Part 4
{table continued} ===================+============+============+====== | Feet above | Feet below | Feet Name. | Sugar Run | Sugar Run | above | Gap. | Gap. | Tide. -------------------+------------+------------+------ Summit of Chesa. & | | | Ohio Canal | 476 | | 2739 Albright's Summit | 141 | | 2424 Sand Patch do. | 129 | | 2412 Chambersburg and | | | Pittsburg Survey | 264 | | 2547 Cedar Swamp Gap | | | | 160 | | 2443 Bob's Creek do. | 213 | | 2496 Big Spring do. | 314 | | 2597 Laurel do. | 222 | | 2505 Adams do. | 175 | | 2458 Portage and Summit | 41 | | 2324 Sugar Run Gap | 0 | | 2283 Burgoon's do. | 80 | | 2363 Kittanning do. | 75 | | 2358 Dry do. | 67 | | 2350 Hamer's do. | 177 | | 2460 Schultz do. | | 17 | 2266 Cock Run do. | | 55 | 2228 Maple do. | | 61 | 2222 Bell's do. | | 12 | 2271 Three Springs Gap | | 53 | 2230 Emigh's do. | | 240 | 2043 -------------------+------------+------------+-----
It will be perceived that the lowest point in the mountain, except at Emigh's, is Maple Gap, from which issues Bell's Run (a branch of the Little Juniata), on the east, and Sandy Run of Clearfield, on the west. This point is 61 feet below Sugar Run Gap and could be further reduced 150 feet by a tunnel 700 yards in length. If the ground had been favorable beyond the summit, this route would probably have offered the greatest advantages to cross the mountain, but it opens westwardly upon the deep valley of Clearfield, a descent into which would involve the necessity of a resort to as steep a gradient on the west side of the mountain as that required on the east; and the elevation thus lost would have to be regained by following up the valley to Laurel Swamp or Munster summits, in the ridge that separates Clearfield from the Conemaugh, which is here the true backbone of the country.
Any attempt to carry a line along the west slope of the mountain, to avoid the descent to Clearfield, would, from the rugged character of the ground, prove impracticable, without a vast increase in its cost, length and curvature. No other point offers equal advantages to cross the mountain until we reach Sugar Run Gap, which is 41 feet below the Portage Railroad summit, and may be reduced 120 feet more by a tunnel 2,000 feet in length. Emigh's Gap, which is still lower than Maple Gap, could not, on account of its gradual slope, be reduced by a tunnel of moderate cost, and it is also too far north for a direct route to Pittsburg. South of the Portage the Alleghenies become the watershed of the Union, dividing the streams that flow into the gulf from those that empty into the Atlantic. They here assume a more elevated character than while separating only the tributaries of the Susquehanna, affording no opportunity to pass them by a line adapted to locomotive power--unless by a tunnel of immense extent--until we reach Bob's Creek Gap. The accompanying profile, which exhibits the crest line of the mountain (for 44 miles) will give a more definite idea of the relative height of these summits.
The mountain on each side of Bob's Creek Gap rises to a considerable height, making it appear, to a casual observer, a very deep depression; and, from this circumstance, it has generally been considered by the residents of the adjoining country to be the lowest pass in the Alleghenies, and, as it falls off rapidly on either side, it has also been supposed that it could be farther reduced by a tunnel of moderate extent. The several surveys of the mountain, however, prove it to be 212 feet higher than Sugar Run Gap, and, to reduce it to a level with the surface of the ground at the latter point, which is 120 feet above the grade of the adopted line, it would require a tunnel 1¼ miles in length, to be constructed under very disadvantageous local circumstances.
Cedar Swamp Gap, still farther south, is 53 feet lower than Bob's Creek Gap, but it falls off on each side so gradually that it could not be reduced conveniently more than 40 feet.
Neither of these points, therefore, which are the only passes worthy of notice south of the Portage Railroad that lie within the region over which a direct line to Pittsburg must necessarily traverse, afford depressions that will compare favorably with those farther north; nor does the ground leading to them, east or west of the mountains, offer equal facilities to obtain a line of uniform ascent to the summit. The distance from the Conemaugh is too short to overcome the elevation with the gradient used on the western division, and, from the Juniata, the greater height to be ascended would continue the line so long upon the mountain steeps that it would be exceedingly expensive to procure a roadbed with a gradient even higher than 80 feet per mile.
From the foregoing description of the most favorable mountain passes, it will be seen that Sugar Run Gap offers the greatest facilities to cross the Allegheny.
