Daily Alta California, Volume 2, Number 378, 25 December 1851 — Report of the Chief Engineer of the Pacfic and Alantic Railroad Company. [ARTICLE]

Report of the Chief Engineer of the Pacific and Atlantic Railroad Company.

We are enabled to lay before the public, from a very nearly printed pamphlet, a portion of the Report and the Chief Engineer, W. J. Lewis, to the President and Directors of the Pacific and Atlantic Railroad Co. It is accompanied by the Articles of Association and By-Laws of the Company, together with the Act of Legislature providing for the incorporation of Railroad Companies. The extracts will be found of extreme interest, as they present reliable statistics of trade and business in the " back country " of San Francisco, and furnish a glimpse at the topography and geology of the Pueblo and Santa Clara Tallies, which will richly repay examination. The Report is made out with much care, and is a complete and able document, destined to carry great weight, and force conviction in behalf of the project. To the President and Directors of the Pacific and At lantic Railroad Co. : - Gentlemen — compliance with your instructions, the I Engineer department was organized, aud the prelimi nary sarvey* for a railroad connecting the cities of Sao Jose and San Francisco, were commenced on the 16th of September last. * Since that date, the intervening ground lias been thoroughly examined, and a line of location ea tablished. ■ - It will be proper, before noticing the surreys, to give a brief topogrspmcal description of the country traversed by tbe road. The city of San Jose is situated 13 miles south of the head of San Francisco B ay, near the middle of the beautiful and fertile valley ef Santa Clara, which baa at thia point a width of about 18 miles. The coarse of this valley is nearly parallel to the Paci tic coast, from which it is separated by the Santa Cruz Mountains, while another range (the Contra Costa Mountains) forms its Nortb-Eastern boundary, and divides it from the valley of the San Joaquin. The last named range terminates to tbe North, at the straits of Carquines; and Mount Diabolo is its higheat peak. The Santa Cruz range extends North- Westerly to the Pacific Ocean, which it strikes about seven miles SouthWest of the Golden Gate. Between these ranges lie the valley of Santa Clara, the bays of San Francisco and San Pablo, and the city of San Francisco. On the western side of the bay, eight miles south of San Francisco, is an elevated peak called Mount San Bruno, which forms the northwestern terminus of the valley land on the side of the Santa Clara valley. Several high and long spurs extend from this mountain northward u> the Pacific Ocean, and eastward to the bay, and give to the promontory on which the city of San Fraicisco is situated, its rugged and mountainous character. Tbe southern arm of the bay terminates about 30 miles south c f San Francisco, and from San Bruno to its head is encompassed by marsh land, overflowed by the tides. Between the bsse of the mountains and tbe wetlands, there is, on both sides of the bay, an interval of valley ad, sloping gently to the bay. and gradually increas ing in width and decreasing in inclination as we advance southwardly, until at the head of the bay it forms a continuous plain from mountain to mountain. The plain near the mountain is composed of a sandy I jam, incapable of retaining water, bat the lower lands are of an alluvial character. The streams which issue from the mountains, sink in the higher parts of the \a!,oy, and reappear on the low lands, and form springs and marshes. During the rainy season, the accumulated waters from the mountains rush through deep channels cut in the gravelly soil, md spread themselves over the alluvial lands below. Annually the winter torrent sweeps with it a body of sand which is deposited on the plain. When this sand has accumulated sufficiently, a dam is formed, which is broken by a subsequent action of the water ; more sand is earned down and similarly deposited, and thus gradually on each side of the bed of the stream a bank is raised abjve the level ■I the natural surface in its vicinity. By referring to the accompanying profile, it will be seen that this curious feature characterizes most of tbe arroyos crossed by the located line. In th i selection of a proper route for a railroad, it has been my endeavor, having due reference to grades and directness, to place the line as far as practicable on the higher slope of gravel land. Here follows a report of the preliminary surveys, three routes having been examined, at the conclusion of which work, the engineer corps proceeding to complete the location, adopted as portions of tbe line, such parts of the experimental survey as could properly be included : Beginning at tbe City of San Jose, at the middle of San Fernando street, and on the SouthWest side nf Market meet, the I'ne follows tbe coarse of San Fernan do street 4521 feet, crossing the Guadalupe river above Mr Sunol's Mill, by a pile bridge 200 leet in length, and the law grounds beyond by an embankment. It then curves to the right on a radios of embankment. It then es to the right on a radius of 5730 feet, until it enters Or. Hepburn's enclosure, when it assumes a straight direction, which is continued 8 8 miles to a point near tbe Arroyo Cupertino, South of M . Creigbton's house. Curving again to the right, it crosses the Arroyo Cupertino, and pursues a direct line 2.7 milep, when it deliects to the right and attains a course which it follows 6 <\ miles, crossing tbe Arroyo de las Yeguas, by a bridge 70 feet iv length, and San Francisquito Creek, South of tbe present bridge, by a bridge 100 feet long. The course of the road then deflects three degrees, and is located on a straight line, passing North of Angelo's bouse, and crossing the San Mateo by a bridge of 100 feet span. From San Jose to Angelo's, the country presents to the eye the appearance of an almost level plain. But an inspection at the accompanying profile shows that there is considerable variation in the actual height of different points, although the undulations are hardly perceptible to tbe casual observer. From Angelo's to San Mateo there is but a narrow valley between tbe base of tbe hills and the bay, and beyond San Mateo many of the spurs extend to the bay. From San Mateo tbe line is traced along the side hill, deflecting to the left as we approach the residence ot Cbino Sanchez, and again to tbe riirht near the house ol Jose de la Cruz Sanchez. Atthe French Tavern it carves to the right, and crossing a stretch of low land, pierces a sandy lidge, and attains the shores I f the bay near Point San Bruno. The line now curves around the rocky point of Ban Bruoo, and is located in a straight direction to the extremity of the bluff forming the northern boundary of Visitation valley. Here it is designed to construct a pile bridge 13,300 feet in length. The character of tbe bottom of the bay was ascertained by careful soundinga at a number of points in the located line. The average d>-ptliof water at high tide is 10 feet, and the average depth of mud 23 feet. There is great uniformity in the depth of water and character oi the bottom, and there is every where sufficient depth of mud to give adequate stability to tbe piles. The bridge is estimated for piles 45 feet in length, (6 I beii/g driven at each bent,) and the bents are placed 10 feet apart. The piles are then capped and braced, and the bents connected by 4 longitudinal stringers, two 8 by 14, and two 10 by 14 inches, the latter deaigned to be directly under the rails of the track. The bridge, which is 15 feet in width, is covered with three inch plank, on which the iron rails are laid. 1 have stated particularly the mode in which it is proposed to build this part of the work, as its cost forms the largest item in the expense of constructing jour road. It is designed to fill up the space betweeu the shores and the ci.d of tbe pile bridge with solid embankment. From the northern end of the pile bridge tbe line curves to the left, and passing tbe rocky point leavea the bay and crosses the South San Francisco ridge at the point already indicated, 69 feet above tide water. At this summit we have estimated a depth of catting of 33 feet, which places the grade lino at 36 Ipct above tide. The line then crosses Islar's Creek and is conducted along the slope of the high ground at the he«d of the mar li three fourths of a milo above Capt. DeFrees' house. Thence, crossing Prccito Creek, and passing east of the race course, it curves to the right, and assuming a straight direction near tbe brick kiln, crosses Mission Creek on a bridge 150 feet in length, and enters the City of San Francisco. This line was continued in the same direction to Third street, which it intersects between Howard and Mission streets. From this point, where the survey terminates, the line can be conducted to the wharves of the bay, without encountering any difficulties as regards curvature or grades. Tbe height cf the grade line at Third street is U feet above high tide. Tbe whole length of the road from Market street, San Jose, to Third street San Francisco, is 48.04. The graduation has been estimated for a road bed 18 feet in width on embankments, and 20 feet in excavations, tbe sides having a slope of 1} feet horizontal to 1 foot perpendicular. On the first division, from San Jose to San Mateo Creek, six sevenths of the earl h work consists of borrowed earth and spoil bank, or in other words, the road bed is made by forming the embankmen's from the side ditches, and by removing the earth in the cut* and depositing it on the adjacent banks — neither process requiring tbe employment of horses and carts. There are no deep cuttings above (or south-east) of Point San Bruno, and no rock will be encountered. Between Ban Bruno and Mission Creek there is rock in all tbe spurs aud ridges crossed by the line of location. The present cost of railroad iron in Liverpool is X:> per ton, and freight from that port to San Francisco, from X 2 10s. to Jt'3 per ton. Tbe duty, which is 30 per cent, is charged on the prime coat — commissions and all charges