Читать книгу The Railway Library, 1909 - Various - Страница 6

A		B	C	D	E	F	G
From Harrisburg to Lewistown, 60–7/10 miles	{	16		346.6	207.9	0.534	1.87
	8	454.3	272.6	0.697	1.42
From Lewistown to foot of Allegheny Mts., 72 miles	{	21		300.7	180.4	0.464	2.15
	10½	414.6	248.8	0.640	1.56
From foot to summit of Allegheny Mountains, 12–3/10 miles	{	80		105.6	63.4	0.163	6.13
	Level	648.0	388.8	1.000	1.00
From summit to Pittsburg, 106 miles	{	47		172.4	103.4	0.266	3.76
50	50	163.7	98.2	0.252	3.95
52.8	52.8	156.2	93.7	0.241	4.14

It will be perceived from the foregoing table that three locomotives are fully sufficient to transport the same load up the 80 feet gradient that two will carry on the gradient of the western division, and one on the eastern; hence the practical working of the road on the two methods of ascent would be to run two locomotives with the load brought from below from Logan's Narrows to the summit, say 31¾ miles, up the 50 feet gradient; while, on the other, the same engine that brought the load from Harrisburg would continue with it to Robinson's (15 miles), where it would accompany the two destined for Pittsburg to the summit of the mountain and return.

In the first case the engines together will have traveled 63½ miles, and, in the other, the three 51¾, leaving a difference in distance to be traveled by the moving power due to each full train, from the east, 11¾ miles in favor of the 80 feet gradient.

In practice it will therefore be seen—chiefly on account of the actual distance saved—that transportation can be afforded cheaper, in this case, on the 80 feet gradient than on the 50, without bringing into the estimate the interest on $841,000 that the latter would cost to obtain it more than the former. Under these circumstances we did not hesitate when the choice of routes was reduced to a selection between these two methods of overcoming the mountain, to decide in favor of the line by Robinson's, which has the additional advantage of bringing us within 6–⅓ miles of Hollidaysburg, where a connection may be made with the Allegheny Portage by a branch line, passing over favorable ground.

The distance from Harrisburg to Robinson's summit is 132–⅔ miles; upon the whole of this line, the only extraordinary impediments to the easy graduation of the road bed are the bridge over the Susquehanna, a deep and long cut near Newton Hamilton, and a tunnel 1,200 feet in length through a point of Tussey's mountain, and in this distance the maximum ascending gradient to Lewistown is 16 feet per mile, and descending 8 feet. Thence, to Robinson's summit, they are increased to 21 feet ascending, and 10–⅛ feet descending.

The descending gradients are generally so short that they will not be found, in practice, to decrease the load going east much below what is due to a fair working load for a locomotive on a level.

The maximum ascending gradient above Lewistown is determined by the deep cut near Newton Hamilton. The ascent of the Little Juniata seems, however, to require—to obtain an economical line—the use of this inclination, without much intermission, from Dorsey's forge to Robinson's summit. Below Lewistown the gradients are fixed to accommodate the increased trade that would fall upon the line between that place and Harrisburg, without increasing the number of trains.

These low gradients insure to us the important advantages of a single pair of drivers for the passenger engines, upon the eastern division, and, with these rates of inclination, we are enabled to make the line conform to the natural features of the country (above high water mark) without decreasing the curvature below 955 feet radius, except at the east end of the Susquehanna bridge, where a radius of 880 feet has been admitted.

All of our efforts to save distance, by deviating, temporarily, from the immediate valley of the river, involved either the use of high gradients, not justified by the distance saved, or an increased cost that was equally unwarranted. The beautiful valley of the Kishacoquillas offered the greatest temptation to leave the river route; but here we would have had to encounter gradients, in both directions, of 26–4/10 feet per mile, a bridge over Mill creek, 1,200 feet long, 111 high; another over a small tributary of the Juniata, 850 feet long and 150 feet in height, together with several others, or embankments of great magnitude, across ravines in the north slope of the river hills. These difficulties, added to 342 feet of additional elevation to be surmounted at the Allentown summit, so greatly overbalanced the small increase of curvature and distance (7/10 of a mile), by the river route, that it could not be adopted. It was also ascertained that by the use of the maximum gradients required on the valley route, the shortest line could have been procured by the river, and at the least cost. A fact, conclusive in itself, as to the proper route.

