and 
 where there is a tendency already for the deposition of the sands; logs 
 lodged on the bars are seen nearly buried, the water neither washing on 
 their lower sides, nor under them; nor have the wing-dams, piers, or 
 rubble vvalJs placed in the river by Messrs. Gardner and Mundy a few 
 years since, been removed. 
 
 The question naturally suggests itself, that if the sand and earth be 
 washed out of the channels by these wing-dams, new deposites will 
 be formed immediately below them, equally as injurious as those which 
 are proposed to be remedied. The formation of the bars appears to de- 
 pend on ihe shape of the banks; and where these are so situated that 
 they now nifluence the waters to scoop out, and keep clear, sufficient 
 channels — their form, the light material of the bed of the river, with the 
 ease with which it is moved, are relied on to continue the same effiscts 
 until the relative position of the banks are essentially changed; which 
 is not often brought about by sudden transitions, but ordinarily is the 
 work of time. 
 
 The general outlines of rivers are slowly changed, and the causes 
 which influence the deposition of the earth and sands moved by their 
 currents, still more so. For where bars were forming on one side, and 
 the perpendicular bank on the opposite shore was washing away, the 
 inclined plane of the bed of the river in its transverse direction, which is 
 necessarily maintained during that operation, would always preserve a 
 sufficient depth of water under the washed shore, and must so continue 
 until new bends were formed. It therefore follows that the same causes 
 which influence a current to deepen particular places, though not en- 
 tirely permanent, (as nothing depending on the banks and beds of rivers 
 strictly can stand in that relation,) they are nevertheless subject only to 
 gradual changes, too slow in their progress to afford a reasonable ground 
 to abandon a plan of improvement for objections based alone on that 
 consideration. 
 
276 
 
 To confine the banks of streams within narrower beds than thej form 
 for themselves, is no new operation in the history of the transactions of 
 man. Rivers which overflow their banks, as they become densely set- 
 tled, are uniformly leveed to reclaim low grounds and prevent the ex- 
 pansion of floods. Experience proves that artificial levees, made in a 
 very ordinary manner, confine the waters of rivers with as much cer- 
 tainty, and with no greater expense, than waters are confined within the 
 banks of a canal. Artificial embankments are the improvements which 
 ultimately obtain on all rivers having a dense population on rich over- 
 flowed lands. Such has been the condition of the Nile from time imme- 
 morial—the condition of the Po and Adige of Italy, for centuries past — 
 the condition of nearly all the rivers in Europe, and of the Mississippi, 
 and partially so of many others in the United States. The improve- 
 ment for deepening the channel of the Hudson near Albany is of this 
 character, and has been persevered in for years. Embankments for le- 
 veing riv,ers have been very permanent, and have resisted, with success, 
 those varymg changes which rivers in their natural state constantly un- 
 dergo. 
 
 It is not overlooked that the experience of the country in many places 
 is against the use of wing-dams for the improvement of rivers; and 
 where they have been erected with reference only to deepening par- 
 ticular bars, so soon as these have been washed away, others have fre- 
 quently been formed above and below them; and when constructed so as 
 to much oppose the course of the current, the water has dammed on the 
 upper side, and in falling over undermined the lower, occasioned 
 breaches, pLirtially destroying the works, leaving portions of them stand- 
 ing their full height to the hazard of boats in medium floods. These 
 objections are entitled to great weight, and it must be admitted that, on 
 the western waters, where much of the trade is carried on in flatboats 
 coming from long distances, in which, from the nature of the business, 
 pilots cannot be employed, nor the navigators intimately acquainted 
 with the country or the river, the natural beds of the streams, in half 
 floods, are better than any plan of improvement which can be devised; 
 but as the great object of improvements is to provide for the dry seasons 
 of the year, this objection must yield to that higher consideration, it is 
 with due deference submitted, that, on the plan of improvement propos- 
 ed, these objections lose much of their force from the great length of the 
 works erected with direct reference to the shape of the banks and course 
 of the currents, which secures them in a great degree from being under- 
 mined, and lessens as much as possible the liability of boats lodging on 
 and being injured by them; and makes the proposed works more as- 
 simulated in character with the levees used on large rivers than to the 
 wing-dams with which they are now compared. 
 
 It is not supposed that the works contemplated will partake of such 
 permanency of character as to last ages without repair; like the banks 
 of a canal, they will doubtless be subject to breaches, and require atten- 
 tion and labor for their preservation. The practice and experience of 
 the world warrant the inference that a fair title for durability may be 
 claimed for them; and situated as they will be on the alluvial bed of 
 the river brought there by the waters in their natural current, the infer- 
 ence is equally clear that, when additional velocity is communicated to 
 
277 
 
 it, by reducing its width, the light materials of the bars will readily be 
 removed, and channels formed of as great depth as the navigation of 
 the river will require. 
 
 The plan of increasing the depth of water on the sand-bars contem- 
 plates, also, dams across the cut-offs, so that the whole volume of the 
 river may be confined to its natural bed. The cause of the bar near the 
 head of the New Harmony cat-otfis occasioned by the diversion of the 
 waters of the Wabash into the large bayou called Fox river, and the 
 water which is discharged through the New Harmony cut-off. It is in- 
 tended to dam the Fox river at its head— the New Harmony cut-off on 
 the rock bottom near the mill, and thus restore the current to its an- 
 cient channel. 
 
 The cutoffs straighten the direction of the river, but, on that account, 
 do not render any advantage to the navigation in low stages. The part 
 of the river the most crooked is between CofJbe island and New Harmo- 
 ny, and there the river has the greatest depth. 
 
 The descent of the river is about eight inches per mile, taken in its 
 whole extent; and 90 miles in length. The cut-offs and bayous through 
 which the water flows in floods is not one-half of that distance. If the 
 river was confined to these, its velocity would be so much increased that 
 the_ channel would have to be very narrow to afibrd water for the navi- 
 gation oi boats. It is not sound policy to use the bayous and cut-offs 
 tor that purpose; they cannot give any advantages in dry seasons, and 
 are objectionable on account of the river being the boundary, for about 
 2UU miles ol its course, between Illinois and Indiana. The borders of the 
 river are tilling with a population with great rapidity, and towns, trade, 
 and capital increasing in size, extent, and value. Slight additional aid 
 given in clearing dritt and timber from heads of bayous and deep bends, 
 would be sufficient, in more than one place, to alter the river for miles 
 in extent in both states, and leave towns, where there has been an ac- 
 cumulation of capital, destitute of the navigation which induced its loca- 
 tion. Good faith and the comity due adjoining States poin^ to the 
 necessity ot early arresting these changes in the bed of the Wabash, to 
 preserve the equality of the benefits between respective places, and the 
 good feeling of their citizens. 
 
 The plan of improving the rock bars alone and clearing out the 
 snags would De_ of immense advantage to the country bordering the 
 Wabash; and with the two feet water which it would afford in seasons 
 when the stage of the river would be as low as in 1838, which would 
 not olten occur, flat-boats c-uld descend at all times, and steamboats of 
 light draught, except impeded by ice, could navigate the river at all pe- 
 riods of the year. It is free from the objections of want of permanen- 
 cy, and hazard oi being r.^ndcred comparatively useless, by changes and 
 new formations of the river. It would connect equally navigable po? lions of 
 the WahasJi, and can he constructed for an inconsiderable sum, compar- 
 ed with the benefits it would secure to the citizens of the two States! 
 
 1 he plan of making the improvement for three feet water to the foot 
 ot the brand rapids recommends itself as afibrding a navigation at all 
 times equal to the exigencies of the country; has the advantage of arrest- 
 ing the further progress of the bayous which may hereafter become sub- 
 jects of irritability between the two Stales, and of rendering the naviga- 
 
 I 
 
278 
 
 tion quite as good as the present state of the navigation of the Ohio; 
 and, from the benetits which it would secure to their citizens, would 
 form a subject worthy of the enterpiize and co-operation of Illinois and 
 
 The (Greatest depth of water which can be obtained, at any reasonable 
 cost b/ improving the channel of the Wabasli, is three feet. This was 
 not supposed sufficient to answer the requisitions of the instructions re- 
 ceived, nor such as would comply with the statute o( the State of Indiana 
 authorizing the survey, and the intimation given in it for the examina- 
 tion of the canal route located by P. Von Smith, Esq., at the instance of 
 the citizens of Posey county. So soon as the examinations of the river 
 were completed, the survey of the canal route was commenced. 
 
 Until the report of Mr. Von Smith came to hand, which was at a late 
 period in the river surveys, it was supposed that the Wabash at New 
 Harmony, with the aid of a deep cut, would command the summit be- 
 tween that place and MountVernon, on the Ohio river. This was not the 
 ca«e, the Wabash lying too low for that purpose. 
 
 The point on the Wabash, indicated by the levels for a feeder to supply 
 this canaLis at Coffee isb.nd, six miles below the Grand rapids. Big creek 
 was o-uaged and, found to discharge less than 300 cubic teet per minute. 
 IndiSi creek and Pvush creek, if not entirely dry, could only be said to run, 
 and were useless as feeders. No situation well calculated for a reservoir 
 on Bi^ creek was perceived; which, with the doubts of the propriety ot 
 reiving on such mode to supply so large a canal, (l9 miles long, with 
 locka^?e both sides of the summit,) and the consideration that much ot the 
 benefits accruing from the work would be from the water-power it 
 would create, determined the necessity of obtaining the supply trom the 
 
 Wabash. , ,. • • rpi 
 
 This route of canal divides itself, naturally, into three divisions. 1 he 
 first or northern division embraces the deep excavation occasioned by 
 sinkino- a feeder five feet below the surface of the Wabash in alow 
 stage, and extends from the head of Coffee island to Black river, 18 
 
 ™The middle division, from Black river to Chainville, in common cut- 
 
 '" The slS'uthern division, from Chainville to Big creek, Indian creek, the 
 summit, and to Mount Vernon, 1 1 miles. 
 
