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HE HARLAN = f) J sl eX) SMattheum™ 2 cantiitynss F, ie ise ri i : Hie NWN g nv : - em iz ] ? ngs aiiritlaal r ce Lite surveyed wr 1839 arid 1870 : FF , y Pm : & ” wees Lire of Survey made uniter the Direction of Hother Hage in 1838 a < Ratt Eon tn Operaton ( Herstown } i —. « r ‘ we Canals we Operation f weer LS Surveyed for proposed Cartels qe Liverpoat = As fe es Middle Route ine sitrvepent for 2 MM Adtammizad food from Laughlinstown te Loudort CARL ISLE _ a Exhibiting that Roxtion of the TATE He PENMNSULUADIA Traveyse d by the A Se for a Zoildeacuk RA Es, from VEO OS OE. a PLCS BOC 7 Made wider ing Pirection ot i CUMS XO ens st Cee A; Lb A hor OS in the Year 1839 and i840. Drawre Ly Charles Crarur. —— = Lithegiaphed by IP RAOON TO Haut S* Plalidegpha. Y) Girrgoury | ae Clear GE zreensburg Scale. 6 Miles to an Inch SECOND REPORT | " ‘ he. f ‘ tI 4 oe! | ; OF 42); : CHARLES L. SCHLATTER, Ai PROROIPAL ENGINEER om * oe : iim, 7 - UIN —* a THE STATE OF PENNSYEVANTA, * * TO THE "OE 2 AN , h ¥ : is i) >a , | hy * Rin AL COMMISSIONERS, RELATIVE TO THE CONTINUOUS ” ILROAD FROM HARRISBURG TO PITTSBURG, = R} . Pr ‘ * i Read in Senate, Jan. 15, 1841. a Au Who. \ gq 08 {2 it - a >} id s ae, ee 3k Be ae ‘ \" are. aes ait ™ vl y ¥ REPORT. < fo the President and Board of Canal Commrissroners : GENTLEMEN :—Since my appointment of August 1. 1839, as Engi neer, directing the surveys fora continuous railroad from Harrisburg to Pittsburg, instrumental examinations and locations wpon the several routes, which were selected as presenting the most favorable features for aline of railroad, without inclined planes, have exceeded one thou- sand and sixty miles. Reconnoisances, to a great extent, have also been made on nearly all the routes which were recommended to my notice by vitizens residing in the several counties, lying between the Susquehanna river and Pittsburg. I regret exceedingly, that I am not able to say «ii the routes, for | was most anxious that every one between the Susquehanna river and Pittsburg, which upon reconnol- sance, appeared at all practicable, should be submitted to the test of instrumental examination, if only for the purpose of satisfying the minds of those citizens who are interested in the course of the pro- jected railroad, and who cali loudly for such information as will cons vince them, either that they have recommended the course of the best route on which the railroad should be constructed, or that they have been mistaken in their conclusions, when believing that the most feasible route is that in which they are interested. The limited amount of the funds appropriated, prevented me from extending the surveys as far as I had intended; but by confining my- self to what appeared the most practicable routes, I have been enabled to complete continuous lines from Harrisburg to Pittsburg, by three grand routes, designated in my report of last year, as the Northern, Middle, and Southern routes. A recapitulation of the prominent features of these routes, will pre- vent the necessity of referriag to the description given in my report to your Board, December 27, 1839. _. Amore minute detail will be given hereafter, whilst describing the progress of the surveys on each route. : THE NORTHERN ROUTE eomnieénces at Harrisburg, and follows the valley of the Susquehanna ipaiioriiargper and, thence by the West Branch to, the mouth of the , p2&7135 s a 4 Bald Bagle creek, and by the valley of the Bald Eagle, and one of its tributaries, to the summit of the Allegheny mountain, where it passes through a ‘depression known as Emigh’s Gap, from thence descend. ing the western slope of the mountain, itcrosses the Moshannon creek, passes to the Clearfield creek, and follows that stream to its junction with the Beaver Dam branch, thence ascending the Beaver Dam branch, crosses the head waters or Chest creek, to the head waters of the Black Lick, descends the Black Lick, crosses the Conemaugh near Blairs- ville, and pursuing a very direct course through Westmoreland county, strikes the Monongahela river at the mouth of Turtle creek, whence itis carried by the eastern shore of the river to Pittsburg. THE MIDDLE ROUTE will occupy the same ground as the Northern Route, from Harrisburg to the mouth of the Juniata river. ‘Thence it diverges, and follows the valley of the Juniata river to its junction with the Little Juniata. By the Little Juniata and Sugar run, it attains the summit of the Al- legheny mountain, where it passes west, through a depression two miles north of the Portage railroad, known as Sugar run Gap. From this point, two sub-routes have beer surveyed; one by the Cone- maugh, running nearly parallel with, and using a portion of the Port- age railroad, the other pursuing the course of the Black Lick ; both routes crossing the Conemaugh, and joining the Northern Route near Blairsville, follow the line already described, to Pittsburg. THE SOUTHERN ROUTE is that projected from Chambersburg to Pittsburg, passing through the counties of Franklin, Bedford, Somerset, Westmoreland, and Al- legheny. This route was surveyed by order of the Board of Canal Commis- sioners, by Hother Hage, Esq., Principal Engineer in the service of the State of Pennsylvania, during the summer and fall of 1838, and a line of railroad located, upon which no grade exceeded sixty feet per mile. This line, upon examination, has been adopted, with but few variations ; and the estimates, gradients and curvatures, with little alteration from Chambersburg to Laurel Hill, have been embodied in the material forming that portion of my report which relates to this route. The surveys on the Southern Route, include the location of a M‘Adamized road from Loudon, in Franklin county, to Laughlins- town, in Westmoreland county, prosecuted in accordance with a pro- vision in the sixth section of ‘* An Act to provide for continuing the Improvements of the State, &c., viz : ‘I‘o complete the Survey of a Railroad from Harrisburg to Pittsburg, * * * * * * andthe Engineer surveying the same, in connection therewith, is hereby authorized to make a survey to ascertain the practicability of a M‘Ad- amized road of an easy grade, from some point at or near Chambers- » es 5 burg, to a point west of Laughlinstown.”’ ‘The perfect practicability of this road, has been ascertained, and the distance by the line sur- veyed with no gradient exceeding two and a-half degrees, (or two hundred and thirty feet per mile,) only exceeds that by the old turn- pike, eleven miles. The practicability of forming the road from Loudon to Chambers- burg, is so well known, that I did not deem it necessary to carry the surveys farther than Loudon. Owing to the great extent of the lines which have been surveyed, and upon which it will be necessary to make careful estimates of the cost, 1 shall not be able to lay before you the maps, profiles, estimates and comparisons upon the several routes, before April, when you will be enabled, beyond a doubt, to ascertain the various merits and demerits of each line, and to decide from facts which cannot be dis- puted, the route which should be recommended to the attention of the citizens of Pennsylvania. Local advantages and local interests, do not, in my Opinion, properly pertain to the department of an Engineer. Holding this opinion, and having been left untrammelled by interme- diate points, between the place of starting and the destination of the road, I have endeavored, as far as lay in my power, to discover the nearest, cheapest, and Best route for a railroad between Harrisburg and Pitisburg. It remains with your Board to decide which route would prove most beneficial to the interests of the State, as it is by no means certain that the shortest road would prove most profitable, for the resources of the country which may be developed by the longer Jine, might counterbalance and even exceed the advantages gained in distance, by the shorter, whilst many other benefits might arise in the course of the investigation between the rival lines, which may place the longer route in a position to be the most conducive to the pros- perity of the Commonwealth. ‘The surveys this year were commenced early in the season, and as it was very uncertain that a further appropriation would be made by the Legislature, I directed the three corps of engineers, under my charge, to commence their operations on the Middle Route, as that route was undoubtedly the shortest, and I was desirous to lay before your Board, at least one continuous line from Harrisburg to Pittsburg. As soon as it was known that a further appropriation was made for the prosecution of the survey, ILremoved two corps from the Middle Route, and placed one on the Northern and one on the Southern Route. ‘The delay thus caused by the time consumed by one corps on the Middle division, prevented me from pursuing the plan I had proposed of surveying the West Branch of the Susquehanna, from the mouth of the Bald Eagle creek to its sources in Indiana county, thence down the ‘I'wo Lick and the Black Lick creeks, to Blairsville, there to join the route already described to Pittsburg. I do not con- sider the Northern Route as being in a fair condition for comparison with the other routes, until this portion is carefully surveyed ; for it is well known that although the distance will,be considerably in- ereased over the route I have surveyed by the Clearfield, Chest creek \ G and Black Lick, yet the summit is much lower, and the route will ossess the advantage of less rise and fall, and lower gradients. . The number of miles which remain to be surveyed from the mouth of the Bald Eagle creek, to join the surveys on the Black Lick, will not exceed one liundred and fifty miles. On the Southern Route many surveys might be made