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SURVEYS A YD ESTIMATES.
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P. Y
W. W. T A Y L 0 K. C. E..
(JN behalf of
<• r|i
ÏIIE CONSOLIDAÏEi», AMEKICAN, CENTRAL, BORDEN AND CUAi-
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BERLAND COAL AND IKON COMPANIES :
inuuck!) throuoh the instrumentality of
HIS HONOR JOHN LEE CHAPMAN,
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♦♦♦
He
ZJ71 PEÍNTKD BY JA3ÍES YOUNG,
• No. 114 AVest Baltimore street.
1 8 65.
r W"# VvVVTT# W'^T'T
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JPIRM W J j\ & MAM If B I A K
3O0/h. a^ort'Tvdt..
E I» o T
0 f
SURVEYS AND ESTIMATES,
from
ümkrianb l^rong| ^agenstofeit ío ^alíimort,
b y
W. W. TAYLOR, C. E.,
m '
on behalf of
^THE CONSOLIDATED, AMEEICAN, CENTRAL, BORDEN AND CUM¬
BERLAND COAL AND IRON COMPANIES;''
induced through the instrumentality of
HIS HONOR JOHN LEE CHAPMAN,
MAYOR OF BALTIMORE.
BALTIMORE:
PRINTED BY JAMES YOUNG,
No. 114 West Baltimore street.
18 65.
H^217JÍ
MsfTX
R E P o H T.
To the Consolidated^ American, Central,
Borden and Cumberland Coal and Iron Companies :
Gentlemen :
In making my report of surveys, by your order, to deter¬
mine the feasibility and cost of constructing a railroad be¬
tween Hagerstown and Cumberland, if not obtrusive, I beg to
make a few introductory remarks, in extenuation of the time
which has elapsed since the beginning of the work, and in
justice to one whose zeal and solicitude for the interest and
welfare of our city has induced him to take so prominent a
part in the advancement of this enterprise^ which in this
case and at this time, happily, is of great moment to the
coal interests of the Cumberland region. Through the
proper presentation of this interest, the city of Baltimore has
learned to appreciate its vast importance to her commercial
and manufacturing advancement. Should the Coal Compa¬
nies of the Cumberland meet her with that determination
to develope to fullness, this trade, I doubt not the success of
this enterprise, with the power of such co-workers at its
back.
Having been informed by his Honor, Mayor Chapman,
that I had been selected to make these survevs, I accord-
«/ J
ingly started on the 29th of June last, in company with his
Honor, to obtain some knowledge of this,—to me—unknown
country. Some eight or nine days were appropriated to a
horseback reconnoisance over mountain and valley. The im¬
mense extent of forest, which a large part of the route tra¬
verses, rendered this mode of travel both difficult and tedious,
when it is known that our advance was often without a path
4
through untrodden thickets. To his Honor, who conceived
and induced its undertaking, should he ascribed the results
of this survey, which have proven much more satisfactory
than my first impressions warranted.
Before our examination was completed, one of those incur¬
sions to which the inhabitants of the border have been so
often subject since the war, took place, and we were for pru¬
dential reasons compelled to retreat with the loss of a horse.
This foray of the enemy being passed, I set about my under¬
taking and arrived at Hagerstown with my party just at the
close of the interim of quiet which succeeded the raid of
which I have spoken. My party were buta half day in tbe
field on their tedious journey to Cumberland, when they had
to be recalled in haste ; the rebels were again upon us, and I
started on foot northward out of the town, as the foe were ad¬
vancing on the other side. The following day the city of
Chambersburg lay smouldering at my feet, and my feelings
forced me to tarry and aid tbe suffering people. The menace,
the Potomac front had been constantly subject to, seemed to
produce an intimidation, which in connection with the scar¬
city of engineers caused a considerable delay in getting fairly
started again, and the month of August had nearly passed be¬
fore this could be accomplished. At this season of tbe year
the tillable land was well spotted with fields of corn in full
growth : while the shrubbery in the woods were dense with
foliage, all tending greatly to annoy and retard the progress
of surveys.
DESCRIPTION OF ROUTE RECOMMENDED.
As far as a very considerable personal reconnoisance, in
connection with several miles of lateral instrumental exami-
nation, enabled me to determine, I feel satisfied to suggest
the route indicated as not varying much from that upon
which the road would be built.