 In one respect. Coffee island is an unfavorable point for a feeder or 
 the junction of a canal with the river. The high and ot the level coun- 
 trv for over 10 or 12 miles above the mouth ot White river, docs not - 
 
 proach its southwestern bank, or the bank ot theWabash, until it arrives 
 near New Harmony, and forms a plain embracing the mouths of the 
 White and Patoka rivers, more than 30 miles long and from hve to seven 
 broad which is ordinarily overflowed from 7 to lO feet deep. It is more 
 than five miles wide at Coffee island, and the nearest direction to the 
 hieh laud is almost at right angles with the course ot" the canal. 
 
 The lower part of this plain is drained by the Big bayou, which Ic-aves 
 theWabash about six miles below Coffee island, and running a southerly 
 course ten and half miles, is discharged into the Wabash one and halt 
 miles above Black river. , , , • .-.,. tn 
 
 The waters of this immense plain are too accumulated m quantity to 
 
279 
 
 be taken into a canal or passed under it, and it is objectionable to have 
 it flow for miles between the canal and the high plain at the base of 
 which, after leaving the Wabash, the canal must be located. 
 
 A bayou discharging itself into the Wabash a short distance 
 below the head of the canal, carries off the waters on the subsid- 
 ence of the floods from the low grounds between the high lands border- 
 ing the valley and the bank of the river. A ditch 29 chains long will be 
 necessary to turn its channel into the Wabash above the canal. Fur- 
 ther explorations may make it necessary to extend ditches from this 
 bayou to drain the waters intercepted on the low plain by the bank of 
 the canal; but, if any such necessity exists, the expense of forming the 
 drains, from the surveys which have been made, will be inconsiderable, 
 and no provision is made for them. 
 
 The dimensions of the canal which are here estimated are, for the least 
 width at surface of water, 52 feet, width at bottom, 344 feet, with spaces 
 at all places, once in half a mile, where the banks are not sufiiciently 
 apart, of lOO feet wide, for steamboats to pass each other; the banks 
 not less than eight feet high; the slopes on both sides, as well as the 
 canal, of one and three-fourths feet base to one foot perpendicular rise; 
 the tow-path ten' feet wide at top, the berm bank six feet; the locks 
 38 feet wide and 175 feet long in the chambers; water-way of aqueduct, 
 42 feet wide; and the bridges built with draws, to turn on a pivot with 
 a rack and pinion, to open for the passage of boats. 
 
 The first eight miles from the Wabash will be very expensive, and 
 there would be not more than ,^44,000 additional cost in changing the 
 plan, by raising the level of the canal six feet by a dam across the Wa- 
 bash, at the lo-werend of Coffee island, nine feet high — the dam provi- 
 ded with a lock for the passage of steamboats in the Wabash; and the 
 lock of six feet lift added to the canal. 
 
 More perfect surveys and examinations may find this the least expen- 
 sive mode; and from the fact of its forming the best improvement for the 
 CoflJee island rapids and the rapids at White riVer, it presents a strong 
 reason for the construction of the canal as well as the change of plan. 
 
 In making the comparison, the dam and steambont lock on the river, 
 and the six feet lock on the canal, were estimated at ,f)305,000. 
 
 It is not contemplated that the proposed canal will command the 
 steamboat trade except at times of low water. Its want of width and 
 the necessity of using horses to tow the vessels will give the preference 
 to the river when it can be used. The nature of the trade will hardly 
 permit steamboat owners to have relays of horses on the line of the 
 canal; these must be hired, which will increase, in some measure, the 
 hazards of delay. 
 
 A steamboat canal on the margin of the Wabash should be six feet 
 deep and lOO feet wide, with the banks paved with stone, so that boats 
 might pass each other at all places, and be propelled by steam. Such a 
 canal, with a dam and lock at Coffee island sufficiently high to raise the 
 water four feet on the rapids at the mouth of White river, would be an 
 effectual improvement of the Wabash from the Ohio to some 15 or 20 
 miles above the Grand rapids. Its cost, however, places such a work 
 out of the question. It could not be constructed for less than three and 
 a half millions of dollars. 
 
280 
 
 The plan of the work proposed, although not perfect as regards 
 the navigation of steamboats, is well calculated for the trade of the 
 country. Its size will render the freights cheaper than thej could oth- 
 erwise be on a canal of less dimensions, and it also combines the advan- 
 tage of affording a tolerable mode for the business of steamboats at all 
 seasons of the }ear when free from ice. 
 
 The distance between Mount Vernon and the mouth of the Ohio, by 
 the map, is 19 miles, and the distance in the length of the voyage from 
 ihat point to the Grand Rapids will be shortened more than one-half by 
 the canal. How far this circumstance, combined with its safety, will 
 compensate for the difference between using it and the river, is difficult 
 to determine, although it is clear it must have some influence on the 
 business and the tolls which will be received. 
 
 After leaving the Wabash the canal will be carried near its bank for 
 six and a half miles in a southerly direction, where it meets the Big 
 bayou, which for ten and a half miles in the same course, by being slightly 
 excavated and straightened, will save half the cost of a canal in the com- 
 mon level of the plain. From the bayou it passes near the Wabash, one and 
 a half miles to Black river, which in floods swells to a large stream. It 
 lies too high to be crossed with a dam, and not sufhciently so for a wood- 
 en trunk aqueduct to be safe from floods. The canal is carried over this 
 stream on a culvert often semi-circular arches of twenty feet span to give 
 it sufficient water way. The cost of this structure is estimated at $5S,000. 
 It is in the oack-water, and no apprehensions from drift are entertained. 
 
 From Black river to New Harmony, a distance of three and a fourth 
 miles, is a very uniform plain; passing it the canal will be carried along 
 the foot of the bluff bank on the left side of the cut-offs, for nearly one 
 mile; thence generally near the river to Chainville, the end of the mid- 
 dle division. 
 
 From Chainville the canal begins to diverge from the valley of the 
 Wabash by turning in a more easterly direction up the plain of Big 
 creek. After some progress had been made in the surveys, the surface 
 of this creek was found to be too low to admit of being crossed in a dam 
 of 28i feet in height without flooding more country than was considered 
 prudent or safe for the work. 
 
 The level of the canal is so little elevated above the range of the floods 
 that a stone aqueduct is here necessary. The aqueduct has three eliptic 
 arches of 50 feet span and 17 feet high. The highest floods will rise 
 over the top of the arch against the aqueduct; but from the extent of the 
 water-way, the small descent of the stream, and its situation in the 
 back-water of the Wabash, it is supposed safe from drifts. The cost 
 of this structure will be |86,000. 
 
 From the aqueduct to the foot of the ridge dividing the waters between 
 the Wabash and the Ohio, the canal is taken two miles on the south- 
 western banks of Big and Indian creeks. In ascending the ridge the 
 ascent is 12 feet in one mile; in the second mile, it raises from 12 to 2l 
 feet; the third mile, from 2l to 33; the next half mile rises to 38 feet and 
 descends to 33; the next mile of the summit descends to fifteen feet, 
 which is the height of the plain one mile from the locks on the bank of 
 the Ohio river. The lockage is overcome by four locks, the three first 
 next the Ohio of 14 feet lift, and the fourth of 15 feet lift. 
 
281 
 
 The cost of the northern division, 1 8 miles 28 chains, is |932,"'250 l6 
 of the middle division, I '2 miles *i7 chains 22l,80(i37 
 
 of the southern division, 1 i miles l5 chains 1,065,051 22 
 
 4 t 70 S '^.^j 19.107 75 
 
 The route o.nd plan arc not favorable for cheap construction. In tak- 
 ing a feeder from a large stream with small descent, much cost is una- 
 voidably encountered. To this, in the present instance, are to be added 
 the large size of the locks, the necessity for draw-bridge?, the cost of a 
 stone aqueduct ov(>r Big creek, the expensive culverts over Black river, 
 and a guard-lock 33 feet in height, estimated to cost ,^i'J3,00l), at the 
 head ot the canal, which, with the deep excavation at the Wabash feeder 
 and the deep 'cut near the Ohio, swells the costs much beyond the price 
 per mile for which canals have been generally made. 
 . It is proper lo remark that the estimates for the northern and middle 
 divisions were made'from the notes and levels taken in the river surveys, 
 and on a revision would be sus(;eplible of improvement; which, to some 
 extent, would reduce the cost of the work and shorten the route. This 
 remark is particularly applicable to the middle division. The southern 
 division was carefully 'surveyed to determine the point of a feeder from 
 the Wabash; and as the line down the river was carried along the plain 
 on which the upper part of the line must l)c located, (thatiact being de- 
 termined by tbe course of the bayou,) a re-survey for all practicable pur- 
 poses was unnecessary; and to compensate for the ditt'erence of costSj 
 which may be saved by a strict examination, no allowance has been, 
 charged for contingencies and siipcrintendenco. which will amount to a 
 sum which will at least equal all the benefits derived from the final 
 location. 
 
