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MOUTON, CIVIL ENCmEER. • • • . .' • • ' • * . * - f* •./ ••* ••• ■1 • •■'>; ' ' PORTLAND: HARMON AND WILLIAMS, PRINTERS. 1850. 1 ^y/' ^ iro •^mmmmmmm ■■Ml Portland, Fehruary 18, 1850. To I. Washburn,. Jr., Daniel Whit^ and N. H. Allen, Esq's Commiltce for procuring a survey of the Bangor, Orono and Old- town Rail Road: Gentlemen: — A careful survey has been made of the route of your road, under my direction, and I have now the honor to submit a report thereon, together with maps, profiles and esti- mates of cost. The topographical features of that part of the Penobscot valley embraced in this survey, are marked and prominent, presenting olevated and somewhat irregular table grounds, putting out from the main slopes of the valley, and forming bold shores for much of the distance on each side of the river. On that portion of the route between Orono and Oldtown, these table lands are less ele- vated and the slopes of the banks more gentle. Their being no alluvial bottom grounds, the river is confmed to the main channels except in very extraordinary freshets, and it has generally a di- rect south-westerly course except at one point where it deviates by a bold and circuitous sweep. The average fall of the river from Oldtown to the head of tide water, is 9 feet per mile, but this fall mostly occurs at points where the river is available and already extensively used for manufacturing purposes. The prevailing soil of that part of the route between Orouo and Oldtown is sand and gravel, an^ although on the whole route taken together, there are occasional points of rock and clay, yet a soil of a gravelly loam and sandy character largely predomi- nates. The line of survey commences at the mouth of the Kenduskcag river, in the city of Bangor, and follows the banks of the Penob- scot, with few exceptions, the whole distance. Within the corporate limits of the city, the line follows near the wharves of the river, passing under the trestle work which r,Ziif>r* I I forms the approach to the Penobscot bridge, thence continuing between the river and Washington and Hancock streets, it con- ibrms to th.e general outHncs of tiic shore to Newbury street. — The ground I'or the whole of this distance, permits the grade of the road to be so arranged as will best accommodate tiie transfer of freight to vessels in the river, and at the same time, not require any cuttings or fillings interfering with the grade of the streets, or preventing ii favorable approach to the river ai any point. Soon after passing Newbury street the line encounters a ledge of slate rock, which presents nearly a perpendicular face to the river. The strata of this rock arc in nearly a vertical position, and it apparently contains a large proportion of silcx, giving it a blue shade, and a compact character. Tiii? will not be a thorough cut, consequently the quantity to be excavated and the labour re([uir- ed to accomplish it will be malcrialiy reduced. At the Rose place, there is another ledge requiring an increas- ed amount of this excavation, and there will also be some rock cutting near the red bridge. The aj-ffrcjiate amount of rock excavation, in the first two miles, is about 14,000 cubic yards, and this comprises the largest item of expense in the grading of this distance. At a point about ha'f a mile above the Rose place, the river has encroached upon the west bank, which is of a light gravelly character, till it has readied the travelled road, forming a deep indentation in the shore. At the Red bridge there is another indentation of less extent, formed at the mouth of a small stream which enters the river at that place. To pass these points in the most economical manner consist- ent with a reasonable amount of curvature, requires that the public highway should be crossed twice. This may appear highly objectionaI)le, yet the travel will be so much reduced after the road shall have been built, as to render it of compara- tively little importance It is practicable to change the piblic road to keep it on the west side of the rail road, but from the rocky and irre<»-ular character of the ground, this would be ex- pensive, making the road more uneven and probably throwing it in rear of some of the buildings ere.cted near the present road. No provision therefore is made in the estimate for changing the road from its present position, Vvam tlic Red bridge, two lines have been surveyed, one followintT the circuitous route of the river, and the other a more lircct course by an interior route. These hues unite at a point near the Basin Mills. INTERIOll LINE. At the diverging point, this line leaves the river, following up the valley of a small stream to its source, a distance of about one and a half miies; thence by a deep cut it crosses to the val- ley of another small stream, which it follows down to a point near the Bangor and Orono road, a short distance beyon feet above the river at the Red bridge. The length of the summit cut is about 1,500 feet and its great- est depth is 47 feet. The appearance of the surface of the ground indicates that the material in the cut will be of a favorable character, but in a work of this magnitude it is diflicult to arrive at satisfactory con- clusions as to the nature of the material, without boring or sink- ing test pits. Circumstances did not permit us to do this in the present survey; but before making a final location, a careful e.