It now becomes necessary to consider in what direction the Road can be carried thence to Pittsburg. From an inspection of a map of the State it will be seen that a straight line, drawn from this gap to Pittsburg, will fall on Munster, Beulah, and follow the valley of Black Lick for nearly its whole extent, and intersect the Conemaugh near Blairsville; thence it crosses the country lying within the elbow formed by the Kiskeminetas and Allegheny rivers, passing the Loyalhanna and Crabtree waters, and following, generally, the high and broken ridge parting the Allegheny and Monongahela rivers. That line, which would approximate most nearly to this course, would--all other things being equal--be the most desirable for the Road.
The operations of the different corps, on this division, have been confined to surveys that were necessary to determine the point of crossing the mountain and to the regions between the Conemaugh and Pittsburg, west of the Chestnut ridge. Our examinations have not yet been sufficiently extensive to enable me to give a full description of that part of the country between the mountain and Blairsville, and I shall therefore leave it for a future report, with the simple remark that, from the information before me, I am satisfied that a practicable line may be obtained by the valleys, either of the Black Lick or Conemaugh, within the maximum gradient used upon the western division.
The district of country over which it will be necessary to carry the road from the Conemaugh to Pittsburg is one of remarkable intricacy. It lies wholly within the coal measures, and has, at some period, evidently been nearly a level plane of vast extent, covered by the ocean. The discharge of the waters from this wide spread field seems to have been sudden, forming numerous circuitous channels in every direction, cutting deeply into the soft horizontal strata of this region, in their descent to the tributaries of the Ohio, leaving the intervening ridges washed into so uneven a surface as to render the passage of a railroad along them entirely out of the question. A line following the Conemaugh--which bears northwest from Blairsville--to the Allegheny would avoid this difficult country, but the length of the route would be increased fully 50 per cent., and it is, therefore, inadmissible.
A route with higher gradients than those adopted on the Juniata throughout this division seems to be called for by the topography of the country.
In his report upon the western division, Mr. Miller gives the following account of the surveys, conducted under his direction by Messrs. Day and Pemberton, his principal assistants: "If a straight line be drawn from Blairsville to Pittsburg, it will be seen that Turtle creek is the only stream that approximates to the proper course of the road, whilst the Loyalhanna, the chief tributary of the Conemaugh, crosses it nearly at right angles, and Spruce Run, Roaring Run, Porter's Run, Beaver Run and others intersect it at various angles of obliquity. Much time and labor were bestowed by Mr. Schlatter and his principal assistant, Mr. Roebling, upon the investigation of this district, and their maps and profiles, loaned to us by the Canal Commissioners, have been of much service in our examinations. From a careful investigation of Mr. Schlatter's preferred route on the ground, it appeared possible to avoid some of the most formidable obstacles which he encountered by adopting a higher gradient than his maximum of 45 feet per mile, and by a reasonable increase of distance at a few points.
"Our trial lines confirmed this, and, in the location made, a maximum of 1. in 100, or 52-8/10 feet per mile, has been used at several places. The cheapness of fuel throughout the whole extent of the western division renders this increase of gradient less objectionable than elsewhere. Bituminous coal, of the best quality, is everywhere abundant, and can be delivered at the depots at from 56 to 84 cents per ton."
The principal changes made in the route referred to in Mr. Schlatter's report Mr. Miller describes as follows:
"Upon the White Thorn our line keeps the left bank, entirely to its mouth, avoiding a tunnel of 600 feet, leading into the valley of Buck Run, and a high bridge over White Thorn creek, and reducing that over the Loyalhanna, from 90 to 50 feet in height. West of Buchanan's summit we run level round the hill, between Porter's Run and Beaver Run, avoiding the Still House summit entirely, where a tunnel of 1,000 feet was proposed, with a cut of 70 feet at its western end, running out to grade in a distance of 1,700 feet.
"Passing Burnt Cabin summit, by a deep cut, the line descends along Turtle creek to the Monongahela.
"Below Murraysville the creek makes a double bend, like the letter S. The former line crossed one of these bends, by a tunnel 600 feet long, whilst ours crosses the other by a short, deep cut, following a remarkable pass by which the hill is nearly cut through. These changes have reduced many of the deep cuts, avoided several bridges, saved three tunnels, and reduced the length of a fourth, amounting in all to a reduction of 2,300 feet of tunneling."
