OSWEGO AND, ETICA RAIL ROAD COMPANY. REPORT JOSEPH D. ALLEN, ESQ. CHIEF ENGINEER. # TO TITS BOARD OF DIRECTORS, SEPTEMBER, 1837. I'"-""* md-m—■. ■ - J-i Xeto^"3tcrfe, T. fc C. Wood, Stationers, 18 Wall St, 1837. REPORT. To the President and Directors of the Oswego and Utica Rail Road Co. Gentlemen, In obedience to instructions I herewith present a general statement of operations in the Engineer De¬ partment of your Company, from the period of the commencement of the surveys to the present time. It being late the past autumn when the Depart¬ ment was organized and the surveys were commen¬ ced, the services of the field were considerably impeded by the unfavourable weather, and other embarrassments incident to the lateness of the sea¬ son, and the peculiar character of the country, which is to a considerable extent unimproved, presenting many of the obstacles to a rapid and successful exe¬ cution of the surveys, common to a region in a state of nature. The field duties were continued until December, when they were suspended for the win¬ ter, were again resumed in April and continued to the last of May. The examination of the country has been very thorough. The extent of lines instrumentally trav¬ ersed, amount in the aggregate to not less than about four hundred and fifty miles. The most promiment 4 of which, including those only which possess a de¬ cided superiority over others, are delineated upon the Maps, which together with the Profiles will be found on inspection to exhibit a very perfect view of the general topographical features of the country, and of the ground over which the several lines are traced. A comparative estimate of cost, Am. of these dif¬ ferent lines has been prepared in a statment of an earlier date, which is at the service of the company. The section embraced in the examination, extends from the citv of Utica westward along the valley of the Mohawk fourteen and a half miles to the village of Rome, and thence passing north of Lake Oneida to the termination at Oswego on Lake Ontario. ^ Lake Oneida, which is twenty-one miles long, with an average breadth of five miles, is situated about midway between Utica and Oswego, having a longitudinal direction nearly east and west. A right line from Utica to Oswego, connecting the extremes of the Rail Road, passes Lake Oneida about half a mile northward of its eastern extremity. The most direct line of communication it is therefore obvious passes through the section explored, and it has been deemed an important object as well to the public who are to give it support, as to the stockhol¬ ders by whose enterprize and means the work is to be constructed, to reduce its length to the shortest practicable distance, which the nature of the inter¬ vening ground, a just regard to economy, and the business accommodations of the country, would permit 5 The valley of the Mohawk between Utica and Rome, clearly indicates the most judicious route for that portion of the distance. Its surface is even and regular, with an inclination of about two feet per mile, nearly uniform. Proceeding west from the Mohawk valley, the country descends towards Lake Ontario ; the drain¬ age in that direction being conducted off by the trib¬ utaries of Oneida Lake, the Oneida and Oswego Rivers, and the streams which run northerly into Lake Ontario. The streams intersected by the surveys are all, with the exception of Fish Creek and the Mohawk, of small dimensions. The latter is crossed twice, and the former once, at favourable points for the erection of bridges, the linear extent of which in the aggregate, does not exceed 440 feet, and are the only expensive structures of the kind required upon any portion of the route. The country between Lakes Oneida and Ontario is limited in extent, and hence the several channels which conduct off the drainage are small. They are also in general moderately inclined and free from those obstacles often encountered in the passage of streams, such as wide and deep beds, unfavourable position of banks, &c. which tend to enhance the expense of crossing. The elevated grounds separating Lakes Oneida and Ontario is about equidistant from each. It extends from Fish Creek to the vicinity of Oswego, in a direction nearly parallel with the course of the surveys. Within about twelve miles of Oswego 6 village, a branch or spur of this elevated ground, bears off southwesterly, towards the fall of Oswego River, and is separated from the main ridge by the valley of Black Creek, which while it also winds around in a southwesterly direction, affords favour¬ able ground for descending to Oswego. Between Utica and Rome, the range presented for a choice of ground was limited, but between Rome and Oswego a wider field was offered for examination. In the latter distance, several routes existed of a feasible character, more or less varying from each other in their relative features and posi¬ tion, but requiring much labor in the instrumental examinations to determine their relative merits. From Rome to Oswego two principal routes are exhibited on the maps. The one passing northerly, along the valley of Little River, a branch of Fish Creek, and the other near to Lake Oneida. As these routes approach Oswego and descend towards Lake Ontario, several branch lines present them¬ selves, and it is gratifying to find in the result, that a highly eligible line may be obtained between Utica and Oswego, with the advantage of being able to vary its location according as the business inter¬ ests of the Road, or the success in procuring ces¬ sions of land for the right of way, or other incidental considerations may render it expedient. The dis¬ tance by the longest of the two principal routes is 77 f miles. By the other, pursuing the shortest of its branch lines, is 73^ miles—the mean distance by the several lines surveyed for this latter route is 75J miles. 7 \ Upon the more eligible routes, the maximum inclination of the grade line does not exceed 25 feet per mile. The heavier grades occur in descending from the grounds which separate the basin of Lake Oneida from that of Lake Ontario—this is the most unfavourable section over which the road will pass on either route. The elevation of Lake Oneida above Lake Ontario is 120 feet, and the distance between them should the route in that direction be pursued, would be from 25 to 21 miles, giving an average inclination of less than five feet per mile, but in consequence of undulations and a want of uniformity in the general inclination of the surface, it is necessary to adopt a grade of 25 feet per mile for a short distance. The relative extent of grades of different inclina¬ tions taking the average of the more favorable routes is represented as follows : Level, or below 10 feet per mile, 42 miles. Between 10 and 15 feet " 14 " " 15 " 20 " " 12 " « 20 " 25 " " 7J " Total 75\ miles. The character of the grades exhibits a line which may be advantageously compared with almost any of the roads of like extent, in progress or in operation throughout the f country. More than four sevenths of the distance is either level or below an inclination of ten feet per mile, and over five sevenths is under 15 feet. The average inclination of the grade line, were it made uniform throughout the whole distance, a* would be less than 9 feet per mile. 8 The maximum grade is confined to less than two miles of the distance, and does not differ materially from the maximum upon the Utica and Schenec¬ tady Rail Road,and of that portion of the Mohawk and Hudson Road between the inclined planes— and is considerably less than that upon the Camden and Amboy, and Boston and Providence Roads. It is apparent that with a very slight reduction of speed upon the grades which are most inclined, the powder of the engines for the traction of heavy loads, will be as effective as it would be upon a road uni¬ formly inclined. In the conveyance of passen¬ gers, as the engines are seldom tasked to the full extent of their power, the limit to the speed w ill be that rate which is consistent w ith safety. Twrenty miles per hour will be easily attained in either direction, as the ordinary business rate for passengers, making the total time of passing between the extremes, not more than four hours. In the conveyance of freight, with an average speed of 13 miles per hour in either direction, the best engines will convey an average net load of 100 to 130 tons, the time of transit not exceeding six hours. Comparing the portion of straight line with that comprised in the curves, and the former is more than double the latter, embracing more than tw-o thirds of the whole distance. The minimum radius of curvature is 1500 feet and the radii of the majority of the curves will range from 3500 to 8000 feet. \ 9 The ground through nearly the whole route, is exceedingly well adapted for forming a substantial and durable road bed. No rock of consequence will be encountered in the excavations. Timber of a suitable quality for the superstructures, can be obtained near the line of the road, and whatever may be needed for the different structures in forming the road bed. A very considerable portion of the timber contemplated to be used will be derived from the clearing of the Roadway, which will contribut e to lessen the cost of that material. Mills for cutting the timber are numerous in the vicinity of the routes. As an evidence of the facili¬ ties afforded by the region of country through which the route passes for furnishing suitable timber, it will be sufficient to state that much of the timber enter¬ ing into the construction of other roads, some of which are situated as far south as New-Jersey, is obtained from the vicinity of the Oneida Lake, and the Oneida and Oswego Rivers. It is supposed from the interest manifested, and the benefits to be conferred upon the adjacent coun¬ try by the construction of the Road, that the neces¬ sary ground for the use of the Road, will be obtained at a reasonable rate. A considerable extent has already been gratuitously surrendered for this pur¬ pose—much it is understood has been obtained by negociations, which are still in progress. From the competition and the wild field for nego¬ tiation, which the several routes present, it cannot B 10 be doubted that a favourable result in that respect will be realized. In regard to the cost of the Road, a very precise estimate cannot be made. Estimates which are based upon preliminary surveys, without a careful revision to adapt the line to the ground in the best manner in all its parts, serve only as near approxima¬ tions to the truth. It may not be improper further to remark, that estimates of cost wThich have been made for public works from preliminaiy surveys, have in many instances proved insufficient—result¬ ing in a great degree from a change or imperfection of the plans which had been contemplated, and the occurrence of difficulties which wrere either over¬ looked ,or could not well be foreseen. It is however believed that the present examinations have been made wTith the care requisite, for "a very near approximation to the probable cost of the work. The country traversed by the most feasible line, presents none of those greater obstacles or points of excessive expense, often encountered upon many of the public works of the country ; and I cannot doubt, from the information before me, that the Road can be well constructed at a cost considera¬ bly below that of many of the Roads forming main lines of communication now in operation. Adopting the ordinary plan of Road-bed, sub¬ stantially built and graded to a width which will serve for a double track, and surmounted with a wood superstructure for a single track with iron plates, and it is believed the cost will not exceed on 11 an average $11000 per mile, all expenses included, making for 75^ miles, - - $830,500 Add for a second track of superstruc- } ture, say 10 miles, required to faci- I litate the passage of trains in opposite j directions, J 45,000 Total on account of construction, $875,500 Add also for capital invested on trans¬ portation account on the opening of the Road, which will reuqire to be augmented as the business increases, 5 engines, at $7300 36,500 36 passenger cars, - - 800' 28,800 50 freight and baggage cars, 200 10,000 Depot ground and buildings, 40,000 Cost prepared for operation, $990,800 The plan of Road upon which this estimate is based, is of the kind most commonly in use. A plan essentially different may be adopted for a con¬ siderable portion of the distance, at a much less ex¬ pense. Ry this plan, instead of embankments and cuttings for the formation of a Road-bed, Piles of adequate size are substantially driven to receive the superstructure This plan is more especially applicable to grounds of a low or marshy character—yet from its compa¬ rative cheapness, it becomes a question whether upon the score of economy, it may not be well to apply it upon all grounds where cuttings are not re¬ quired, and materials for embarkments are not at 12 hand ; and where also, the natural surface is not too far below the grade line of the Road. A Road thus constructed, resting w^onpiles from four to eight feet above the surface of the ground, would possess all the necessary firmness and strength and would doubt! ess be easily maintained in good adjustment, at a comparatively small expense. This plan, it is understood, has been adopted for some of the rail roads of the country now in course of construction ; its merits w ill therefore soon he practically tested. In the plan above mentioned, the first cost wTill he less, and economy, which is a desideratum in the construction of rail roads, will, it is believed, he consulted. In regard to its durability, it w7ill he seen that a larger portion of perishable material enters into the construction/than is employed in the ordinary plan, yet if this can be renewed at an ex¬ pense less than the interest upon the difference in the first cost, an advantage will result in an ulti¬ mate saving of expense. The probable cost of the Road adopting the plan last referred to in part, may be estimated as follows: 35 J miles graded in the ordinary man- I lier for a double track, with single > track superstructure at $11000. ) $390,500 40 miles constructed upon piles for } a single track, all expenses at > $7300. pr. m.* ) 292,000 * Propositions it is underst ood, have been received for the construction of a single track on piles, so far as the character of the ground will admit of an adoption of the plan, at the rate of $5000 per mile, including iron for rail- plates and all the materials and labor requisite for if *>mpletion. 13 Superstructure for second track 10 miles, $ 45,000 Total on account of construction, $727,500 Add expenses on transportation ) account, for engines, cars, build- ? ings, &,c., as before, ) 115,300 Cost prepared for operation, $842,800 An estimate of cost upon both plans of construc¬ tion for a double track complete, would show a dif¬ ference less favorable to a piled road. An inspection of the map of the north-west por¬ tion of New-York, the neighboring Province of Upper Canada, and the north-western states and territories, will indicate the importance of this line of communication. The Oswego and Utica Rail Road forms an important link in the great chain of rail way and steam boat communication from the Atlantic to the Lakes, and to the states and territories west. Much of the trade and travel of Upper Canada will be tributary to it, embracing the wide, fertile, and populous region of country bordering upon the upper part of the St. Lawrence and the Great Lakes, extending over a distance of more than 500 miles. The business intercourse between Upper Cana¬ da, and the State and City of New-York, already great, is steadily increasing with the advance in population and internal improvements. Numerous steam boats and other craft are daily plying from the harbor of Oswego, to every important place 14 upon the shores of the Ontario. The ease and rapidity afforded by means of these facilities, with still greater in preparation, will secure to the rail road a large amount of travel, which must be greatly augmented when the several avenues cen¬ tering upon Lake Ontario at different points are opened and in operation. Individual enterprise strengthened by the aid of the provincial and parent governments, has recent¬ ly placed the improvements of the province upon a prosperous footing, and she is now advancing in the construction of JRail roads, JSlacJldam roads, and navigable communications ; all tending to develope her resources, and increase her trade with her neighbors. It has been remarked by the provincial press in reference to improvements in New-York, that "the next step will be to continue the rail road from Utica to Oswego. Then the traveller, or the mail bag, will be^nabled to reach us by means of American capital, industry and enterprise, from New-York,by steamers and rail road cars in thir¬ ty hours. Every day ivill render Upper Canada more and more dependant on, and commercially connected with the state, and city of New-York." A further and important cause which will doubt¬ less soon operate to greatly increase the travel and commercial interchange between the provinces and this state, will be experienced in the passage of the contemplated law of congress, (favorably consider¬ ed and reported upon by the late United States 15 Comptroller) extending tlie draw bank system, to the transit of goods through our country under bonds. This measure from its reciprocal advantage to the province and to this state, has been earnestly petitioned for by each, as well as by other states; and its sanction by Congress, it is but reasonable to believe, will not long be delayed. This is in¬ deed a subject of growing interest, in reference to our internal trade—and the question may well be asked, why should not the benefits attendant on the drawback system, be as freely extended to the western states, and to ourmerchantson the borders of our inland seas, as to their favored brethren upon the Atlantic coast ? When the chain of communication shall be com¬ pleted to Detroit, and to Huron, by the construc¬ tion of the rail way across the Canada Peninsula, from the head of Lake Ontario—together with the two lines of road across the State of Michigan, the one from Detroit, by the valley of the St. Josephs, and another from Huron or Fort Gratiot, by Grand River, in the direction of Milwauky all of which are now in progress, or under survey ; a communication will be opened to the public from the states and territories west, to the Atlantic—to the great market of New-York, and to that of Bos¬ ton also via the Rail Road through Massachusetts torn the Hudson; the advantages of which, in * A central and direct line of rail road from Detroit, via Kalamazoo to Lake Michigan, is also in progress. 10 point of expedition, comfort and economy to ihe traveller, it is believed cannot be rivalled. It will possess a great superiority from its directness, and from its peculiar character—formed as it is, of successive portions of steam boat and rail road conveyance—each of ahnost equal, or of such convenient extent, that wh le the travel er enjoys the benefit of the great practicable celerity in his progress, he will realize in the well timed variety, that degree of ease and comfort, and that relief from fatigue, so desirable upon sa great a distance, which cannot be equally secured upon any other route. The passage may be made from New-York to the city of Detroit, or to Huron, and thence to Chicago, within the space of about 65 hours, inclu¬ ding the necessary delays for morning and evening meals at each change of conveyance. From Bos¬ ton to the Hudson by rail road, the time will not materially vary from that required from New-York to Albany. Miles hours. FromN.Y. to Albany 150 by night steam boat, 10J " Albany to Oswego, 168 by day, rail road, 10 £< Oswego to Hamilton 160 by night, steam boat, 13| " Hamilton to Detroit, 192 by day, rail road, 11 or u to Huron 136 " Detroit to Chicago, 260 " day and night rail road or Huron to Chicago. and steam boat, i6| Total, travelling time, 61| In a further time of ten hours, the traveller may reach the Mississippi, or some of its chief tributa- 17 ries in less time, and may complete the journey by the river to New-Orleans, within eight days from the time of his departure from the city of New York, or from Boston. The route from Oswego westward, may be va¬ ried [in a direction towards Niagara and Buffalo, aud thence to the region south and west of Lake Erie, without materially increasing the distance from Albany over the other route, with the advan¬ tage of passing by Steamboat through Ontario (from Oswego to Lewiston) rather than remain on a par¬ allel route by night, upon a long line of continuous rail road, subject to its greater fatigue, and attended during night, in the view of many, with less safety. A great portion of the pleasure travel, will doubt¬ less from considerations of change, and a greater variety, be induced to take this route either going or returning, in their visits to the Falls of Niagara and other places of interest west. In regard to the travel between Albany and De¬ troit, and of course the whole country north and west of the latter place, the route by this rail road, and thence by the rail road now constructing from the head of Lake Ontario across the peninsula of Canada, will be found altogether the most eligible, producing an important saving in distance, time and expense : it is clearly the best commercial route from the Hudson to that region of country. 18 From Albany to Buffalo by rail road, the distance will not materially vary from - 320 miles From Buffalo to Detroit, bv steamboat 7 «/ on Lake Erie, route as generally navigated, about - - 340 " Total, Albany to Detroit, by Buffalo, 660 From Albany to Oswego by rail road, the distance will be - - 168 m. " Oswego to Hamilton, head of Lake Ontario, by Steamboat - 160 " <£ Hamilton to Detroit by rail road, per recent surveys - 192 ce Total, Albany to Detroit, by Oswego and Hamilton - - 520 Difference in favor of the route by Oswego and Hamilton, 140 miles, making a saving of more than one-fifth in distance. The difference in time by the two routes, supposing the average rate of motion on the railroad to be 17 miles per hour, and upon the Lakes 12 miles per hour, will be as follows : Albany to Buffalo, by rail road, - 19 hours Buffalo to Detroit, by steamboat 28|- " Total, Albany to Detroit, by Buffalo 47% Albany to Oswego, by rail road - 10 h Oswego to Hamilton, by steamboat 13J