SENATE. No. 201.

REPORT

ON THE

TROT AND GREENFIELD RAILROAD AND HOOSAc ,

BY THE

JOINT STANDING COMMITTEE,

For 1873.

BOSTON :

WRIGHT & POTTER, STATE PRINTERS,

Corner of Milk and Federal Streets 1874.

Commomucaltl) of iltassactjusctts.

To the Honorable George B. Loring, President of the Senate.

Sie : —-I have the honor herewith to transmit the Report of the Joint Standing Committee on the Troy and Greentie M Railroad and for the year 1873.

Your obedient servant,

ROBERT JOHNSON, Chairman.

Boston, April 10, 1874. 4 HOOSAC TUNNEL. [Apr.

The Joint Standing Committee, for the year 1873, on the Troy and Greenfield Railroad and Hoosac Tunnel, herewith submits its Report concerning the various operations of prog- ress toward the completion of that enterprise, which have been accomplished during the year. The recent removal of the final barrier at last enables us to record the establishment of a continuous opening for the entire length of the Tunnel through the Hoosac Mountain. All the doubts with which timidity or adverse prejudice has hitherto invested this undertaking are at last dispelled, and it now remains only a question of months, more or less, of further operations, to reach the time when the people of the Commonwealth shall commence to enjoy the practical benefits of the continuous route. Its accomplishment has been the object, from an early day, of the hopes and labors of many of her best citizens ; and it is a matter of yet recent remembrance how much their per- sistent pursuance of this project has availed to remove honest doubts and fears and compel sometimes reluctant faith. As the work approaches completion, in place of the few who at first appreciated, despite all discouragement, the possi- bilities of the future, and pressed on with this undertaking in the face of ridicule and hostility, the whole community now perceives its value, and is weighing with anxious care how best to manage and develop its vast capacities of benefit to the Commonwealth. It would be a pleasant and an interesting history to recount the names and labors of those whose efforts have been the most effective and conspicuous for this result. Like all those who devote their exertions to permanent and substantial 1874.] SENATE—No. 201. 5 objects, they will have their best memorial in the success of their enterprise and the advancement of its purposes. As citizens of , we rejoice to contemplate, as being no longer a matter of remote anticipation, the very early establishment of this railroad route. Actually extending from the western boundary to the central valley of the Commonwealth, it is practically pro- longed by the adjacent lines at either end, already built by the wise foresight of private capital, so that its approaching early completion will establish a continuous IoAV-grade avenue from the Hudson River to the harbor of Boston. The great practical questions of policy in operating it do not fall within the province of our inquiry, and are elsewhere receiving the attention to which they are entitled. We con- fine ourselves therefore to a review of the works of construc- tion accomplished during the year, and of the general condition of the line as to completeness, character and sufficiency. A special examination and report of recent date (House Doc., No. 9, 1874), describing the deficiencies and discussing remedies needed on the already operating portions of the state road, is before the legislature for consideration, and therefore relieves us from proceeding with that branch of the subject. We will now mention in successive order the several divisions of the route which it seems convenient to establish for the purposes of present description.

Railroad East of the Tunnel. The length of now laid doAvn, extending from Green- field to the Hoosac Tunnel station, has been duly cared for by the railroad companies who hold and operate it under the conditions of their lease from the Commonwealth. The unfinished portion of the railroad, extending from the end of track above mentioned to the eastern end of the Hoosac Tunnel, embracing the distance of about two-thirds of a mile, has been particularly described in the report of the chief engineer, which is herewith appended. The compara- tively small amount of work yet incomplete is understood to be in progress, and its details appear to call for no special remark. 6 HOOSAC TUNNEL. [Apr.

