have now completed all that the instructions seemed to call for, (except so far as they relate to the collection of the statistics of business, which, owing to the fact that my time was wholly occupied with the survey, was arranged to be performed by the Committee,) and have shown, from the results which have been communicated to you, that the route is practicable; that it is shorter than any travelled route between Hartford and the State line; that the expense of constructing it is by no means beyond the average cost of railroads which have been constructed as permanently as provided for in this estimate; and I have, also, shown that it is perfectly practicable to carry a branch from it, up the valley of the Farmington, to Collinsville; beyond which, it is well known that there is no difficulty in the way of its extension.

The general course of the route is very direct, at no place diverging more than three miles from an air-line drawn from Hartford to Danbury. In a final location its character can be much improved, both as respects alignment and cost of construction. Our aim has been, in all cases, to place the line upon ground that could be taken in a final location, without a greater sacrifice in directness, than would be made by a judicious engineer; and which, at the same time, would present quantities sufficient to provide for any change that it might become advisable to make. In respect to curves and grades, the line we have run will not lose in comparison with any of the great thoroughfares of our country. In fact, the maximum grade, upon this route, is 23 feet per mile less than upon the Boston and Albany Railroad; and yet, upon that road, the Company is daily transporting immense quantities of freight and a large number of passengers; indeed, one of the great objects of that road is to carry freight and to compete with water communication.

On the 53 miles of the New York and Erie Railroad which are completed and in use, there are about 20 miles having the maximum grade of 60 feet per mile. The minimum radius of curvature is 955 feet, and the length of curvid line is about the same as upon this route. We have then, in this portion of the New York and Erie Railroad a remarkably close resemblance, in respect to curves, grades, &c., to those of the Hartford and Danbury; and yet, as appears from the Tables, which have been politely furnished to me by H. C. Seymour, Esq., superintendent, the average expense, for four years, (from the time of opening that road to September 30th, 1845,) is, for the transportation of freight per ton per mile, only $0.03130, of which .00667 is for loading and unloading, owing to the peculiar terminus of that road, and not chargeable to this, leaving the actual cost $0.02463 per ton per per mile; and per passenger per mile $0.01365. This certainly shows a very flattering result, and most conclusively settles the question as to the feasibility of our route.

By reference to the profile drawn upon the large map, it will be seen, that the maximum grade is disposed of in the most judicious manner for an economical working of the road. The grades at the commencement of the several routes at Hartford, and at either terminus which may be selected in New York State, are gentle; by this circumstance the engineer will be enabled to get a full head of steam upon the engine preparatory to ascending the maximum grade, by which the train will be brought upon the summit; after which, in a short distance, a descent commences, which will enable the engineer to accumulate steam and in like manner be prepared for the ascending grade which follows. This route will therefore have, in a great measure, all the advantages which can be claimed for an undulating road.

By connecting with the Harlem Railroad, this route can be said to terminate directly in the heart of the city of New York, as it would, by connecting with the Hartford and Springfield, in that of Boston, and thus form the great artery through which would flow streams of travel and business of every description; which is an advantage that cannot be claimed for any other route, at the present time in operation, between these two great cities.

I would close this report, by stating that I have not thought it expedient or necessary in this survey-the design of it being, mainly, to determine the practicability, and the expense as nearly as possible, of constructing a Railroad from Hartford, via Danbury, to the easterly line of the State of New York, in the direction of the city of New York-to survey or examine with especial reference to the location of depots at particular points. This is a subject which belongs properly to the Directors, who will be chosen, by the stockholders, to perform this, among other duties, at the time of making the final location. In order to determine the proper location of depots, it is necessary to be in possession of a complete knowledge of the amount and kind of business in the various places to be accommodated, as well as of their situation in respect to the present modes of communication.

Although my time was limited, and although for reasons above stated I gave but a passing attention to this subject, yet I can say, with some degree of certainty, that points

may be selected, on the routes which have been surveyed, for the location of depots, which, varied and extensive as is the business of the towns to be accommodated by their location, will, nevertheless, accommodate them all. Besides, the interest of the Company and that of individuals in this question is a common one, which is the strongest guarantee the latter can have that proper locations of depots will be made. In respect to the termination in Hartford, the same principles are applicable; and it is only necessary to say, further, that the several routes have been terminated at a point -to wit, where Asylum street is crossed by the Springfield Railroad-from which any point in the city or upon the Connecticut river, which a judicious location would require, may be reached. All of which is

Respectfully submitted, by your obedient servant,

EDWARD H. BRODHEAD, Chief Engineer.

(TABLE A.)-SUMMARY OF INCLINATIONS AND DISTANCES.

(TABLE B.)-ANNUAL EXPENSE OF OPERATING THE ROAD.

The above estimate of the expenses of operating the road, is sufficient for conveying 150,000 passengers, and from 50,000 to 60,000 tons of freight, over it annually.

THE IRON TRADE OF EUROPE, &c.

We have received per the last British Steamer, which left Liverpool 4th December, our regular files of the Mining Journal up to the 29th of November, from which we make the following extracts.