connecting with the Middle Route, which would develope the resources of the country to a great extent, and be valuable as documentary evidence of the practicability of making railroads, which would prove profita- ble to a section of the State where so few public improvements have been made. My attention was directed by committees appointed at public meetings, to several routes which were recommended as pos- sessing great advantages. My time was so constantly oceupied in visiting the several corps engaged in field duty, and in reconnoisances upon the main lines, that | found it impossible personally to. inspect all the routes recommended to my attention. The following list exhibits the most prominent lines remaining yet to be surveyed, appertaining to the Southern and Middle Routes: From Petersburg on the Susquehanna at the mouth of Little Juni- ata creek, through Sherman’s valley, passing the Tuscarora mountain, to the big Aughwick, and by that stream to the Juniata river. This route lies in Perry and Huntingdon counties, and the distance esti- mated as requisite to be surveyed, so that its practicability can be test- ed, is forty miles. The next route is from Sideling Hill to the Juniata by way of the Big Aughwick creek; the line to be surveyed lying altogether in Huntingdon county—distance to be surveyed estimated at twenty miles. | A route is proposed from Bedford to Johnstown, by Stony creek, passing through Bedford, Somerset and Cambria counties—distance to be surveyed estimated at fifty miles. A route between Bedford and Cumberland, to connect with the Baltimore and Ohio Railroad, by way of Buffalo creek, was strongly recommended to be surveyed—this distance will be forty miles. The survey for aroute between Somerset and the junction of Jacob’s creek with the Youghiogheny, connecting with Pittsburg by the line located for the Baltimore and Ohio Railroad, has been estimated at sixty miles. The survey for the line from Ligonier to Johnstown was commenced, and fifteen miles instrumentally examined during the past season.—_ The necessity of finishing the continuous line on the Middle Route from Petersburg on the Juniata river, to Huntingdon, compelled me to relinquish the survey until more time was allowed for its prosecu- tion. Fifteen miles is the distance estimated to complete the connec- tion between Ligonier and Johnstown. On the Middle Route there remains about seventy miles toe be sur- veyed for the purpose of ascertaining, if it be practicable, to shorten the line in a few places. The route by which the greatest distance _ may be saved, is proposed to be surveyed from Petersburg, near the 7 mouth of the Little Juniata, Huntingdon county, to Lewistown, Mif- flin county, by the way of Sharer’s run, Belleville and the Kishaco- quillas valley. If this route shouldbe found, upon examination, to present favorable features, a distance of ten miles may be cut off from the Middle Route, and the whole distance from Philadelphia to Pitts- burg reduced to three hundred and thirty-eight miles. On the Northern Route many lines have to be instrumentally ex- amined, the most important of which is that extending from the mouth of the Bald Eagle creek, Clinton county, up the West Branch of the Susquehanna to its source in Indiana county, and thence by the Two Lick creek to the line already surveyed on the Black Lick. By this line I feel now convinced that much lower gradients can be obtained than by the route | have examined, although the distance will be increased considerably; how much I am not now prepared to state, but the distance will, I think, be more than counterbalanced by the saving in rise and fall, and the obtaining of more favorable gradients. In my report of last year I gave you a list of routes to be surveyed, and have thus described the Bald Eagle and Nittany valley routes, projected to save distance :—‘‘ It leaves the Susquehanna at the mouth of White Deer creek, in Union county, and proceeding up the valley of this stream, passes through the Nittany mountain, at the 'T’ spring, head of Big Fishing creck. thence descending on the slopes of the Nittany mountain and by the ridge skirting Little Fishing creek, to the table land of Nittany valley, thence through the Spring creek, gap in the Muncy mountain to the valley of the Bald Hagle creek, where the line will unite with the route already surveyed at or near. Miles- burg’’—distance estimated to be surveyed is forty-five miles, The Penn’s creek route is also described, in the report above alluded to, as leaving the Susquehanna at Selinsgrove, in Union county, and following the valley of Penn’s creek, passes through the highly cultivated region on its borders, and by the towns of Earlys- burg, Bolesburg, Pinegrove, Gatesburg and Warrior’s Mark, to the junction of the Little Bald Eagle and the Little Juniata~-thence by the valley of the first named stream to the vicinity of Hanna’s fur- nace, where it unites with the route already surveyed. This route has the advantage oyer the route by the West Branch and Bald Eagle, it being about twenty-five miles shorter—distance estimated to be surveyed is ninety miles. The whole distance remaining to be surveyed, to establish the routes as far as ascertained, is five hundred and sixty miles. The above enumerated routes proposed for examination pertain to the line of survey for a continuous railroad from Harisbirg to Pitts- burg. I would wish most earnestly to call the attention of the Board, also to the necessity of ascertaining the practicability of constructing a railroad from a point on the proposed fine of railroad from Harris- burg to Pittsburg, on the Conemaughat or near Blairsville to Erie, on Lake Erie. Previous to entering upon a detailed description of the routes, I would wish to express the entire satisfaction 1 feel in the manner in which the several surveys have been conducted by my principal 8 assistants, Messrs. J. C. Stocker, S. M. Fox, and J. A. Roebling, and the corps under their immediate charge. Living almost entirely in tents, and traversing for the greater part of the time occupied by the survey the wildest portions of our State, they pursued their laborious occupation with a steadiness and perseverance which overcame every obstacle ; and I am happy to state, that whenever an opportunity has offered for testing the work done, (and these opportunities have occur- red more frequently on this than upon any survey upon which I have been engaged.) the accuracy with which the levels and the compass lines have joined, prove the care and skill shown by the parties em- ployed on the survey. The route for a continuous railroad which will connect Harrisburg with Pittsburg by the shortest distance, and with the least expense, has been found to be that already noticed as the Middle Route. The results of the surveys on this route have proved so much more favorable than I had any reason to expect, that | am induced to give to your Board a more detailed description than I had intended in this report. ‘The importance of the discovery of a line of railroad from the canal at Huntingdon, in Huntingdon county, to Johnstown, in Cambria county, by which all the inclined planes on the Portage railroad can be avoided, with an increase of distance of only four miles over the route by the canal and Portage railroad, (without any inclination exceeding forty-five feet per mile,) also induces me to enter more minutely into the details of the surveys than this report would otherwise warrant; as [ had intended only giving a general description of the manner in which the surveys had been conducted, with their results, leaving for my last report, when the estimates, maps, profiles, &c., should be delivered to your Board, and all the details of the line surveyed. ‘Ihe route above mentioned, and others connected with the Portage railroad, will be noticed in the following description of the MIDDLE ROUTE. From Eiecabis to the mouth of the Juniata river, the line for the Northern and Middle Routes is the same. The surveys were com- menced in the early part of May, by Mr. J. C. Stocker, principal as- sistant, at the canal basin in the borough of Harrisburg, and a line traced along the slope of the ridge between the canal and the river, to a point near the old burial ground, three miles from Harrisburg, where the ridge was crossed and the line carried to the flats in the neighborhood of Carson’s ripples, in the Susquehanna river. The lme crossed the river at this point, and the length of the contemplated viaduct ascertained to be four thousand two hundred feet, and the height twenty-seven feet above low water. Subsequent examinations conducted with great care, have enabled me to cross the river at a more favorable point, four miles and a-half from Harrisburg, where the length of the viaduct will be reduced to three thousand eight 9 hundred and twenty feet, and as the line is prolonged on the eastern shore of the river, about half a mile from the crossing at lirst proposed, an expensive portion of the road was avoided on the western shore of the Susquehanna, where the mountain projected into the river, and where a costly wall and rock cut would be necessary. _ The line as now located has been carried as far as possible on the eastern shore of the river, and we are forced to cross at or near the point proposed, as by proceeding father with the line we should in- terfere materially with the canal and turnpike in their passage around the bluff point of Kittatinni mountain, whilst on the opposite side of the river we have nothing to interfere with the line, of more import- ance than a county road. ‘The lateness of the season prevented me from surveying a line from the point of crossing the river to Harris- burg, by the river bank. ‘This line I think will prove more favorable than the one