After reaching the Monongahela, two routes present themselves, one following the bank of the stream to Pittsburg, and the other ascending along the slope of the river hills, enters a valley leading by Wilkinsburg and East Liberty. Thence, following this valley, it descends Two Mile Run, and enters the city on the Allegheny side. The latter, though the longest route, and requiring gradients of 50 feet per mile, has been adopted as it presented the only apparently feasible route by which a connection could be formed with a road extending towards the great west.
The comparative cost of grading and damages, upon the two lines, would be rather in favor of the route adopted.
A line has also been located from the junction of Turtle and Bush creeks, which passes up Bush creek and through Greensburg to Bernhard's summit, thence by the valleys of Fourteen Mile Run, Sauxman's and Magee's Runs, to the Conemaugh, at the gap through Chestnut ridge.
If the Conemaugh route, by Johnstown, should be adopted, the line by Greensburg will be about 3¾ miles longer than that by Turtle creek, but passes east of the Loyalhanna, over much more favorable ground than any other line examined.
Its advantages, in relation to the local trade of a rich and populous section of country, west and east of Chestnut ridge, through the gap formed by the Loyalhanna, give it strong claim for consideration.
Whether the increased length of the line and the difficulties west of Greensburg will be sufficient to counterbalance these local advantages we will leave undecided until the comparative estimates have been fully made out. Another line was traced, leaving Greensburg and passing into Ligonier valley, through Chestnut ridge, at the Loyalhanna Gap, thence north of this ridge along Coalpit and Kendrick's Runs, to the Conemaugh, which resulted unfavorably.
Further examinations will be made through Ligonier valley, striking the Conemaugh higher up. The Black Lick and the country between it and the Conemaugh will also be examined during the season.
The following summary statement will exhibit the estimated cost and distances of a continuous railroad from Harrisburg to Pittsburg, via Johnstown and Blairsville, graded for a double track, and a single track and turnouts laid.
The estimate is based on prices that are believed to be ample to finish the road in a substantial manner. If the work should be pushed with _cautious energy_, it may be completed for a somewhat less sum.
The width of the roadbed at grade line in thorough cuts of earth is 32 feet, in rock 26 feet and on embankments 25 feet.
================+===================================+=======+========== | | Dist. | Items. | Places. | in | Cost. | | Miles.| Dollars. ----------------+-----------------------------------+-------+---------- | {Between Harrisburg and Lewistown | 60.70 | 705,610 | { " Lewistown and Huntingdon | 36.70 | 582,342 | { " Huntingdon and Robinson's | 35.20 | 703,000 Graduation | { " Robinson's and Sugar Run Gap | 12.25 | 655,000 | { " Sugar Run Gap and Johnstown | 28.50 | 875,000 | { " Johnstown and Blairsville | 28. | 445,000 | { " Blairsville and Brush Creek | 33. | 925,000 | { " Brush Creek and Pittsburg | 15. | 145,000 | |-------+---------- | Amount |249.35 | 5,035,952 | +-------+ | Superintendence, &c. | 250,000 | Contingencies | 350,000 | | |{Single track, including an average of 450 | Superstructure. |{ feet of turn-outs, per mile | 2,792,722 | Interest account | 551,000 | Land damages and fencing | 170,326 | +---------- | Grand Total | 9,150,000 ----------------+-------------------------------------------+----------
That part of the line below Huntingdon has been located permanently; thence to Logan's Narrows the calculations are based on a preliminary location, and between this point and Blairsville upon an experimental survey, with liberal allowances for contingencies. Between Blairsville and Pittsburg the road has been carefully located. Upon that portion of it, between Blairsville and Turtle creek, gradients of 52-8/10 feet per mile have been admitted, which may be reduced to 50 feet per mile, by the expenditure of an additional sum of $40,000.
Our measurements of distances commence at the depot of the Harrisburg and Lancaster Railroad Company, 106¾ miles from the corner of Vine and Broad streets, in the city of Philadelphia, and terminate at the intersection of Liberty street, in the city of Pittsburg. Those made for the Commonwealth, under the direction of Mr. Schlatter, began at State street, in Harrisburg, and ended at Two Mile Run, on the Monongahela river, giving a difference in favor of Mr. Schlatter's line of about 1-8/10 miles in the points of starting. Between Blairsville and Pittsburg our distance has been actually increased 2-8/10 miles over that proposed by Mr. S., after making allowance for about 6/10 of a mile of an unaccountable discrepancy in the two measurements. This increased distance is incurred to save three tunnels, and other expensive work, amounting, together, to $280,000, or $100,000 per mile.