arising at the port of embarcation. It will seen that the price estimated, 50 allows a considerable margin on these rates, and is sufficient beyond a doubt, should rails in Europe continue at tbe present very low figure. It will be tbe policy of the Company to commence laying the superstructure at points in the vicinity of landings accessible by vessels navigating the Bay. Launches freighted with iron can unload at the head of Mission Creek, at the embarcadero of the Sanchez Rancbo, at san Mateo Creek, at the embarcadero of the Rancho de I" Fulgos, BOoth of An olo '«. and at the landing on San ZZSSXT*? C / eek; *" of wh:ch •"> "> «>e immediate *7£.cZ 16 ro d - From the two >«tter Points, the rim£r ™ XT Urni i wllere " »»»«>daßce ofred wood ££ Thk woo7E\ red> "£ not more *•» five mil « di «" The following are among the tables of estimates set forth by the Report : SUMS ART OF COST OF GKADCATIOJT, KASONRT. AICD KMART OF COST BRIDGINO. HASONRT AUD BRIDGINO. First Division, (20 66 miles).... *120.833 62 Second Division, (10 10 mi1e5)........... ... 116 933 24 Third Division, (2.s3 miles) .....333 500 00 Fourth Division, (3.4B miles)..:... 344.179 40 Fifth Division, (2.28 mi1e5)..:..;..*......... 64,151 80

•878,597 46

' ■tf.!!! "'!, ea«f of nut Mai D ! tfMkimverrM, »a toss rail*. (|| lb«:p«ryard) *t »5a,,...,,,e^00 CO COO obalrs, ]« lbs. eajb-10,Md Ibf—ai 6 ott... 833 60 4000 lbs. ipik.es, at 60t«.*...T.V.V.'i-.Trr.T;.. S4O uu 2000 sleepers, 7J ft. Ion?, 6 by 7 in. at 60 et5. ..'.." 1,200 00 Laying track aud distributii'g material .."".;".:. \ 1,000 00 Totalforone mile ...*.... ....t:...;. »7,473 60 Cost of 51 ; miles of superstructure, (including 3 miles for sine tracks, and extension of the road to the wharves of Ban Francisco,) at $7,473 60~:.:~.7... $381.153 60 Graduation, masonry and bridging .. 878,597 4t> „ , . $1,25 D,751 06 Add for superintendence, ten perce.it 125,975 11 , Total cost of constructing tbe road .... $1,385,726 1 BDILDIKOS AND FIXTURES. Two depotf, at $10,000 each.;.:":...".....J.. $20,000 00 Bix way stations, at $500 each ............ .. 3,000 00 Two engine hruses, at #5000 eacb... ........ 10 00** GO O .i e machine shop 10 000 00 Two turning tables, at $3000 each .......... 6.000 00 Total .$49,000 00 LOCOMOTITES, CARS, ETC. Five locomotive engines and tenders, $9000.. 545,000 00 Ten passenger cars, at $3000 30.000 00 Four baggage cars, at $1000 ....l...^:Tt..'.T''- 4 000 00 Six platform cars, at $800. ..'.;.~Z~.~.~ZZ~.~?1.....y$ 4.800 00 Twenty covered freight cars, at $1000........ 20,000 00 Six hand freight cars, at $100 600 OS Total $104,400 00 The total cost of the railroad, buildiugs and running lixtures, will consequently be as follows: Construction of road $1,385,726 17 Buildings and fixtures 49,000 00 Running furniture 104,400 00 Total $1,539,126 17

It will be observed that the railro id does not leave the valley until it reaches Mouut San Bruno, wsich is but f J miles from San Francisco, and that all the expensive part of the graduation occurs on the six miles embraced in the third and fourth divisions The graduation on tbe first aud second divisions, including five-sixths of the whole length of tbe road, could be completed, the superstructure laid, and the road put in operation as far as Point San Bruno, within a year. At the Northern termination of the second division, where it is designed to commence the pile bridge, there is five feet water at low tide and ten feet at high tide, and there are no obstructions to navigation between this point and San Francisco. By placing a good steamboat on the Bay, to ply between Point San Bruno and San Francisco, and connect with the railroad, passengers could be con veved from tiiy sa city in 2} hours, and freight in 4 hours. Vessels also could come to the wharves at Point San Bruno and receive cargoes of agricultural produce destined for Stockton, Sacramento and the miirng sections of the State. The following is an estimate of the amount required for building tbe road f'om San Jose to Point San Bruno 1 Graduation, masonry and bridgi' g 39.76 miles, (Ist and 2d divisions,) $237,766 86 Superstructure 41 mites, (including 1 24 miles of side track,) at $7,473 60 306,417 60 $544,184 46 Add for superintendence, 10 per cent 54,418 44 Cost of road from San Jose to Pt. San Bruno. $598 60-2 M To which add, for Wharf at Point San Bruno 1.'