 The greatest portion of the expenses of the canal is at its tormina* 
 tions. The first eight miles, next the Wabash, are estimated to cos! 
 |73 1,933 48, and the first four miles next the Ohio, .§795.037 2S. 
 
 The locks and aqueducts are estimated to be built of hewn stone, laid 
 in hydraulic cement. 
 
 The plan and estimates provide for a moderate sized basin for steam- 
 boats at IV'jount Veruon, and a basin lor mills and water privileges. 
 
 Ir. the'reeeipt of tolls, and the rents derived from the sales of tiie water- 
 power, tht^ canal would have an advantage over the improvements 
 contemplated in tlie chimnel of the Wabash. The country tijrough 
 whicii ih'.r canal route passes, in the greatest part of its length, is well 
 cultivated, rich in agricultural productions, abounds in timber, and is 
 supplied with iron ore, limestone, a, id marble. It is nearly dcsti'ute of 
 water-power; consequently, its introduction would be of imnlense value. 
 
 There are now in operation in i'osey county '2 steam engines, which 
 arc said to cost their owners the average sumof |,"2,G00 each, or the gross 
 sum of ,f24,0!J3 annually, for keeping them in fuel. 'I'he construction of 
 the canal would create water-power to an extent which would only be 
 limited by the demand. It could he used from l?lack river to Big creek, 
 as well as at the site at Mount Vernon, where it would have a iaii, in 
 ordinary stages of the Ohio, of more than forty (cet. 
 20 
 
28*2 
 
 The extent of the manufactarcs, now in Posey county, warrants the 
 belief that its citizens would, soon after the water privileges were otter- 
 ed for sale, become purchasers to the amount they now expend for tuci 
 on their mills; and the facihtics for procuring raw materials, with the 
 command of markets on or near the Ohio, would so induce the 
 establishments of emigran's for manufacturing i^our, lumber, and iron, 
 that five years would not elapse before the rents for water privileges 
 would be worth $'30,000 annually; which, with the tolls received, al- 
 thoiurh thev will not be so large in amount as if the canal was more re- 
 mate°from the Wabash and the canal now being constructed between 
 Evansville and Terre Haute, yet would go far towards reimbursing, 
 or perhaps, in time, completely paying its cost of construction. 
 
 The extreme sickness of the season greatly retarded the surveys,_in- 
 creased its expense, prevented, in some measure, that close examination 
 which, und.'rother circumstances, would have been given; and, from the 
 ill health consequent on its exposure, have unavoidably delayed this cona 
 mnnication until the present moment. ' 4 
 
 The disbursements made previous to the 1st of December, were— ^ ^ 
 On contracts with Messrs. Wilson, & Co. - - . v 1^09 00 ' 
 
 Tor surveys and superintendence - - . - " 4,iy^^ 
 
 $10,601 31 
 
 Of this sum — , 
 
 The Commissioners on the part of Indiana paid: 
 For construction acc'ount - - $4,093 00 
 surveys and superintendence - 1,056 83 
 
 The Commissioners on the part 
 of Illinois paid: 
 For construction ' - - - ^■>^*l^ ^^ 
 surveys and superintendence - 3,135 48 
 
 f5,149 83 
 
 5,451 48 
 
 10,601 31 
 
 As per account with vouchers rendered. 
 
 Appended are abstract of contract prices, specitications, and notice 
 exhibited at the letting, and blank foim ot contracts. 
 
 All of which is respectfully submitted. T>TTr.o 
 
 D. t»lll\K, 
 
 Principal Engineer^ Wabash r 
 
 iver- 
 
^93 
 
 Abstract of conii act prices for the lock and dam at the Grand Rapids of tin 
 Wabash river. 
 
 Lock Section No. 1. 
 
 
 
 Dam Section No. -2. 
 
 William Mudge, contractor. 
 
 
 
 Baker, Rilej & Co., 
 contractors. 
 
 Items. 
 
 
 
 
 
 P> 
 
 ices. 
 
 prices. 
 
 For regular coursed masonry in lock and 
 
 
 
 
 abutment walls, per cubic yard, if the 
 
 
 
 
 materials be procured from the quarry 
 
 
 
 
 at Porlersville - - - - 
 
 |14 
 
 00 
 
 $14 00 
 
 If from the quarry near Gater's 
 
 16 00 ! 
 
 14 00 
 
 If from the quarry near Petersburg - 
 
 11 
 
 30 
 
 13 00 
 
 For earth excavation, in lock-pit above 
 
 
 
 
 water, per cubic yard - 
 
 
 18 
 
 
 For earth excavation in abutment-pit 
 
 
 
 
 above water, per cubic yard 
 
 
 
 13 
 
 For earth excavation in lock-pit below 
 
 
 
 
 water, per cubic yard 
 
 
 50 
 
 
 For earth excavation in abutment-pit 
 
 
 
 
 below water, per cubic yard 
 
 
 
 50 
 
 For rock excavation in lock-pit below 
 
 
 
 
 water, per cubic yard 
 
 I 
 
 GO 
 
 
 For rock excavation below water and be- 
 
 
 
 
 low lock pit, per cubic yard 
 
 I 
 
 50 
 
 
 For stone tilling in crib protection, above 
 
 
 
 
 and below lock, per cubic yard - 
 
 1 
 
 50 
 
 
 For stone tilling in dam, per cubic yard - 
 
 
 
 1 10 
 
 For stone pavement or rip-rap protection 
 
 
 
 
 below lock cribs, per cubic yard 
 
 1 
 
 50 
 
 
 For stone rip-rap protection below abut- 
 
 
 
 
 ments, per cubic yard - 
 
 
 
 1 10 
 
 For square timber in crib protection wall, 
 
 
 
 
 per lineal foot - - - . 
 
 
 14 
 
 
 For square timber in lock foundation, per 
 
 
 
 
 cubic foot - . . . 
 
 
 14 
 
 
 For timber in cribs of dam, per cubic foot - 
 
 
 
 14 
 
 For timber in abutment foundation, per 
 
 
 
 
 cubic foot . . _ . 
 
 
 
 14 
 
 For timber in culvert foundations, per cu- 
 
 
 
 
 bic foot - - - . . 
 
 
 13 
 
 14 
 
 Fcr square timber in culverts, per cubic ft. 
 
 
 13 
 
 ir 
 
 For round ties, per lineal foot 
 
 
 10 
 
 ic 
 
 For puddle, per cubic yard 
 
 
 40 
 
 35 
 
 For sheet-piling, per square foot - 
 
 
 10 
 
 6 
 
 For 6 inch covering timber for dam, per 
 
 
 
 
 superficial foot - - . - 
 
 
 
 121 
 
284 
 ABSTRACT— Continued. 
 
 Lock Section No. 1. 
 
 
 Dam Section No. 2. 
 
 William Mudge, contractor. 
 
 
 Baker, Riiey & Co., 
 contractors. 
 
 Items. 
 
 
 
 
 prices. 
 
 , prices. 
 
 For wrought-iron in straps, clarnpSj screws, 
 rods, chains, gate-irons, and all other 
 wrought-iron about the dam, lock, or 
 culverts, except the spikes, per pound - 
 
 For cast-iron, including capstan wheels, 
 shafts, and all other cast-iron, per lb. 
 
 For square timber in gates and mitre sills, 
 per cubic foot - - - - 
 
 For wood-work in lock-gates'and mitre-sills, 
 including framing, planking, fitting pad- 
 dle gates, and all the wood-work reprc 
 sented in the drawings or described in 
 the specifications, and hanging the gates 
 complete, for the gross sum of - 
 
 For 3 inch plank on lock, culvert, or abut- 
 ment foundations, per square foot 
 For '2 inch plank in lock, culvert, or abut- 
 ment foundations, or for facing walls of 
 cribs, per square foot 
 For wrought-iron spikes in dam, crib pro- 
 tection, lock-gates, chamber of culvert, 
 per lb. - - 
 
 For gravel above dam, per cubic yard 
 For gravel in culvert cribs - 
 For earth excavation in culvert-pit 
 For earth excavation in side-cut canal, per 
 
 cubic yard - - - 
 For embankment for guard-bank - 
 For clearing and grubbing under guard- 
 bank, per linea! chain - - ;; 
 
 GOO 00 
 10 
 
 20 
 
 40 
 16 
 
 16 
 14 
 
 G 00 i 
 
 18 
 
 5i 
 
 18 
 35 
 35 
 15 
 
 15 
 16 
 
 5 00 
 
285 
 
 jSlrticle of Agreement 
 
 Entered into this da}^ of one thousand eight hun- 
 
 dred by and between M. K. Alexander, Commissioner of the 
 
 State of Illinois, and acting in its behalf, and Thonms H. Blake, Com- 
 missioner of the State of Indiana, and acting in behalf thereof, party of 
 the first part; and 
 party of the second part 
 
 Witnesseth, that the said party of the second part, for and in consid- 
 eration of the payments, and covenants hereinafter mentioned, to be 
 made, the said party of the second part do hereby agree, covenant, and 
 engage to furnish all the materials, and perform all the labor, necessary 
 to build and construct section No. of the joint improvements 
 
 of the States of Indiana and Illinois, of the Wabash river at the 
 embracing the together with the abutments, guard- 
 
 banks, canals, crib protection-walls, pavements, and all the fixtures re- 
 presented in .the drawings or described in the specifications exhibited at 
 the letting of said section; which drawings and specifications are deemed 
 and taken as part of this contract; and further agree to build and con- 
 struct all the walls, embankments, crib-work or other fixtures, which 
 may be directed by the engineer having charge of the work. 
 