By these it will be seen with what activity the capital, skill, and industry, not only of England, but of all the Continental powers, is driven to the utmost, to meet the demand occasioned by the improving spirit of the age, which appears to be on the increase, although, from former accounts, there did really not appear much room for such an augmentation of impetus as is in progress in every direction.

While this is going on all over Europe, it seems almost impossible to give credence to the fact, that an American Secretary of the Treasury should present, to the assembled representatives of this great nation, a proposition to arrest the march of the United States in this noble career.

Still the fact is so, and those who do not wish to see us reduced, to become again hewers of wood and drawers of water to Trans-Atlantic masters, must buckle on their armour and prepare for the conflict; lest, before we are aware of it, a deed shall be done, the effects of which will cost the people of this country years of toil, and hundreds of millions of dollars, ere they can again place the general welfare in its present prosperous condition.

Let no one "lay the flattering unction to his sou!" that it cannot, and therefore will not, be done. We can hardly bring ourselves to believe that such an act of national suicide can ever be consummated. But we did not think it possible that such an obliquity of intellect could be found among us, as that must have been, which concocted the Report, but now put forth from the Treasury Department, and therefore we think it behooves every lover of his country, and her independence, to be on the alert.. We have stated more fully our views in another part of this number, of the Report of the Secretary of the Treasury; and the preceding luminous article, in this number, from the pen of the Hon. James Tally madge, takes so full a view of our foreign relations and home pursuits, that we forbear, at this time, to say more, and proceed with our extracts from the Mining Journal, as follows, viz:

RISE IN THE PRICE OF IRON ON THE CONTINENT.

At the last monthly meeting of the iron-masters of Belgium, it was decided that the price of trade iron made by coke should be fixed as follows: Soft iron, No. 1, £1 the 100 kilogrammes, (200 cwts;) half hard, No. 2, £1 2s. 6d.; hard iron, No. 3, £1 5s. This price presents an increase of 5s. on the former quotations; it was also decided that, from the 20th inst., the price of rails should be raised in consequence from 16s. to £1 5s. per 190 kilo's. At the forges of St. Dizier, the market price of iron has been rising for several months, as well as cast metal, and this is expected to increase progressively every week, in consequence of the high price of wood and coal, which will be much higher during the ensuing year of 1846, as all the contracts entered into are at least twenty per cent. higher than what they were a few years back. Wrought-irons at St. Dizier, made by coal,

1

are quoted at certain forges £15 5s. for the provinces, and from £14 16s. to £15 for Paris. The department of the Marne has made some very extensive demands, even at that price. At La Blaise the sales have been done at £15 5s. for Paris, and £15 15s. for the provinces; these prices are, however, barely sustained, but as there is such a demand for railway contracts, the parties are obliged to submit to the demands of the ironmasters. The last transactions in white cast metal have been done at £15, although £15 10s. is sometimes obtained. The following are the results of the sales of iron at the fair of Chalons-sur-Saone-viz: The metals of Comte have been sold at £10 10s.; the metal half rock of the Upper Marne, £8; ditto, rock ditto, £8 10s. ; fine iron of Comte, £23 5s.; hammered iron of Burgundy, £15 5s. ; ditto of Poissons, (rock by coal,) £15 16s.; ditto, (rock by wood,) £17 5s.; flattened iron of the Marne, £14. These prices offer great profits to the iron-masters; there were a great number of purchasers, but sellers were rather scarce. At the fair of Chalons of 1846, it is expected there will be a great deal of business doing, and that at high prices, as the demand for iron throughout France is so rapidly increasing, in consequence of the progress of railways, machinery, and iron ship-building: it will also, it is expected, greatly increase during the ensuing year.

THE PRICE OF IRON IN FRANCE.

The price of iron is on the rise at Paris in a progressive manner. The iron of Champagne, called "half rock," made by coal, is worth 400 fr., or £16 the 1,000 kil. The drawn and flattened iron of Chatillonnais has been firm at £15 8s. In consequence of a meeting held by the principal iron merchants of Paris, it is the intention of carrying the price to £16. Some houses, who have a few good samples, the assortment of which is generally wanting in Paris, keep their prices very firm. The flattening forges in the environs of Paris are in too full work either to replace the supplies which are wanting, in consequence of the interruption of the arrivals, or for re-passing under the cylinders any considerable quantity of the iron from Aveyron, of old make, so as to improve it, and convert it into the current samples of the market in general. In consequence of the carpenters of Paris having returned to full work, after entering into a satisfactory agreement with their masters, the iron nail trade has rapidly increased, and prices become higher.

MEETING OF THE FRIENDS OF INDUSTRY.

We perceive, by the Moniteur Industriel, that several of the most eminent engineers and manufacturers have formed the project of holding a congress, or general meeting, of the leading scientific men throughout France, for the purpose of discussing the improvements that may be made in mining operations, machinery, manufactures, and the general industry of the country, which will be represented by their respective members. The provisional committee has not yet been entirely formed; but every day there are new accessions of the most scientific men, who are sending in their adhesion and strong approval of the formation of an association which may render such eminent services to every branch of industry, unconnected with any political feeling or danger to the state. As soon as the list is complete, it will be then decided by a council when the first congress shall be held. In the meantime, many names of