Starting from the Franklin Eailroad on the north side of
Hagerstown, the line pursued a northwesterly direction for
about two miles, in which the Salsbery ridge is crossed at
5
one oí its lowest depressions, and with an easy ascending grade.
The valley of a small stream, flowing westwardly into the
Conococheague, is followed with a grade falling one foot in
the hundred, and a material for construction chiefly com¬
posed of limestone and slate, with bridges and culverts of
small moment.
The Conococheague is crossed by a bridge of 300 feet, in
two spans, and from 50 to 60 feet high. This is considered
the most favorable crossing of this stream, except it be in
the immediate neighborhood of Williamsport, which would
involve many other difficulties of a more serious nature.
On the west bank of the Conococheague, the valley of a
small stream is very opportunely met, presenting but little
work and easy gradients until the close approach of the North
Mountain is reached about one mile north of the thriving
village of Clear Spring. Thus far, the country is no where
surpassed in the immensity of its agricultural productions,
being one of the richest portions of the famous Cumberland
valley.
The slopes of the North Mountain are very much serrated
and broken, and I therefore gave it much of my time, and
several instrumental explorations were the consequence. The
highest point reached in passing it, involved a grade of 80
feet per mile, rising west. This summit passes under the
National road about 30 feet, and is between the mountain
proper and a spur which interlaps its end on the east. Al¬
though the work is much heavier than in the valley, I am
of opinion that but little solid rock will be met in the sum¬
mit excavation : for the reason that this semi-valley has
been the recipient of the washings of the mountain for the
ages it has stood.
From this point the line sweeps around the end of the
mountain upon a comparatively even surface, and over rich
beds of iron ore. For more than a mile the grade only de¬
scends one foot per hundred, in consequence of a ridge run¬
ning from the western slope of the mountain out to the river.
In passing this, a cut of 50 feet at the deepest point was
assumed and thence to Licking creek a grade of 70 feet per
6
mîle becomes necessary. Kothing serious lies in our way to
Licking creek which is crossed by a bridge of 175 feet span
and about 50 high with a rocky cliff forming one abutment.
The Potomac river is first approached here, and followed
to Hancock with very slight rise or fall, a distance of eight
miles. The line is remarkably easy of construction for this
distance, with the exception of one mile at Millstone Point,
where the slate ridges jut down to the canal. In no case is
the canal interfered with, and but two miles of the pike (but
little used) would have to be changed. The deepest cut in
these ridges would not exceed 35 feet, for which the smooth
lowlands and meadows above the canal for the balance of
the way would more than, compensate. The bridges over
Bevan's creek and Big Tonoloway are not expensive struc¬
tures.
From Hancock the line uses the valley of the Little Tono¬
loway in a continuous direction for four miles through the
opening in Tonoloway mountain made by this stream.
Thence by a tributary along the western base of this moun¬
tain to dam Ko. 6, with easy grades and slight cost of con¬
struction. From tliis point the river is followed for two miles,
until the end of Sidling Hill Mountain is passed. As the
larger mountains are approached the labor increases, until
we find it necessary to cross the Sidling Hill creek immedi¬
ately at the western base of the mountain by that name,
with a bridge 100 feet above its waters, and covering a dis¬
tance in two spans, of 350 feet ; this however nearly absorbs
the breadth of the narrow valley, and relieves the embank¬
ment which is greatly lessened at either edge. In Sidling
Hill, fire clay exists and is said to be abundant, as well as
iron ore. We are now fairly into the timber country ; but
not the best ! An eveil hillside is followed, with an ascent
of 80 feet to the mile, up Indigo Hollow, to an off-shoot
from Town Hill dividing the waters we have left from Fifteen
mile creek. It takes a tunnel of 1100 feet to get through
this spur of yellow slate. With a long approach cut on the
west, the grade descends 70 feet per mile, for that distance
to the valley of Fiftceh fiiile creek ; thence in a northwesterly
7
direction up that stream until by its passage througli Town
Hill and Green Eidge mountains, they are left behind. The
first bridge over this stream is encountered before the de¬
scending grade carries the road down the eastern slope to its
proper level in the valley. At this most suitable point of
crossing it is 70 feet above the water, but the ground rising
rapidly from the stream throws its chief masonry upon much
more elevated foundations. The grade up this valley is only
35 feet per mile, but its extreme rocky nature and tortuous
course compels, for directness, frequent crossings, which are
attained without much expense or difficulties.
