A particular description of the most important Rail Road routes in this state, was given in the Register for 1832. The Rail Roads at present in operation are The Mohawk and Hudson, from Albany to Schenectady, 15 miles. The Saratoga and Schenectady, from Schenectady to Saratoga Springs, 21 do. 36 These two Rail Roads form a continued line from Albany to Saratoga Springs. The principal works under contract, or in progress, are, the Ithaca and Owego Rail-road, length 29 miles. Harlaem Rail-Road, from Harlaem, city of New-York, to the Bowery, near Prince Street, SARATOGA AND SCHENECTADY RAIL ROAD. [COMMUNICATION.] 7 miles. This rail road extends from Saratoga Springs to the city of Schenectady, and there unites with the Mohawk and Hudson rail road, which passes on to Albany; thus forming a very prominent portion of that great thoroughfare which so many citizens of the U. States annually traverse. The high value and importance of this public work is more obvious when we remember that the mineral waters of Ballston and Saratoga are the annual resorts of thousands of visitants from all quarters of the Union, who are induced to repair thither, as well from motives of pleasure and fashionable recreation, as from a desire to participate of the healing virtues of these far-famed waters. By far the greater proportion of those who visit the Springs, approach them by the way of Albany; consequently such facilities of conveyance as a rail road affords, must necessarily be an incalcula. ble benefit and convenience to vast numbers of our fashionable gen. try, and more particularly to invalids, who having heretofore, from the great expense and difficulty of the undertaking, been prevented from breathing the pure air, and drinking the medicinal waters of the springs, are now furnished with a cheap, rapid and perfectly agreeable mode of conveyance; thereby restoring health and comfort to hundreds, who, from unavoidable causes, have long been deprived of these "soothing influences." This consideration, although far from being the only one, is suffi cient to give some idea of the great utility and importance of the Saratoga and Schenectady rail road, which, like a genial summer shower, confines not its blessings to the small and contracted spot, whence it originates, but lavishly diffuses the benefits and advantages of its existence, literally throughout America. This rail road is now in the "full tide of successful operation,' and the beautiful and variegated nature of the scenery through which it passes, elicits the admiration of every traveller. At every turn, and almost on every side, is to be seen "Dame Nature, decked in robes of living beauty." Shortly after leaving Schenectady, the traveller passes the verdant and wide spread Mohawk flats, in full view of the beautiful edifices of Union College, while on one side rolls the romantic Mohawk, and on the other, the sloping ground, by successive undulations, gradually rises as it were, to obstruct the ardent gaze of the admiring beholder; and to hide from his eye, beauties equally interesting, but more remote. Thence after a rapid but beautiful alternation of woodland and cleared fields, the traveller approaches the tranquil and picturesque sheet of water, called Ballston Lake. This Lake is a great resort for angling by the visitant, and from its clearness and tranquillity resembles a polished surface of crystal, and lies beautifully reposing at the basis of the hills, by which it is apparently surrounded, reflecting with the minute accuracy of a mirror, the expanse of firmament above, and exhibiting, with faithful reality, a picture of the waving foliage of the venerable and numerous trees, which overshadow its margin. Thence, after emerging from a beautiful wood, the traveller is greeted with a view of the VILLAGE of BALLSTON SPA, which he now rapidly enters. This Village is not less celebrated for the excellent medicinal qualities of its waters, than for the beauty and grandeur of the scenery which surrounds it. The least enthusiastic admirer of nature, may here find some romantic walks or picturesque view, full worthy of being the object of his deepest admiration. From Ballston Spa, the rail road by a circuitous and serpentine course, proceeds to Saratoga Springs, traversing a tedious and unin. teresting section of country, exhibiting scarce any thing worthy of attention. ROCHESTER RAIL-ROAD. Extracts from the Report of the Directors, 1st January, 1833. The object proposed to be attained by the incorporation of the Rochester Canal and Rail-Road Company, was, the increased facili. ty of transportation between the Erie Canal and Lake Ontario. The northern termination of the road on the Genesee river, being within the limits of the proposed city incorporation, and uniting the