\- amination of this ridge ^'nould be made. This cut contains 174,000 cubic yards of earth, which will mostly be deposited in spoil banks near each extremity. The cut encountered as the line approaches the river, has the same general appearance as to the nature of the earth. Its length is 1,(>00 feet, the greatest depth of cutting is 36 feet, and it contains 90,000 cubic yards. At the i»oint where the line cross- es the road, the cutting is 17 feet, which permits the public high- way to pass over the rail road by a bridge. The length of this line is 4.87 miles. In reaching the summit on this line, a grade of 43.0 feet per mile ascending in the direc- tion of Orono, is required, and in the opposite direction a grade of 6 lU feet per mile. Tiic estimated coist oi'tlic road for thiti distance, making such allowances for unrorcsvcn ditiiculties as the magni- tude of the work may seem to require, is, when complete with a single track, $141),'j87. IIIVER LINK, This line is located along the bank of the river, encountering no heavy work of any extent until it reaches Thompson's Point. At this ])lacetlio river has a very abrupt bend, and tiie ground embraced in this detour is a somewhat elevated table. In order to ease the curvature it is necessary to cross this table r. short distance back from the river, and in doing this, a cut of oonsider- able magnitude is encountered. The material to be removed is apparently of a favorable char- acter and will be deposited on the bank of the river at each end ofthe cut. This cut is '2,000 feet in length, with a maximum dcptli of '^3 feet. It is estimated to contain t^S.OUO cubic yards. A portion of this work however will not be thorough cutting. The line approaches this point on an inclination of '2"> feet |)er mile, and the minimum radius of curvature passing it is i)').'>feet. This radius may be enlarged to I,MGfeet without materially in- creasing the expci.se. After passing this place, the line is located generally over favor- able ground, to Corporation Mills, a distance of 4 1-2 mil« j from Bangor. The line and the grade are so arranged as to permit a branch from these mills to unite with the main road below the mills in a favorable manner. The next point where heavy work is encountered, is about one mile above Corporation Mills,whcre a large amount of protection wall is required, and a deep side-hill cut. Thenco the line fol- lows along nearly the same ground as the interior line, to the point of intersection. The grades of this line are either level or descending in the direction of Bangor. The maximum grade is '25 feet per mile. The length of this line is 5.70 miles. Cost of grading and single track on this route ^154,208. The following table exhibits the leading features of these lines. Klver Line liil'or Miik Ulfliireiicu l.i'll<{tll — lllilt'rt, _ - Miiiiilx'i- (if Hiiiiiniilii, ... M;i\iiiiiiiii gi'iiilc — (vet per milt', l.ciiyili (if lid. — feet, ... IM;i\imiim(,'n((l(' — aKiiiiiMt ti'ado of Koad, I.('ii:{lli (il hiikIc — feel, - Kisc Mini full — feel, Ciiiv.iliirc — ilt'strocf, ... iMiMiimiin Uailiii^ cmviitiiro — fcrt, C.'dMt uf (irailiiiL;, Krnl^'iii!; ami track, 0.83 I 18.U 3,7fM) lU i8,:o(» 7fi 3%i 191 !li! 5,011 I From tho above it appears that the River line is over 3-4 of a mile longer than tiic Interior line, that it has 33t) degrees more curvature, and that the cost exceeds tliat of the Interior line five thousand and eleven dollars. The grades and the rise and fall, however, on the Interior line are much more unfavorable than on the River lino. The maximum grade of tiic Interior line is 43.0 feet per mile for a distance of nearly one and a half miles, while that of the River line is only 'J5 feet per mile for about three Iburths of a mile. The Interior line has a summit to overcome which requires an ascending grade in the direction of Bangor, of 10 feet per mile for a distance of nearly 3 1-3 miles. The River line has grades either level or descending towards Baiifior for the whole distance. The preponderance of the tonnage of the road is largely in that direction. Your road will be a heavy freight road, lumber being the principal article of transport, all of which will be downward freight. Adopting the Interior route, the grade of 10 feet per mile, con- trols the tonnage of all the trains for the whole road; all other j)ortions of the road are either level or descending in the direction of the greatest tonnage An Engine with 20 tons on tho Drivers, allowing l-8th of the insistant weight for adhesion, and 8 lbs per ton for friction, will haul up this grade, a grosa load of 447 tons. This, therefore, would be the limit ordinarily with such an engine. Adopting the River route, which conforms nearly as it regards gradients to all other portions of the road, and omitting allowances for curvature in both cases, the same Engine under the same cir- cumstances will haul a gross load of 700 tons. This shows the rllectof grndos on the economy of transporlntion. Without going into tiie dctnilH of thia subject, which