The valley of Eock Lick run is followed about a mile to
the confluence with that of Four Lick run. Here we are in
the midst of towering white and yellow pines of huge growth,
and massive white and other oaks. The sugar tree to is pro¬
lific. An abundance of the best ties to supply the whole
road may be obtained here. A rise of 80 feet per mile up
this latter stream to the divide of the water-shed between
Town and Fifteen mile creeks. A cut of 55 feet through this
sharp summit and a descent of 60 feet per mile for near five
miles carries the line down to the bridge over Town creek
175 feet span and 30 feet high. The line follows the ravine
of Sugar run from the last summit (which is the highest
ground in our path between Hagerstown and Cumberland)
to near Town creek ; and for the last 15 miles has been
almost constantly through heavy timber. The valley of
Town creek is considerably improved, and some fine farms
are found upon it.
From Town creek, an ascent of 68 feet per mile for If
miles reaches the dividing ridge between this stream and
Saw Pit run, w^hich together with a cut of 35 feet is over¬
come. A descent of 62 feet per mile for 3 miles, strikes the
vallev of the Potomac again a half mile below Old Town,
and not meeting with any serious obstacles, for a mile and
a half the grade rises a half a foot per hundred, and directly
upon leaving Old Town, the 'Potomac is left for the more
preferable valley of Saw Mill run, which is occupied for a
distance of more than two miles. The high ridge dividing
8
the deep gorge of Frog Hollow from this stream, and which
may almost he considered a spur of Martin's Mountain, (al¬
though of diiferent material,) compells again the use of the
maximum grade ascending westwards, of 80 feet per mile ;
nor is this ridge passed without a short tunnel of 1100 feet.
Descending at the rate of Í0 feet per mile for IJ miles, the
valley of Frog Hollow is crossed by a heavy, though short
embankment and bridge of 175 feet span, 62 feet high.
Here the line is about two miles north of the river.
Passing in a southwestern direction from this point, the
line traverses for a short distance the eastern slope of Mar¬
tin's mountain, and then encounters its jagged and serrated
end, meeting with the roughest section upon the whole route.
The grade for a little over a mile west from Frog Hollow,
descends 21 feet per mile, and for another mile it increases
to 60 feet, where the Potomac is neared, about one mile east
of the crossing of the Baltimore and Ohio Eailroad, and just
west of what is known as ^'The Narrows." From here to
Cumberland, the country is open, and not difficult to over¬
come. Meeting with the Baltimore and Ohio Eailroad, the
survey occupied the ground immediately north of it to its
terminus : crossing Evitt's creek on the way, with a bridge
100 feet span and 30 feet high. Thus, as I have narrated,
Cumberland is reached in a distance of 78 miles. A half
mile more to the necessary connection with the Coal Eoad
tracks. ^
I must not omit that no curvature was found derogatory
to an easy and safe working of the road, its positive radius
cannot he stated in the absence of a careful location. It
will however not fall below 800 feet radius.
ESTIMATES OF COST AT PRESENT TIME.
2, *750,836 cubic yards embankment at 35 cents, $962, *792
965,000 cubic yards rock excavated at $1.40, ....... 1,251,000
-^'■49,400 cubic yards tunnel excavated at $3.50, 1*72,900
8,483 cubic yards culvert masonery at $3.00, 25,449
Walling and arching tunnel, 5*7,000
5,993 cubic yards arch culvert masonery at $5.00, .... 29,965
23,490 cubic yards bridge masoner}^ at $*7.00, 164,430
3,640 lineal feet bridge superstructure at $25.00, 91,000
9
8,100 tons iron, 60 lbs. per yard, 86 miles track at $100.00, . $810,000
1'72,000 cross ties at 25 cents, 43,000
151,360 cubic yards ballast at $1.00, 151,360
86 miles track laying at $500.00, 43,000
86 miles chairs and spikes at $700.00 60,200
Land damages, 25,000
Grubbing and clearing, 15,000
Water stations, 8,000
Engineering three years, 75,000
Stations, engine houses and machine shop, 200,000
$4,185,096
ESTIMATED COST JUST PREVIOUS TO THE WAR.—1860.
2,750,836 cubic yards embankment at 25 cents, $687,709
-'^49,400 cubic yards tunnel excavated at $2.50, 123,500
965,000 cubic yards rock excavated at 90 cents, 868,500
8,483 cubic yards culvert masonery at $2.50, 21,207
5,993 cubic yards arch culvert mnsonry at $3.50, . . . . . 20,975
Walling and arching tunnel, 40,000
23,490 cubic yards bridge masonry at $5.00, . . . . . . 117,450
3,640 lineal feet bridge superstructure at $20.00, .... 72,800
8,100 tons iron, 60 lbs. per yard, 86 miles track at $50.00, . . 405,000
172,000 cross-ties at 20 cents, 34,400
151,360 tons ballast at 70 cents, 105,952
86 miles tracklaying at $300.00, 25,800
86 miles chairs and spikes at $400.00, 34,400
Land damages, 20,000
Grubbing and clearing, 10,000
Water stations, 5,000
Engineering three years, 60,000
Station houses, machine shops, &c., 150,000
$2,802,693
The entire estimates for the tunnels are for double track.
The above are two estimates, and as far as quanities are
concerned, I think they fully cover the work. The latter,
from personal engagement in the construction of the West¬
ern Maryland Eailroad, during the time to which it claims
to apply, I know to be sufficient. The difficulties which
have surrounded the past four years, and which to a degree,
still cling to the present, renders it no easy task to determine
with that clearness which has heretofore existed, the cost of
constructing works of internal improvement of any consid-
10
erable magnitude. There have also been many instances in
the history of our railroad enterprises, of the most disas-
terous consequences to their financial success^ owing to the
reckless disregard of the true interests of the company
by the engineer making the estimates, which did not in the
end cover half the final cost. This was so notorious in some
localities, that an engineer's estimate ceased to have any
virtue. And, in some cases, grew out of an undue kind¬
ness to aid the projectors in having the work go on, hoping
that the financial breakers in future would be gotten over
somehow. Others by leaving too much in the hands of
subordinates have [adopted their location and estimates and
brought distrust and trouble upon themselves.
While the ardent friends of this enterprise would be dis¬
posed, unconsciously, to err in the presentation of an esti¬
mate which the immtdiate present would not warrant, with
the expectation of its realization, when the work shall have
been undertaken, those whose direct interests are ever op¬
posed to its consummation, will carp at the impossibility of
surmounting what they claim unconquerable obstacles.
These are, however, to be expected, and the more valuable
the enterprise, the stronger will the opposition be. The
building of a railroad developes a vein of selfishness that
before was so deep below the surface as not to be discern¬
able. A large class of self-improvised engineers start up,
and in the gratification of these hidden traits, see mountains
whose tops are 1000 feet above the vallies, suddenly trans¬
formed into tame hills and tunnels of a mile and a half in
extent, very easy of construction ; ridges and ravines to cross,
more desirable than the smoother valley of a stream. I have
said thus much to strengthen, not to dishearten.
Feeling the greatness of the responsibility which I had
assumed, to explore this region of country and pronounce
the cost of the best route for a railroad, it afforded, I could
not complete so delicate a task without consulting the wis¬
dom and experience of some of our first engineers ; and as
an evidence of the embarrassment of my position I will
quote, as well for the benefit of your judgements, some of
11
their replies. Edward Miller, Esq., says, There can,
however, be no doubt, that the advance in the prices of
labor, tools and provisions, is fully equal to the present
premium on gold." From Edward F. Gay, Esq., chief en¬
gineer Philadelphia and Erie Kailroad Company: ^^The
extraordinary rise (during the past two years) in the prices
of material, labor, provisions, &c., has set at defiance all
calculations of both engineers and contractors. So much
has this been the case, on our own road, that we have found
it necessary to abolish contracts, and do the work by the
day. You are doubtless familiar with the value of work
prior to the commencement of the war. If so, to such prices
add the différence in the average market value of gold, and
your estimates, as far as prices are concerned^ will be as
nearly correct as possible." W. H. Wilson, Esq., chief
engineer Pennsylvania Kailroad Company, remarks, The
rates of wages since the commencement of the war have
been so steadily increasing, that an estimate made for one
month would hardly be good for the next." H. S. Good¬
win, Esq., chief engineer Northern Central Railway Com¬
pany, who is now constructing a double track, has kindly
furnished me with a list of prices which I deem too high to
be applicable to the construction of a new road, which would
not be subject to the delays and hindrances of passing trains.
They are, ho^vever, encouraging in making a just compa¬
rison.
In justice to these gentlemen, it is proper to say their
communications were received about the first of February,
when the state of the country was far more unsettled than
now, and the price of gold was fifty per cent, advance upon
its present value.
The more expensive necessaries of life have tallen, in com¬
parison, far below the decline in gold, and the aspect at
present justifies a still further and healthy decline. In the
district of country through which your road would be con¬
structed, breadstuffs and meat may almost be had at prices
which existed previous to the war, while house rent and fuel
have a mere nominal value. With a fair supply of labor,
12
the cheapness of these necessaries must have a most salutary
effect upon its cost. The question may be propounded,
what are the chances for the procurement of an adequate
ibrce to complete your road within two or three years?
With the apparent, if not evident, early cessation of hos¬
tilities and close of the war, even though a large standing
army may for a time be retained, there must be thrown back
upon the country several hundred thousands of laboring men
of all classes,—liberated from both armies. The immense
stimulus to emigration which the restoration to peace will
give, aided as it has been by government, states, corpora¬
tions and individuals, will compel us to provide immediate
homes and means of subsistence for them. The German
element are more adapted to, and have a preference for farm¬
ing and the mechanic arts. The Irish are at home with the
pick and spade. Their want of acquaintance wifch our coun¬
try and paucity of means, will cause them first to seek employ¬
ment with which they are familiar, New works will there¬
fore stand foremost, and will in my judgment be able to
procure laborers at fair wages.
It must not be overlooked, however, that the devastating
effects of the war throughout the whole south, in the depre¬
ciation of her railway system, in the entire demolition
of hundreds of mills, factories, forges, residences, barns,
bridges, implements, &c., must call forth the agency of
human hands to restore. That agency is there now, and to
be provided for, in the shape of millions of liberated slaves,
whom, it is said, will do twice as much under a paid system
as in a state of bondage. They were her producing agricul¬
turalists, and a very large number were skilled in the me¬
chanic arts. The sudden transition in their condition of
dependence will compel the application of their labor to the
most necessitous wants of the south ; this will be the recon¬
struction of her desolation. If thq assertion be true, that
their labor is worth twice apmuch under their new regime,
they will at once fill thq whole void, and no fearful draft
need be apprehended from the legitimate labor of the north.
The maintenance of the great railway system of our country
13
is dependent chiefly upon mechanical labor, and not that
of the ordinary day. If my theory proves to be correct,
iron must soon return to a more reasonable and encourag¬
ing price.
All engineers will concur with me that the effect of a de¬
tailed and careful location, based upon the wants exhibited
by the preliminary survey, will tend materially to reduce its
cost. The profile accompanying this, has been made to con¬
form, where it was practical, to the ground that would ne¬
cessarily be chosen by sueh location, although it was not
possible at some places, for want of time to trace the ground
instrumentally. When it is considered that the calculations
of quantities have been derived from the assumed sectional
area of cutting and ftlling for every hundred feet in the
whole distance, and that the proportion of rock to earth was
of nécessitera matter of judgment obtained from extraneous
surface indications ; and rock was often judged to exist at
an assumed depth where there were no present surface indi¬
cations. In all questions of doubtful character, I have en¬
deavored to err—if possible—upon the side which would
cover every contingency. In justification of this necessity,
I cannot quote a more respectable authority than the report
of Benjamin H. Latrobe, Esq., civil engineer, in whose re¬
port on surveys for the Baltimore and Ohio Eailroad Com¬
pany, in 1838, 1 find the following :
Inasmuch, however, as the line could not, for want of
time, be traced with the nice exactness of a location, certain
additions to or substractions from the amount of material,
yielded by the calculations, were of necessity required ; and
in these modifications the exercise of the judgment, acting
upon an acquaintance with the localities has been demanded.
In dividing the masses to be excavated into the different
classes of material composing them, and assuming the pro¬
bable proportions of earth and rock, and of their respective
degrees of tenacity and hardness, much room for the opera¬
tions of the judgment has also been allowed, and much
caution observed in drawing those inferences in respect to
lá
the qualities of the strata which superficial appearances ap¬
peared to warrant."
I am almost persuaded, from the various arguments ad¬
duced, that should the unhappy strife in our country soon
cease, and your road be commenced during the coming sum¬
mer, its cost might not exceed an average between the two
estimates presented. It is properly my duty to furnish an
equipment sufficient fcr the requirements of the road ;—800
iron drop bottom coal cars, at fSOO apiece, and 400 other
freight cars, at $600 apiece, will require the aid of 70 loco¬
motives, at $25,000 apiece ; will in the aggregate amount
to $2,630,000. It must not he overlooked that this equip¬
ment covers the entire distance between Cumberland and
Baltimore, and is so much additio*al to that which the
Western Maryland may have. In 1860, the heaviest freight
locomotives could he had for $10,000, and freight cars from
$400 to $600 ; the same reasons heretofore claimed exist, for
the reduction in the price of these commodities.
Included in the estimate for the road-bed and rails, are
eight miles of double track for the purpose of passing and
standing trains at convenient points. Ballasting of broken
stone, one foot in depth and nine feet in width has been
allowed. This is found in great abundance at all points on
the line, and much of it will be obtained in excavating the
the rock cuts. The finest timber in the world for bridges
exists contiguous to the chief bridges on the road, and by the
use of a portable steam saw mill, this could be prepared at
very little expense, enabling the bridge contractor to erect
these atructures upon most reasonable terms. Although the
surface rock in the mountains appeared shelly and disjointed,
it is supposed that when obtained at some depth it will be
found well adapted for the construction of the best masonry,
inasmuch as the superior viaducts and arch culverts on the
canal were built of stone brought from quarries back from
the river.
THE WESTERN MARYLAND RAILROAD.
The unfurnished portion of this road has been the subject
of extensive explorations for the past year. From Jos. S.
15
Gîtt Esq., its chief Engineer, I obtained the profile of grades
from Hagerstown to Union Bridge, its present terminus of
operations. You will perceive by inspection of the accom¬
panying map, that the elevation of the two surveys do not
coincide at Hagerstown. This is owing to their being on
opposite sides of the town, and that much difference exists.
In the construction of the two roads they should approach
and leave the town from the same point, which is within an
easy possibility. The grades crossing the South Mountain
are represented at 95 feet per mile, while this may seem
high in comparison with those to be encountered against the
trade from Cumberland to this place, and were they not ca¬
pable of any material modification, the use of auxiliary
power would take away their embarrassing effects. While
this mountain may be cosidered as the most precipitous of
all the ranges between Baltimore and Pittsburg, the effect
of these apparently steep grades will be to materially reduce
distance and first cost as well as the future maintenance of the
road. A recent review of this portion of the route with his
Honor the Mayor and Mr. Gitt, has demonstrated to our
minds the practicability of reducing these grades to 80 feet
per mile, and perhaps less on the western slope. By follow¬
ing the side of the mountain in a northward course near to
the Pennsylvania line in the neighborhood of Waynesboro
and which will be instrumentally examined in a few days,
of which you will be advised, thus attracting to it a wide
expanse of territory exceedingly populous and of unsurpass¬
ed fertility. This would probably make the distance of this
road to be built 43 miles.
From Mr. Gitt's estimate the cost of this will range from
$1,250,000 to $1,300,000. Some of his prices however dif¬
fer from those I have assumed, owing probably to the differ¬
ence of locality. The weight of iron is placed at 50 lbs. per
yard. Earth at 30 and 35 cents per cubic yard. Solid rock»
$1.50 ; loose rock 60 cents. Bridge masonry $6.00 and cul¬
vert do. $3.00 per cubic yard. Truss bridges at $40.00 per
lineal foot. Chairs and spikes at $600, and tracklaying
$400 per mile. The curvatures with one or two exceptions.
16
which are pronounced avoidable—are considered easy. The
graduation is for a single track with roadway 16 feet wide
in excavation and 14 feet on embankment.
The city of Baltimore has agreed to endorse $300,000,
with a similar endorsement from Washington county of
$300,000. These endorsements, with a proper effort along
the line, will furnish suflficient means to put this section un¬
der contract during the summer.
THE BALTIMORE DIVISION.
A few weeks ago I made a survey from the Kelay House on
the Northern Central Railway—which is the junction with
that road of the Western Maryland,—to tide water in east
Baltimore, through the property of the Canton Company.
This property embraces a large tract, and contains some of
the most valuable unoccupied water front in the harbor, with
depth of water sufficient for any tonnage required. This
distance was found to be but 8^ miles, and including 1| miles
of extra track for sidings will cost—excepting the right of
way—$380,000. The Northern Central Company have how¬
ever a double track from this junction to the city, and are
now hopefully negotiating with the city authorities for the
settlement of all matters between them, and which will in¬
sure the construction of a route to tide water at Canton,
abundantly capable of accommodating the wants of both
roads. No fears are entertained of making satisfactory terms
that will obviate the necessity of constructing this portion
of your road, to make it an independent route from the bitu-
mous coal fields to its navigable outlet in the harbor of Bal¬
timore in a distance of 170 miles, at an entire cost built and
equipped throughout of not greater than $9,000,000.
LATERAL ROUTES INSTRUMENTALLY EXAMINED.
It was my purpose throughout, to keep in view directness,
as well as absent the line from the river where it was possi¬
ble to warp the obstacles to be encountered to this end A
line was therefore first run directly towards the passing point
17
of the North mountain with good success until the approach
to the Conocheague, where the difficulties compelled its
abandonment.
A gorge in North mountain, known as Fite's Gap, pre¬
sented itself, meeting the ''Stone Cabin Hollow'' on the
head-waters of Lane's run which flows into Licking creek
near its mouth. An examination of this depression which
was supposed to be more in the course, revealed the fact
that its summit was 105 feet higher than the route chosen.
Between the Tonoloway and Sidling Hill mountains a very-
considerable cut-off was attempted, but without success
upon the line tried. It is thought however that further
surveys may greatly improve the directness of this portion
of the line. At the junction of Bock Lick and Four Lick
runs, a line was surveyed up the former to the head of a
deep chasni in Police mountain, thence over the mountain
crossing the valley of Town creek and up Murly's Branch
in a westerly direction one mile south of the village of Flint-
stone and less than two from the Pennsylvania line. Con¬
tinuing in this course a tributary of this stream approaches,
well up into Martin's mountain, where at its summit it is re¬
markably narrow and the line passes its crest at the same point
as the National road. Not\vithstanding the apparent near¬
ness of approach of the opposing ravines, the great attitude
of the summits above the vallies compels, under any and all
practical circumstances, a tunnel in each case considerably
more than a mile in extent.
From the western base of Martin's mountain the line
bore to the left in the direction of Cumberland, crossing a
narrow valley and down Bocky run ; thus passing Evitt's
mountain by this almost impenetrable defile. The fall of
this stream is very severe, and without an unwarrantable
detour no satisfactory means of reaching Evitt's creek was
discovered. The approach to Cumberland by this route is
through a break in the Knobly to the Bedford road and by
the narrow valley which this occupies to a connection with
the railroad lines at the commencement of the gorge in
Will's mountain. Although this line was found five miles
18
shorter than the other, its serious objections would more
than outweigh this desideratum. I must say however in
connection with this topic, that before finally determining
the details of line of adoption, an abundance of instrument¬
al surveys through so broken a country, is time and means
profitably invested. The Baltimore and Ohio Kailroad
Company in its great pioneer enterprise, spent years of re¬
search and exploraMons ; having as many as half a dozen
parties in the field at once, and for years together. A friend
informed me that he had spent seven years consecutively in
camp, at this work. They, either making improvements
upon their trial lines, or establishing them as the proper
ones. And so must it be in my case.
Various points were pressed upon me as worthy of con¬
sideration by interested and disinterested inhabitants. Some
of these were examined and found untenable ; others were
passable, but generally in a country so broken, their digres¬
sion was so great as to almost become independent routes.
BUSINESS PROSPECTS Of THE ROAD.
Your road in its trade relations will have no uncertain
pioneer position ! The value of the timber of the forest has
become known in the dock yards of our sea ports. Under
the stimulating protection of necessitous tariff, the iron work¬
ers will seek the rich ore and convert it into metal. The
immense steam navy and and marine of our country ; the
rapid increase of locomotive power ; the springing up every¬
where of new factories, will soon tax our means for transport¬
ing fuel alone, to supply all these, without other roads are
speedily constructed. The capacity of the mines in the Cum¬
berland region is now capable of supplying 8000 tons daily.