 In consideration of the work so to be done and executed, it is agreed 
 and understood, that there shall be paid by the Commissioners aforesaid 
 to tlie said party of the second part, as fellows: 
 
 For regular coursed masonry in lock-walls, per cubic yard, 
 If the materials be procured from the quarry at Portersville, 
 If from the quarry near Gaiter's, 
 If from the quarry near Petersburg, 
 
 For earth ex'-avatiou in abutment pit above water, per cubic yard, 
 For earth excavation in lock-pit below water, per cubic yard, 
 For earth excavation in abutment pit below water, per cubic yard. 
 For rock excavation in lock-pit bcdow water, per cubic yard, 
 For rock excavation below water, and below lock-pit, per cubic yard, 
 For stone filling in crib protection, above and below lock, per cubic 
 yard. 
 
 For stone filling in dam, per cubic yard, 
 
 For stone pavement, or rip-rap protection, below lock-cribs, per cu- 
 bic yard, 
 For stone rip-rap protection below abutment, per cubic yard. 
 For square timber in crib protection-walls, per lineal foot, 
 For square timber in lock foundation, per cubic foot, 
 For timber in cribs of dam, per cubic foot, 
 For timber in abutment foundation, 
 For timber in culvert foundation. 
 For square timberin culvert, per cubic foot, 
 For round tiers, per lineal loot, 
 For paddle, per cubic foot. 
 For sheet piling, per square foot, 
 
 For 6 inch covering timbers for dam, per superficial foot, 
 For wrought iron in straps, clamps, screws, rods, chains, gate irons, 
 and all other wrought iron about the dam, lock, or culverts, except the 
 spikes, per lb. 
 
286 
 
 For cast iron, including capstan wheels, shafts, and all other cast iron,, 
 per lb. 
 
 For square timber in gate and mitre-sills, per square cubic foot, , 
 
 For wood work of lock gates and mitre-sills, including framing, 
 planking, fitting paddle-gates, and all the wood woik represented in the 
 drawiag, or described in the specification?, and h;ingihg the gatesVora- 
 plete, for the gross sum of. 
 
 For 3 inch plank in lock, culvert, or abutment foundations, per equare 
 foot, 
 
 For 2 inch plank in lock, culvert, or abutment foundations, or for fac- 
 ing walls of cribs, per square foot, 
 
 For wrought iron spikes in dam, crib-protection, lock-gates, chamber 
 of culvert, per lb. 
 
 For gravel above dam, per cubic yard, 
 
 For gravel in culvert cribs. 
 
 For earth excavation in culvert pit, per cubic yard, . 
 
 For earth excavation in side-cut canals, per cubic yard,.^ 
 
 For embankment for guard-bank, per cubic yard, 
 
 For clearing and grubbing under guard-bank, per lineal chain, 
 
 it is understood that the prices offered for the above items are intend- 
 ed to include materials and labor of every description required to fit 
 and put them in the work. The plank, timber, and all other materials 
 paid for by measurement or weight, shall be estimated, or the quantities 
 shall be determined, by the dimensions of the timbers, or oiher item, as 
 it lies in the work when finished. 
 
 No allowance will be made for bailing water, and no extra allowatice 
 will be made in any case for the performance of this contract, beyond 
 the sum stipulated herein, except lor additional or extra work. 
 
 It is further agreed that any items of work that may necessarily 
 occut in or about the lock and dam, not already specified in this con- 
 tract, or represented in the plan, or described in the specifications, and 
 which may be directed to be done by the engineer, shall be estimated 
 by him and paid for according to its value. 
 
 And it is further agreed that this contract or any part thereof shall 
 not be transferred, or sub-contracted in any manner, or under any pre- 
 tence whatsoever, except for the procuring of materials. 
 
 And the party of the second part further pgree that, whenever requir- 
 ed by the Commissioners aforesaid, or the engineer having charge of <he 
 works, will engage and employ a first rate mechanic to 
 
 superintend the construction of the structures included in tbis contract, 
 whose qualifications shall be approved of by the Commissioners or engi- 
 neer aforesaid; and the party of the second part further covenant and 
 agree to dismiss fron^ service and employment, such me- 
 
 chanic or any disorderly quarrelsome person, who shall wantonly com- 
 mit any trespass, either upon the person or property of any individual 
 whatever, or be guilty of any offensive conduct of any kind: and at any 
 time, the party of the second part covenant and agree to discharge 
 from service, all and every person or persons employed by 
 
 or under whenever thereto directed by the engineer hav- 
 
 ing charge of the works. 
 
And it is further understood and agreed that the party of the second 
 part shall commence said section No. including the 
 
 and other works, on or before the 1838;. and it is further 
 
 agreed that the said party of the second part shall and will, in all and 
 every thing and matter, conform to the orders and directions of the 
 chief engineer, or ;is5;3iani. engineer, or o:her person having charge of 
 the work, and do and execute all the work in the said contract men- 
 tioned in the mode and manner directed by them; ajid whenever the 
 said engineer may and shall think proper to change, alter, enlarge, di- 
 minish, or alter the amount of work or location of the woik on this con- 
 tract, he shall have full pof.ver and authority to do so; apd the said party 
 of the second part do bind faithfully to observe and obey 
 
 his instructions and directions touching such change, alteration, enlarge- 
 ment or lessening; and when the same is done, the said engineer frhali 
 have full power to make such addition to or deduction from the amount 
 agreed to be [iaid for the work as, in his opinion, may be just and 
 equitable. 
 
 It is further understood and agreed by the parties that, in case the said 
 section No, embracing the shall 
 
 not be commenced.within ,the tune above stated; or if at any subsequent 
 period, the party of the second part should^ in the opinion of the engi- 
 neer having cltarge of the work, j'ail, refuse, or neglect to prosecute this 
 contract with a force proportionate to the quantity of the work to be 
 done, and the period in which it is to be completed, or shall sub-contract 
 or relet said section No. or any part thereof; or shall not 
 
 give personal superintendence to the work, or shall refuse at any time to 
 conform to the directions of the principal engineer, or assistant engineer, 
 or superintendent of the works, or shall violate, in any way or manner, 
 any of the stipulations, provisions, or conditions of this contract, the 
 Commissioners shall have power to declare this contract forfeited, and 
 null and void; and, on their declaration, the same shall cease and deter- 
 mine forever, and as if it had never been made, and they may proceed to 
 relet the same; and in case of such declaration or forfeiture, the retain- 
 ed per centage, hereinafter provided for, shall belong to the State? of 
 Indiana and Illinois, as a compensation for damages which, it is hereby 
 agreed by the parties, they shall be entitled to in consequence of a fail- 
 ure of the party of the second part to perform the stipulations of this 
 contract. 
 
 It is understood, and mutually agreed, that, if in the opinion of the 
 principal engineer at any time the parly of the second part shall fail to 
 give reasonable assurance of finishing the contract in the time specified 
 for its completion, the said engineer, with the consent of the Cont>- 
 missioners aforesaid, shall have full power to authorize an agent to em- 
 ploy hands, purchase materials, and complete the work; the expense of 
 which shall be chargecl to the party of the second part, and he deducted 
 outof the amount which would be due under the terms of this contract; 
 and in the final settlement of accounts, the receipts of such disbursements 
 made by such agent shall be taken and considered as good off-sets to 
 the amount due to the party of the second part. 
 
 It is mutually undcrst od and agreed that the amount of work done, 
 and the materials delivered at the site of the works, at contract prices, 
 
288 
 
 and the value for the stone quarried and delivered near the quarries, shall 
 be estimated by the pnncipiil engineer as nearly once in each month a» 
 can be conveniently done; and that, for eighty five per cent, of such esti- 
 mate, the party of the first part will give, within ten days after, their 
 chCvOlis to the party of the second part on the Branch Banks, either at 
 Mount Carniel or at Vincennes, payable at siglit; and that when this 
 section No. shall be completed and finished according to 
 
 the contract, plans, specifications and directions of the engineer, or with- 
 in thirty days thereafter, the amount and value of all the works and ma- 
 terials sh;jll be valued by the engineer in charge of the works; and on 
 the presentation of his certificate, or within ten days thereafter, the ba- 
 lance due the party of the second part, in eluding the amounts of the fif- 
 teen per centages retained from time to time, shall be paid to the party 
 of the second part. 
 
 And it is further understood and agreed that the decision of the princi- 
 pal engineer shall be final and conclusive, as to the manner of the work 
 and the qu;ility of the materials to be used in the structures embraced 
 in th'ii section, and eonclusive in all disputes, matters and things relating 
 to this contract; and each and every of the said parties do hereby waive 
 any right of action, suit or suits, or other remedy in law, or otherwise, by 
 virtue of-^aid covenants, so that the decision of the said principal engi- 
 neer shall in the nature of an award be iina,i and conclusive on the rights 
 of the parties. , 
 
 T!ie party of the second part covenant and agree to finish, complete, 
 and deliver up this contract on or before the day of 
 
 In witness whereof, the parties have hereunto set their hands and 
 aeiils, this day and year first above written. 
 