is quite unnecessary on the present occasion, 1 will only further remark that the ques- tion will l»o mollified by the nature and amount of traHic. If the trade is of sucli a character as to render it prol)ai)lc tlint Engines will seldom Ix loaded to (he full extent of their power, then the objection t'^ this grade a|»plies with less force; but if on the other hand, the business is su( h as to retpiire the fre(|uent passage of trains loaded to the full power of the Engine, then it has an important bearing on the subject of transportation. Judfjihtj from the character and amoinit of the trade to bo ac- commodatcd by your road, it is believed that Freight Engines will usually be taxed to near their full power in the downward trains. The primary object of your road, is to accommodate all the mills and villages along the river. The Interior line leaves the river below and strikes it above the Corporation Mills, and its position is such as not to permit the construction of a branch connecting these mills and the road, at a reasonable expense, or with such grades and curvature, as would afford suflicient facilities to com- mand the business. The (juestion then a.iscs as to the amount of business these mills will furnish, and whether it will be of suf- ficient importance to have a material bearing on the subject of location of the road. These nulls are situated at a point below difiicult rafting navi- gation, and the cost and risk of f-'rwarding lumber by the river is less than from other mills above. The lumber however thus forwarded from these mills, will be subject to the same deterioration, Irom bcin^'- put into the water as that forwarded from other mills. The value of the business of this place, so far as it has a bearing upon the location of your road, should be more definitely ascertained, and receive all prop- er consideration before finally determining on the route you will adopt. The River line, as before stated passes these mills, af- fording all the requisite facilities of transportation. The obstructions which may be expected from deep snows will doubtless be greater on the Interior than on the River route., on account of the position of the line and the greater extent of deep cuttings. The cuttings on the River route are with one exception side-hill cuts, which will readily permit the snow to be thrown down the sloping bank of iho liver. : 9 \ As to tlio repairs of tho road, tlio {^rcntor extent of lino and llio gf^fitcr exposure of tlio Kivcr routo \\\\\ make the annual expenditure for this olijcct greater on this, tlinn on tlic Interior loute. In coMiit'clion uitli lliis subject [ would [\<^i\\n (il).scrve,that the estimates have been made without that th(>rou;;h examination of the deep cuts, hy test pits, whirli is necessary to a more full luiowledge of the character i)f the Wfuli. A careful location of tiic line and exaniiiiaticui ol'tiie work may essentially change the cstiMiale of the Iiitiri, I 1 I ]>iV2 From an inspection of the above table, it will be seen that the Lower line is superior to the upper in every respect, except the cuivature. The diflcrcnce in curvatire is no material objection to the Lower line. It acc-ommodates the business of f!ie villa'rc and the nulls on lioth sides of the river bctfei' than the upper line and as tiic road can also be maintained and operated at lc;-s ex- pense on this line, its adoption is reconunendcd. This line is located in a favoral)le manner to permit branches to all the mills in Orono. In passing through Orono by either of the lines surveyed there will be a cutting of '2't feet depth rccpiired, conscMjuenlly all the streets excej)t one, will be carried over the rail load by bridges. Will street crossing is nearly on a level wiih the grade of the road and this point oilers a snitable location for the depot. Alter ])assingt!ie point of intersection, the line soon reaches the banks of the I'enobscot, which it follows the whole distance to Oldtown. The soil is unifoi'inly of a favorable character, and the work light. The grades and curvature arc also easy. wl llcil UK The line crosses tlu; river road several ;ime> changed so as to avoid a number of these cro.ssings. Great Works mills are pass: d in a 'avor;J)l(^ manner for the construction of a brancli to accomodate the business on both sides of the river, should it be thought of sullicicnt importance to warrant the ex- u ponse. West Groat Works will be reached at comparatively tiinull (wpciiso. To reach East Circat Works will recjuire about '•I'M foi't ol'bridixinjj; and a considerable amount of other work. A slioi t (liritance above this, lower Oldtown mills arc passed, wliicli may also be leached with a branch at moderate expense. Near tliis place tlie lino ruiniiiig to Milford diverges, crosses the west l)ranch of the river below and the East branch above the bridge. Those bridges will rcMpiirc two spans each. The shore and tiio. bottom ol'tlu- river where the piers will be founded will be mostly rock. 'I'hc position of thi.