The search for and discovery of oil throughout so extended a
territory, must continue to augument the demand for trans¬
portation, and it is claimed that this will increase by mid¬
summer to the enormous amount of 4000 brls. daily from this
direction alone. The commencement oi yo\xx road, will in¬
sure the Pittsburg and Connellsville meeting you at Cumber-
19
land on completion. This will tax your carrying resources
at your pleasure ; and throw open a vast field of semi and full
bituminous coal in addition to your Cumberland supply. Nor
would such a communication give you coal alone, but would
throw upon your road its full proportion of the teeming and
varied products of the great West. The abrogation of the
reciprocity treaty between our government and Canada, will
throw upon the bituminous coal fields, the supply of 300,000
tons or more annually, now obtained from the Pictou mines.
By the construction on the part of the Baltimore and Ohio
Kailroad Company of their connection from Knoxville on
their main stem to Washington, and Washington county
branch between Hagerstown and this point, you will have
three important outlets to the eastern terminus of your road.
By this new and short connection to Washington by the
Western Maryland direct to Baltimore, and by the Cumber¬
land valley via Harrisburg to Philadelphia or New York.
Whether your road remains an individuality, or becomes con¬
solidated with those east and west of it, its independent
traflSc will ensure unquestioned success.
The accepted class of freight locomotives of the present
day, will draw 250 tons of coal up the grades of your road.
Two convoys of coal trains during each twenty^four hours,
of six trains each, will carry a million tons of coal away
each year. The greatly increased facilities for loading and
discharging coal will enable your equipment to make a trip
every 48 hours; this with a large amount of other freight
and passenger service, can be safely accomplished upon a
single track road, with the passing points which I have
provided for in my estimate, leaving the construction of a
double track as its necessity may arise.
The present charge for the transportation of coal from this
region to Baltimore by the Baltimore and Ohio Kailroad
Company, is over six dollars. Nothwithstanding this
enormous charge as compared with former times, the great
clamor by consumers is for more coal the market not being
one-quarter supplied by rail and canal. In fact, the growing
demand must be satisfied, and if the Cumberland—so cele-
20
bratedj—remains inactive^ with the rapid decline in the
rebellion, the mines of the South must be speedily brought
into early competition. The coal trade from Cumberland to
Baltimore over your road, should realize a revenue of not
less than $3,000,000. It is but a meagre proportion to as¬
sume that the other sources of revenue would maintain
your road in its renewals and expenses. That your road as
an investment will nöt prove profitable cannot be gainsayed.
To you, who have invested large means in the coal fields
of the Cumberland, and have prepared your mines for a large
and renumerative trade without the chance of accomplishing
this purpose, no argument need be adduced to satisfy you
of the necessity of having an additional outlet to market.
The question would then recur as the gist of the whole mat¬
ter,—whether the result would" justify the comparatively
slight effort on behalf of the coal interests to inaugurate
this increase of their developements ? This proposition your
wisdom will determine without carrying this report farther.
I cannot close without tendering my grateful acknowledge¬
ments, on behalf of the interest they have manifested in the
success of your road, as well as personal kindness to myself
and party during our sojourn amongst them,—to Mr. H.
Yingling, W. Hotter, Esq., Col. George Schley, A. K. Stake
and many others of Hagerstown. To Wm. Dodge, Esq., of
Stafford Hall, Clear Spring, who accompanied me through
all the North mountain passes with a disinterested desire to
further my object, and from whom I received much valued
information, I feel especially under obligations ! To Col. J.
Bowles, K. Gregory, Esq., Dr. Delaplane, Mr. Broderick
and others of Hancock, who extended to us the same kind
offices, I am much indebted for valued assistance. The Hon.
James Smith, of Cumberland, gave me much of his time and
intimate knowledge of the country, and took much interest
in laying before me the various routes which he conceived
existed through this region, and since my survey he sug¬
gests a shorter and more feasible route from Old Town to
the mouth of Fifteen Mile creek by keeping between the
river and Town Hill mountain. This might warrant acare-
21
ful inspection, although I must differ from my friend in what
he claims for it. All things being equal ; I preferred aban¬
doning the river and developing the interior as much as pos¬
sible.
To my chief assistants Messrs. W. Garretson, of York,
Pa., and Abner C. Thomas, of Hightstown, N. J., I am in¬
debted for the fortitude, energy and ability with which they
performed their arduous duties.
All of which is most respectfully submitted
By your very obedient servant,
W. W. TAYLOR, Civil Engineer,
Baltimore, April 17th, 1865.
3 5556 038 802740