Under the denomination of " accessory ivories,” in this con- nection, shoidd be mentioned the matter of the highway now building across the State land, near the east end of the Tunnel. Our predecessors, in their report covering the operations of the year 1872 (Senate Doc., No. 201 of 1873), made brief mention of its objects, and recommended that the un- expended balance of the appropriation for this purpose, made in chapter 256, section 3, Acts of 1870, be made available by further legislation. It was, however, concluded by the legis- lature to embrace in a single appropriation the whole amount immediately requisite for the Tunnel and accessory works. The conditions which have caused a delay in the building of a portion of this highway are duly stated by the engineer. The necessary preceding conditions of filling the waste banks having been attained, the length yet unfinished may be com- pleted during the approaching summer.

Contract-work for Completion of the Hoosac Tunnel The progress of the last year has been largely free from exceptional sources of hindrance or difficulty. The contract- ors, Messrs. Walter and Francis Shauly, seem to have con- tinued to maintain a high standard of diligence and energy in the prosecution of their work. Relieved from the sources of exceptional delay and expense at the central section, hith- erto so serious, they have been able to produce results more fully satisfactory to the public expectation, by removal of quantities of material largely exceeding those of previous years. Without here entering into any detail of the facts and cir- cumstances attending their operations, it is sufficient to state that the value of work accomplished by them during the year 1873 has exceeded by nearly one-seventh that of the previous year. If their further labors were confined only to the work which appears to have been contemplated at the time of their undertaking the contract, it seems entirely probable that they would be able to complete its execution before the expiration of the six months’ margin beyond March 1, 1874, which the contract permits to be allowed them. It has been found, however, that in that portion of the Tun- nel where the rock was originally expected to be sufficiently 1874.] SENATE—No. 201. 7 compact for the maintenance of a natui’al roof, certain lengths will require the artificial support of brick arching. This in- volves the cost of removing an increased quantity of rock, and of supplying materials and labor for building the arch. The contractors claim that this was not anticipated by the contracting parties, and was not therefore embraced by them in making up their estimates of the price at which they con- tracted to build the Tunnel, and should be paid for as extra work. Since the amount provided by legislative enactment for the contract only affords compensation for the work of the Tun- nel originally designed, justice and equity toward the con- tractors may commend to the consideration of the legislature the further appropriation of an amount sufficient to provide for the cost of the additional constructions. It has been a matter of advantage to the enterprise that the contract for its execution should have fallen into the hands of men alike energetic and competent, who have contended successfully with its many difficulties. The report of the engineer gives succinct description of the works which have been accomplished during the past year in making a new artificial channel for a portion of the length of Tunnel Brook, near the western end of the Tunnel. The damage occasioned by this stream during the freshet of October, 1869, will be remembered by those of your Committee who have visited the locality, and who, after sufficient exam- ination of the matter, feel able to indorse the propriety and necessity of the expenditure which has been incurred, as the only means of securing a permanent safety. In the appended report of the chief engineer will be found a somewhat extended account of the contract operations of the past year in the Tunnel, which seems to embrace such details of the work as are most likely to be of general interest. He has therein given some very carefully prepared statements, in tabulated form, to which we would refer, as affording a very perspicacious exhibit of the progress and value of the work accomplished during the successive years of the present contract. We would also commend to the attention of all interested in such matters the statements in the engineer’s report, which 8 HOGSAC TUNNEL. [Apr. exhibit the precision attained in the instrumental operations by which the alignments, grades and distances were estab- lished. When it is remembered that the joining of the lines of the Mt. Cenis Tunnel showed a variation of a little more than half a yard, it will be regarded as a source of just pride by our engineers and of just satisfaction by the community, that in the case of the Hoosac Tunnel this variation has been reduced to the almost imperceptible difference of the mere fraction of an inch in each instance.

Railroad between the Tunnel and North Adams The work under the existing contract for grading the road- way has not, during the year, advanced so rapidly as was de- sired and expected. It is, however, a matter of simple justice to Messrs. McClallan, Son & Walker, contractors, that we mention the occurrence of unusual difficulties in the nature of the work, which seemed partially to excuse, but not justify, the whole amount of delay. The assurances of extraordinary effort which the contractors have given, and the fact of the special constructions already undertaken by them, at a con- siderable pecuniary outlay, for the purpose of expediting the completion of their contract, afford reasonable belief that they will finish their work before the occasion for occupying that portion of the roadway can arrive.