harbor of the Genesee river with the business centre of the town, by so cheap and expeditious a mode of conveyance, cannot fail to aid greatly the commercial enterprise of our citizens, and to add largely to the profitable trade heretofore carried on with various ports and places on Lake Ontario and the St. Lawrence river. The elevation of the canal above the Genesee river, to the highest point where it is navigable for vessels of the description employ. ed in the lake navigation is, 254 79-100ths feet, and being there and for most of the distance between that place and where it unites with Lake Ontario, enclosed between high, precipitous and rocky banks, presented almost insuperable obstacles to the importation of heavy articles from the lake, such as salt, pig iron, wheat, timber, lumber, &c. unless by a land carriage of seven miles, being the distance from the lake to Rochester. The expense of this seven miles of transportation by land, has hitherto confined the transportation mainly to descending freight, which could be transported three or four miles by land, and thence from the warehouses down inclined planes, by temporary machinery, at an angle of forty degrees, one hundred and sixty feet, to the river, where vessels could receive it. The object attained by our rail-road is the connection of the town, by a cheap and expeditious mode of conveyance, with the harbor of the Genesee river, and at the same time providing for ascending freight. The principal inclined plane, is graded in steep, precipitous rock banks, requiring an average cutting of thirty feet on the upper side of the road, and the filling of a ravine at Fall Brook, fifty feet in depth, principally of stone. At this point is an angle in the plane, and the artificial table receives Fall Brook, after nearly a perpendicular fall of one hundred feet, which water is designed to be used as stationary power. These sections are nearly completed, and are intended to be in operation on the opening of the navigation. The other parts of the track, with eight branches and turn outs, with circular platforms, being three miles and five chains of single track, have been in use for a part of the fall business. The organization of the company and the filling up of the stock was not completed until April, at which time the work was efficiently commenced. From pleasure cars, From freight cars Receipts to 1st. January, 1833. $1,004 97 Deduct expenses connected with receipts, Interest of money on instalments since called in, to 1st January, 1833, 1,383,97 1,026 76 $810 52 Expenses of road, yellow pine rail, on sleepers $2,727 20 4,098 40 2,076 80 HUDSON AND DELAWARE RAIL-ROAD COMPANY Incorporated April 19, 1830, for the purpose of constructing a Rail-road from Newburgh through the County of Orange to the Delaware river. The capital stock authorized is $500,000, with the privilege of increasing the same to $1,000,000. From a preliminary survey of the route made by Henry G. Sargent, Esq., we obtain the following summary of distances and elevations: First.-Line passing from Newburgh, north of Snake Hill to the Wallkill river at Stoneyford, through Deerpark Gap to the Delaware at Sim's Rift, of mile above Carpenter's Point. Total distance 48 miles and 53 chains. feet. Elevation from tide to summit on D. Ruggles' farm 433.474 Amount of ascent and descent 77.596 . 570.377 - 496.833 This line requires six planes and stationary engines. The grade on the levels between the planes will not exceed 20 feet per mile. Second.-Line following the valley of the Otterkill, thence as above, through Deerpark Gap to the Delaware at Sim's Rill. Total distance 51 miles 69 chains. Elevation to summit of Deerpark Gap Amount of ascent and descent This is the most favourable route surveyed. Third.-Line over the Shawangunk mountain at Reynolds' Gap. Distance 49 miles 11 chains. Ascent and descent 1943, 942 1000 Fourth.-Line passing through Phillipsburgh, also through Reynolds' Gap. Distance 47 miles 55 chains; ascent and descent same as last. The engineer suggests that a slack water navigation may be made on the Walkill, from Stoneyford bridge to the village of Walden, for the sum of $15,000. The Hudson and Delaware Rail-road, it is proposed, to connect with another, to extend to the Lackawanna coal mines in Pennsylvania. TOPOGRAPHICAL MEMORANDA. Distance from the city of New-York to the Susquehannah River, where it first strikes the line of Pennsylvania, 155 miles, viz :-. miles. Thence to the Susquehannah From New-York by the Hudson to Rockland County From the Hudson River to Shehockin on the Delaware, through Rockland, Orange, and Sullivan counties, by 112 the Ramapo Gap 22 21 155 Total rise and fall 3295 feet; ascent 1198 feet. * Taken principally (by permission) from Burr's Map of New-York. |