 Specijications of the zvorks at the Grand Rapids of the, Wabash river. 
 
 The chamber of the lock will be 175 feet long, from quoin to quoin, 
 and 38 feet wide. The whole length of <he lock, including the cliam- 
 ber, will be 236 feet; the river wall will have a base of 16 feet, and the 
 wall on the shore side of the lock a base of 14 feet in width. 
 
 The lock-pit, if the rock of the river bc;d should not prove sufficiently 
 solid to form parts of the walls, will be excavated 24-1 feet long in the 
 bottom and 76 feet wide, except along the middle of the chamber, on a 
 distance of about lOO feet, where it may be reduced to 72 feet wide. 
 The bottom of the pit will be excavated to such depth, and the slopes of 
 the sides and the ends of the pits shall have such inclination as the en- 
 gineer may direct. The parts of the bottom of the pit on which ma- 
 sonry is to be built will be required to be dressed dowm to an even, solid, 
 Siorizontul surface; and where the rock proves to he sufficiently com- 
 pact and firm to be used for a portion of the walls, it will be required 
 to be cut off in benches, smooth and without being shattered, to corres- 
 pond in height and width with the courses of masonry. And in the 
 same manner where the rock is fitted to receive timbers, a solid, even 
 bed must be prepared for the same to rest on or lie against, where the 
 
289 
 
 sides or ends come in contact. In case rock should occur in the abut- 
 ment-pit, the same reguhitions will be observed. 
 
 The rock in,t!ie bed of the river below the lork-pit, between the pro- 
 tection wulb, will be excavated to such width ^ind depth as may be 
 found neecowiry tor the admission of boats and vessels into the lock; the 
 quantity and dimensions of which excavations will be determined by the 
 engineer. 
 
 The foundation timbers which form the bottom of the lock arc to be 
 hewn sqiuiro, laid side by side, l4 inches deep and not less than 12 
 inches wide, and long enough to extend 2i feet under each wall; a hole, 
 2 inches in diameter and 20 deep, is to be diilled near the centre line of 
 the lock under the middle of each timber, and a seasoned locust or whit- 
 oak pin, 2 inches in diameter, pierced through the middle in the direc- 
 tion of its length, with a half-inch hole; it is to be driven firmly into the 
 hole in the rock. Each timber as it shall be laid will be secured by a 
 7-8 inch bolt, driven through it into the bole in the rock below. The 
 bolts to be ragged at the ends. The timbers are to be covered with 3 
 inf-h white-oak plank, laid lengthwise of the lock, and secured with 
 U inch seasoned white-oak or locust pins, 10 inches lor.g, and put in in 
 the proportion of two to every third timber in each plank. Both the 
 timbers and the planks are to be fitted closely to the rock, and the Joints 
 between the ends of the planks and the joints between the timbers and 
 the rock are to be made water-tight. 
 
 The walls of the lock will have the form and dimensions represented 
 in tb • plan; they will be vertical on the faces towards the chamber, from 
 the head of the lock to the upper hollow quoin, and from the upper end of 
 the lower recess to the lower end of the wall. The face of the wail be- 
 tween the upper hollow quoin and the upper of the lower recess will 
 have a curv.- at tlie top of 2 inches — the line of the wall at the bottom 
 wil: be straight; the outer face of the wall on the river side will have 
 an inclination or batter of U inches to each foot in length; the back of 
 the lock on the land side of the lock will have an inclination, to be made 
 in offsets of 2J inches to each foot in height. 
 
 The wails are to be regular coursed masonry throughout; the smallest 
 courses are not to be less than 14 inches thick or deep, and they may 
 vary from 14 to 30 inches; [he stones which form the inner faces of the 
 walls are to be cut smooth on the face, and the beds and joints are to be 
 dressed even, and so as to form right angles with the face, except the 
 beds of the lower course on each side, which are to be bevelled in such 
 manner as to give the curved part of the wall the desired inclination; 
 the stretchers are to have beds and joints of not less than 24 feet in 
 widdi, measured from the face back into the interior of the w^all. 
 
 The headers, in all the courses from l4 to 24 inches thick or deep, are 
 to be two feet wide from joint to joint measured horizontally on the face; 
 and in courses of more than 2 feet in thickness, the headers on the face 
 of the wall to be cut square, with the same bed as thickness, the beds of 
 the headers to be dressed evenly throughout, and the joints are to be 
 dressed as far back as the joints of the stretchers will extend; each bender 
 shall extend back into the wall of the full size of at least 4h feet in the 
 smallest courses, and 5 feet in the courses which are more than 16 
 inches deep on the face; the headers in each course are co be placed at 
 intervals of not more than lOfeet, measuring from centre to centre; the 
 
290 
 
 space between them shall be nlled with e'ther one or two stretchers. 
 The headers and stretchers in the outer face of the river wall are to be 
 of the same dimensions as those on the inner face, but the laces of those 
 on the outer side are to be bevelled so as to give the wall the inclina- 
 tion or batter above mentioned. A draught is to be cut around the face 
 of each stone, aad the middle pnrt may be dressed off with tho pick and 
 bash-hammer; the headers in the back of the wall, on the land side of 
 the lock, are to be of the same dimensions as those in the face; and in all 
 places in the wails where the header," will not lap or pass each other in 
 the centre, a third course of headers are to be laid, of a suitable length 
 in the interior of the wall, in such manner that they will reach or ex- 
 tend one foot or more beyond the headers from the sides of the wall. 
 The backing is to be made up of stones of the same thickness or depth 
 as the face stones, both beds are to be dressed so as to give even and 
 parallel surtVices. The sides of the backing stones are to be dressed 
 with the hammer, and generally to contain not less than lO cubic feet, 
 and are to be so arranged as to break joints, in order to bind the waH' 
 strongly together, and give the whole width of the structure a fiim bond. 
 The mortar joints in the face of the walls are not to exceed 3 sixteenths 
 of an inch in thickness. 
 
 When one course shall be laid throughout its whole extent, it must be 
 well grouted, and the whole of the upper bed dressed off to an even 
 horizontal surface, before the commencement of another course. The 
 thickest courses are to be laid in the bottom of the wall, and the thin- 
 ner courses to vards the top, unless otherwise directed by the engineer. 
 
 In each superior course, the headers are to be placed midway between 
 the headers in the course below, and the backing stones in it are to be 
 so arranged as to break joints with the backing stones and headers in 
 the course below. 
 
 The breast of the lock will be raised to such height as will hereafter 
 be determined by the engineer, and will be covered with oak timbers 
 of the same dimensions, and with 3 inch plank in the same manner, and 
 the timbers to be extended into the walls the same distance as the tim- 
 bers and plank are laid in the parts of the chamber of the lock ; a double 
 course of sheet piling is to be put in acioss the upper end of the lock 
 and the upper ends of the pile plank and are- to be so fitted as to make 
 a water-tight joint with the plank which covers the breast. Under the 
 mitre sills tiie wall is to be formed of large stone, with beds and joints, 
 cnt and fitted in such manner as the engineer may direct. The faced 
 stones under the mitre sills are to have vertical joints at right angles tQ 
 the curve of the breast; holes are to be drilled in the wall to receive 
 iron rods to secure the mitre sills. 
 
 The mitre sills will be made of the form and dimensions repre- 
 sented in the plans; they will be put in after the lock walls are built, 
 and secured to the foundation timbers with eighteen 1 inch square bolts, 
 30 inches long, put in at such points as the engineer may direct. The 
 timber will be of the best white-oak, hewn smooth and planed, and the 
 joints fitted in the best manner. 
 
 The upper mitre si'ls will have, in addition to the common bolts, bolts 
 of 14 inch iron, to pass through (he timbers into the wall below; there 
 will be four of these long bolts in each upper mitre sill. ; 
 
 The coping, hollow quoins, and breast stones are to be of such com- 
 
291 
 
 pact strong stone as shall be approved by the engineer; the coping- 
 stones are to be of the dimensions represented in the plans; they are 
 to be in all cases not less than l8 inches thick. The quoin and breast 
 stones are to be of such form as the engineer may direct; < hey are to 
 contain each not less than 25 cubic feet. 
 
 The mortar u^sed in the walls is to be made of hydraulic'lim^and cleaii 
 sand mixed in such proportions and made in such manner as the engi- 
 neer may direct. The stones are all to belaid in thick mortar, extend- 
 ing 18 inches back from the front, the wall being first wet before it re- 
 ceives the mortar; the stone to be laid will then be wet, brought to its 
 position, and settled with a heavy maul, until its surface bears firmly on 
 the stone bener.th, crushing out all surplus mortar, and leaving only !so 
 much as will fill the cavities; the face of the stone will be brought to its 
 vertical position by sinking arid not raising the back part; the end^^of 
 the stone will he placed closely in contact without mortar, and the jo nt 
 will afterwards be filled by crowding the mortar forward from the back 
 of the stone, by means of a thin iron blade made for that purpose; thin 
 mortar or grout is to be used for filling up tlie joints and cavities ater- 
 each coarse shall be laid. All the grout used shall first be made iita-' 
 thick mortar well mixed, and afterwards reduced to the proper corsis- 
 tency by the addition of water. 
 