I deemed it unnecessary to make further instrumental examinations of the Stone mountain route, feeling satisfied that even if a line could be obtained in that direction which would approximate to an equality, in an engineering point of view, with the route selected—which, from a reconnoissance of a portion of the line and an examination of the plots of Mr. Schlatter's surveys, I should consider quite improbable—that its additional cost would entrench so much upon the means of the Company as to place it entirely out of the question.

A line was traced from Huntingdon to the Frankstown branch of the Juniata, below Williamsburg, across Tussey's mountain, by which a saving of distance could have been made nearly equal to the Stone mountain route, but its high gradients, cost, and the length of time that it would require to build the road over it rendered it equally objectionable. The valley of the Frankstown branch was also surveyed; the route by it joining the Little Juniata line at Robinson's ridge, but it proved both longer and more expensive than the latter. The searching examinations made of the whole region offering any chance for a more practicable route, on the north or south of the Juniata, leaves no doubt upon my mind but that the best line has been procured for the eastern division. Its comparatively easy curvature and low gradients, adapted in their inclination to the direction of the largest business, and extending from the eastern terminus of our Road to the foot of the great barrier that divides us from the west, give it advantages that are not equaled by any other route proposed, between the east and west, and can not be too highly appreciated by the Company.

Before determining the point to pass the mountain, a full examination of its crest was made, from Cedar Swamp summit on the south, to Three Springs Gap at the head of Moshannon creek on the north, embracing a distance of 44 miles. The following table will show the elevation, above tide, of each summit within that distance; also, that at Emigh's Gap, on the northern route, and at the head waters of Castleman's river on the southern:

Tabular Statement of Depressions of Allegheny Mountain.

Name.	Waters Divided.	Authority.	Feet above Sugar Run Gap.	Feet below Sugar Run Gap.	Feet above Tide.
Summit of Chesa. & Ohio Canal	Castleman's and Potomac	U. S. Engineers	476		2739
Albright's Summit	do. do.		141		2424
Sand Patch	do.	do. do.	J. Knight	129		2412
Chambersburg and Pittsburg Survey		H. Hage	264		2547
Cedar Swamp Gap	Raystown Branch of Juniata and S. Fork of Conemaugh	S. H. Long	160		2443
Bob's Creek	do.	Raystown B. and Conemaugh	do.	213		2496
Big Spring	do.	Juniata and Conemaugh	do.	314		2597
Laurel	do.	do. do.	do.	222		2505
Adams	do.	do. do.	do.	175		2458
Portage and Summit	Juniata and Clearfield	C. L. Schlatter	41		2324
Sugar Run Gap		S. H. Long	0		2283
Burgoon's	do.	do. do.	C. L. Schlatter	80		2363
Kittanning	do.	do. do.	do.	75		2358
Dry	do.	do. do.	do.	67		2350
Hamer's	do.	Little Juniata and Clearfield	do.	177		2460
Schultz	do.	do. do.	E. Miller		17	2266
Cock Run	do.	do. do.	do.		55	2228
Maple	do.	do. do.	do.		61	2222
Bell's	do.	do. do.	do.		12	2271
Three Springs Gap	Little Juniata and Moshannon	do.		53	2230
Emigh's	do.	do. do.	C. L. Schlatter		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.

Items.	Places.	Dist. in miles	Cost. 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
Superstructure.	Single track, including an average of 450 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 6–⅓ 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:

Items.	Places.	Dist. in miles	Cost. 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:

"The Portage Railroad consists of eleven levels, or graded lines, and ten inclined planes. The ascent from Johnstown to the summit is 1,171.58 feet, in a distance of 26.59 miles, and the descent, from the summit to Hollidaysburg, is 1,398.71 feet in a distance of 10–1/10 miles. There are five inclined planes on each side of the mountain, varying, in inclination, from 4° 9´ to 5° 51´, or from 7.25 feet to 10.25 feet elevation to each 100 feet base. They are numbered eastwardly, the one nearest Johnstown being No. 1; that nearest Hollidaysburg, No. 10. The following table shows the length, rise and fall of each 'Level' or grade line, and each inclined plane."