surveyed. From the western termination of the site for the viaduct, the line was traced along the western shore of the Susquehanna, crossing Sherman’s creek, and passing through the town of Petersburg at the mouth of the Little Juniatia creek. Continuing on the same side of the river, the line is traced to the mouth of the Juniata, and by the south shore of the Juniata, passes through Newport to a point near Lewistown, and crosses the pool of the feeder dam and the canal by a viaduct nine hundred and sixty feet in length, at an elevation of twenty-seven feet above the water. In the report of Mr. Stocker to me upon this route, he observes, «‘ that upon the whole of the line thus far examined, no gradient will be required exceeding twenty feet per mile, and no curvature having less than one thousand feet radius, with the single exception of the approach to the eastern end of the Susquehanna viaduct, where a curve of five hundred feet radius for a short distance, is rendered un- avoidable by the near approach of the canal... No difficulties of an extraordinary character present themselves on any portion of theline. The valley of the Juniata presents a succession of flats and bluff points projecting into the river. ‘The surveys were conducted along these bluff points with the view of keeping the grade of the road always above the highest freshets, and over the flats with the purpose of combining’straight lines, with eeonomy of construction and mode- rate gradients. ‘I'he canal will, in no place, be interfered with, or encroached upon by the line of the railroad, te an extent sufficient to cause any very material change from its present location.” From the point of crossing the Juniata river near Lewistown, a survey by the valleys of the Kishacoquillas and Mill creek was strongly recommended by the inhabitants of Mifflin and Huntingdon counties, for the purpose of shortening the distance between the mouths of Kishacoquillas creek and Mill creek. Reconnoisances were made, and the result appeared so favorable that I directed the survey to be carried through those valleys, intending at the same time to trace lines also by the valley of the Juniata. ‘The want of time prevented this survey from being effected, but the data obtained 10 from the levels and distance of the canal, will enable me to determine the gradients ; and the character of the work is so much the same for the whole distance from the point of divergence at the Juniata to the mouth of mill creek, that there will be no difficulty in forming a tolerably correct estimate of the cost of grading the road bed. ? The line actually surveyed crosses the Kishacoquillas creek to the western side near the upper end of the borough of Lewistown, andis continued on that side to the road leading to Rawle and Hall’s forge, passing over favorable ground for the greater part of the distance, excepting about six hundred yards in the vicinity of Mount Lock grist mill, where it encounters a steep side hill descending abruptly into the creek, requiring some excavation in rock and embankment. The mill must be removed. From this point to the commencement of the narrows in Jack’s mountain, (near Brown’s mills,) a distance of four miles from Lewistown, the ground is highly favorable and the course of the line very direct. ‘The gap in the mountain consti- tuting the narrows above referred to, is a little over one mile inlength. For the greater portion of this distance the line is carried along the hill side about ten feet above -the water in the creek, and the bed of the road must be formed by displacing the large stones which are lying profusely scattered on the surface, and with them forming a supporting mass in the lower side of the road, and filling up the space thus formed, with a suitable material, which can readily be ob- tained at the extremities of the narrows, and in many places from the opposite side of the creek. For a distance of five hundred feet, the line will interfere with the Lewistown and Brown’s Mills turnpike, which can, however, be moved at a small expense. At a distance of five miles from Lewistown, the line again crosses the Kishacoquillas to the western side, and there takes a direction nearly parrallel with Jack’s mountain, ascending by the west branch of the Kishacoquillas to the summit between that stream and Sadler’s creek, a distance of nineteen and a-half miles from Lewistown, and elevated five hundred and twenty-three feet above the basin at that town, and nine hundred and fifty-four feet above the tide. No difficulty of any magnitude or deserving of particular description occurs upon any part of this line from Brown’s Mills to the summit. On the contrary, the peculiar formation of the country admits of the construction of a road in the cheapest manner. The stream is never subject to freshets of more than three feet in height, and the ice formed in the winter season is not of a description to cause the slightest injury to works constructed with any regard to permanency. It flows also through a valley bounded in almost every instance by an alluvial flat upon the one side, and a hill generally of moderate height and easy slope upon the other. We have availed ourselves of this combination of features to locate the line as nearly as possible in the general direction of the valley of the stream, without much regard to the actual water course, making our grade line to correspond as nearly as possible with the natural surface of the soil. By the surveyed line the stream is crossed twenty-seven times between Lewistown and the summit: but by the P| Fy ut Li line as located, seventeen bridges only will be required, and the chan- nel of the stream itself will be removed in three places, requiring a total length of excavation for this purpose of about five hundred yards. The cost of the bridges will be inconsiderable, on account of the small amount of water way, the little elevation required, and the abundance of materials at a convenient distance from thegwork. The line passes half.a mile south of the village of Greenwood, and attains the summit near the house of Jacob King, about one mile east of the village of Allenvale, and passing thence by a cut fifteen hundred feet in length, and fifteen feet at the maximum depth, com- mences to descend by the valley of Sadler’s creek. For a distance of three miles from the summit, the ground though gently undulating, presents no obstacle of importance; but at this point the valley of Sadler’s creek assumes a more decided ch aracter, and we are necessitated to adopt the steepest gradient considered admissable upon this portion of the route, viz. 26.40 feet per mile. For a distance of six miles ‘from this summit, the same plan as that pursued upon the Kishacoquillas was adopted, this grade line having been found to correspond very well with the natural slope of the ground, but here the fall of the creek increased to such an extent as to compel the location of the line upon the high ground bordering the creek, thereby causing some additional expense in the graduation of the three miles intervening between this point and the mouth of Mill creek. Sadler’s creek empties into Mill creek about one mile above the confluence of the latter with the Juniata, and the line crosses Mill creek by a high viaduct sixteen hundred feet in Jength, and attains the valley of the Juniata at a. distance of 18.33 miles from Lewistown, and an elevation above tide of seven hundred and thirty-eight feet. Some trifling expenses will be incurred on this as well as upon other portions of the line in order to avoid injuring the mills of Beaufort, Holliday, Morrison, Taylor, Mann, and others. The great objection to this route will be the grade descending west. 1 lave endeavored so to locate the line from Harrisburg to the summit of the Allecheny that no grade should occur descending in the direction of the mountain. A few subordinate summits, HOW. ever, have been admitted where distance was saved by tracing the line straight, instead of following the windings of the Juniata. ”'The gradients adopted to overcome ‘these subordinate summits are all light, none exceeding twenty feet per mile. The route by the valleys of the Kishacoquillas and Mill creek is shorter and less expensive in — its construction than that by the valley of the Juniata—but the route by the valley of the Juniata possesses the great advantage of having an uniform ascending grade from the point where the lines diverge to where they join at the mouth of Mill creek, whilst the line by the Kishacoquillas valley overcomes an elevation of five hundred and twenty-three feet above the basin at Lewistown, by gradients rising as high as 26.40 feet per mile. The estimates of the cost of these two lines, which are now being prepared under my direction will, when finished, enable me to decide which of the routes should be preferred. oo 12 From Mill creek the surveys were conducted by Mr. Fox, who thus describes the manner in which the line is carried by the north- ern shore of the Juniata river to the town of Petersburg at the mouth of Sharer’s run. : ‘ we emai wae a SO ES TT ra) = = 4 A =. 2 © s2 a88| 2 SYIVMIIYY S © ons- ioe) > — S&S pee oe Pr eS me on hd i i BB'BVS zS6E 0s’ | 0S FF 0's | 089 00°S c¢'6 OL'e GOP lol’ L 089 OS'P 08'9 gL'9 0@'ST OFS O'S 0F'8 Descent. Ascent per distance. 88'FPF|806'0 Descent per distance. 88°F FIG80'S 88° FF 1880. OF 9Z/EET*O 88°FP/S86'0 OP'9G\/E0E 0 88°PFTSL°O OF'9G/68T°O 9¢°OT|0S8"0 88'FFI6FS'O 96°98|802'0 88° FFIZS1'0 [aaa |L1F'0 OF'9ZIOLT'0 88'FFIIST‘O 0F'9%/99%'0 88’ FF 1 FE'0 96°98|Z2n'0 88'FFIPIT'O 96°E|L3S"°0 Grade per mile. miles & dec. 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~—s 00°ES 00°0€ 02°S8 08°996I 06°L3 09°F9ST OL'ESSI OL'8FS1 OL’SIGI OL°LELT OS'TT OLOLTI OLPFTT OLTEIT 64° 1601 06'S 06°01 00°S 00°SE 00°% 00°VI 00°L2 00°96 00°E1 16°6€ 00°09 00'SF/0ES°0 [949'J/920°0 66°82) [90°T [PA9'J ISTO 00°SF/F68'T L9°6 |&0€°0 00°S¥/909°0 99°OT/EG0'T [942'J|LF6'0 [?49'T/€80°% L40°¢ |S86°0 [PAST PLT 00°ST|8FE°S b9°S |LSL°0 9F°61\062°0 [949'T| L62°0 OF 9S/ECO'T [949']/S86'°0 L9°1Z\0ES"0 [949'T/8€0'0 PO'STIOST’S% [9A49"T 6EF'T 02°€1\S86'0 [9497 6260 IS‘91|Z9F'% OSE TISHS'F 36 NORTHERN ROUTE. ‘The surveys for the Northern Route were commenced by Mr. Stocker at the nrouth of the Juniata river, and in his report to me the line is thus described : | ‘From station No. 395, at the mouth of the Juniata, the line crosses that river by a viaduct nine hundred and fifty feet in length, and. twenty-seven fect in height, to Duncan’s Island, thence in a direct line across Huling’s Island to the main shore of the Susquehanna, along the western side of which the line was traced, according to your di- rections, to the mouth of the Bald Eagle creek, in Clinton county, and thence by the valley of the Bald Eagle to the point upon the Muncy mountain where the surveys from the summit of the Alle- gheny, made the previous year, terminated. «The average fall of the Susquehanna river is 1.92 feet per mile, from the mouth of the Bald Eagle to the Juniata, but in order to obtain a more favorable profile for the road, it has been found necessary to adopt grades in some instances of 13.56 feet per nile for shots distances. ‘Jn the neighborhood of Liverpool, in Perry county, the line inter- feres considerably with the canal for a short distance, along a bluff point of rocks. In order to avoid an expensive cut through this point, it would be necessary to alter the location of the eanal by pro- jecting it about twenty- -five feet farther into the rivers As the water is shallow, the alteration can be effected without any very great expense when the object to be attained is taken into consideration. ‘No other difficulty of magnitude was encountered throughout the whole of the Susquehanna division. ‘There are several points where walling in the bed of the river would be required, but the materials are generally close at hand, and of good quality. Cutting through earth of some depth, and the formation of embankments of moderate heights will also be required. ‘In many of these cases more favorable profiles might be obtained” by curving the line; but following your instructions, in which you directed me always to consider directness of course as one of the pri- mary objects to be attained, f have run such a line for the basis of the estimates, as I thought: would be hereafter preferred to a more circui- ious route which might cost less in original outlay. » “'Phrough the town of Lewisburg two lines were examined, one. passing through the tanyard and the eastern portion of the town, crossing Buffalo creek near the present road bridge acrossthat stream, and thence passing along the river flats north of the town. The other line diverges from the-first at station 1204, and passing through the western part of the town, crosses Buffalo creek near the ford, and thence passing over the table land above the river flats, ‘tgjoins 37 the first line at station 1265. ‘I'he distance in favor of the first line examined is eighteen hundred feet.’’ An estimate of both these routes, and an examination of their respective merits will be presented in my final report. “From the mouth of Bald Eagle creek, agreeably to your instruc- tions, the surveys were conducted along the base of the Muncy mountain to a point near Howardsville, where the line crosses to the northern side of the creek, and passes along the flat lands about one quarter of a mile north of Milesburg, and for a distance of sixteen miles above that town, where the creek is re-crossed, and the side of the Muncy mountain again attained, along which the survey was conducted to the point above Hannah Furnace, where the surveys of last year terminated. ‘The total distance of this point from Harris- burg is one hundred and sixty-two and a-half miles. The elevation seven hundred and seventy-four feet above the basin. ‘lhe average fall of the Bald Eagle creek is 9.80 feet per mile; the steepest gra- dient 16.25 feet per mile—with the exception of the upper portion of the line where it joins with the mountain route, and where the ground rises at the rate of 26.40 feet per mile.” The line of survey here joins with the route designated in my report of last year as the Muncy mountain route. ‘Iwo lines were surveyed from a depression in the summit of the Allegheny moun- tain known as Emigh’s Gap, to the valley of the Bald Eagle, and are thus described in the report above referred to: From Emigh’s gap the line was traced in a south-easterly direc- tion along the slope of Emigh’s gap, for three and a-half miles, where it reaches the eastern side of the mountain, down which the line descends with a grade of forty-five feet per mile, in a north- easterly direction. or the first five miles from the summit the side of the mountain is indented with deep chasms, caused by the moun- tain streams, which run with rapid descent towards the valley below ; the principal of which are Miller’s Great and Little gaps, and that of Emigh’s run. In crossing these ravines, viaducts of considerable elevation will be required. The line then continues in the same general course, crossing the heads of Merriman’s, Shara’s, Elder’s, Little Laurel, William’s, Glen’s, and Dick’s runs, and others of less magnitude. All those above mentioned must be crossed by high viaducts, and some of them of great length. At Shara’s run the spurs commence, which project from the main body of the mountain towards the ridges which traverse the valley and six tunnels, (varying from six hundred to sixteen hundred feet in length,) will be required between Shara’s run and Dick’s run, to keep the line in as direct a course as the rough and broken ground over which the route passes will permit. From Dick’s run the line was continued in the same direction, crossing Dewitt’s Alexander’s, Wallis’ run, and several others of minor importance, with viaducts of various heights, until the Bald 38 Eagle was attained, at a distance of three-fourths of a mile above Milesburg, and thirty-eight miles from Emigh’s Gap. From this point the line was carried on the southern side of the ereek, crossing the Spring creek above the town of Milesburg, and the canal of the ‘‘ Bald Eagle and Spring Creek Navigation Com- pany,’ immediately below Lock No.4. ‘Thence the line was continued along the gentle slope of the Muncy mountain to a point five and a-half miles below Milesburg. Upon this route the line was traced with a level grade §.81 miles, from Elder’s run to the west fork of Glen’srun, and it was supposed by keeping up this level the line could be carried along the slope of the mountain at such a height as to enable us to cross the spurs at their most favorable points; at the same time, by crossing the more important streams nearer their sources, the viaducts and embank- ments would be diminished in their length and height, whilst suffi- cient distance would be left, after passing these streams, to descend into the valley of the Bald Eagle in a very direct course to the vicinity of Milesburg. In this expectation we were disappointed, the ridges being much higher, and the ravines formed by the streams at their sources much deeper than was anticipated, causing the line to be tortucus. independently of possessing other features decidedly objectionable. 1 therefore directed the examination of another route with the view of carrying the line to the Muncy mountain, on the southern side of the Bald Eagle creek, at the nearest practicable point from the summit. For this purpose surveys were commenced at Eldey’s run, continued down the valley of that stream, and passed to the head waters of Weiser’s run by a depression in the ridge dividing the two streams. Thence down the valley of Weiser’s run the Jine was traced around the ridges to a favorable point for crossing Shara’s run, down the valley of which the line was carried to the flats of the Bald Eagle creek and the side of the Muncy mountain, at a distance of twenty and three-fourths miles from the summit, and about three-fourths of a mile above Hannah furnace. Upon this route but two tunnels would be required, the longest of which would be eight hundred feet in length, and but four viaduets of consequence, none of which would be of the most expensive description. ‘The general character of the work on this route is in fact not different from that incidental to all mountainous regions.* The distance from Harrisburg to Emigh’s Gap by the Mountain route has been ascertained to be one hundred and eighty-three and one fourth miles, and by the Allegheny Mountain Route, one hundred and eighty and a-half miles. * This survey was superintended and made by Mr. Stocker, between the months of September and November, 1839, through a section of the country but little known, and of the wildest character. The result, developing two lines of rail- road from the summit to the foot of the Allegheny mountain, with no gradients exceeding forty-five feet per mile, proves the skill and industry with which the surveys were conducted. 39 We have now brought our lines to the summit of the Allegheny mountain, and have, in no instance, been obliged to resort to heavier gradients than forty-five feet per mile. ‘These gradients occur only on the side of the mountain. From Harrisburg to its base our grades have been limited to twenty feet per mile. The summit of the mountain is passed by the line through a cut of forty feet at the apex, and two thousand six hundred feet in length, reducing the summit to two thousand and two feet above tide water. ‘Thence the line was traced with a grade of forty-five feet per mile, a distance of nine miles, along the western slope of the mountain, crossing Trout run, Spring creek, and Coles’ run, tributaries of the Moshannon, to a point on the Moshannon favorable for crossing that stream. The conclusion drawn from the exploratory survey which I made last year, has been fully realized, and the passage of the line from the summit to the foot of the mountain much more favorable than I anticipated. After crossing the Moshannon, the line traverses the dividing ground between the Moshannon and Clearfield creeks, and descends to the Muddy branch of the Clearfield, crosses the Branch, and following the draft of Corwin’s run, reaches the Clearfield creek, about two miles above Clearfield bridge. ‘The line from this point is thus described in the report of my principal assistant: ** Following the Clearfield creek to Water’s saw mill, at the junc- tion of the Beaver Dam branch, the line is traced up the Branch and by the Mud Lick fork of this branch to the dividing ridge between the waters of Clearfield and Chest creeks. This ridge is passed by a tunnel, and thence the valley of Chest creek is followed up to the ridge which divides the waters of the Clearfield and Chest creeks, and the West Branch of the Susquehanna, flowing eastwardly, from those of the Conemaugh and Black Lick, flowing westwardly. This ridge is passed near Glass’s house, and at station 696 a junction was effected with the Black Lick division of the Middle Route, near the place known as Bradley’s Burnt Cabin, about two miles north of Ebensburg, Cambria county. From the summit of the Allecheny mountain to the valley of the Clearfield creek, a distance of twenty miles, the character of the work is such as is incidental to all mountainous regions ; no difficul- ties other than those to be expected in such localities were encoun- tered. Upon the whole. this portion of the line was found rather more favorable than the first reconnoisance led us to expect. After arriving at the Clearfield creek, the line, as before stated, was conducted along its valley, and by the Beaver Dam branch to the valley of Chest creek, a distance of twenty miles. Upon the greater portion of this distance the work would be of a light character, and the gradients very easy. After entering the Beaver Dam branch, the line was traced upon the side of Fort Hill ridge, separating the Mud Lick fork from the Burnt Dam fork of the Beaver Dam, the grade ascending at the rate of forty-five feet per mile, for the purpose of overcoming the high ground intervening between these waters and . those of the Chest creek. The work will, in consequence, be heavier 40 than on the Clearfield, and includes a tunnel, one thousand yards in length, through the above mentioned ridge. Future examinations may show that this tunnel may be avoided, and a better route located by the Clearfield creek, a branch of which heads within a short dis- tance of the point where the dividing ridge between the Chest and Conemaugh creeks was passed by our line, but the limits of our time did not permit us to examine this route instrumentally. From the tunnel to the point where our surveys terminated, a distance of twelve and a-half miles, the ground is broken and undulating, and the grad- ing consequently of an expensive character. ‘These ridges being im fact spurs of the Allegheny mountain, the work possesses the general characteristics of mountain work, somewhat modified it is true, but still virtually the same. ‘The height of the natural summit passed near Ekteasburg isz2,136 feet above tide, and the total distance from Harrisburg by the Muncy Mountain line, to the junction with the line surveyed on the Black Lick, is two hundred and thirty-six miles. Total distance of the Northern Route, by the West Branch of the Susquehanna, Bald Eagle, Conemaugh and Black Lick, from Harris- burg to Pittsburg, is 320.61 miles. 4l }949'T/O8F'E 00°NG/2Z63'0 j00°G 1PE9°0 [94977 ) 269° 00°O0@|TSL°0 T9A9'TI LPF L 00°02@)E6s'0 | 1949'T|/20E°T LO°GP {LU TP 06°6& O6°9€E | 00°02 GeE'0 [2A9'T|GEO'T OSI jOF'9Z/OLF'O ]949"] |€€9°0 IS9°6 = }0F°92/Z9E°0 [249'T /090'°0 0F'9Z/eG2°0 [eA9"]|0G2°0 OF 9G/E25°0 “euueyanbsng Jaa Jo SUISsOID 00°SEE |068'F ‘aply vaoge 13a) BIg ‘sanqsiasepy 7e UIseg ema) ee Re ened eee ee ie is. PGE Le°9 ae | Tein naa? = *syIewioay : Elevation above. tide. ‘Total distance in miles, &c. Total ascent. Ascent per distance. Descent per distance. Grade per mile. Distance in miles & dee. — ‘pooywy singsyrg puv Bangsessvgzy ayy fo IINOY ULAYPMONT 942 UO Surg Jndiueid ay} fo aprz aaogn py Srazy ay? yjwm sayjoso7 ‘saounjsugy pun soaps 9u2 JO LNAWNALVLS UVTNGVML. 42 vigieataemne '968°68 | pare bes oe | th ea A oa So-b02 00°FE. jos‘Oreree saad 0g 8o°S |G1G"T | GO'OLT 0 i ets @ , ere 8%'S |Us0'e “Fings1sor] 00°89F 89@'89 | 20°29) 00°91 Hapa. ; @°o |ILe "YOURIG 48944 OY} JO YINOW|0O'SSF ‘B6g"6s | GO he 00°e1 eee os ‘€ ; ‘Te OV El/ere'% I rl y daspte 00°e1 OS'ET 9ET'T | {949716 20°T faa TI 8z'S |SLI°% Bite be [940] /681°¢ “OPRBNG OS"OLE LOLS | | pi oc‘oriregtn Ea SW narcbeet adler sos lereet} cerze OIF LL'T |L98°% ‘eyelunf a4 Jo YINO[V 08" . | ‘ f | . begres Z0°8 OF ESTE" —_—_—_—_—_—_—_— és ‘ te ; = 3 es oe uot | "IE Bates BS Boe ge! ss 2& Ed low |e oS o at ee oO 2 oO © = apa o = J Co m "syIeWoy bee 282| 28 ao | $2 | 928 (B8 i (AB) beth 7 deel 5 |® Jee *PanuyUogjg—LNANGLVIS avVINavs 43 —_— ee 91°L0GT O9"E9ST 0G COSI Ji. \TP P21 9S 1Z01 99°9101 8%'9Z6 GB'LIG “youeg uiejunopy oun OOTLITTT/€6S°F9TIGO'GO8 “SINGSOTTA|OO°ESL, 2810.7 s.urejng|Q9°¢gg “aT [AplWMO Ty] 190°SSO ‘HH IMA|00°08¢ "Yaoi a/5eq Pleg Jo yINoW|90"08¢ j40dsmrelyyi A 100°O£E CO'LEL GO°Lg9 CO°S19 ULS°SPT/CO'OLF VO6 LFTIGO'6LE £0°00€ CO°C6G C6PESL|GO'FL] CV 1hG GO°GES T88°S6 |CO° bez 00°F 99°L61 Ze" ie | C8°ZOT os 18°06 | 00°6 | been 60°89 00°98 00°6e 00°9eT 00°L6 00°E9 OF'9Z\ZET°O 00'ChE6S'F 00°9 |LZ%°0 00°SFi9z8'S (9A49"}/ZE1°0 00°EFIZ6S'% OF 9ZIG8L°O 00°Sr/800°% OF 9ST FEO 00°StI00G'% OF 9SI9OLE'% OL'G2igEee's 6° €3Z\999'T OT°OTILFI'S ¥S°¥11999'9 OSV OTPLI'9 [949']|8Eeq'e TTOZ/G6L'0 80°S |9Z8'°S LL'01/999'1 [P49] /60F'S CSP |0Gc'9 {9A9'T 9000'S 6F°L 0G2'T [PA9'T/E80°R 83'S |88e'T [PANT 886° TT 79'S ISIG'T 44 rset ne 00°SF\SSI's per ; | GS'ZSL1 08°61 82'S ISIL'E "youtig, Wey Jaavag/§L‘9L8L'ege'z1z ei 00°L 02°€1/0ES°0 [aa9"T|GLG°9 "M99 PleYs4B91O 6L°6OET FES 60% 9G PS9 00'FS jOO'SPHILS'T [PA9'T|609'S 92° OLS | 00'SLI [00°SP/SSS'E [2aaq|L61°S ‘yaoI() UOUUTYSOJ, S8SSO1Q/GL°9291/103'°FEI 96° L6E 06'96L 00°SP|FEEP jeaaT | 1PS°0 | 9S°0UB OL'ZEL 00'SF/Eb6°S | [?49"T/S96'0 z | 96°89 IS9F \00°Sh/EZ0'I “urejunoy, AUAYSaTTY ay Jo WWIMUNG/Q0'Z00S/cEg'ceT| [P49'T LEGO ¢0'969T 89°0€ 00°E4/189°0 | [949'J| S080 LE*S99T 02°92 00°0F| FF9°0 L1'6E9T 16°STT 00°SFISLG*e {9497 68 1°0 9S°EGST O1'9T 00°S#|6GE°0 : « e tu 5 7 S35 Shc er ae Tate bby 2 | 9s SBS /e8u| “2 2sj+sl8e lel SYyIVWIy Sig | Oo Sem ¥ SO 1/8 | & & ieee) ee ©> |S 8 6) de |S Sc CR 1 2 eee ia ak abuse. saee™ 4° | 8°10 [Be ‘panuyu0og—LNAWALVIS avVTAav 45> OT'F0% '00°SPIISS'T “Mory You JO Yinojy 00°8 Ors |OGE'% 00°EZ 00°0#/019°0 12097 (0ST°0 00°98 |00°0F|0z6"0 [aAa"y/0F"0 00°8F% |00°SF|0ES"S 00°9 |08°61|008°0 | 00°6% |0@°S1\06L°S% 00°SS [ES T1|0F0'°S | 00°@L |00°0F 028" 00°F 9L°E |090°T LE09 |Zs°98|999'1 | ' [9A9"T|606'0 \S3'6S |09°6E|GEL"0 [9497] €&s°0 OLLI |88°FF9Ge"E 00°Eh% |09;6/9E1'°9 2 PPASTOLT I \CO°OST |8S8'FF/868°% , [249']|82%g'0. ShOP [8c ro/999'T [aAa'] 0L¢°0 ' at ri oe “a1NOY- B]PPIAT oy Yas uonoun!l jo juiog s,Aa[peag ye “sangsueqy vou “WurtuNg ySno1 7 |E8'SP0s|ZG0'SkS [1°SLE% —|98°SES ' |00°SF|4h6'S [9497 |G6F'0 Fala Uc 09° LS OZ EI|IFE's “9919 ISOYO|GF' SILT 2188S 12491 |809°F 46 “Binqsnig 1 uny aft] ees Gy a ere [PAO TIOTLS1 00°98 |o0°szlorE'T F8°SS |1B'b1/0zS"I | CL'ZI 00°0F 008"0 00'S |00°L1/090°T | | 00°8F |00°SFi090°T oreo |S8'0zl0go'e | 00°0L1 00°F 064° ‘MNg UIqeD WINg|OF-gz11 pore 00°08 /0g8°0 00°S8 |00°S#(006'T 09°9 @h°LI O8E'0 os'e61 00°SFOLe'F ‘euncyyeAorTi0Q's86 \OgG'98ziTL'SI9ZILL-Se6llogre '00°0 080°0 09°E8T \00°SF060°F ‘wun, saUderig'’s9I TOTS ssi LVSI9SIIS TLL1 0F'0 (82'S \0L0°e cs | 8 a ,|8glBels |e 25 (e83| 2 | 38/58/58 |25/32 *syIeUoyy So |osg=| « 9518s | 8a l[Szi ee es |h#ee) 2 18182) Sa |8E Se a —_ r=} ro ees) oo oo tie ee PS jart¢ E ‘Panvtyuwogo—LNAWALVLS UVINAV.L 47 SOUTHERN ROUTE. The surveys for this route were commenced under the superin- tendence of Mr. J. A. Roebling, Principal Assistant Engineer, on the 22d August, 1839, at Pittsburg. In my report of December 24, 1839, I stated that the position of a depot, and the entrance of a railroad into a city so rapidly increasing in population and extent as Pittsburg, would present considerations of so much importance, and will require so much time, and so many surveys and comparisons to determine which of the routes proposed would prove most advantageous to the city, and to the railroad, that I will confine my remarks upon this subject, simply to the fact, that all the routes examined and surveyed have been found favorable. The line is therefore commenced at Two Mile run, near the city line, and is traced nine miles along the eastern side of the Mononga- hela river to a point near the mouth of Turtle creek. The gradua- tion was assumed at a level, with an elevation of forty-five feet above the river, and fixed with a view of better accommodating the line to the extensive river flats. The only works beyond-the ordinary graduation of a railroad which occur on this portion of the line are the embankments over Graff’s run, Three Mile run, Four Mile run, and Nine Mile run. The expense of these works may be reduced by sacrificing the level, and adopting undulating gradients. Leaving the Monongahela, the valley of Turtle creek is then oc- cupied to the mouth of Brush creek, 14.10 miles from Pittsburg, the line still continuing with a level grade. About one mile above the mouth of Turtle creek, its valley is much contracted; here the stream is crossed with a viaduct of one hundred and ten feet in length. The southern side of the creek is then followed by the line to its junc- tion with Brush creek over favorable ground. After leaving Turtle creek the line follows the valley of Big Brush ereek to its junction with the Little Brush creek, thence the whole extent of the valley formed by the last named stream to Barclay’s summit, a distance of thirteen miles from the junction of Brush creek and Turtle creek. The course of the Brush creek is so very crooked and its valley so contracted, that the location of this part of the line was attended with much difficulty. ‘To follow the course of the stream itself was altogether inadmissable, as such a line would form an uninterrupted series of reversed curves, with a distance disproportionably increased. In locating the line the distance has been shortened, and the line straightened by cutting off nearly all the bends made by the tortuous windings of the stream. This, however, could not be effected without crossing the creek frequently, and resorting to heavy embankments 48 and deep cuts or tunnels, as this appears from the saving of distance and superstructure, and also in working the road when finished, to be the most economical plan in the end. The appearance of the rock at the points where tunnels have been projected, induces the belief that its solidity will prevent the necessity of arching. The grades have been arranged, and the estimates made with the view of corm off many of these bends by tunnels, as it appears from actual calculation that the diminution of distance, (by which a~ great saving will be effected in the length of track to be constructed, and in the annual renewals and repairs of the track,) makes it the inost economical plan upon which the road could be located. Six tunnels occur in the following order on the line located from the Two Mile run at Pittsburg, to Greensburg, viz :-—Through Stewart’s hill, Carpenter’s hill, Helman’s hill, Rowan’s hill, Weag- ley’s hill, and one through Barclay’ Ss summit. The crossings of the creek will require twelve viaducts of single’ spans, from forty- -five to sixty feet in width. Paling into consideration the directness of the route, and the coun- try traversed by the line, the grades are very favorable—rising from & ten to forty feet per mile. ‘I'he latter grade is used to overcome Barclay’s summit, which divides one of the branches of the Little | Brush creek from a branch of the Sewickly. The valley of the Sewickly now forms the guide for our line to Barnhard’s summit, which divides a branch of this stream from one of the branches of the Crabtree. Four expensive viaducts of consi- derable elevation will be required on this portion of the route to cross — as many. branches of the Sewickly. The town of Greensburg is situated on a ridge separating the” north and west branches of the Sewickly. The valleys of these streams will be passed at an elevation of from sixty to eighty feet. ‘The line as located passes under the main street in Greensburg by # short tunnel. Of the main lines traced in the vicinity of Greensburg, the route. here described appears the only practicable one for passing through the town; at the same time it possesses the advantage of being the most direct course to the Loyalhanna. The route by Hannastown is somewhat longer, but has the advantage in point of gradients and also of being the least expensive. The most proper elevation at which the branches of the Sewickly should be crossed can only be determined by comparative estimates — of different grade lines. That traced at inclinations of forty-five feet per mile, has been found by the estimates already made to be but $3,000 cheaper than the line traced with gradients of forty feet per mile. This small difference cannot be put in competition with the advantage gained by lower grades. ‘The tunnel line has therefore — been preferred. After crossing the north branch of Sewickly, the grade commences” ascending towards Barnhard’s summit. A side hill is followed for — 49 some distance, and another branch of the Sewickly crossed. ‘Thence a very gentle and regular slope is occupied until the summit is attained. By following the northern slope of the western extension of the Whortleberry ridge, which divides the waters of the Sewickly from those of the Crabtree, and Fourteen Mile run, the numerous branches of the Crabtree are headed and crossed, and the line is carried from Barnhard’s summit to Merkel’s summit, a distance of two and a-half miles, with an ascending grade of twenty-two feet per mile. On this section of the route the numerous ravines which intersect the line will cause some heavy cuttings and embankments. The grade through Merkel’s summit is arranged so as to pass by a: tunnel, for the same reasons as assigned in the passage of Barclay’s summit. The line now descends along the northern slope of the Fourteen Mile run with a grade of forty feet per mile, until the valley of the Loyalhanna is reached. The Fourteen Mile run is a tributary of the Loyalhanna, and is crossed at a point below the abrupt turn it takes towards the latter stream. At this crossing a viaduct will be required one thousand feet in length, and from sixty to seventy feet high. The Loyalhanna is crossed below Baldridge’s mill by a viaduct of moderate dimensions, and the line is then continued on the extensive flats on the northern side of the stream, where, for nearly two miles, the construction of the road bed will be easy and of the least expen- sive character. ‘The whole course of the line from Merkel’s summit to the Loyalhanna is very direct. The most prominent difficulties between Pittsburg and the Laurel hill are passed as soon as the valley of the Loyalhanna is reached ; and the foot of that mountain is approached by following the river to its junction with the Laughlinstown branch. This latter stream is then pursued to Laughlinstown, at the western base of Laurel hill. The whole of the route from the first passage of the Loyalhanna to Laughlinstown, a distance of twelve miles, is of a favorable char- acter in point of direction, grade and expense. The northern side of the Loyalhanna will be occupied through the whole extent of the gap formed by this stream through the Chesnut ridge, and the line pursues the same side until the town of Ligonier is passed. Rock cuttings for short distances will occur through the ridge, and protection walls will be required at a few points to secure the slopes from the effect of floods. The grade is suited as nearly as possible to the natural rise of the flats, from the Chesnut ridge to the junction of the Laughlinstown branch. Here an extensive embankment across the valley is required in order to gain the elevation necessary to overcome the natural fall of the last mentioned stream, which exceeds fifty feet per mile. ‘The ascent from Baldridge’s mill to this point varies from five to thirty-five feet per mile, and the last two miles to Laughlinstown will require a rise of forty-five per mile. SURVEYS.—4. 50 By the gentle slope of the northern side of the Laughlinstown pranch, the line is continued to the western ead of Laughlinstown in nearly one straight line. The distance from the Two Mile run, at Pittsburg, to Laughlins- town, is fifty-two miles. A review of the accompanying table of gradients, shows that fourteen miles of the whole distance have been located level, nine miles at from nine to fourteen feet per mile, ten miles at from fourteen to thirty feet per mile, seventeen miles at from thirty-three to forty feet per mile, and two miles at forty-five feet per mile. Before continuing the description of the Southern Route, I will here notice the Hannastown route, which has been located from the junction of the Big Branch and Little Branch of Bush creek to Barnhard’s summit. ‘This route was discovered and surveyed while endeavoring to obviate the objectionable features upon the Greens- burg route. 3 This line was traced up the Big Branch of Brush creek to Gan- gover’s summit, dividing the Brush creek from the Sewickly ; then, crossing from this summit to the summit immediately adjoining, which divides the Sewickly from the Crabtree, the line is continued along the northern slope of the Hannastown ridge for the purpose of heading the different branches of the Crabtree. About half a mile west of Hannastown, this ridge is crossed with a moderate cutting, and the line continued in a very direct course to Barnhard’s, passing a few stations south of Hannastown, and following the centre of the same dividing ground which parts the heads of the Sewickly from the heads of the Crabtree. Although this route is one-third of a mile longer than the Greens- burg route, it is preferable, (as has already been stated,) both in point of grades and its economical construction, and three viaducts and the tunnel through Barclay’s summit will be dispensed with. A full statement of the different advantages and comparative merits of these routes will be given in my final report. ‘Ihe maps, profiles -and estimates of these routes are already finished. : 3 The line as located from Pittsburg to Laughlinstown through Greensburg, does not differ very materially from that surveyed by Mr. Hage, in 1838, in course and distance, with the exception of the Hannastown route. A material improvement in the grades, how- ever, has been effected by the last survey. . | Along the western side of the Laurel hill from Laughlinstown to the summit, a line was located by Mr. Hage, with a distance of twenty-six miles, and an ascent varying from twenty to sixty feet per mile. Many objectionable curves occur on this line where the ravines which break into the mountain slope are necessarily crossed. In order to improve this portion of the