^ line is such, immediately after crossing, as to poniut it to bo continued in a direct course up the 1 ivor and also so extended as to accomodate the business ofthe vil- lage and the mills on that side ofthe river. In reaoiiing the wharf at Oldtown, the line passes through the village; without causing much damage to buildings or property and also passes near t!ie mills on that side of the river. The total distance from the Kenduskoag in the city of Bangor to the wharf in Oldtown is I3.75miles and to thetcrminusin JJilford about the same distance. The following table exhibits the grades of your road. \(l.""(li' 1 I.ciiu'th .\si-ciil Ui.-i-. 'riilill rl'li ■ ' .- Cnidiv 1 Mlilc. per mill' Iri'I lllinvi'liilr I!i; ■! vriiis. 1 O.iJO l,.v..l - . . 5.0 I!;iiii.'ii|-, 2 \.S2 .s.s Ki.O 21.0 llc.l liiiilgn. 3 o.s:5 IS t.O 25.0 4 0.72 2."i.0 18.0 ■i:{.o 'riioiiipsoii'.< I'd'iiii. 5 0.!»<> I.cvrl Ili.O Niiilii r..iiii;i)r .jialiuii. (i :c.oi 1.0 li.O Ki.O n-.xAn Mills. 7 O.S!> 1!).0 17.0 (i:i.o OrniMi \ ill;ia;i'. 8 1.15 I.CV.-I , . - (iH.O SiiIUmiIit Hivci-, fl l.()2 10.5 17.0 so.o 'il'Ci\t Works. 1(1 0,70 I,.x..| . . . SU.i) l.oHcr ( )lill(i\vii. 11 O.Ht 205 7.0 S7.0 rill, do. 12 .-.7 Ili.O 9.0 !tll 1 ppri- do. l:! 0.1!) Lrvil »(>0 \'c;i/.i(''s Wlimf. 1::STIMATKS. The estimates are made for a road of the most permanent and superior ehai'acter. The road-bed to be for a single track l'> feet wide on embank- ments, and 2(» feet in excavations. It is placed at such an elevation as to be out ofthe reach of tloods, and is to be rendered secure where exposed to the river, b} massive protection walls. \2 The grades aio sn nrrangod as to doscend witli the prepon- derance of the Iradc, which is an important and vulnablc i'eature, adding materially to the capacity of your road and lessening the expense of operating it. The line of your road followa ground of a peculiar character, !)citig, for much uC the distance, along the slopes of high hanks; and it lias hci n located wilh a view to give the road-hed great stiihility, and at t!ic same tune securo tl advantages resulting I'romtlie peculiar arrangement of the grades ic ah d the ove I'eterreu to AUhougli tlus luis somewhat increased tlie expense of coni«truction ahove what it w.nild he with unihilating grades, yet the advantages thus outaincd are regarded of far greater value than the additional cost. The truss bridging to be of liie most approved form, and the masonry of a substantia) character. The track of the road is intended to be, in all respects, cipial to any in New England, and to be of such plan as may hereafter be deemed best to accomplish the object in view. Estimates of two descriptions of track are submitted, one for a cross sleeper and one for a continuous bearing track. 1st. A cross sleeper track having sleepers 7 inch face and thickness, and * 1-3 feet long, and to be placed at such distan- ces apart as to re(|uire H sleepers to each bar of lf< feet length, the rail being supported at its extremities by the largest sleepers, with less ir.terval between them and the adjoining sleepers than for others. These sleepers to be laid on a ballasting of clean gravel and well consolidated. The rail to weigh not less than fi.} lbs. per yard, or about 100 tons to the mile, and to be secured to the slee[)eis by spikes and chains of approved pattern. Such a track is estimated to cost ^G,514 per mile. ■2nd. A coiuinuons hearing track, consisting of longitudinal sills S inches thick, I-J inches wide and not less than 18 Icet long, supported at the joints by blocks.'} feet Umg, ,', inches thick, and of the same width as the sills. The sills and blocks to be secured by treenails, and thoroughly embedded in gravel and brought to a firm and uniform beariii'f. The sills to be connei;ted tiansvei'sely by hacmelac ties 7 feet long, 3 inches thick and (i inches wide, inserted in the to[) of the sill at intervals of feet, by a dovetail joint and secured by keys I 1.3 on- rc, the dot" the ;ivo the tlic ing ilir of the same descrintioii of timber. Tlic surface of tlie sills and ties to be on the same plane, unoii wiiich tiic rail lias a true and even bearing, its whole l;3iif,t!i, tmd [^ C:i\xi\y secured with chairs, centre plates and spikes. 'J'iio rails to be 1^1 iect long, and to woiyh G3 lbs per yard. The estimated cost of such ,(HM) clapboards. The next important point on your lino, is Orono village, which is nearly 9 miles from Bangor. The Stillwater millss arc situated hero and operate 7 gangs of saws and '>2 single saws, v(\m\\ in rapacity to 73 single saws. Thcie arc also 'Zl lath, 1 clapboard and vl heading machines; 1 oar and 1 barrel manulactorios, 1 sash, blind and door stulF factory, I grist mill, 2 machine shops and 1 stave factory. The capacity of these mills and machi.ies, is G"3 millions feet of lumber, 10 millions laths, 2,-20(>,(HM) clapboards, Z millions -shin- gles, '>()(), 000 i.ickets, 2<^()00 barrels, (iO,000 oars and 10,000 staves. The village of Orono contains 1 1 stores, JJ public liousi s and several furniture, carriage makers and smith shops. The population is about "ij^OCK At East and \V' est (ireat Woiks, tiiere are 3 gangs of saws and 30 single saws, equal to 3!l single saws, 9 lath, "2 shingle, 3 clap- board machines and I barrel factory. These mills can manu- facture, annually, 3vl millions feet of lumber, I'i millions of lailis, 3 millions shingles, 3 millions clapboards, 300,000 pickets and 10,000 barrels. There are here 3 stores and dOO inhabitants. At Oldtown, there are 17 single saws, 2 lath, 3 shingle, 3 clapboard and 1 turning machines ; 2 machine shops and 1 gi'ist mill. This machinery is capable of producing 17 millions feet of lumber, 3 millions of laths, 4 millions clapboards, and 5 millions shingles, annually. Oldtown village contains 18 stores, 3 public hojses and the usual number of shops, Sic, and about '2, '200 iidiabitants. At Milford, there are 17 single saws, 3 lath, 'I clapboard and 2 shingle machines and 1 grist mill. There can be manufactured here, 17 millions feet of lumber, 3 millions laths, 4 millions clap- boards and 5 millions shingles. There are here 7 stores and 500 inhabitants. The above comprises all the mills along the line of your road, for the manufacture of \\ '.)er and other |)roducts of the forest. Jt will be observed that these mills, with a iavorable season, can manufacture an aggregate of 17G millions feet of lumber, 11 millions clapboarJ.s, 1,510,()0(» staves, .50 millions laths, i 10 17 .nillions shingles, SOi),00() iiickcts, ;W,000 barrels and (iO.OOO oars. 'J'lio amount actually ])roduoccl is gpncrally below the ho a<;gro- jrates: it bcinu regulated ycnicwiiat bv ibc iiiaikct, the r.und)Ci' of lugs got out, &.C., kc. TIk; (iiieylion arises as to the amount ot'tbis lumber which will be lilvely to take (lie railroad in luelcrcnce to the usual mode of reaciiing the market. In order to a more full understanding of the subject, it becomes necessa'v to consider somewhat in detail the present mode of transportation, the diiiienllies attending it, nnd the cost jesulting not only fiom the charges ior rafting, but losses and damages sustained from various causes. It is stated by persons connected with t'lc business and having every facility to deteriuine, with much accuracy, the extent of this trade, that the annual average amount of lumber which was manufactured on the i'enobscot and on the line of this route, and arrived at Bangor during the years ISUi, '47 and '48, was not less than laO millions of I'eet. Ovving to a great depression in the trade and an unprecedented drouth, the amount for 184!), was much less than foi' the previous three years : but it probably has ranged for a term of years, between ViO and KJO millions of feet, annually. For our present purpose, we shall be suiUciently near the average annual amount if wc assume 130 millions of feet; and apportioning this ipiantity to tiic dillerent mills according lo their capacity, as above stated, we have the following as the amount from each place: North Bangor, 20,000,000 feet. Orono, 01,0()0,0(»0 " East and West Great Works, ?,:{,0()0,()00 " Oldtown and iMilford, iiG,0UO,000 " With this amount, we may safely suppose that two-thirds would consist of the first and second qualities of lumber ; and wc may place the average price for these qualities, at $VZ per thousand feet. At a favorable stage of the water, the amount of lumber in each raft, varies Horn "20 to 30,000 feet; averaging, probably, about 25,000 feet each. 17 III making up rafts, it is necessary to have 1-2 snubbcrs and 1 s\vce})stakc'M, as tliey arc tonncil, iii order to bind tbo piuts well together lor passing tiic dams, lapids, &<;. ; these cost 1 1-2 cents each, etjual to -Jt cents lor a rait, or about one cent per Hjousand foet. In pntting (ogetlicr a raff, mucli himbcr is damaged by boring and splitting. The amount tiius injured is esiimatcd at about bUO I'oct, or c(iual to the total destruction of 100 Icct for each raft, whicii, at tlie average price of <,\-i per thousand, amounts to !;^il,^t', or I'.) cents per thousand on the lund)er in eiu-ii raft. There aio h)sses sustained iVoni the destruction of the wliole or parts oi' ratts in passing dams, or from being dashed upon rocks and reel's. Tiu're are IJl) men on tlic river, wiio devote tiieir whohi time during the rafting season, to picking u]) the himber tVom broken rafts and towing it aslioie. This is disposed of solely for liieir own benelit, anti doubtless amounts to at least ^;i,l,.">0 per day for each man. 'J'liis for loO (hiys, gives a total lo.«s during tlie raiting season, of StJ.'J.jO, which is erpml to over 5 cents per thousand on IJJO millions feet, llic average a- mount assumed for each season. The a!)ove are items about wiiicli there can be little or no doubt, and may be determined with a reasonable degree of pre- cision. Tiieie arc other losses and damages, hnw(>v(;r, whicii are also i)roperly chargeable to the transportation of lumber by the river ; but these are not so easily reduced to definiti; amounts, and therefore they will be considered separately and in anotlicr place. Collecting those items together, however, to whicii wc have nflixed a dellnite value, and adding- them to the cost of rafting from each place, we have the following statement whicii shows the present cost of transportation, exclusive of the other expenses to be hereafter considered. iri;',:s o- e^pensk. C'()r|iiirali('ii .Mill. Orciiui MilH. Grciit WorVs Mills. Oliltcwii mill ?.iillc.nl .Mills Kiiliiii;; l.iiiiiljL'r, Injury t'J iIk- SmiiIiIm r.s, &('. Lnmlifi' lor't, ir)c <) 1-2 2 2ji; r.i 1 5 ;57 1-2 ly 1 ,5 ■t2(: ly 1 5 TOriL.S. 2« 1-2 1 .30 1 iii J. 2 C? 18 In the above