					Feet
Level	No. 1	From Johnstown to Plane No. 1	4.13	miles	Rise, 101.46
Plane	1	Ascending	1607.74	feet	150.00
Level	2	Long Level	13.06	miles	189.58
Plane	2	Ascending	1760.43	feet	132.40
Level	3	Ascending	1.49	miles	14.50
Plane	3	Ascending	1480.25	feet	130.50
Level	4	Ascending	1.90	miles	18.80
Plane	4	Ascending	2695.94	feet	187.86
Level	5	Ascending	2.56	miles	25.80
Plane	5	Ascending	2628.60	feet	201.64
Level	6	Summit of Mountain	1.62	miles	19.04
					————
			Total rise	1171.58
					Feet
Plane	No. 6	Descending	2713.85	feet	Fall 266.50
Level	7	Descending	15	miles	0.00
Plane	7	Descending	2655.01	feet	260.50
Level	8	Descending	.66	miles	5.80
Plane	8	Descending	3116.92	feet	307.60
Level	9	Descending	1.25	miles	12.00
Plane	9	Descending	2720.80	feet	189.50
Level	10	Descending	1.76	miles	29.58
Plane	10	Descending	2295.61	feet	180.52
Level	11	To Hollidaysburg	3.72	miles	146.71
					————
			Total fall	1398.71

In conformity with resolutions of the Board, eighteen miles of the grading on the eastern and fifteen on the western ends of the Road were placed under contract in July last. In November the contracts upon the eastern division were extended to Lewistown, and on the 17th ult., to Huntingdon, together with a few miles of heavy work along the Little Juniata, embracing altogether 106 miles.

Very little of the grading, on the western division, has been executed, as there appeared to be no sufficient reason for pressing that portion of the Road until the means of the Company would justify a larger expenditure upon it than they have heretofore.

The work upon the eastern division has been retarded from the scarcity of labor. Time seems to be required to collect the necessary force upon the line. With the exception, however, of the Susquehanna bridge, the grading will be prepared for the superstructure, to Lewistown, this year. The masonry of that important job was first allotted to contractors. The principal of the firm, though highly recommended by the officers of the Reading Railroad, proved unequal to the task he had undertaken, and their contract was abandoned. In consequence, the remnant of last season, after the contract was let, was mostly lost.

The work has been re-let to Holman, Simons and Burke, who have carried it forward satisfactorily. The prevalence of high water, since the season for laying masonry commenced, has prevented as much progress, at this time, as could have been desired; but we still entertain hopes that it will be completed before the ensuing winter. If this is accomplished, the Road can be opened to Lewistown next spring. Under any ordinary circumstances it will be finished to Huntingdon (98½ miles) by the close of navigation in 1849—a point as low down as we may anticipate a profitable use of the Road from.

Our arrangements have been made with a view to the completion of the Road to the Allegheny Portage, early in the spring of 1850. An earlier period could not be fixed, owing to the magnitude of some of the work on the Little Juniata; a portion of which, embracing the tunnel, through a point of Tussey's mountain, was located and contracted for last December, to avoid delay and a premature expenditure of capital on the lighter work, which would have followed a general letting of the whole Road at that time, or since, even if it could have been prepared for contract in season.

If sufficient means shall be obtained to prosecute the western division, I would recommend that the heavy portions of the work, between the Conemaugh and the confluence of Brush and Turtle creeks, should be placed under contract, together with the grading, continuously from the Portage road to the point of divergence of the line from that river towards Pittsburg, if the Conemaugh route is adopted.

When the connection is made with the Portage Railroad, from the east, there will then be a continuous railroad from Philadelphia to Johnstown, 282 miles in length, and, if opened at the same time to near Blairsville, it will be extended to 310 miles, with only 43 miles of turnpike thence to Pittsburg, or 75 miles of canal navigation, giving a line of communication, with the Ohio river, far superior to any railroad route existing, or any that will at that time be built. On freight destined to the interior of Ohio but one transshipment will then be necessary. The canal boats, loaded at the terminus of the Road, can be conveyed to any point upon the Ohio canal.

