MAYOR, ALDERMEN AND COMMON COUNCIL OF GEORGETOWN. [To accompany J. Res. No. 27.] APRIL 28, 1858. Mr. SCALES, from the Committee for the District of Columbia made the following REPORT. The Committee for the District of Columbia, to whom was referred the memorial of the mayor, aldermen and common council of Georgetown, in relation to the erection of lamp posts, &c., from the western termination of Pennsylvania avenue, through Bridge and High streets, have had the same under consideration, and find that at the last session of Congress the sum of four thousand dollars was appropriated for purpose; that the same has been expended, but found insufficient to complete the work. Your committee, therefore, in order to carry out the original design of Congress, which can be done by a small additional appropriation, beg leave to report the accompanying resolu this 355 MAYOR, ALDERMEN AND COMMON COUNCIL OF GEORGE TOWN. [To accompany J. Res. No. 27.] APRIL 28, 1858. Mr. SCALES, from the Committee for the District of Columbia made. the following REPORT. The Committee for the District of Columbia, to whom was referred the memorial of the mayor, aldermen and common council of Georgetown, in relation to the erection of lamp posts, &c., from the western termination of Pennsylvania avenue, through Bridge and High streets, have had the same under consideration, and find that at the last session of Congress the sum of four thousand dollars was appropriated for this purpose; that the same has been expended, but found insufficient to complete the work. Your committee, therefore, in order to carry out the original design of Congress, which can be done by a small additional appropriation, beg leave to report the accompanying resolu horses, buildings, real estate, and materials appertaining to the operation of the road, the value thereof to be ascertained by a fair appraisement. And they propose, furthermore, that the authorities of the said city shall have the right, at any time during the said term of twenty-one years, to take possession of the tramway, upon the payment by the city for the property belonging to the company connected therewith and the appraised value of the unexpired franchise. And they propose and agree, further, that in case of a failure on their part to fulfil the stipulations of the contract entered into, all the privileges granted to them shall be forfeited. It appears the proposition of the memorialists is warmly supported by the citizens of both Washington and Georgetown, manifested by numerously signed petitions. In presenting, therefore, this subject for the consideration of Congress, it is proper briefly to review some of the most important questions that arise in connexion with the application of the memorialists. 1. Is the repaving of Pennsylvania avenue, at this time, necessary or expedient? 2. If so, does the cast-iron pavement fulfil better than any other the requirements of a good pavement, viz: durability, cleanliness, beauty, and facility of removal and replacement, for the laying down of water and gas pipes, or for sewerage; also for ease of draft, a firm foothold for horses, and ultimate economy of cost. 3. Is a railway, properly constructed and under good management, necessary or advisable for the transportation of passengers in this principal avenue? and what would be its probable effect upon the business and the value of the property situated therein? 4. Is the franchise which the memorialists ask of such a nature as to become a monopoly antagonistic to the interests of the government or city? These important queries it is proposed fairly to examine. It cannot be denied that the present pavement of the carriage way in Pennsylvania avenue is of the most inferior description, so much so, that the question of repaving and improving it has been repeatedly and earnestly brought to the attention of Congress. It is not only in reference to the ordinary business of the city, but also that of the government, that the subject demands attention. Pennsylvania avenue is the great artery of the metropolis, through which all must travel who have any connexion with its affairs. The principal public offices are mostly on the line of this highway, with the Capitol at one end and the Executive mansion in a direct line, more than a mile distant, surrounded by the four principal departments, with the Smithsonian Institution on the one side, and the Post and Patent Offices about equi-distant on the other; while east of the Capitol it is the route of travel to the Navy Yard, and west of the War Department, to Georgetown, and that portion of the city where the heads of the departments, the diplomatic corps, the chiefs of the different bureaus, and other officials connected with the government, generally reside, enhancing its importance as a thoroughfare far beyond any other avenue or street in the city. In the original plan of the me tropolis, and in the location of the public buildings, this noble avenue was laid out as the grand trunk of the whole system-and with that view was made of extraordinary width; the wisdom of this provision is demonstrated from year to year, as its importance and its travel increases. Viewing it, therefore, as the grand approach to the Capitol, this avenue presents the strongest claims to improvement, both on the score of utility and propriety. There is no city of importance throughout the Union, where any facilities whatever exist for paving, whose principal thoroughfares are so notoriously inferior. In the city of New York, its principal street is laid with Russ pavement, Cortlandt and a portion of Nassau street with iron, many other streets with the Belgian pavement. In Boston, Tremont and other streets are paved with granite blocks; Howard and Court streets, and a portion of Washington street, with iron; Chestnut and other streets in Philadelphia are laid with Russ pavement. In the vicinity of Cincinnati and Louisville, no materials for the Russ or Belgian pavement being found, the cobble is used, but great care is taken in the selection of the stones, to have them small, uniform in size, and laid in a particular manner. New Orleans has transported granite from New York for its principal streets. The immense expenditure involved in pavements give additional importance to the subject; expenditures arising not only from the original cost but by the constant demand for repairs, and so intimately is this question connected with the interests of every large city, that it is yearly attracting increased attention, and an allusion to it in this connexion will not be inappropriate. The cost of cobble varies from fifty cents to one dollar per square superficial yard; that of Belgian pavement from three to six dollars per square yard, and of Russ pavement from six to ten dollars per square yard. The costs of the various description of stone pavement depend much on the facilities of obtaining the material, the quantity and weight required being so great that transportation to any considerable distance becomes an important part thereof. The cost of iron is not so seriously affected by transportation; for while of stone three-fourths of a ton is required for a square yard of pavement, one-tenth to one-eighth of a ton of iron is sufficient. The objections to cobble pavement are sufficiently obvious. The larger the stones of which it is composed the less are repairs needed, though it is more rough, and noisy, and destructive to vehicles; the smaller the stone used, the smoother and easier it is for a time, but the more difficult and expensive it becomes to preserve the surface. It is dusty in dry weather and muddy in wet. It is anything but ornamental in its appearance, and the only recommendation which it seems to have is the cheapness of its first cost. The Belgian is but a superior description of cobble pavement, better for a short time, because presenting a smoother surface, but soon partaking of all its faults. The general plane of its surface becomes broken and the stones wear round on the top, resembling, after a time, a large sized cobble. If it is laid in cement and on a bed of concrete, so that one stone cannot settle below another, then it wears to the smoothness of the Russ pavement, and becomes dangerous and destructive to horses, These |