statement, I liavo put down the injury to lumber, and lumber lost in railing from Corj)oration mills, at about one half of what it is from other mills above, on account of less exposure. Applying the cost per thousand for each place as above detcr- niii ""d, to the total amount of lumber estimated for each, and the average cost of transportion is Tji cents per thousand feet. Excluding Corporation mills and the average cost from Orono and all places above, is 50 cents per thousand feet It is important, however, to bear in mind, that this does not by any means, show the actual cost of transporting lumber on tho river, inasmuch as it is subject to other charges from injury and deterioration The above losses are sustained during ordinarily good rafting navigation; but during a portion of each year (or at least four seasons out of five) the water is so low as to render railing difhcult, when not more than 10,000 feet can be run in each raft. At such seasons the damage from being worn, bruised, split and broken, is materially increased; and not un- frctjucntly, rafts are delayed in the passage from the mills to Bangor, one or two weeks, — and this often when tiie lumber is greatly wanted in the market. The necessity, during low water, of running only about half the usual amount of lumber in each raft, must materially increase the expense of railing ; and ahhougli, with the present arrangemtiit, this lalls only on the raftsmen, yet the owners sull'cr severely in the delay and increased damages, and the considerable' sums wiiich must fre- tjuently be paid for getting rafts olf liom rocks, Js.c. This, therefore, and the large amount of lumber whicl. arrives at market in an injured state', are impoitant items of expense. There remains, however, still another item to be added to the cost of transportation by the river, which piol)ably is equal to all others, if we exclude the exj)cnsc simply of running the rafts. This is the deterioration of lumber from being put into the water, by which it is discolored, soiled and saturated, and the market value considerably reduced. This injury is principally sustained by the first and second qualities of lumber. We will not attempt to determine, definitely, the amount of damage for each of the items above enumerated. 19 Intelligent dealers in lumber, who, from long experience, arc l)est capable of judging of this (juestion, estimate the damage to the bettor qualities of lumber from being water soaked and soiled alone, at not less than '»() cents per thousand feet. This and the other losses from detention at low water, from lumber bruised, split, kc, should be added whatever the amount may i>e, to tlie footing in tiie preceding table in order to give the actual and total cost of transportation. It does not appear probable, if we pay due regard to the experience and opinion of the most competent judges, that the amount of the several losses just enumerated, would fall short of ">(> cents per thousand feet. ]>ut to guard against an over estimate of these items, we will assume the loss at only half that sum, or iio cents per thousand for the first and second qualities. If this be correct, then the actual cost of transporting this description of hunber to liangor, in rafts, is as follows: Noith T?angor, ryl cents per thousand, Orono, 7.'> " " " East and West Great Works, 87} " " " Oldtown and Milford, \)-2 " " Or an average cost of 77 cents per thousand. We have now glanced at the expense and diiriculties attending the transit of lumber to market by the river; aiul it remains for us to consider whetlier tlic construction of yoiu" road will otler such facilities as will secure to it this valuable branch of trade. The line of your road is so located as to allow the construc- tion of branches to every mill on the river within these limits; and tliese branches may ap[)roacli tlieuj in a favorable manner for tiic reception of the lumber from the mills immediately on to the cars. A knowledge of the amount of lumber which is required :o bo forwarded to market, daily, from each of the mills, will readily suggest the number of cars which should be left, daily, at each place to be loaded. The labor of loading, it is believed, will be less than placing the lumber in rafts, and the work will be of a more simple character, admitting of the employment of a different and more economical clasi of laborers, or of accomplishing greater results with the same description of workmen. 20 The manufacturers ol" luiiihor having tho facilities of for- warding it clean, dry and iVcsh from (lie mills, with the greatest despatcii and leyiilarity, will ho enahled to regulato their husiness to suit the market, or the cirenmstancca in which they mny he placed, li" there tshoidd not he room to deposit liiiid)er at Haiigor, or from the ahsciice of vesi■^eL^ in which to ship himher, it should not he desirahh; to forward it iinmcdiately, then it may ho piled convenient to (lie hr.nnches of tho several mills, till such time as it is recjuired to he lorwarded, when a larf^e ipiantily may he delivered with the greatest certainty and despatch, and in tho most perfect order. With the same class of freight engines as are now used on the Atlantic and St. liawreiice Hail Road, 'i'O^'HlO loot of liimher may he transjiorted from Oldtown to Hangor, on one train in one hour; or sto[)pin:>' at all the mills and atfacdiing additional cars, the lime ibr the same amount of liimher need not exceed two hours. With the rc(piisife siij)ply of cars, and no delay from loading, three round trips could he made with oin- engine, per day, trans- porting 5510,(100 I'eet ol" himher. 