 The capstan wells are to be placed in the walls as represented in he 
 plan; from ihc bottom of the coping to the'bottom of the well, they ire' 
 to be 18 inches square; the part through the coping is to beenlargeata 
 receive the cast iron frame of the v>^heel and pinion; a plate ofcastirduy. 
 with a socket to receive the end of the capstan shaft, is to be built in, the 
 bottom of each well; when the lock wall i^ laid, the plrite is to be lair 
 upon a stone of large size, and secured to it by bolts. Holes, U inch irt 
 diameter and 6 inches deep, are to be drilled into the stone, and filled 
 up with a seasoned white-oak or locust plug; the spikes are to be driverl 
 into these plugs; the opening from the bottom of the well to the iace ol 
 the wall is to be l8 inches wide and 18 inches high at the end next to 
 the well; the bottom of this opening will have a descent from the well 
 outward, of 2 inches in each foot-, the lap will he horizontal; a bar off 
 iron, 4 inches wide and 1 inch thick, will be laid in the w^all on a leveh 
 with the bottom of the capstan drum, and 1 foot back from the face of 
 the lock wall; this bar of iron will extend 1 foot at each end into the^ 
 wall,and will be let mto the lower stone, so that the upper surface of I 
 the bar may be level Mnth the surface of the stone. 
 
 The shaft, drum, wheel, and pinion, to be placed in each capstan welly 
 are to be of cast-iron; the gudgeons and journals are all to be turned 
 and well fitted to the boxes. , 
 
 There will be 3 chains to each gate, 1 to open it, 1 to shut it, and 1 
 about 6 feet long, to secure it to its place when opened during a freshet. ' 
 The chains will be made of h inch round iron, with short links partially 
 twisted; the chains for drawing open the g::-tes will be fastened to the 
 mitre post by a staple bolt inserted near the surface of the water; the 
 chains for closing the gates will be attached near the bottom ol the 
 lock, at the lower gates, and near, the top of the mitre sills, at the upper 
 gates; these chains will be attached to the mitre post by a i inch iron 
 
292 
 
 rod passing through the eye bolts, and fastened at the top by a key; the 
 chains will be fastened to the drums by a staple bolt. 
 
 The franfies of the lock gates are to be made of the best quality of 
 white-oak timber, seasoned at least one year. The gate bars are to be 
 framed into the rnitre an.', 'juoiii posts by double tenons on each end. 
 The joints are to be strengthened by plates of iron (T's and L's) let into 
 eaeli face of the timber, and secured by I inch screw bolts; a band of 
 . iron is to hi-, put upon the top and bottom of each quoin and mitre post; 
 the bands are to be driven on to the ends of the posts, and secured by 
 driving wedges into tlic ends of the timber. 
 
 There vs^ill be 5 cast iron paddle gates, each 30 i«ches square, in each 
 lock gate; they will be placed between the lower bar in the manner re- 
 presented in the plan, with the rods and irons in which they are worked 
 and secured. A cast iron box, with a socket, is let into the quoin post, 
 and fastened with wedges; a pedestal, with a pivot to fit into this socket^ 
 is t3 be placed upon the lower course of plank, and secured by bolts; 
 this pivot and socket will i'orm the hinge for the bottom of the gate; the 
 ■upper end of the quoin post will be supported by an iron collar, secured 
 by anchor bolts, as represented in the plans. 
 
 The roller-way will be formed of a piece of white-oak tinnber, l4 in- 
 ches wide and 8 inches thick, cut so as to form the proper curve, to 
 be spiked to the lower, course of plank in th^' bottom of the lock for a 
 rqller-jway for each gate; the upper corners of this timber to be bevelled 
 'off, arjd a bar of iron, 4 inches wide and I inch t.'iick, is to be fastened, 
 >on the centre of the timber; the spikes with which the iron is fasletied 
 w'll be counter sunk, so that the surface of the vfny may be smooth; the 
 relleif and the pillovv block, for securing it to the bottom gate bar, will 
 be made of cast iron; the pillow block let into the boitom bar, and fas- 
 fcncd by screw bolts; the axle of the roller will be made of wrought iron, 
 md the gudgeons turned in the roller, and wiil be secured to the pillow 
 Hock witli staple bolts, as represented in the drawings. 
 
 Cramp irons for securing the coping of the lock will be formed by a 
 jne of iron bars, 2 inches wide and a inch thick, let into the stone, on a 
 ine 18 inches back from the face of the wall; holes 6 inches deep, H 
 iVichcs diameter, are to be drilled into the coping under the line of bars at 
 int'ervals of 18 inches or less; when the joints render it necessary a sea- 
 sotied white-oak or locust pin. with a small hole lengthwise through the 
 centre, is to be driven into each hole; holes are made in the bars to cor- 
 respond with the holes drilled into the coping> and an iron spike, i of 
 aninch in diameter and 5 inches long, is to bedriven through each hole 
 in the bar into the locust pin in the coping; a spike will be put in the 
 end of each bar; the bars are to be regulated so as to make joints in 
 the middh' of each coping stone. 
 
 At the recesses for the gates, the line of bars are to pass each other, 
 or lap "2i feet; a line of cramp bars are to be put along the outer face 
 of both w^alls in the same manner as they are put on along the inner 
 faces. 
 
 A second course of bottom plnnk will bo put on after the walls arc 
 built and the mitre sills and roller-ways put down; the pinnks for this- 
 course will be seasoned white-oak, 2 inches thick, jointed on the edges 
 and ends; and, when laid, are to be so fitted to the walls, mitre sills, roller- 
 
293 
 
 ways, &c., as to make water tight joints; the planks will he laid length- 
 wise ot tiie lock, and they are to be secured with hannmered iron spikes, 
 half an inch square and 1*2 inches long, put, in the proporiiun of 2 
 spikes to every third timber, in each plank; the spikes are to he driven 
 so HS to pass into the centre of the 14 inch timbers. 
 
 The gates are to be planked with 3 inch yellow-pine plank, well sea- 
 soned, planed and jointed at the edges; they are to be care/ully tilted 
 into the rabbits of the bars and posts, and secured with hammered iron 
 spikes, I of an inch square and 7 inches long, put in the proportion of 2 
 to each timber or bar for each plank; the gates are to be painted with 
 such paint as the engineer may direct; the ironwork is all to he cover- 
 ed with the kind of black varnish ccmmonly, used for painting iron. 
 
 Walls of crib work, tilled with stone, will be built above and below the 
 lock wails, to secure a safe channel for boats; the crib work on the riyer 
 wall will be extended above and below the lock 180 feet, and 90 leet 
 above and below the land wall. 
 
 The walls of the crib work will be formed of hewn timber, 1 2 inches 
 square, one on each side, and one in the centre, connected togeiher by 
 ties of sutiicient length to pass through the wails, rnd placed at inter- 
 vals of 8 feet, measuring from centre to centre; the sides which I'orm the 
 boat channel will be vertical, and the outer face ot the river wail have 
 the same batter as the river side of the lock wall; the width of the crib 
 work at top will be 10 feet, and the. ends of the ties will be fitted into 
 the face of the timbers with a dove-tail joint. Eich dove-tail joint, and 
 each point where the timbers cross each other, or are boxed on each 
 other in any part of the crib work, will be secured by a seasoned locust 
 or white-oak tree-nail. 2 inches in diameter and 22 mchcs long, driven 
 its whole length into the timbers belovv. Above water, t!ie timber to be 
 oak; below, of oak walnut, or cypress. 
 
 The cribs are to be tilled with rubble sand stone, procured near the 
 site of the works, closely packed in within 2 feet of the top of the crib 
 work; the balance of the top of the cribs is to be filled with tiat stones at 
 least 2 feet long or deep, placeci edgewise in courses across tiie wall so 
 as to forma pavement 2 feet deep; the stones are to be closely fitted, 
 and the last course in each crib is to be driven in with a maul or ram. 
 The dam will bo constructed of cribs of timber filled with timber as re- 
 presented in the plans. 
 
 The length of the base of the dam will be 50 feet, the slope on the 
 upper side will have a base of 4 feet to each foot in height, and on the 
 lower side of the comb, a slope of 2t i'ee.t base to one foot in heiglil. 
 
 After the s?nd, gravel, and loose stones shall have been removed as 
 far as the engineer may deem necessary for a solid foundation, the tim- 
 bers in the direction of the stream will be fitted to ihe rock in the 
 channels which arc won by the water, and secured by tree-nails of sea- 
 soned white-oak or locust timber, 2 inches in diameter, and let 18 inches 
 into the rock, at the point inteMSccted by the range timbers crossing 
 them in the direction of the comb of the dam; these timbers will be con- 
 nected with ties of suitable lengths and thickness, secured with tree- 
 nails and iron bolts,if deemed necessary, and filled with sione to a iieight 
 corresponding with the general level of the rock. 
 
 The timbers which lie in the direction of the stream will then be 
 
294 
 
 laitl at intervals of iO feet from centre to ceutre, with the Largest end 
 down the strcani, and be connected with the range of timbers to be 
 laid so as to form three equal ranges of cribs; the range timbers are to 
 be laid so as to form three equal ranges of cribs on each side of the comb 
 of the dam as represented in the drawings; they are to be notched on the 
 ties, by cutting away both timbers, so as to give a bearing of at least one 
 superlicial foot. The largest timbers arc to be placed towards the lower 
 side, and the smaller timbers in the upper side of the dam. 
 
 Tlie outer faces of the timbers which form the uppei and lower range 
 are to be hewn, and the whole of the upper face of the crib work is to be 
 made smooth, to receive the .sheet piling. The range timbers, upon 
 which the covering is to be placed are to be hewn upon the sides which 
 the covering will rest. The range timbers, to which the lower covering 
 timbers are to be fastened, are to be secured in their places by closely 
 fitted dove-tail joints, made with the ends of the ties. Each dove-tailed 
 joint, and each point of contact where the timbers crpss each other, is to 
 be secured or fastened by well seasoned heart white-oak, or locust tree- 
 nails, 2 inches in diameter and not less than 22 inches long. 
 
 The cribs are to be iiiled with rubble sand stone, procured from the 
 river bed, or sand rock blutf, on the left bank of the river, immediately 
 above the lock. The stones are to be closely packed in the largest 
 stones are to be put into the lower cribs, or those on the lower side of 
 the dam. 
 
 A double course of sheet piling is to be placed along the upper end of 
 the dam; the planks are to be arranged so as to break joints, and be so 
 put together as to be water tight; the piling is to extend down to the 
 rock, and the top cut and fitted to make water-tight joints with the co- 
 vering. 
 
 The covering of the slope of the dam is to be made with white-oak 
 timbers, 6 inches thick and not less than 1 foot wide. 
 
 The limber is to be sawed or hewn square; the sides are then to be 
 bevelled or cut off, so that when the pieces are laid together, the joints 
 shall be close at tbe bottom and i inch open at the top. The upper co- 
 vering limbers shall be at least 21 feet long, and the lower covering tim- 
 bers 1)6 of one piece. Each piece of covering of timber shall be secur- 
 ed to the, range timbers with spikes, I of an inch in diameter and 15 
 inches long, and put in the proportion of three to each piece of timber, 
 except the pieces which form the weir or comb of the dtim, in each of 
 which four spikes arc to he used. 
 
 The heads of the spikes in the lower slope are to be sunk H inches 
 below the surface of ihe timber. 
 
 The timoers used in building the crib work of the dam are to he 
 not less than 25 feet long, and 1 5 inches in diameter at the smallest end. 
 All the timbers in the part of the dam above the surface of tbe water be- 
 low the lock are to be of white-oak; the timbers below the water may 
 be of oak, walnut, or cypress, or any other strong timber, approved of 
 by the engineer. 
 
 The outer wall of the lock forms the abutment of the dam on the 
 east side of the river. If, on opening the pit for the abutment on the 
 opposite end of the dam, the rock should extend into the bnnk, and 
 prove sufficiently solid for the foundation, the rock will be dressed ofT 
 
295 
 
 to a^ even horizonlal surface; the walls will then be laicL The courses, 
 of masonrv in the abutment may vary fronn 30 to 10 inches in thickness;, 
 the thickest courses are to be placed nearest the foundation, but the 
 lower course will not be less than 18 inches thick, nor each stone of the 
 course be less than 2 feet vride and 4 feet long, or it will extend into 
 the wall 4 feet. The headers will be of the same dimensions as those 
 in the lock, and placed in each course of masonry, 9 feet from centre ia 
 centime; the spaces between the headers are to be filled up with one ortwo 
 stretchers, the stretchers toha;e beds of two feet, and the beds of the 
 headers and stretchers are to be dressed with a hammer or other tool^, 
 to give them an even surface throughout; the face of the wall must be 
 dressed or cut, and the joints made to tit cJosely for 18 inches back 
 nto the wall. 
 The backing stones are to be of large size, of good shape, and gener- 
 ally of the same thickness as those of the face stones of the course, their 
 beds to be dressed evenly with the hammer, and be so laid as to break 
 joints, and give every portion of the wall a fine bond. The coping 
 stones -.vili be secured wi<h cramp irons in the same manner as the lock 
 coping; they will be 18 inches tliick, and will not contain less than ~?5 
 cubic feet; both beds of each stone will be dressed with a pick, or other 
 tool, to an even surface. 
 
 If a solid rock foundation cannot be obtained, timbers will be laid on 
 the porous shelly rock, hewn four square, of oak, walnut, beach or su- 
 gar-tree, 12 inches thick, and, at least I2incheswide in the foundation, 
 of such lengths that they vvill extend through the entire width of the 
 wall, and be laid parallel to each other, one foot apart, the spaces be- 
 tween them to be filled up with puddle, well rammed or pounded be- 
 tween them; and then this timber foundation to be covered with 3 inch 
 plank, jointed closely, and well secured to the timbers by seasoned 
 white-oak tiee-nails, in such numbers and places as shall be deemed ne- 
 cessary by the engineer to secure the same. 
 
 A double row of sheet piling well tongued and grooved, so arranged 
 as to break joints, will be placed along the upper wing wall from the 
 dam through its whole length, and from thence be continued to the sheet 
 piling of the culvert for water-power. 
 
 The culverts for the introduction of water into the canals around the 
 lock and abutment of the dam, for hydraulic purposes, are to be con- 
 structed of wood, built on fi tim'ter and plank foundation, similar to the 
 or.e specified for the timber foundation of ihe abutment. 
 
 The culverts will be 80 feet long, and at the ends to form parapets, to 
 sustain the embankments; each side wall will be 16 feet wide, and con- 
 tinued that width IG feet back towards the centre, so as to form two 
 ranges of cribs, each 8 feet square, at each end of the culverts; the re- 
 maining part, or 48 feet of the interior of the side walls, will be 8 feet 
 wide, and be connectedby tics, every 8 feet, to the side timbers of the 
 walls withdove-tail joints, so as to form a smgle row of cribs for that dis- 
 tance, of 8 feet square; between the outside walls, 7 water ways or 
 sluices are to be constructed, 3i~ feet wide by 4 feet high, by 5 ranges of 
 timber placed on the plank floor of the foundation, parallel with the side 
 walls; each piece of which timber will be 18 inches wide, and not less 
 than 1 foot thick, counter h^iwed, and laid perpendicularly over the 
 
296 
 
 other; the outside walls of the cribs are to be vertical, counter hewn, 
 and the timbers resting on each other with a close joint; the cribs and 
 water-ways are to be carried up 4i feet; the water-ways are to be co- 
 vered by a course ol heavy timbers counter i)ewn, 18 inches thick, laid 
 side by side, and boxed on 3 inches to the ranges of timber and side 
 wails which form the water-ways. 
 
 The crib work of the parapet or end walls will be extended across 
 the upper part of the covering timbers, and carried up Jo the height in- 
 dicated by the plan; the face of the parapet wall, on the upper end of 
 the culvert, will be covered with 2 inch plank 8 inches wide, the edges 
 planed so as to m:jke water-tight joints, and to be lastcned to the tnjn- 
 bei-s of the wall with U inch white-oak seasoned tree-nails put in in 
 sufiicient numbers as directed by tlie engineer, to secure the plank fac- 
 iiig, and to be driven through the plank 6 inclies into the timbers thcj 
 rest against. 
 
 The plank covering will extend over the ends of the ranges of tim- 
 ber which form the water-ways, except the timbers of the top and bot- 
 tom courses, which will extend 1 foot beyond the line of the wall, to be 
 framed into posts, which will iorm the bent of the framework, at the 
 head of the culvert, for the insertion of 4 sliding and 3 cast iron paddle 
 gales, fov the introduction of the water into the canal. 
 
 The sliding gates will be made 3 feetO inches wide, and four feet 9 in- 
 ches long, out of strong white-oak timber finches thick, and the pieces not 
 more than 5 inches wide, morticed by a tenon I of an inch thick, into an 
 outside frame, 4 inches wide,oi" the same thickness, all planed smooth, and 
 fitted with true close joints. Each lateral piece of the gate to be fastened 
 to the outside frame by a seasoned white-oak pin I of an inch in diameter, 
 through the frame and centre of each tenon; and the gate centrally tlirough 
 its longest side to be fastened to the irmer side of ashaft (cut to receive it) 
 .') by (.) inches squire, and extending from the bottom of the culvert to 
 witinn i foot of the bottom of the cap on the posts" of tlie head gate 
 frame. The gate to be secured to the shaft by a row of pins of scat^on- 
 cd white-oak, 14 inches in disniieter, through the centre of the broadest 
 side of the shaft and the centre of each lateral piece of the gale. The 
 shafts will be let partly into the ties of the frame for tiie head gates, and 
 be secured by a piece ot timber notched and fastened to the cap and lies, 
 to forin grooves for the shafts to move in. The sliding gates will lun in 
 rabbits cut in the posts of the head gate frame for that puiiiose. 
 
 The ties, caps, and pieces of timber in 'the other parts of the head- 
 gate frame, are square timbers 10 by 12 inches and of such lengths as 
 are shown in the plan. 
 
 The cribs will be filled with gravel, if it can conveniently be found, 
 otherwise they will be filled with earth well packed in, and the space 
 between the head or parapet walls of the culvert, over the covered 
 timber, will be puddled in the best manner, as well as ihe tilling on each 
 side of the structure and the sheet piling. 
 
 A double row of sheet piling will be placed in front of the culverts, 
 and carried down on the lower side lo midway the length of the wall, 
 to meet the sheet piling extending from the lock and abutment. 
 