The whole difference between Mr. Schlatter's and Mr. Miller's measurements, supposing the points of starting and ending to have been the same, is 4-3/10 miles. The difference between the points of starting of the two surveys, on Mr. Foster's division, is about 2/10 of a mile. From Harrisburg to Huntingdon we lose, by following the river route. 7/10 of a mile[A] on Mr. Schlatter's line, and save, from thence to the summit of the mountain, about four miles.
As a connection with the Allegheny Portage Railroad would insure to us most of the advantages of an independent road to the western base of the mountain, it is evidently the policy of the Company to make it at the earliest practicable moment. Our location falling within 6-1/3 miles of that road, it becomes a very small matter to effect a junction with it. If the present means of the Company, however, would justify the expenditure, the connection could readily be made at the foot of Plane No. 4, on the west side of the mountain, thus saving 7 out of 10 of the inclined planes. This could be effected for the additional sum of $1,250,000, or for $950,000 a junction might be made at the summit of the Portage, avoiding the five eastern planes.
The branch to, or above, Hollidaysburg is, however, the cheapest and most speedy way of effecting the connection, and when our road is carried over the mountain it will remain a good feeder to the main line, and a fair investment of the capital of the Company.
The following is an estimate of the cost of a continuous road from Harrisburg to Pittsburg, in connection with the Allegheny Portage Railroad, graded for a double track throughout, except the branch to Hollidaysburg:
================+===================================+=======+========== | | Dist. | Items. | Places. | in | Cost | | Miles.| Dollars. ----------------+-----------------------------------+-------+---------- | {From Harrisburg to Robinson's |132.67 |$1,990,952 | { " Robinson's to Hollidaysburg | 6.33 | 32,000 Graduation | { " Hollidaysburg to Johnstown | 36.67 | | { " Johnstown to Pittsburg | 76.00 | 1,515,000 | |-------|---------- | Total |251.67 | 3,537,952 | +-------| | Superintendence and Contingencies | 419,754 | | Superstructure. | Including turn-outs on 215 miles | 2,408,000 | |---------- | Cost of Road |$6,365,706 | Interest account | 450,000 | Land damages and fencing | 154,294 | |---------- | Grand Total |$6,970,000 ----------------+-------------------------------------------+----------
To the above amount should be added, for the purchase of depot grounds, erection of warehouses and shops, and the construction of cars and locomotives, as follows:
Warehouses, including ground at depots $475,000.00 Shops and machinery 185,000.00 Locomotives 510,000.00 Passenger and burden cars 820,000.00 ------------ Total $1,990,000.00
Making the whole cost of the Road, graded for a double and a single track laid, including outfit, $8,960,000.00.
It will not be necessary to expend the whole of this amount until some time after the Road is in use to Pittsburg. As the business increases the turnouts must be lengthened, depots and shops enlarged, and the number of locomotives and cars added to. These will not reach the sum estimated until probably four years after the Road is completed, in connection with the Allegheny Portage. We shall also reduce the cuttings and embankments to a single track width, wherever the character of the excavations or a deficiency of material for embankment will justify the curtailment. This will effect a saving, in the first outlay, of about $450,000, which will not be required until the business demands a double track.
The expenditure for the outfit, when the Road is opened through, will not exceed $1,340,000, leaving $650,000 of the estimate for this item to be disbursed after the Road is finished, to meet the demands of the increased business for the _time_ stated.
This will leave the cost of the Road and outfit, when opened for use, in connection with the Portage Road to Pittsburg, as follows:
Cost of Road, with single track and turn-outs, as estimated $6,365,706.00 Less estimated cost of unfinished grading required to prepare the Road for double track 450,000.00 ------------- Leaving cost of grading and superstructure of Road $5,915,706.00 To this add interest account $450,000 And land damages and fencing 154,294 -------- 604,294.00 Also, cost of locomotives, shops, depots and cars 1,340,000.00 ------------- Total $7,860,000.00
The Board having wisely determined in no event to enter into engagements beyond their ascertained means, I have thought it best, thus early, to present an estimate of the cost of the whole work for their guidance. It will be recollected that the estimate for the grading is made, in part, upon experimental surveys, with full allowances for contingencies. By the close of the year we hope to be able to give an estimate of the whole Road, in detail, from actual location, which may show a somewhat reduced cost.
Under the contemplated connection with that road, the Allegheny Portage becomes an important part of our line, and, for the information of the Board, I insert the following description of it, extracted from a pamphlet written by S. W. Roberts, Civil Engineer: