all the sections of this division; and the directors have entire confidence that the work will be prosecuted as vigorously as the character of it will admit.

An attempt was made to find a more direct and shorter route from Worcester to Brookfield, by a survey passing north of New Worcester, and near the Henshaw Pond, a little south of the village of Leicester, and over Grout's Summit, in Spencer, to Brookfield. But it was ascertained that no line feasibly direct could be there found without grades of from 80 to 110 feet for the distance of about six miles; and that route was abandoned.

The attention of the board and of the engineers was also directed to an entirely northern route, passing from Worcester through Rutland and the south part of Barre, and thence following the Ware and Chickopee rivers to Springfield.

It is well known that the ridge dividing the waters running eastward from those of the Connecticut, extends uninterruptedly from north to south nearly or quite across the State. In the summer of 1835, surveys were made along the summit of this ridge, from Boston, through Leicester and Spencer, to the centre of Charlton, and direct surveys were made from Worcester, across that ridge at two points farther north, in the town of Rutland. These disclosed the fact, that the depressions in the ridge were generally lower toward the south than at the north. Those in Rutland being 608 and 535, and those in Spencer and Charlton 444, 450 and 463 feet severally above the Boston and Worcester Rail-road at Worcester. The route by Rutland, Barre and the Ware river would, therefore, pass a summit from about 115 to 140 feet higher than the selected one through Charlton, and it

was ascertained that the distance would be more than nine miles farther than by the adopted line.

The line from East Brookfield to Stony Hill, in the westerly part of Wilbraham, being about 27 miles, has also been carefully surveyed. The definite location having been ordered is now in progress, and will be completed in a few days. It pursues the general course of the valley of Chickopee river, the surface of the country admitting of little or no variation from it. This portion of the road will be ready for grading on the opening of the spring, when, it is believed, the contracts may be made on more favorable terms than during the past year, or at the present time.

Minute and careful surveys have also been made upon four different routes, from Stoney Hill to the Connecticut river, about seven or eight miles, and for a sufficient distance westward of the river, to ascertain the most favorable place for crossing it. These surveys with the estimates upon them are now before the board, and the route to the river will be selected and definitely located, as soon as the results of some further investigations, which have been ordered, shall be submitted to them.

The distance from the freight depot of the Boston Company at Worcester, to the Connecticut is about 544 miles. And such is the character of the route westward of East Brookfield, that it may easily be graded before the eastern division can be prepared for the rails.

Two separate surveys were made through the village of Palmer with a view to avoid the circuit by the Chickopee river at that point, and obtain a shorter route. This line was nearly two miles shorter than the one adopted, but it passed over an additional summit of 367 feet above the river at Sedgwick's, and was found not to be reason

ably practicable without a resort to stationary power. There is now between Worcester and the Connecticut river no grade exceeding fifty feet per mile, and the entire line is free from short curves. A route might have been selected with no grade exceeding 42 feet per mile, but the distance would have been much increased, and the line less direct. And considering the present improvements in Locomotive engines, and their power to surmount higher grades than those formerly in use, the directors feel assured, that they have consulted the permanent interests of the corporation, and the convenience of the public by the selection of the route now adopted, so far as it is decided upon.

No decision has yet been made respecting the depot upon any part of the route with the exception of the location of the depot at Worcester near the Merchandize depot of the Boston and Worcester Company. But the subject of depots along the line will receive attention in due season, and probably within the present or early the next year. And they will be located at points which will best accommodate the business of the community, and advance the interests of the corporation.

While these operations have been in progress east of the Connecticut, the directors have not been unmindful of forwarding the work westward of that river; and carly the last summer the engineers were "instructed to cause such examinations and surveys to be made of the various routes for the road westward of Connecticut river as would enable them to report to the board their opinion of the best route for the location of that part of the road as soon as practicable." These surveys were commenced on the last week in June, and, from that time till near

the first of December, three parties of engineers were in the field in the prosecution of them.

The attention of the engineers and of the directors has been called to two general routes west of the river. The northern one passes up the Westfield great river to Chester; thence following up the west branch of that river to the summit ridge between the waters of the Connecticut and Housatonic, in Washington; thence through Hinsdale, Dalton, Pittsfield and Richmond to the State line in West Stockbridge. This route was surveyed by James F. Baldwin, in 1828, under the direction of the State, and it has been more minutely re-surveyed by this company.

The southern route passes from the West part of Westfield, through Otis, Lee and Stockbridge to the State line in West Stockbridge. A portion of the western part only of this route was surveyed by Mr. Baldwin. In this general direction a great variety of lines have been surveyed, as well as very many cross ones running into the main lines in almost all directions. These surveys have spread over the highlands, between the Connecticut and Housatonic vallies, for the space of more than fifteen miles broad, and embracing every ravine or depression from Walker's Brook, on the turnpike from Chester to Stockbridge, very nearly to the south line of the State. The distance from the Westfield valley, by the shortest surveyed line to the western boundary of the state is about fifty miles, and the engineers have caused surveys within that district the past season amounting to about

Other surveys have been had west of the river, to the extent of

Making a total of surveys west of the river,
Add surveys cast of the river the past year,

Total surveys since April last,

204 miles,

210

This field work, so far as it has yet been ordered westward of the river, has but just been completed, and the maps, profiles and estimates of the various lines are now in progress, and will be finished in a few weeks. These alone will justify any decisive opinion upon the merits of either And, indeed, an inspection of these may shew that still farther examinations are advisable before any definite direction is given for the location of the road. In that event, such additional surveys will be forthwith ordered.

route.

Sufficient information is, however, already developed to shew, that a route may be obtained west as well as east of the river, practically feasible for locomotive power. And the directors see no reason to doubt that the route may be determined upon sufficiently early to be definitely located, and a portion or the whole of it put under contract for grading, and the grading commenced the present year, as the interests of the stockholders may

recommend.

The whole distance from the Connecticut to the State line will not exceed 623 miles, and it is hoped may be somewhat within it, making the entire length of the road not to exceed 117 miles.

Two assessments, of five per cent. each, were laid upon the stock in the early part of the last year, amounting upon 30,000 shares to $300,000, the whole of which has been paid in, both by the Commonwealth and private stockholders; and the money has been deposited on interest, as received, in seven different banks in various parts of the State, in proportion to the amount paid in the several sections.

A third instalment of $5 per share was payable on the 16th day of January instant, and a fourth one of the same amount will fall due on the 17th day of April next.