If your Road possesses no other source of revenue than the local travel and transportation of the rich and populous region to be traversed by it—secured, as it will be, from competing lines by natural barriers stretching out on either side from the Susquehanna to the Potomac—they would be sufficient to justify its construction. The influence of the Pennsylvania canal has called into activity all the elements necessary to render the enterprise profitable, and, in consequence, it will be more successful with that improvement, as a pioneer rival, than if it was now to enter upon an unoccupied field. Whatever may be the effect of your work upon the business of the canal—and I do not believe it will be injurious—there can be no doubt but that it will add very materially to the revenues of the Commonwealth.

Important as the local sources of revenue are to the Company, they will afford but a limited amount of business compared with that to be derived from the great West. The route of your improvement is directly on the line that would be most desirable for a railroad to pass from St. Louis, or the confluence of the Mississippi and Missouri rivers, through the center of the wealth and enterprise of the Mississippi valley to the Atlantic. With a map of the Union before you, it will be found to be impossible to draw a line upon it that would accommodate so large an amount of population, or an equal extent of fertile country.

Through the broad bed of mountains that divide the Atlantic from the Western States—traversed by our route for 190 miles—natural gorges are found, cutting all of them to their bases, except the Allegheny, which is passed with comparatively easy gradients, and without encountering difficulties of a very unusual character. These favorable features of the country give to us a line which is the shortest and best that can be obtained between these sections of the Union, and insures to the Company the whole of the travel and light transportation, with much of the heavy trade, destined to Philadelphia and points north of this city, of the vast region between a line along the southern shores of Lake Erie, touching Lake Michigan, and extending to the far West, and the immediate valley of the Ohio river. The distance from Cleveland to New York being 80 miles shorter by this route than by the New York and Erie Railroad, much of the travel embarked upon the lakes for that city from the north and west must also be diverted to this line.

In view of these circumstances, can a reasonable doubt be entertained by any one as to the profitableness of the stock of the Pennsylvania Railroad Company? Its natural position must give to it more than sufficient business to make it yield large profits. Indeed, I confidently advance the opinion that when the Road shall have been completed that it will not be a question "whether it will pay an interest on its cost," but to what point the rates of freight and passage shall be reduced to give the Company ample revenues and at the same time make the work most extensively useful to the public.

Dividends from its revenue can be made of 6, 8 or 10 per cent. by changing the rates of freight and passage, at the discretion of the Directors.

From some experience in the management of the business of other roads, much less favorably situated than this, I feel no hesitation in making this prediction. I look upon the result as one upon which there can be no doubt entertained.

The inquiry may be made, "If this Road must prove a profitable investment, why other works in Pennsylvania, favorably located, have not yielded remunerating dividends to their proprietors?" In reply it can be stated that there is no important work, leading from Philadelphia, that ought not now to divide large profits, if their stock and funded debts exhibited a fair cash value of the property represented. Most, if not all, of these works, were commenced with inadequate capital, for the object in view, and from the anxiety of the stockholders to realize the large profits promised on their completion, and the public to enjoy the use of the improvement, they have been pressed forward faster than true economy, or the funds of the company, would justify. Engagements were made, relying upon fortune, or accident, to provide the means to meet them. These resources failing, they were thrown upon the mercy of either the contractors or the money lender. And, in consequence, the cost of the works has been rolled up to an amount not anticipated, and, in many cases, debts incurred, under the pressure of the moment, in the most objectionable shape, to meet which the whole of the receipts of the companies have necessarily been mortgaged.

In New England, and also in New York—where railroads have, in many cases, been deprived of the privilege of carrying freight—judiciously located roads have invariably paid well. Their success has not been caused by the exercise of any peculiar skill or economy in their management, as generally supposed, for, in this respect, though they stand deservedly high, there is none that conduct their business, under all circumstances, with as much economy as the Baltimore and Ohio Railroad, or some other southern companies.

In closing this communication it gives me much pleasure to acknowledge the zealous and cordial co-operation that I have received from my Associate and Assistant Engineers in carrying on the important work that you have committed to our charge.

Respectfully submitted, by

Your obedient servant,

J. EDGAR THOMSON,

Chief Engineer.

Note.—By way of "Then and Now" contrast, the income account of the Pennsylvania Railroad Company for the year ending June 30, 1909, from Interstate Commerce Commission Bulletin No. 5 is subjoined.

Revenues and Expenses of the Pennsylvania Railroad Company for the year ending June 30, 1909.