Railroad West of North Adams. The portion of the railroad which extends from North Adams to the junction at the state line with the track of the Southern Railroad, is now leased and operated by the Company. The lease (which was executed by the Troy and Greenfield Railroad Company prior to the surrender of their franchise to the State) will terminate on completion of the Tunnel, and possession of the line will thereby revert to the Common- wealth. Since the length in question forms virtually an extension of the. Troy and Boston Railroad from the state line, eastward to North Adams, it is obviously for the interest of that corpora- tion to obtain the extension of tins lease. 1874.] SENATE—No. 201. 9

The Troy and Boston Railroad was built with the purpose of making a connection with the Troy and Greenfield Rail- road line, in order that, upon the completion of the Tunnel, there should be a continuous road to the Hudson. It is to be hoped that the present owners of the Troy and Boston road may hold the same purposes which were enter- tained by its original projectors, and recognize that their in- terests are so largely dependent upon and associated with those of this Commonwealth, that they will be best promoted by harmonious concurrence with such policy as the latter may elect and pursue. Haying thus suggested the various considerations and de- tails concerning this enterprise which seem to us most deserv- ing of special remark within the scope of our supervision, we submit them with the hope that they may be of some value in exhibiting its present condition. Believing that it can be so completed and managed as largely to promote the interests of the Commonwealth, we shall regard with lively interest the further measures which may be undertaken for the purpose of accomplishing its most complete and efficient development.

ROBERT JOHNSON, RUFUS D. WOODS, EDW’D LEARNED, Of the Senate.

WILLIAM C. PLUNKETT, T. S. WHITE, WEAVER OSBORN, BROWNELL GRANGER, JOHN W. FLETCHER, GEORGE 11. WHITMAN AMOS HILL, ALMOND R. LANCASTER, Of the House.

2 10 HOOSAC TUNNEL. [Apr.

Engineer’s Office, j Hoosac Tunnel and Troy and Greenfield R. R., I North Adams, Mass., March 20, 1874. J To the Joint Standing Committee for the year 1873 on the Troy and Greenfield Railroad and the Hoosac Tunnel.

Gentlemen :■ —In compliance with your request, I have prepared the following Report concerning the work accom- plished during the year 1873 upon the Tunnel and adjacent portions of the railroad now under construction, and the prog- ress toward completion attained up to January 1, 1874 : On the division of the Troy and Greenfield Railroad east of the Hoosac Tunnel, the whole length of a little more than thirty miles, extending from Greenfield to Hoosac Tunnel station, was first completed in 1868, and, with exception of the interruption caused by the freshet of October, 1869, has since been held and operated by the Fitchburg and the Ver- mont and Massachusetts Railroad Companies. The track now laid down and in use, as above stated, ter- minates at a point 3,295 feet distant from the east end of the Hoosac Tunnel, and the work of building the roadway extend- ing thence to the entrance of the Tunnel embraces the follow- ing constructions : First. The cutting through a point of the mountain which is usually designated as " Rowe Head,” and the short adjacent work of embankment made by deposit of the material excavated. Next in order, going westerly, occurs the very considerable length of high embankment which has been made by dumping the larger portion of the rock which has been hauled out of the east end of the Tunnel by F. Shanly & Co. in the prose- cution of their existing contract. Following this comes the railroad bridge over the , completed in 1869, for which contracts were made and the work of building commenced under authority of the state commissioners in 1868, which was the last year of their term of office. From the river-crossing to the Tunnel, a temporary road was made many years since, over which the contractors’ track now passes ; but this is neither at proper grade nor of suffi- cient width, and, consequently, further work of excavation and filling is required to complete the permanent way.

1874.] SENATE—No. 201. 11

The previous contractor for the rock-cutting just west of the railroad station having unnecessarily delayed to prosecute the work during the present season, the abandonment of his contract was declared, under its provisions, with forfeiture to the Commonwealth of the amount yet reserved and unpaid—- twenty per cent, of the value of work heretofore accomplished by him. Subsequently to this, advertisement for proposals was made, and a new contract entered into with George West for the completion of the remaining work, and under this contract the grading of that portion of the road was com- pleted. The channel of Cascade Brook passes near the east portal of the. Tunnel. Previous to deposit of any materia] from the excavations, it had crossed the line of railroad location before its into Deerfield all dischargingO O waters the River. DuringO the years of the construction of the Tunnel, it has hitherto been in times of flood a source of apprehension, and occasion- ally of actual interruption to the workings. This was notably the case in October, 1869. After that occurrence, the pres- ent contractors thoroughly repaired and strengthened the wall or dike which had been built many years previous, by forces under state employ, to protect the roadway leading into the Tunnel from inundation; and they thereby obtained such approximate security as might be gained within the limits of cost which they deemed it suitable to incur. Since the position of the provisional barrier invaded a por- tion of the space ultimately designed for occupation by the permanent way of the railroad, it could not be made available in the system of final occupation. The constructions necessary to make suitable disposition of the waters of this brook, have been undertaken, and ad- vanced very far toward completion during the past year. The discharge of the stream is now directed through a culvert, built in such position as to admit of its being overrun by the side-tracks that will hereafter be found requisite for the purposes of railroad occupation. At the close of the year, there remained only a small portion of the intended construction yet incomplete. It is intended to resume and finish this at such early opportunity of the ensuing summer season as shall be found least likely to 12 HOOSAC TUNNEL. [Apr. interfere with the intended prosecution of tunnel and railroad works whieh it is required to accomplish.

Highway across the State Lands at East End of the Tunnel. The building of the road was commenced in 1870 by order of the governor and council, under the specific appropriation made in chapter 252 of Acts of 1870. Of this there was built, in 1870, forty-eight rods, and in 1871 four and ahalfrods, making the aggregate length of fifty-two and a half rods, which has been designated as the northern division of the highway. The location of this was determined by the county com- missioners of Berkshire County, being the southern portion of a route established by them, extending up the valley of the Deerfield River to the northern line of Berkshire County. The building of the county road northward from the north- ern boundary of the state lands was begun in 1871 and fin- ished early in the year 1872. From the southern boundary of the state lands, up to the south end of the northern division of the highway, built as described in the foregoing, an old town way (extended by a road which had been built for the purpose of facilitating the Tunnel operations) has afforded a means of present travel, which has been used, without very serious remonstrance, by the inhabitants of the upper valley of the Deerfield and others who have found occasion to traverse the route. In order to secure the best location, and at the same time keep the limits of estimated cost within the sum of $1,500 provided by the legislature for this highway, the commis- sioners were obliged to establish parts of the line extending over low grounds, which it was proposed to fill by deposit of material brought from the excavations of the Tunnel, with the expectation that the building of such portions of the high- way would be deferred until the sufficient completion of these requisite fillings. During the past year a further length of highway of seventy- six rods, extending over a portion of the fillings, has been par- tially ballasted so as to allow its being brought into use for travel, and all the necessary fillings are now so nearly fin- ished that the completion of the highway may be regarded as one of the expected results of the present year’s operations. 1874.] SENATE—No. 201. 13

Iloosac Tunnel. The operations of the contractors for the past year have been much more productive, with regard to force employed, than those of any previous year. By the junction, accomplished December 12, 1872, of the eastward heading from the central shaft with the heading advancing westward from the east end, the continuous gal- lery for the discharge of drainage eastward was established. This relieved the contractors from that date forward of the greater portion of the cost of pumping. Heretofore they had been compelled to raise all the water that accumulated in the central section through a vertical lift of 1,009 feet up the central shaft to the outlet pipe toward a discharging cul- vert built beneath the surface, which conveyed the flow into neighboring a O O ravine. Thenceforward the requisite removal of water, so as to per- the work of breast of mit drivingO the eastward enlargementO and of the westward heading (both of which had been started from the central shaft at grade of the floor of the Tunnel), involved only pumping up a lift of twelve feet to the top of the bench of rock which had been left under the floor of the heading previously driven. This floor followed the regular- descent of grade, and thus afforded natural flow eastward. The entire removal of this bench was accomplished during the month of June following. The need of pumps was thereby obviated, and the water which made in the workings near the central shaft was left free to follow the floor of the Tunnel to discharge out of the east end. No specific mention was made in my report for the year- -1872, of the quantities of water encountered by the workings from central shaft, and necessarily removed by pumping or bailing. At suggestion of one of your number, I repair the omission in the previous report. The following tabulated statement gives a sufficient exhibit of the quantities of flow in successive stages of the workings of that year. 14 HOOSAC TUNNEL. [Apr.

Partial Record of Observations exhibiting the variations of quantities of flow of water in Central Section during the year 1872.

Flow in Gallons per minute I>AT I)ATK OF OUSER- d or bailed pumped or bailed out ntral Shaft

1 8 7 2. 18

. Jan. 1, 81* Apr. 20, 10 17, May 1, U6-A

18, 90 205 18

'V

HOjffo June 10, . 237*il

Feb. 1, . 104*« 19, • 214*

15, 108 i i

108* 29

Mar. 22, . 106* Oct.

i,u Last day of pumping through Apr. 6, 137-A1101 f Dec. 12, < V. the Central Shaft. 136*

I shall afford perhaps a still better general impression of what was necessarily accomplished in the central shaft by the following statement of quantities of rock and water lifted during the term of pumping in the year 1872, extending from

January 1 to December 12 :

Number of tons of rock lifted, 13,792 of water lifted, 315,095

This, however, gives no idea of the peculiar difficulties and costly interruptions of the work, occasioned by the intrusion of large and increasing volumes of water. These should fairly be remembered and considered in estimating the exertions made by the contractors to expedite the work. During earlier months a force has been employed in the breast of roof enlargement east of the bench, and the work was substantially completed in the latter part of November, 1874.] SENATE—No. 201. 15

1873, thereby, in connection with the results of other work- ings also driven, affording nearly a full-size tunnel, extending from the central shaft to the east end, with only such remain- ing masses of loose material or projections of unblasted rock as belong to the later labor of the mucking and trimming gangs. West of the central shaft, the westward penetration of the heading, which had made but trifling advance since February, 1872, was recommenced in December, 1872, and thence vig- orously and continuously prosecuted up to November 27, 1873. By that date it had approached so near the breast of the opposite heading (which had been driven with easterly direction from the west shaft) that the intervening mass was readily broken through by charges of nitro-glycerine, which were loaded into each of the breasts and simultaneously fired on the afternoon of that day. By this event, most interesting to those immediately con- nected with the work, the final barrier was removed, and a continuous way of passage afforded from the valley of the Deerfield to the valley of the Hoosac, on the actual subterra- nean road which is hereafter to become a thoroughfare of traffic. The working progress of the contractors in the Tunnel during the year has shown comparatively a brief record of the accidents, more or less disastrous, which are to some extent inseparable from any work of this character. The most serious occurrence, involving loss of life, was that which took place on the 30th of June, on a train of cars which was being drawn inward from the east portal, when five persons were killed by the explosion of giant-powder. This material was being carried to the work in an open box, placed upon a car shortly in rear of the locomotive, and the impression pre- vails that the ignition of some exploders lying on the top of the box by sparks from the locomotive was the primary cause of the accident. It would probably not have occurred if the giant-powder alone had been thus exposed. The modes of working pursued in the various portions of the Tunnel excavation during the past year were generally similar to those heretofore adopted, and present but little occasion for special remark. It is only in the matter of em- 16 HOOSAC TUNNEL. [Apr.

ployment of explosives that any material change has been made. Giant-powder (a compound of nitro-glycerine) was substituted successively at different points of working, in place of the nitro-glycerine heretofore in use, with economy in the ordinary progress of enlargement. Writing at this date, however, it becomes appropriate for me to mention also in this connection that the results of the more recent intro- duction of Mowbray’s mica-powder (also a compound of nitro-glycerine) seem to indicate the probability of its su- perseding the use of giant-powder for the completion of the Tunnel. Nearly all the exploders used for firing the blasts have been, as heretofore, those manufactured by Charles A. Browne & Brother. An interesting circumstance, not heretofore referred to, is that of the extension during the past year of the lengths of pipe-main through which the compressed air, afforded by com- pressors driven by turbine wheels at Deerfield River, is now conveyed and utilized at very considerable distances. Early in July, the pipes in the eastern section were connected with those of the central section workings, which had been hereto- fore supplied only from the steam compressors at top of the shaft. In favorable times thereafter, the working of the steam compressors was wholly suspended, and the power-drilling at headings was accomplished with pressure created at the Deer- field River wheel-house, about three miles distant. Below is presented a tabulated statement of the lineal feet of heading or shaft driven, and of the amounts earned by the Messrs. Shanly in each of the successive years since the com- mencement of their work under the contract, by which it will appear that they have earned, in 1873, $114,802.13, or nearly

one-seventh more than during 1872 : y—l GO s, 8 8 8\ 8 s

F s & mjc,

8 G 9 8 7 8 7 8 7 2 H 7 3 H 7 cn >BB s, ft

U8 s SI s s .81 868: H s ft I SI S' 8 s * o

to o s s s h-* SI 8: 81 s 8 S' 8, 18

St .8

s ■BB S 8: h: s

h-1 18 lIOOSAC TUNNEL. [Apr.

I give beneath also an exhibit of the respective lengths of headings drawn from each of the starting-points of working, making up the several aggregates of lineal feet of annual progress which have been shown in the preceding state-

ment :

1,1 In In In In ADVANCE OF HEADINGS. 1869. 1870. 1871. 1872. 1873.

- From East End, .... 1,239 1,514 1,743 1,495 j

("East, . - 60 277 1,226 i - Central Shaft, <

- I. West, . 87 153 | 119 1,697

West End, .... 449 1,203 1,380 1,616 1,435 Aggregate lineal feet, . . . 1,688 2,864 3,653 j4,456 j 3,132

& Total amount of the headings driven by F. Shanly Co., . 15,693

I also supply a general statement in detail of the different descriptions of work involved in the contract, exhibiting the amounts originally estimated as required for completion of the Tunnel, and the total amount actually accomplished by the Messrs. Shanly np to January, 1874. h~* OO

I—J

C/J t?d !2j > H I o

too I—*

ID N s N O

s< N h—i

8: _ o s: w 6 9( > Si 4 S( 41 Si Si O o K

81 i—j fe! !z| 8' ,s; Si B a s< B

8’ s S'

r- 8'