'J'liis, perlia|)s, in ordinary practice, could not he; accomplished every day, with one en^^inc; not, however, from the incapahility of the eiii;iiie to perl'orm the service, hut from the delay at each terminus and the way stations in tiie chaiiijinff and distribution of (;ais, t^c. With a full .Mpiipmeiit for your road, and sindi accommoda- tions as are within your reach at Ban^^or and at the mills, not the least diffi'Milty need he apprehended in transporting, annu- ally, as large an amount ol' lumber as has ever been manu- factured in any taie year by all the mills along it.s line The capacity of your road, the gi-ades being level or descend- ng with the trade, will be superior to any single track road in New ICnglaiid. Extensive accommodations should he provided for the busi- ness of your road at the i^angor tot minus. Wharves should he exteudi'il r.p tlie liverfrom llie K'cndiiskrag to tlie Penobscot bridge, upon which tracks should be laid; and along which, vessels may lay and receive their cargoes immediately from tho cars. The same mode of disposing of tlie lumber may be resorted to in the Kcnduskcag, by extending a track along the J (I Ol a f()i an Mt ol 2\ \: wharves. If circumstances should render if nrlvisablo, and witli a view to ijrjvc more extensive acconunodatioii.s lar this laisii-es.-j, whur\e9 shduld be arranged ahovo the hridjj;e !"(>i' the trantder ol" liuiiher to scows, which, when h)adcd, would convoy their hnnher to such vesaeU as may be waitin;.; far it:; rec'plion. W^ilh (lie [)ru]ier machinery, whole car load^ of lunili r may ho transferred at o:;ec to scov.s, or to a plaetj of tcniuDiury deposit, the whole ()|)er;iti;:;i occupying but a few minutes. So also it may be arranged to run cars on board of scows at Iiigh tide, and tluis transfer the hnnber directly from the cars to the Th;! ability to delivt r a large amount of luml)er in a limited time ami with the greatest certainty, tiieie!)y p»'iiiiittin;!j; it to bo retained at tin; mills where there is more room for storng;', till ready to bo sliij)pc(!, the freedom from losses or in':i!"y., tli;' j^rcat I'aeilities which ar(^ at command for translcr:inj;- lumlior to vessels or other places of deposit in Hangoi', and the con;pleto control given to dealers over their business, are advantages, 'vliicli, with a projier tarilf of charges for conveyance, should insure to the road the trnnsportatiuii of all tho best (piality of lumber, and a large portion of tin- inli ricr ci' may be regarded as r considerable item of trade on your load. TIk; tonnage of vessels annually built in Maine, is iicaily double that ol'any other Slate, oi' alioiit llA per cent, ol" the whole tor.nage built in the United States. With the sujierior facilities which .Maine jiossesses, in her extended coast, her nu- merous harbors and riveis, and the skill and enteiprise of her citizens, siie will nuiiiilain hvv asren(),000 barrels of Hour, '^.',0,000 bushels of corn and (JOOO barrels of pork, »s.c. In addition to these supplies, there ranc:. c- inch.stry on the .penmg ol a ncvv channel of cananunieatiun in this direction, U .s hcheved that ue can, with safety, phice the amount of this freight at '^.),UUO tons, annually. TASSENOER BUSINESS. •„ . '•>.. n« fn eon-^iJ-^r t'.;o "roi)iii)lc amount and It I'ow icma'.ns >ov n?> lo oiimu-. , value of lliis business to your roaii , It vill leadil V be seen fro:ii th-^ bu-c amount of mar-'factunng on ynui' Une and ihc dcnrewev, and I^ddin^ion opposite Hanp.r.ai.d Orouo, respective!), and we luue a total of -io/VlO nd.alntants on and near your line. It is not, however, tins popuhmon alouo to which vou u,aylook lor .uppo,., but to tnat =>l-'>' ''« country above Mdtord, whose business relations are altogethei with ku.vor, or in tiuU direction. This, as belbre slated, an^ounts to -.,ObO, givn.g a total of ;^:U>b» inhabhants, who iV.m the nature of their pursuits anual for a HUe population under ordn.ary circu;nstances on otiior roads. _ Worn the city of Bangor to North Hungor, a distance ol I mil^,, tiicre are stages runn.ng twice daily for 7 months ot the Ycar. From 15angor to Urono, stages run twice daily b>r tuc ;.-me .>o;linn of the ^ear. Also to Toper Stillwater ior '. i.KU.ths in th/year; ouc half of this tune twice daily-for the remamder, "'TVokitown and Milford, tl.ere is usually u daily stage. Tliere i^ also a dailv line f om Mattawamkeag to Bangor, called the IJoulton line. In addition to the passengers conveyed by sta-rcs. there is probably a stil! greater number daily passing upland down the road by other conveyances. 