Southern Route several lines have been surveyed from the foot to the summit of Laurel hill, which resulted iu the adoption of the route which commences at the lower end of Laughlinstown, thence following the slope of the - Washington Furnace run for some distance, crosses this run, occupies 51 part of the northern side of the ridge dividing the Westmoreland Furnace run from the Laughlinstown branch, and crossing this ridge, pursues the northern slope of the former stream until the grade approaches within fifty feet of the bottom of its northern branch, then crossing it and winding around the Fork hill, turns up the northern side of the south branch to its head, where the summit is reached about one mile south of the summit crossed by Mr. Hage. The distance of this line as located, is 12.50 miles, 13.50 miles jess than the line tracead by Mr. Hage. ‘he grades which were found best adapted to the economical construction of a railroad on this side of the mountain ranged as high as one hundred and ten feet per mile. From the summit of the faurel hill to the foot of Ray’s hill, where the Raystown branch of the Juniata is crossed, the main features of the line, as surveyed in 1838, have been adopted. As our operations were limited by the amount of funds appro- priated, I did not deem it prudent to bestow our labor and time on any portion of the route which did not appear to be capable of very great improvement both in distance and grade. It appears that the eastern descent of the Laurel hill has been effected by Mr. Hage in a very direct manner, and not susceptible of much reduction in distance by adopting higher gradients. The line traced in 1838, from the Laurel hill to the Allegheny mountain occupies the high ground dividing the waters of the Conemaugh from those of the Youghioglieny, and appears to be the only practicable route between the two mountains. ‘These remarks refer to the general course of the line. ‘The detailed arrangements may indeed be found capable of much im- provement by further surveys, as. was the case from Pittsburg to the Laurel hill. No alteration of consequence can be made in the line ascending the western slope of the Allegheny mountain. ‘The eastern descent was effected by Mr. Hage by crossing the ravine of Deeter’s run, following down the Dry Ridge, (a spur of the Allegheny,) for some distance, and attaining the foot of Buffalo mountain at the Raystown branch of the Juniata by cescending the valley of Buffalo creek. There are reasons to believe that by adopting a different system of gradients, another route may be pursued by which the summit of the Allegheny can be attained from the east, in less distance and in a manner more favorable. ‘This, however, can only be ascertained by actual survey. . The valley of the Raystown branch of the Juniata offers a natural opening for the passage of a railroad from Will’s mountain to Ray’s hili.. The line surveyed in 1838, pursues this valley to the mouth of Bloody» run, turns up this stream, descends Woodcock valley, then crosses the Raystown branch of the Juniata, some distance below the Great Bend, and ascending Ground Hog valley, passes over its summit to Well’s valley by a tunnel twelve hundred feet long. ; 52 This portion of Mr. Hage’s route may be shortened 3.50 miles by pursuing the Raystown branch of the Juniata to the Crossings, and then following up Tub Mill run to the foot of Ray’s hill. A tunnel half a mile long through the summit ridge which divides the waters of ‘Tub Mill from the head of Well’s valley, will be required in the passage of Rays’ hill. Well’s valley is then pursued until — Mr. Hage’s line is again intersected. A tunnel line over the summit of Ray’s hill has been located with this view, and found practicable. | . The general course of Mr. Hage’s line from Wells’ valley to Chambersburg, appears to be the only one which the great natural obstacles to be surmounted will allow to be pursued for a railroad, without resorting to inclined planes or to gradients so high as to prevent the advantageous employment of locomotive power. The greatest barrier on this portion of the route is Cove mountain. ‘The average elevation of its summit is 2,150 feet above tide. The summit of the Chambersburg turnpike, where it crosses the mountain, is 2,107 feet. From the report of Mr. Hage, it appears that the elevation of Corwan’s Gap, where his line passes the summit, is 1,217 feet above tide ; therefore, 933 feet lower than the average elevation of the crest of the mountain. Cowan’s Gap offers the only opportunity for pas- sing Cove mountain with a railroad, and the distance down the eastern slope to Loudon, cannot be reduced materially by adopting higher gradients, without pursuing a more northern course from Cove moun- tain to Chambersburg, and leaving the natural slopes formed by the waters of the Conococheague. This attempt was made by Mr. Hage, but the result proved un- favorable, owing to the undulating character of the country passed by the line. Believing that the portion of the route surveyed by Mr. Hage, from Wells’ valley, to Chambersburg, will not undergo material alterations by future surveys, I have adopted the data furnished in his report for this part of the Southern Route. The whole distance from Two Mile run, at Pittsburg, to the depot of the Cumberland Valley railroad, at Chambersburg, as surveyed by Mr. Hage, is = - - 2393 miles. Saving of distance on the western slope of Laurel hill, by the adoption of high grades, 133 Saving of distance from Bloody run to Wells’ valley, 34 cmt ag Distance from Pittsburg to Chambersburg, 2225 Add distance from Chambersburg to Harrisburg, by the Cumberland Valley railroad, 52 Total distance from Harrisburg to Pittsburg, 2742 miles. D3 Oo'sr |98°sre sk a eae oe See a ae ae - + ‘sory yortg oy) Ag ‘aynoy aTppryl 00'S |F9°8FZ Foire fen ee we Se Se YSnemauOD att Ag OO°OTI |0S'FZ% |oO'1Z9F\O0'SLOG| - - - = - ‘OFS pue ‘6ERI ul pafoains oury ‘aynoy Wrayynog 00°09 |sF'PGs loo’szsrloorses] = - - - - Ue t SBegT jo ours seseyT CU CON MODS 1G CORISOISG<"F SSR ETT See ee wee SS ‘anoy UIOY}10 NT 2m = Sas] -& uel ‘sajnoy jo saule ny ms oles) = g ms “| 8 fe eee || Sungsyig pun Bingsr.inpy vaanjag _ pahaauns saynog punsd aay] ay) uodn juaipnas 189450 pun ‘aounjsip ‘nf pup asrs ays s7agryxa 2790 7 Sisleahos au, 54 OO NT ES *sylewayy “HMUUWINS F139 OTA *JIWUINS S preyuleg *A]YIIMIG Jo Yourig YON vL'OV 66'°FE ¥9'GE VL'O€ 69°66 8E'°6¢ 18°66 92°26 8o°1% 6G'0G 69°61 COST 18°9T vo'FI €9°é1 GLGT *SINQsuaal sy —yturtuins s Avpoieg "yoo1o Yysnig *yooId OfAny, "UNL OITTAT OMT, es Sr - Total distance in ~ t ee miles. 0F 001 00°L62 OF LOZI|SL°6FS OFS 00°SS11|8e' L6F 00°001 boson) 00°¢ 00°SOT 00°E6 00°F90I eae OOS | 00°SFI1/88'6E 00°L1Z 00‘8Z6 |S&°LLT 00°68 00°688 00°688 |8€'8eI 00°LE 00°ZS8 |8e° 101 60°ST OO'LES |BE°98 00°24 | O0°C9L |S8°6 00°¢ OOLGL |8E°9 88°9 19°0GL 19°0¢h —— |---| ar) os 22 /selz2|28 Sol/seo| 68 |88 25 {/Ra | eS} 8% 00°F0Z|09'6E| IST'S NE'G2|SFE"S 00°0F|00¢°S lo9'9 |FSF'0 09°6€|€0E°0 [24977 |¢2L0°0 09°6E|SF0'S 81°8é|189°S Ia'P i | Descent per distance. Grade per mile. LL°9€1090°T [9A9'T /€E8'°0 OL'SZI6EV'T TP OL6Sh'T 88°6%|GLG'G 909°0 cI¢'l ae ge | les & dec. i Distance in ‘UNO IsSUYYSNDT 07 Singsyr_q wosf ‘gnoy usayjnog ay? vo szurod podiowud ay? fo ‘opus, aa0gn sjy.crazy ay) Yj 19Y4]3.50} ‘saIUDISIT PUD szuaipniy ay? JQ ENAWNALVLS AVIV. “{[tY [ainey Jo Oo] usojsom ‘uMmOsUITYone’y ‘laiuosty ayisoddg ‘ospls jnusayo jo dey ur ‘s,uosuyor ausoddg ‘euuvye ory oy) Suissolg 89°67 &S'6V 0€ 67 OLD 9G LP | | : 00°SF%I\8E°162 0% 9FI118G¢°c69 00°FF 1188069 00°9811 ise"s89 00°E311 00°Ez1 118e°699 00° IZLI|82°299 00°9111/8¢°z99 00°90! Tigs"ze9 00*810118E"F9¢ + 08°86 06°G 06°8 00°E1 00°% 00°S 00°OI 00°88 \09°PI —_————<——. —_ errors SOPIIIGL‘O 6I°SE|LZS"0 08°2 |999°1 [249] |828°0 \86°S |8LE°0 00°G2/L66'°0 IST‘OT/F86'0 TL’¢2)096°E OL ‘696° PRELIMINARY REPORT ON THE SURVEY FOR A M‘ADAMIZED ROAD FROM LAUGHLINSTOWN TO CHAMBERSBURG. ‘The great importance attached to this road induced me to direct Mr. Roebling, (the principal assistant detailed for this duty,) to con- duct the survey in precisely the same manner in which our railroad surveys had been made, and to establish a regular system of gradi- ents, in no instance, if practicable, to exceed an inclination of two and a-half degrees, or two hundred and thirty feet per mile. It was expected that a road passing over the Laurel hill, Allegheny moun- tain, Ray’s hill, Sideling hill, Scrub and Cove mountains, with such light gradients, would naturally exceed in distance the old turnpike, which is carried over the mountains with inclinations of four and a half and five degrees. ‘Ihe increase of distance, however, has fallen far below our first calculations, as by the line located this increase is found to be only eleven miles. From the great care with which the lines have been surveyed, it is believed that the best route for a M*Adamized road between Laugh- linstown and Loudon has been traced. ‘The interest of the towns and villages along the old turnpike may operate in some instances to change the direction of the line surveyed, but as no intermediate points were fixed by the act authorising the survey, the route was chosen which was the best and most direct, without any reference whatever to the old turnpike. In my final report it is my intention to notice at length where the road may deviate from its located course, in order that it may pass through the towns and villages on the old turnpike. The maps which will be handed to your Board, with that report, will show the course of the old turnpike and the projected M‘Adamized road, together with all the proposed intersections and points of divergence. The surveys this year commenced on the summit of Laurel hill, as a line for a M‘Adamized road from Laughlinstown to the summit, had