:8 i *3.8: $

I—l > 1874.] SENATE—No. 201. 21

I have here to remark—in reference to that portion of the statement which exhibits the original estimate of contract- work required—that the subsequent excavations have grad- ually developed the necessity of building brick arching in portions of the Tunnel where no such requirement was in- cluded in the original estimate. It follows, of course, that this additional amount of arch- ing will increase, to a proportional extent, the total cost to the contractor of completing his work. As the excavations are not yet so far complete as to enable me to determine otherwise than approximately the lengths for which this additional support must be furnished, and for the further reason that a legislative committee is now consid- ering the contractors’ application to be compensated therefor, I do not here attempt any new statement of quantities. During the past year no arching has been built. There remains on hand a supply of nearly 900,000 bricks of last year’s make in the brick-yard near the west end. Mention was made in the last annual report of the correct position of the working lines established in the eastern division of the Tunnel, which had been respectively extended from the east portal westward and from central shaft east- ward, which was finally proven after the meeting of the head- ings (accomplished Dec. 12, 1872) gave opportunity for the determination. A result showing similar exactness in the working lines in the western division of the Tunnel, has been afforded by the meeting accomplished Nov. 27, 1873, at a point distant 2,056 feet, or a little more than three-eighths of a mile west from the central shaft, and 10,138 feet, or a little more than 1 y). miles from the west end. At this meeting point, the shorter working line tested by the determining points of central shaft and east end was known to be in exact position; and the longer line of 1 miles was found to have deviated only by the amount of nine- sixteenths of an inch. These results of accuracy are believed to surpass any yet attained in other works of similar character. They are the expected and legitimate fruits of an amount of care and labor which can hardly be appreciated. I necessarily pre- 22 HOOSAC TUNNEL. [Apr. scribed the methods to be pursued, and at the outset gave much personal attention to the instrumental operations, but in the later accumulation of other duties have found it possible to give only so much of my time to this one matter as was needful to secure personal knowledge that the requisite proc- esses were faithfully and correctly carried forward. In these and other labors I have had the constant pleasure of observing the admirable fidelity and zeal of my several assistant engineers, Messrs. F. D. Fisher, Carl O. Weder- kinch and A. W. Locke, respectively, in charge of the west end, central and east end sections; and I wish further to commend the several subordinate assistants and inspectors for faithful and willing service under the protracted expos- ures and hardships of their work. It has been my necessary responsibility to select those who should aid me in carrying out the various departments of my engineering work, and I am now gratified to accord such unreserved praise to the mem- bers of my corps for the meritorious discharge of their sev- eral duties. The results of the alignment which have been before men- tioned will naturally receive notice as being of greater recog- nized consequence, but I think it desirable to mention also other connateo matters of engineeringo o detail which will be of interest to all who care to give their attention to the subject. The preliminary determination of length was first made by a measurement from end to end of the Tunnel, carried over the summits of the mountain. The ultimate establishment of actual length, made by measurement through the Tunnel, completed since the entire way was opened in November last, have been found to differ from the preceding only by the amount of of a foot, being in the proportion of only three one-thousandths of one per cent, of variation in the distance of 4| miles. Preliminary levels were carried respectively from east and west end over the respective summits, to determine the elevation at the central shaft. Since the opening through the Tunnel has given opportunity of connecting the working levels, it is found that their deter- mination of the exact elevation of the west portal varies 1874.] SENATE—No. 201 23

only by of a foot from the result of the preliminary levels. This statement of closely concurrent results iu the different instances, arrived at in each by separate processes necessarily so difficult and widely variant, will sufficiently indicate to all who may be familiar with the conditions which were involved, the great carefulness and precision which have been observed.

Stone Arch and Facade at the West End of the Tunnel. Beside the 25,031 feet length of actual Tunnel excavation before made or therein provided for, the contract includes also the extending of the Tunnel for about 50 feet westerly from the west end of the brick arch already built, the addi- tional distance to be covered by a stone arch terminated by a construction of for the The suitable Ogranite western facade.5 excavation of the ground on which the above should be placed was commenced in the latter part of 1872, but suspended in March following, in view of the evident danger of under- mining and causing a break iu the channel of Tunnel Brook. In the autumn, after the diversion of the brook into a new channel had been effected, the excavation was resumed, and the portion necessary for the stone arch was sufficiently com- pleted to admit of putting iu part of the concrete foundations before the close of the year. The completion of the whole work of arch and facade will be readily accomplished before the end of the approaching summer.

Railroad between the West End of Hoosac Tunnel and North Adams Messrs McClallan, Son & Walker, contractors for the graduation and masonry, have been at some points of their work considerably delayed, but will probably be able to com- plete their contract before the line will be required for use. They have during the past year built the abutments of two bridges, thus, with previous work, completing nearly all the masonry yet assigned to them. During the early part of the autumn, they provided a steam- dredge for the excavation of the Hoosac Elver , and 24 HOOSAC TUNNEL. [Apr. '74. pi osecuted that work until the appearance of extreme cold weather made its farther continuance unadvisable. The cut approaching the west portal of the Tunnel must be regarded as the most difficult portion of their contract. It has been worked during the past year with such commendable energy as to remove all apprehensions as to its timely com- pletion.

Very respectfully, Your obedient servant

BENJ’N D. FROST.