 In the 18 inch timbers for water-ways, none will be admitted of less 
 bngth than 27 feet after they are laid, measuring on the line of the range, 
 
297 
 
 exclusive of the lap in joining, which must be formed by cutting awaj 
 one-half of the timber in its vertical height, for two feet in length, so 
 that the lap will be on the upper side of the timber and in the direction 
 of the head of the culvert; the timbers are to be joined with a true 
 close joint, and secured by two well seasoned white-oak tree-nails, 2 
 inches in diameter, placed 18 inches apart, and sunk through both laps 
 12 inches into the timber below; the 18 inch timbers in the water-way? 
 will be secured by similar tree-nails every six feet, sunk through the top 
 course and one foot into the timbers that they rest on; at every point 
 where a joint is framed in the crib work, or a timber crosses another, 
 seasoned white oak tree-nails, 2 inches in diameter and 22 inches long, 
 must be sunk into the timber their whole length. 
 
 The covering timbers for the culverts must be of white-oak, as weli 
 as all the timbers above the water; for those below, which is the princi- 
 pal part of the structure, as the covering timbers are submerged, walnnt, 
 oak, beech, and cypress may be used. 
 
 After the sheet piling and covering the dam shall have been completed, 
 the space above the dam shall be tilled with the best gravel that can be 
 procured within one and a half miles of the site of the dam, on the river 
 bank, to be approved of by the engineer, without removing the earth 
 above it to a greater depth than 4 feet; the gravel shall extend above the 
 dam 70 feet, as represented in the drawings. 
 
 The space back of the lock will be filled with clay and gravel mixed, 
 and be well packed. In puddling, gravel, together with a small poi--' 
 tion of clay or loam, shall be spread on m a regular layer not more than 
 6 mches thick, which will be kept wet and thoroughly mixed by treading 
 of oxen, or horses, or a ram; successive layers of^;he same material and 
 thickness, with the process of wetting and mixing, will be repeated until 
 the requisite quantity shall be obtained. 
 
 Guard-banks will be raised from the lock and abutment, and exten- 
 ded up the river on both sides, about two miles, of such height as may 
 be deemed necessary to secure the bank from the overflowinffof the 
 Hoods. 
 
 Ten feet under the centre of the bank will be grubbed free from roots, 
 and the timber on the spaces which the bank will occupy beyond the 
 grubbing will be chopped even with the surface of the earth, and, with 
 the roots, brush and logs, be removed to ground lying between the bank 
 and the river. The earth on the space which was grubbed, to the depth 
 of one foot, shall be removed to the outside of the" bank, and the ditch 
 formed in the centre of the space so cleared off of 3 feet wide at the 
 top and 1 foot at the bottom, and IS inches deep, or two and a half feet 
 deep from the surface of the earth. No sticks, brush, leaves, trrass ojr 
 timber of any kind shall be permitted to go into the bank; and in putting 
 on the earth it shall be placed in successive layers of not more than i8 
 inches thick, and kept as nearly level as can be conveniently done. The 
 earth to form it must be taken from the scround between the bank and 
 the river. 
 
 The canals around the lock and the abutment will be excavated, ex- 
 cept near the culverts, four feet below the water in the pool of the 
 dam— will be -26 feet wide on the bottom, with slopes to the banks of one 
 and three-quarter feet base to one foot perpendicular rise. The coc. 
 21 
 
298 
 
 tractor will be required to throw the excavation on either side of the ca- 
 nals or on both sides, and to keep the surplus earth of nearly an uniform 
 width aui height under the direction of the engineer. The price bid 
 for excavation for these canals must cover the cost of the clearing and 
 grubbing where it occurs. 
 
 Mount Carmel, Aug. 2 1, 1 838. 
 
 Notice to Bidders. 
 
 Propositions must state a price for each item of work given in the 
 estimates, which will be understood as covermg all expenses. 
 
 The price bid for excavation in the lock and abutment pits, below 
 water, and the general items ior the dam, must include all costs for 
 coffer-dams and bailing water. The price bid for masonry will include 
 all the cost of furnishing, dressing, laying in cement, and delivering the 
 stone in the wall, when the same shall be completed. 
 
 The price bid for excavation will be understood to include all the va- 
 rious kinds of earth which may be found, together with all the detached 
 stones which measure less than one-third of a cubic foot. 
 
 The price bid for timber in the several structures will include the 
 entire cost of delivering, counter-hewing, raising, framing, tree-nailing 
 and boiling. 
 
 The price bid for plank will include the cost of furnishing it on the 
 ground, planing, jointing, spiking, &c. 
 
 The price bid for iron will include the cost of delivering, working, 
 driving, and every variety and form of work to which it may be used 
 in the structures. 
 
 The item of square timber, in the estimate of the quantities in the 
 gates and mitre sills, is an exception, in the proposals, to the rule in rela- 
 tion to the timber, as it contemplates only the delivery of the best kind 
 of large white-oak timber, rough hewn, selected especially for the use 
 intended; that item, and the bid for wood work of the lock-gates and 
 mitre sills complete, will cover all the cost of constructing the gates, fur- 
 nishing the plank used thereon, and rendering them ready for use, with 
 the exception of the cast and wrought iron, which will be paid for by 
 the pound. 
 
 The contractor will furnish the hydraulic cement, sand, and every ar- 
 ticle used in the work, which will be subject to the approval of the en- 
 gineer; and any article which may be delivered in his absence, or which 
 he will not receive, as not fit or of suitable quality to go in the worksy, 
 shall be immediately removed beyond the reach of the workmen, at the 
 expense of the contractor. 
 
 Every part of the work connected with the canal will be subject to 
 the most rigid inspection of the Commissioner and engineer, and the 
 contractors will be expected to conform in all respects to their directions. 
 
 The right will be reserved of making any alterations in the plans ol 
 the work which further observation may show to be necessary; and if 
 such change shall increase the cost of the work, the amount of this in- 
 crease shall be estimated by the engineer, and paid to the contractor. 
 
299 
 
 Inasmuch as the water has hitherto been too high for a visible exam- 
 ination of the bed of the river, the site now marked out for the works 
 may be changed a short distance, not exceeding 200 feet, either up or 
 down the river; and also, as the quantities of excavation, timber foun- 
 dations, and amount of masonry will depend, to some extent, on the char- 
 acter of the rock bed of the river where the pits shall be opened, the 
 estimates of the quantities now exhibited may vary in amount, irom 
 the careful examination and measurement of the work in its progress; 
 but this shall not furnish ground to claim an extra price on any of the 
 items proposed for. 
 
 Bidders to whom the work may be assigned, if not themselves good 
 mechanics, will be required to employ one to superintend these struc- 
 tures, who shall be approved of by the Commissioners or engineer; and 
 if, at any time during the progress of the work, any mechanic or work- 
 man employed on the work shall be thought to be incompetent, or un- 
 faithful, or disorderly, such mechanic or workman shall be promptly dis- 
 charged by the contractor. 
 
 In case the contractor fails to prosecute his work in such manner as 
 to afford satisfactory evidence that it will be completed by the time 
 stipulated, the right will be reserved to the Commissioners to declare the 
 contract abandoned and void, at their option, to place an agent thereon, 
 who shall employ hands, buy materials, and complete the work, the ex- 
 pense of which shall be charged to the contractor, and deducted out of 
 the final settlement of his account. 
 
 Contractors will be expected to superintend their work in person. 
 The sub-contracting of any part of the work (except in procuring ma- 
 terials) without the consent of the Commissioners, will subject the con- 
 tractor to the liability of forfeiting the contract, at their option. 
 
 The contractors will procure the necessary timber and stone by pur- 
 chase, and the work and materials will be at his risk. 
 
 The work must be commenced by the 14th of Sept. next, and com- 
 pleted by the 1st of November, l840. 
 
 Bidders are notified that no extra allowance in addition to contract 
 prices can in any case be allowed, and are requested to give the 
 work a close examination, so that they may judge correctly of its 
 value. 
 
 The proposals will state, in separate items, the prices of the masonry, 
 on the contingency of the stone being procured at either of the quarries 
 near Petersburgh, Portersville, or Gaiters on White river. It is the in- 
 tention to have all the quarries opened to some extent, and a portion of 
 the stone exposed, that their qualities may be ascertained, and in due 
 time a selection made. 
 
 The contractors will be paid for opening new quarries a reasonable 
 compensation, to be determined by the engineer, if the stone should 
 prove of an inferior quality; and in case of receiving stone at other pla- 
 ces than the quarries mentioned, to be governed in the price of the same 
 by comparison of the distance they may be procured from, with the dis- 
 tance from the site of the quf rrics mentioned. 
 
 8'20 yards of stone have been delivered at the site of the works, for 
 which the sum of $8 33 per yard has been estimated. These stone 
 will be delivered to the contractor at that price, to be used in the works, 
 
300 
 
 and the amount will be deducted from the total sum which will be due 
 to him on his contract price. 
 
 ]NJo deduction will be made for stone which maj jield to the influence 
 of the atmosphere, i.nd any portion which may have failed, or shall fail, 
 will be excluded from the work. 
 
 The payments will be made, on the estimates of the engineer, at in- 
 tervals of one month each as nearly as can conveniently be done, in 
 checks either on the Bank of Mount Carmel or the Bank of Vincennes, 
 on articles delivered at the site of the :works or for stone quarried and 
 delivered near the quarry. 
 
 By order of the Commissioners. 
 
 D^ BURRy Principal Engineer. 
 
 Mount CAKMv.h, Jug. 2l, 1838. 
 
MP 
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