'J'hc coni,tant intercourse between tlie numerous mills and the vity, and the I 25 great ninuber of persons connected with tlic lumber trade, and other branches of business in the interior, who are constantly pussin- nnd r«!passing, are lacts which warrant the conclusion that vu.ur road will socnro a larfj;e passen-er business. The suvin's in time eilcrU'd by the rapid transit of railroad convey- ance "is an important consideration, and at a fair valuation, would be e.pn.l, for each passenger, to half the amount ot his fare; while to a largo portion, it would be double that amount. in view of the present amount of travel and a reasonable increase which would immediately follow the opening of your line, there appears to be no doubt that the number of passen- gers transported on your road, will ecpial ^t),()00 annually. With the foregoing data, we proceed to submit an estimate ot the probable revenue of your road, when it shall be in full and successful operation, and its business connections completed. KSriMATllD INCOME. 70,U(tO,()i)0 feet Taiml)er, including I5o.\es, Heading, S-c. rO,0(lO,()i!() Shingles, 17,r)0l),(»()(> Clapboards, Pickets and Staves, 5n.O00,(KH) Laths, 30,000 Barrels, 8,000 Ship's Knees, 100,000 Kail Road Sleepers, AO.OOO Fence I'osts, iiO.OOO Tons of other freight, 80,000 Passengers, Mails. Deduct tor expenses, GO por cent.. at r)')C pr. M. " 1-2^0. " " " 5r)c. " " " 10c. " " " ;3c. each. " 'i-n;. " •' ;Jc. " " -^c. " " 1,15c. " 35c. $38,500 U,250 *),G''25 5,000 900 '2.000 3,000 1,000 '23,000 •28,000 7-25 $118,000 71,000 $47,000 Net rev' nue, This is (Mjual to nearly per cent on the loial cost, as now returned. In the above estimate we have allowed l\.r the transportation of 7O,000,0tM) feet of l-miber, at the low average rate of 55 ccnti per thoi'sand feet. 4 '20 This is less tliati oiif Imll'or llic niiiount ..nuiially maiiufacltir- cil lor several years iii sucecssioii VVitli tliis low rate and the sii|)erior facilities nllbrded t'ortrana- jiortation, your road ought to coiiiiiiaiid a still {greater amount ot this trade. The amount olchijilxiards. staves, tte. in the estimate, is sup- jiused to ineltidf nut only those inannt'actnred on the line of your load l)ut tliosc also that will he hrought from Lincoln and all other placi's above Oidlown 'i'hc (it her articles emhiaced in the estimate, are about the aiiioMMts now |ii(i(liie('d, or such as a moderate increase would ;^ive. Tile expenses of roads generally, in New .l''iigland, are about ")(> per cent nt'tlieir receipts, but as short roads are usually oper- ated at greater proportional expense than Inng ones. I have de- ductid iiO pi'r cent of tlie estimated gross income ol' your road for tile expenses. In other res|iects, it can be operated as cheap or cheaper tlian ro.ids sieiierally, and possibly the expenses may be reduced Id .")() per cent oi'the income. No one acipiainted with the losses and ditficulties attending the convevance eihiniber to market by the river, will donl)t that a largi' auioiuit of the best quality would go on the road, even at a greati\ increased price from that altove stated. Tiio most skep- tii-al Will, I l)elie\e, admit that at T'* cents per thousand I'eet, tiiere v.ould lie not li->ss than ;}."> millions of (eet of lnml)(;r pass liver yoiu road annually. So also, it is believed, that anyone acquainted wiiii the i- Muense amount of travel on this route, must admit that there will be not less than ;;^), ()!)!) passengers trans- po •ted ;i;!!iuali\' 'i"o taki' tue most unl'avorable \iew of the case, suppose the i in- cuiue Iruui luiiiuer to lie only lor tiie iimount and at the price above stated: that the fare tor passengers is reduced to 30 cents e.icii, and tin. uiniial net revenue will then be Sld.'OU, or over [Iff c( 111 1)11 the e,-;tiiiiated cost, !;i uhalivcr h^li ital. It nuiy be proper in this connection, to stale tiiat the estimate of the amount of lumber tiansported, is l)ased on the present fdiaracter of the trade, and tliat an increase of capital and inanu- t'acturing facilities may materially change the character of a large portion of the hnnber transported, giving it a greater vabie at home, and justifying an incrci.'se in tlie rates oftreiuht. If the work recpiired to prepare junfner for building was performed at or near the mills, where it is now manufactured, a matcrinl ben- efit would be realized by the cduunuiiity whose iahdi- is th'.fs em- ployt d The preparing ami fitting bnuber for buildings, gives employ- ment to a large population ni every great city. A portion of lliis labor ciuild be more economically done wiicrc.' the luiiiiier is pro- duced, with the aid of machinery now in conunon use. ]5v in- -oducing these improvements in your business, and byexpoiting ^our lumber in that form in which it shall ba\e readied its hiizh- est value, you may gradually change the character of" the busi- ness, and add to the population and wealth of'your own Slate. The inunense water power oftiie J'enobscot, will for all time to come, furnish a nevei- failing source of business for youi' load, whatever may be the extent of the lumber trade. At various points on the line of your road, a large ainounl of w atei-powi i remains uiH)C(mpie(l, but which will doubtle.-s soon i.c bionght into use. 'I'liat at I'asin mills near Ori^no, at the Kose place, Corporation mills, and atOIdti.wn are higiily valuable. At tlu; former place, by cutting a slioit canal, the water GREAT WORKS OLDTOWN "i'^i. fffti > GREAT WORKS TenAihict'l Kiirr MIL/OR D