.000 00 Buildiugs and fixtures 35,000 00 Locomotive engines, cars, tc 90,000 00 Steamboat oq tne Bay 50,000 00 Total $7^,602 90 Which is the whole amouut required to put the road ii. operation from San Jose to San Bruno, and to complete the line of communication to San Francisco by steamboat. It will thus be seen that many of the advantages to bderived from the construction of the railroad can be ob tamed at an outlay little above one-half tbe whole cost ol constructing tbe road. We have no doubt that it will be the true interest of the stockholders to complete the line at as early a day as is practicable, throughout its win 1 extent, and the object of the preceding remarks has merely been U> show that you may safe'y commence the construction of yrur work when the subscription to the stock amounts to $790,000. Several pages of the Report are here occupied with a careful estimate of the sources of revenue available to the work. Copious extracts are made from an address of a committee appointed at a public meeting of the citizens of San Jose, called to cji.aider the feasibility and expediency of a Railroad between that city aud San Francisco, and which was adopted last January. This address, or portions ol it, has already appeared through our columns, and since it was written, another season, in which the amount of passenger traveling has more than doubled, has elapsed to increase the weight of testimony in favor of the project. Th-* aggregate of freight has also become much greater. There are now three lines of communication beiween San Jose and San Krancisco— one daily, by Messrs. Hall & Crandall's splendid live of coaches, and two tri- weekly, connecting with steamboats at Alviso and Union City. The daily average of through passengers each way cannot be less than .r)0. r )0 persons. The President «f the Company has taken the pains to collect the following statistics: PRODUCE SHIPPED FROH SANTA CLARA VALLET To SAN FRANCISCO THE PAST SEASON. B arl ey 3,292 tons. Potatoes 6 416 " Hay 10,700 •' Fruit, (chiefly from the Missions) 450 " Lime 1.200 " Tomatoes 169 " Cabbages 710 " Onions, Beets. Pumpkins, Corn, Carrots, Turnips and Melons .3,900 " 26,837 " From the New Almaden Mines there has been shipped of Quicksilver and flasks during the current year . . . . . . . . . . . . . . . 2.000 " 28,837 " There have been driven tn San Francisco from Sr.nta Clara valley and through the valley from the southern part of the State 1 •20,000 beeves, at 400 lbs. each 4,000 tons. 25 000 sheep, 75 " 937 •• 10,000 calves 75 " 375 <• 5000 hogs ISO • 375 " 5 687 « Number of tons freight brought into Santa Clara valley in the year 1851, consisting of merchandize, lumber, fl >ur, farming utensils 4c, as derived from merchants in San Jottj. Banta Clara, Alviso, and persons engaged in freighting, 17,400 tons. Let us now see what the people of Santa Clara valley have paid the present season for transporting their merchandize to market. The average cost of freight, including the expense of land transportations for the distance over and above what will be required to reach the railroad has not been less than $15 per ton. Down freight 28,838tonsat $15 $432,555 Upfreight 17,400 " " 15 261,000 Fur driving live stock and loss of weight we shall estime { ct. a pound or $10 per ton, 5,687 tons beeves, sheep, &c , at 810 56 870 Total $750,425 The number of passengers travelling by public conveyances between San Jose and San Francisco, may be safely estimated at an average of 35 a day each way fur the six months ending June 30th, aud for tbe six months ensuing at 40 a day each way. The average rate of fare for each passenger for the former of these periods was $14, and for the latter about $10. St passengers for lsl days — DOSO passengers, at $14 $126,700 80 passengers for 184 days — 14, 720 passengers, at $10 147,200 Total from passengers $273,900 do " freight 740,425 Total 81,024,325 It thus appears that the conveyance of persons and freight between Santa Clara valley and San Francisco, will actually cost during the present year more than one million, of dollars. The report goes ou to say: Tbe southern base of San Bruno is, by our line, less than nine miles from San Francisco, and above this point is a large body ot land well adapted for grazing or culture. The difficulty of access to the market makes the land at present of little value, but the rail road will create and engross a considerable amount of travel and traffic at this point. Ai we proceed southward the land improves in quality until we reach the bead of the bay. 1 he valley of Santa Clara extends from tbe southern extremity of the bay of San Francisco to the Mission of San Juan Bautista, a distance of fifty miles, and it em braces an area of not less than six hundred square miles. The land is probably not surpassed in fertility by any iv the world, and all its products must become tributary to your road. The adjacent hills also abound in mineral wealth. Limestone is found in the low mils on b >th sides of tbe valley, and the large quantity of Quick silver sent from New Almtden will be greatly increased by tbe products of the Gaadaloupe and San Antonio Mines. The Report closes its practical labors with an estimate of probable receipts of the Road for the first year following its completion. The following is an abstract : Total income from passengers $345 250 " " freight 325,000 Total $670,250 Deduct total expenses 251,700 Balance nett revenue $418,550

Auction Sale ok Dry Goods. — It will be seen by uur advertising culumns that a largo quantity of dam* aged dry goods is to be sold nil the 29th inst. by R. D. W. Davis Esq. These goods are part of tho stock of Messrs. Hussey, Bond & Hale, injured by the late disaster to the building oa Rincon l'oint, and doubt1»m many good bargains may be had at the sale.