been surveyed the previous year whilst tracing experimental lines for the railroad. The line crosses the old turnpike at the summit of Laurel hill, and o7 turning south, does not again touch it until it arrives at the summit of the Allegheny mountain. The peculiar features of Somerset county, which have directed the general course of the route lying between the two mountains, and of which I shall take an opportunity of describing more in detail in my final report, caused the general course of the line to pass nearly par- allel with the old turnpike at a distance of about two miles. Mr. Roebling thus describes the surveys in his communication to me last October : Our line descends the eastern slope of the Laurel hill with the maxium grade of two and a-half degrees, (or two hundred and thirty feet per mile,) and heads some branches of the Beaver Dam run which forms a branch of the Quemahoning. ‘The same valley conducts the line to the forks of the Quemahoning. ‘Thence a ridge is passed which divides the waters of the Quemahoning from those of Stoney ereek. A small branch of Stoney creek, also named Beaver run, forms a valley by which our line continues several miles to a neck of high table land, included by the fork which the Beaver run and Stoney creek form above Stoystown. This high flat is crossed in a favorable manner, and the passage of the Stoney creek effected near the mouth of Mastaller’s run. Leaving Stoney creek and ascending one of its branches, the Laurel run, we pass over a summit and descend to Clear run, another branch of Stoney creek. The valley of Clear run then offered the best opportunity of attain- ing the summit of the Allegheny mountain in a course nearly straight and with no grade exceeding two and a-half degrees, without losing any distance in consequence of grading. The summit of the Allegheny is passed about one and a-half miles south of the present turnpike. ‘The line then descending with the maximum grade, intersects the old turnpike at the head of the Breast- work run. ‘Thence the old turnpike is left to the right, and the new line, taking advantage of the mountain slope, descends two and a-half degrees to the foot of the mountain. The valley was then followed to Bedford, in order to avoid the Chesnut ridge and Mill ridge near Schellsburg. From Bedford, the valley of the Raystown Branch of the Juniata is pursued along the old turnpike to the Crossing. Here a deviation from the course of the old turnpike became again neces- sary, to enable us to ascend Ray’s hill without losing distance. ‘This has been effected in a very easy manner hy turning up the main draft of that ravine by which the turnpike is located. To convey a correct idea of the location of the line over Sideling hill and that most difficult ground to Scrub mountain and Scrub ridge, would require a more minute description than would be necessary in this report. Suffice it here to remark, that the whole extent of coun- try from the Juniata to Cove mountain, where most difficulties are united, has been so thoroughly examined, that I believe no better line ean be found than the one actually surveyed. We have obtained favorable lines and grades without any material increase of distance over the present turnpike. 38 The greatest obstacle on the whole route is Cove mountain, par- ticularly the eastern descent which amounts to fifteen hundred feet. ‘The western ascent has been effected without much difficulty, but not so the eastern slope, down which the line was graded six and a-half miles, in order to overcome the fall. The line terminates at Loudon at the eastern base of Cove moun- tain. ‘he whole*distance from Laughlinstown is ninety-eight miles. The present turnpike measures eighty-seven miles, therefore eleven miles less. This increase of distance on the new line is altogether owing to the reduction of grades in passing the mountains. Between the mountains we have generally saved distance. In comparing the two lines, we should chiefly fix our attention upon the gradients. ‘There will he a virtual saving of distance in the new line of at least one-third for heavy wagoning, and of one- fifth to a fourth for light conveyances. A light carriage will traverse the new line from Laughlinstown to Loudon conveniently in twenty hour’s running time, provided the road is kept in good order. ‘The old turnpike requires at the least thirty hours. Well organized stages may run the whole distance from Laughlinstown to London in twelve hours with certainty, and without working the horses harder than they are worked on the present turnpike. But the great difference in favor of the new route becomes fully apparent, when we consider the increase of Joad the wagons will be capable of hauling upon the new line. ‘The heaviest load a good six horse team can haul over the present turnpike is seventy-five hundred weight. Intelligent wagon- ers with whom I have conversed on this subject, have assured me that they can load one-half more at least on a road with inclinations of two and a-half degrees, and drive over in less time than they do on the present road. The maps, profiles, and estimates of all the routes surveyed are now rapidly progressing under my direction. ‘The large map which was exhibited in the Hall of the Legislature last year, and upon which the routes, as far as they were then surveyed were delineated, has been this year used from motives of economy to exhibit the routes surveyed during the past season. ‘This map will be placed in its former position in a few days, when all the routes deserbed in this report can be easily traced, and as the data upon which the map was formed, has been furnished from actual surveys made by engineers in the State service, it is believed that it will furnish more correct geographical information than any map which has been made of that portion of the State of Pennsylvania between the waters of the Sus- quehanna and the Ohio river. I remain, gentlemen, With great respect, Your obedient servant, CHARLES L. SCHLATTER, 3 Chief Engineer. FE.\NGINEER’s OFFICE, ; Alarrisburg, Jan. 9, euise APPENDIX. The following list will exhibit the distances by railroads already made, in progress, and contemplated, between CLeveLanp and Eri (on Lake Erie,) and Bosroy, New Yorx, Batrimore, and Puta- DELPHIA : Miles. From Boston to Albany, via the Boston and Wor- cester, and the Western railroad, 200 «© Albany to Buffalo, 318 “‘ Buffalo to Cleveland, 210 ‘¢ Boston to Cleveland, —-~— 728 miles.* « New York to Buffalo by the Albany railroad, 474 ‘¢ Buffalo to Cleveland, 210 ‘¢ New York to Cleveland, —-— 684 miles.7 ss Philadelphia to Cleveland by the Pennsyl- vania canals and railroads, via Pittsburg and Beaver to Erie, and from Erie by the Lake to Cleveland, 682 miles. ‘© New York to Dunkirk by the New York and Erie railroad, 484 « Dunkirk to Cleveland, 170 « New York to Cleveland, —— 654 miles. «© New York to Philadelphia, via the New Jer- sey railroads, 85 «* Philadelphia to Cleveland by the railroads now in use, and by the projected railroad from Harrisburg to Pittsburg, 478 “ New York to Cleveland, —— 563 miles. | * On the Western railroad the grades rise from sixty to eighty feet per mile. + On this route the gradients rise as high as ninety feet per mile. + On the New York and Erie railroad the gradients are sixty feet per mile in many places. | On the railroad from Philadelphia to Pittsburg it is now well ascertained that no gradient will exceed forty-five feet per mile, and the section of country lying between Pittshurg and Cleveland has been so thoroughly examined with a view to the formation of canals, that no doubt can exist of the practicability of making a railroad between the two points with still lower gradients than have bcen obtained between Pittsburg and Philadelphia. 60 + From Philadelphia to Pittsburg by the Philadelphia and Columbia railroad, and the Lancaster and Harrisburg railroad, and by the route as sur- veyed in 1839 and 740, 348 ‘« Pittsburg to Cleveland, 130 —— 478 miles. ‘« Baltimore to Pittsburg by the Baltimore and Ohio railroad, 340 ‘« Pittsburg to Cleveland, 130 ‘¢ From Philadelphia to Erie, via Reading, Little Schuylkill, Catawissa, and Sunbury and Erie railroads to Erie ; Lake to Erie, as reported by Edward Miller, Esq., C. E. 555 miles. ROUTES TO ERIE. ‘¢ Philadelphia to Blairsville by the Middle Route, 306 ‘« Blairsville to Freeport, 42 ‘¢ Freeport by Buffalo creek, via Meadville, to Erie, estimated at 130 ‘¢ Philadelphia to Erie, —-— 478 miles. If the above route should not prove practicable, no doubts can be entertained that the line of railroad could be carried by the Canal Route surveyed in 1826, by the Engineers employed in the State service, from the mouth of the Kiskiminetas to Waterford, by the Allegheny river and French creek. From Waterford a line has been located for the Sunbury and Erie railroad by Mr. Miller. By this route I estimate the distance from Philadelphia to Erie at 490 miles. It will be perceived from the foregoing statements that Philadel- phia has the advantage in distance over the city of New York by the nearest routes from Cleveland, passing through the respective States in which those cities are situated, of 166 miles. The advantage over Buston in point of distance is 250 miles. Baltimore is eight miles nearer than Philadelphia to Cleveland, by the Baltimore and Ohio railroad, but the advantage in gradients is decidedly in favor of the route to Philadelphia, through Ohio and Renee seca * Upon the Baltimore and Ohio railroad the gradients at two points exceed eighty feet per mile, and for over thirty miles are as high as sixty-six feet per mile. ~ INS pry + Rees 5. Oe RS erie s 18 we ° 4 | a 0d, ye attr ete >: in: oe% ‘i ; ‘ at aes ‘ Pe ar yg re she Rees a mt aeetiet e +h ered fialge iter as | tt, BG ai re io i