New York, January 20, 1846

In compliance with instructions from the Committee appointed by a Convention held at Poughkeepsie September last, I have examined the projected Hudson River Railroad.

Description of the Route
An instrumental survey was commenced at Forty-Second street in Eleventh Avenue of this city. Some examinations were made from Fourteenth street; and it has been thought best, for the present estimate, to consider the route as starting from the lower end of Hudson street; following that street to its intersection with Fourteenth street; down Fourteenth street to the Eleventh Avenue; and thence on this Avenue to the point above mentioned at Forty-Second street, where the survey was regularly commenced. The line continues in the Eleventh Avenue to Fifty-Eighth street, and there diverges to the shore of the Hudson; it then follows the shore, (in the Twelfth Avenue for about one and a half miles,) occasionally cutting off points of projecting land to the mouth of the Harlaem Creek. Several of the projecting points are rock, the most important of which is that opposite Fort Washington. The shore of the river is generally favorable for an embankment, where it is necessary , between the projecting points, and along the banks that are too steep to admit the work to leave the river. The depth of water, as far out as the embankment will extend, at those places where mostly or entirely in the river, is generally from one to two feet at ebb tide; and in no places exceeds three feet. The loose stone that may be obtained along the shore, out of the earth that will be excavated to form the embankment, and from the rock excavation, will furnish sufficient materials to protect the river side of the bank against the wash of the river.

In crossing the bay at the mouth of the Harlaem Creek, a drawbridge will be required to accommodate the vessels a short distance to stone quarries. The channel is shoal, only admitting vessels at high water. The bay is sixteen hundred feet wide, and has from nothing to three feet depth of water at ebb tide. It may be crossed, partly by carrying out an embankment, and partly by a bridge supported by piles.

From Harlaem Creek the line continues on the shore of the river, in a position similar to that already described, until it reaches Tarrytown. On this portion very little rock occurs; and not sufficient stone is found to make all the protection against the river that will be required. The balance may be obtained from quarries in the vicinity. The river bank is generally less bold than on New York Island, and a less amount of embankment will be required. The depth of water at ebb tide, rarely exceeds two feet at the outer base of the embankment. Except where the bank crosses bays between projecting points, the level of the ground at the center line of road will generally be above high water level. At Yonkers a draw-bridge will be required, for vessels to pass up the Saw Mill River; no other bridge will be necessary at this place.

At Tarrytown the line leaves the river, and runs across a point of land that projects too far to pass around. The summit of this point, where the line crosses it, is forty feet above the grade level of the road. The whole width across it, between points that are eight feet above grade, is thirteen hundred and twenty feet. It appears to be composed of earth that will be easily removed. A considerable portion of the earth from this cut will be required for an embankment across the low ground and marsh above it, through which a small stream, called Mill River, runs. This stream will require a bridge of thirty feet span. After crossing the marsh, the line passes over a narrow neck of land, and then regains the river shore, which it follows to near Sing Sing, much in the same manner, and with similar facilities as described for the line below Tarrytown. About half a mile below Sing Sing prison, a bold rocky outcrop occurs, that forces the line out, and compels it to run three thousand seven hundred feet across Kemys' Bay below. The water in this bay is of greater depth than usual: a portion of it is seven feet deep at ebb tide: materials for embankment may be conveniently obtained for a part of the distance, and the balance may be crossed by bridging on piles. After passing the point above mentioned, the line leaves the river, and passes over moderately uneven ground to the State Prison at Sing-Sing, where it may go through between the Prison and the hill, without, in any respect, injuring the safety of convenience of the Prison. To do this, however, will require rather heavy expense in deep earth and rock cutting, in walls, and in bridges, to accommodate the passages to and from the Prison. Most, if not all, the work at this place could be done by the convicts.

After leaving the Prison a short distance the line curves around near the hill, so as to leave the most important wharves of Sing-Sing unaffected by the line of the road: one of the docks at this place will require to be extended.

At Tarrytown and Sing-Sing, several small buildings will require to be removed; none of which are of great value.

From Sing-Sing the line follows the shore of the Hudson to Croton Bay. The Croton River empties into this bay and a draw-bridge will be required. The north side of the bay is bounded by Teller's Point (Croton Point), which requires a deep cut to cross it. The length across the point that is above ten feet cutting, is thirteen hundred and eighty feet, and the greatest height above grade is seventy feet. It appears to be composed of sand and gravel of easy excavation, and will be used to a great extent in forming the embankment across the Croton Bay on the south, and Collaberg Bay on the north. After crossing the latter bay, the line reaches Collaberg village (Croton-on-Hudson), running in rear of most of the wharves: it continues along the shore of the river for about four miles above Collaberg. This shore is, in general, more rocky and uneven than that before described below Sing-Sing. Several brick yards are passed; some of which will require extra expense to provide for their accommodation. At this place it leaves the river, and enters a valley, that requires the grade of the road to rise for two miles, at the rate of thirteen feet per mile, and then descent by a similar grade to the shore of the Hudson near Peekskill. It then follows the shore of the river, passing through Peekskill between the hill and some of the wharves, and just outside others. The latter will require to be extended, so that vessels may reach them outside of the Railroad.

At Peekskill the Highland Section commences. After leaving the village the line follows the shore of the river nearly half a mile, to a rocky point on the south side of Peekskill Creek. Thence it crosses the broad bay at the mouth of this creek, a distance of three thousand five hundred feet, to a bold point called Royer Hook. The bay is shoal; generally two feet (but a few places three feet) water at ebb tide. A bridge supported on piles will be most suitable to carry the road across the greater part of this bay: a portion of it may be advantageously embanked. Vessels occasionally pass up the Peekskill Creek, and a draw-bridge must be provided for their accommodation. Passing Royer Hook the line continues on the shore of the river, two and a half miles, cutting off some rocky points, to a narrow promontory known as Anthony's Nose. The water is shoal, generally at ebb tide, from one to two feet deep at the outer base of the bank. This shore is nearly all rock. The embankment will be formed mostly from the masses of loose rock that lie along the shore, and from that excavated from cuts across several narrow points. The quantity required for the bank is not large, and the line is very good. At Anthony's Nose the water is deep a few feet from shore, but this is not material, as the direction of the line, to pass the nose, with a radius of two thousand feet, requires a deep cut across it, or a tunnel of about four hundred feet in length...

Character and Importance of the Trade
Before proceeding to the estimate of expense it is necessary to consider the magnitude of the traffic the road is designed to accommodate.

It will not be controverted that the construction of Railroads within the last ten years, in opening new, and improving old avenues of intercommunication, has produced a material influence on the relative advantages of commercial towns. Natural obstacles to trade, heretofore deemed insurmountable, have been to a great extent overcome, and in a greater or less degree advantages equalized. There seems no good reason to doubt that this mode of improvement will go on still more to equalize advantages by those means which have hitherto proved so successful, and cases will no doubt occur where the artificial channels of communication will supersede the natural to a much greater degree; and change the commercial aspect of the towns.

This city enjoys natural advantages for trade of a very high order; and these have hitherto carried her forward at such a rapid rate, that her citizens have not thought it necessary to make any important movement to improve these advantages. The Hudson River and Canals of the State have borne their immense commerce to their wharves. Until recently it was supposed that nature had set its barriers so firmly against any change, that no diversion from this course of trade could be effected. While it is fully believed these advantages will continue to afford the elements of extensive business to the city, it cannot, on the other hand, be doubted that efforts for diversion in the manner above alluded to, will be successful to a great extent. The present object, therefore, is to consider how the enterprise under consideration may be made beneficial in maintaining and advancing the ascendancy of the city, in the present and prospective commerce of the country.

While the Western and Northern trade depended entirely on the canals for transportation to the Hudson, there was comparatively little importance in the means of transportation on the river. When the ice closed the Hudson, it also closed the canals, and the transport of property was suspended throughout. The opening of the Railroads from the Hudson river to Buffalo for the transportation of freight during the winter has materially changed the aspect of this question. During the close of navigation on the Hudson, the only convenient avenue to an Atlantic market, for the produce brought down the Railroads from the Western part of the State, is to Boston. Last winter was the first, under this arrangement of trade; its influence was not very great; still it made considerable change in the direction of agricultural products-particularly in the pork trade from the western part of the State. If the pork trade takes that direction other articles will go with it, and, more or less, the whole produce trade will be affected. And as produce finds a market in Boston by means of superior facilities in transportation; merchants from the country will be led to that market for the supply of goods they need, and manufacturers for the cotton, &c., they want in the winter season. Connections thus formed will naturally lead to more or less business at all seasons; an advantage, it is not probable the enterprising merchants of Boston will leave unimproved.

As a naval depot, it is very important that this city should have a good winter communication with the interior, without which other Atlantic cities, having far less advantage in other respects, will be preferred, from the facilities which railroads will give them of keeping up their communications throughout the year.

It is believed to be unnecessary to dwell more on this point. The fact that the roads west of the Hudson are authorized to carry freight in the winter, renders it obviously of great importance that a continuation of these roads should extend to new York, in order that this city may have a fair participation in the trade-may at least be a competitor-and our fellow-citizens in the interior have a choice of markets.

The position will hardly be denied that a Railroad on the route proposed, adapted to the most economical transportation of freight during the winter season, would be of great commercial importance, both to this city and the interior of the State. At the same time it cannot be supposed that a Railroad on the margin of the Hudson would carry any important amount of freight, when the river was not obstructed by ice. Probably one freight train per day, would be as much as could be sustained at remunerating prices during the season of navigation; and, depending mainly on winter business, averaging about four months of the year, it is not believed the road would afford an income sufficient to remunerate the capital required for its construction.

The Legislature by repeated acts have authorized the construction of the Railroad between New York and Albany, and efforts at different times have been made to find the funds for its construction. But hitherto it has not sufficiently commanded the confidence of capitalists to obtain the requisite means. The prominent reason has probably been the belief that no Railroad could compete with the Hudson during the season of navigation, even for the passenger business.

It is now proposed to investigate the capacity of a Railroad to compete with Steamboats for a portion of the passenger trade. A very few years ago, it would have been considered a hopeless task to undertake to show that any Railroad could maintain such competition. But the safety, ease, rapidity and economy in the transportation of passengers by Railroads, which experience now exhibits, places the proposition in a different light.

The first consideration is the speed at which the Railroad may convey passengers. This will depend mainly on the character of the road-its directness of line-its grades-and the smoothness and firmness secured in its construction.

In regard to direction, the proposed route will be from four-fifths to five-sixths straight line; the remainder will be very easy curvature, only four instances as low as two thousand feet radius; the remainder being from three thousand to ten thousand feet radius.

In regard to grade, nearly half the length of the road will be level; the remainder will be ascending or descending at the rate of from seven to seventeen feet per mile.

The line and grade may therefore be regarded as well adapted to a high rate of speed.

Coming soon: Plan of the Road and General Remarks.