REPORT UPON THE PRELIMINARY / Tf r I SURVEYS ii m . / OF THE / ,• , :■ ■ ; ^ ' ■■ C^EV^AanD, COLU^ r- REPORT. TO THE PRESIDENT AND DIRECTORS OF THE CLEVE¬ LAND, COLUMBUS, AND CINCINNATI RAIL ROAD COMPANY: Gentlemen: — I respectfully submit, in the following report, the result of the survey and examination, of the several proposed routes for a Rail Road from Cleveland to Columbus. \ Our surveys and levels were commenced on the 27th day of Octo- l^er lasti by a single corps of Engineers ; but I found that, to examine all the lines proposed at the commencement, with the additional lines, which the citizens of the several towns between Cleveland and Co¬ lumbus desired should be examined, and which their liberality in con¬ tributing towards the expenses would under any circumstatices have demanded, it would delay my report beyond the time contemplated at the commencement. Another inducement to a more extensive examination than we at first contemplated, was, the many conflicting opinions entertained on the subject of the proper route to be selected : and as it was the desire of the Directors to avail themselves of all tlie information necessary m to a judicious location, it was deemed expedient that all the lines pro¬ posed, that appeared feasible, should, as far as time allowed, be exa¬ mined. In order to do this within the time desired, I divided the corps ■ ito two distinct parties under the immediate charge of my senior as-- time being occupied in superintending the operations of the parties alternately, and partly in eye examinations of sections other than those instrumentally examined. On the 29th day of December, a third party was placed in the field, under the charge of Mr. Charles D. Jaques, and on the 27th day ot January following, the surveys were all closed. Although the season was remarkably favorable, considering the lime of year in which the surveys were made, still,the hardships and , privations of the members of the corps were many ; and it gives me 4 pleasure thus publicly to acknowledge my indebtedness to them, for the perseverance, intelligence, and unflinching fidelity with which they performed the several duties assigned them. It may be unbecoming and invidious in me to name any one indi¬ vidually, when all were so faithful ; but I trust I shall be excused if I mention Messrs. White and Sargent as gentlemen well qualified lo fill the stations they occupied. To them and their assistants, the Com- pany are largely indebted for the rapidity and accuracy with which the surveys have been made. The central surveys, including the Ashland and Delaware lines, were made by Mr. White and his party. The Eastern surveys, in¬ cluding the Harrisville and Wooster lines ; also the Western surveys, including the Marion and Elyria lines, were made by Mr. Sargent and his party. The Southern survey, or the Millersburg line, w'as made by Mr. Jaques and his party. Our surveys have been much more full and accurate than is cus¬ tomary upon a mere preliminary exploration. Each line has been divided into sections of one mile ; each section subdivided into stations of 50, 100, or 200 feet, and the levels taken on each station. The maps and profiles will show the entire configuration of the ground on all the lines traced. The records will show the altitude above Lake Erie at each station, and the depth of excavation, or heighth of em¬ bankment, with the number of cubic yards in each 200 lineal feet of line. To establish the line, definitely, by even as accurate a preliminary survey as we have made, cannot be expected: nor is it practicable, with a due regard to the interests of the stockholders. In passing over the range of high lands dividing the waters flowing north into Lake Erie from those flowing south into the Ohio river, as well as the ridges between the streams flowing south, we are compelled 10 follow the valleys in order to gain the summits on our maximum grade. In many places there are a number of these valleys follow¬ ing the same general course, which to the eye appear very similar, but which are found by an instrumental examination to differ materi¬ ally. A more extensive examination will, I am.confident, enable us to reduce the cost of the work below our present estimates, as well as to materially reduce the grades. I am therefore of the opinion that such improvements upon either of our present lines may be made, as 5 will warrant a more thorough investigation before a final location shall be determined upon. The surveys and measurements on the Ashland line were com¬ menced at the junction of Merwin street with the public landing, on Cleveland Centre, in the city of Cleveland; thence east, crossing the Cuyahoga river above Girard street; thence up Walworth run by the slope of the north bank, and gaining the table land near the south line of the cemetery in the city of Ohio; thence west to the intersection with Lorain street; thence south 65® 45 m. west along the line of Lo¬ rain street for 4^ miles, and 7 miles from our starting point. The most prominent point of expense in grading this part of the line oc¬ curs in passing from the valley of Walworth run to the table land. At this point we adopted a grade of 40 feet per mile, which is our maximum grade. From Lorain street our course bears S. 30® W., passing over a very level country to the village of Berea, 13 miles from the city of Cleveland. From Berea our course bears S. 61® W. crossing the east branch of Rocky river in Berea, and the west branch in Columbia; thence S. 33® W. over a very flat country to the south¬ west corner of the township of Columbia. I am of the opinion that this part of the line may be essentially improved by crossing the east branch of Rocky river near the Middleburg furnace, the west branch in thft township of Olmsted, and uniting with our present line in the township of Columbia. We should then pass Lake Abram swamp on the west, and avoid several small ravines between Berea and Colum- .bia. Our line then follows the county line to the south-east corner of the township of Grafton ; thence S. 34^^ W. passing over the summit of the east branch of Black river, and crossing the main branch in the township of Spencer; thence S. 36® W. and passing into Wayne county at the corner of Medina and Lorain counties, 45^ miles from our starting point in the city of Cleveland. In coming up from the valley of Black river we encounter a high ridge which on this line is rather formidable ; but a subsequent examination has made known to us a ravine or pass much lower. A more thorough examination will undoubtedly enable us to pass'up from this valley without much diffi¬ culty, as there are many ravines making down into the valley of the riv^r. Our course thence bears S. 44® W. crossing the main branch of the Muddy Fork Mohican, and gains the summit in the township of 6 Jackson, Wayne county, 723 feet above Lake Erie: thence, crossing the Redhaw, or west branch of the Muddy Fork ; thence crossing the Jerome Fork Mohican in the tovvnsiiipof Montgomery, Richland co., and thence to Ashland, 57 miles from Cleveland. From Ashland we pass over the summit between the Jerome and Black Fork Mohican, crossing the latter stream near the south line of Milton township.— Thence crossing the Mansfield and Sandusky (’ity Rail Road near the north-east corner of the township of Springfield, 75^ miles from the city of Cleveland, and 622 feet above Lake Erie ; thence passing over an undulating country we gain the Sandusky summit, 91 miles from the city of (/leveland, and 825.59 feet above Lake Erie. This is the highest summit found on either of the lines traced. From this summit our course bears S. 14® W. passing through the towrjships of Springfield, Sandusky, Bloomfield, and Congress, in Richland county ; Franklin, in Knox county; Harmony, Peru, Kings¬ ton, Berkshire, Berlin, and Orange, in Delaware county; Sharon and Clinton, in Franklin county ; thence to the city of Columbus, 140 miles 3600 feet from the city of Cleveland. Between the Sandusky summit and the south line of Delaware county, we pass over a coun. try interspersed with numerous small streams, making into the Olen. tangy or Whetstone, Alum (Ireek, Big Walnut, Owl Creek, and the Clear Fork Mohican; all, however, can be passed by culverts, except Alum Creek. This line passes 5 miles north of Mansfield, 15 miles east of Bucyrus, 17i miles east of Marion, 17 miles west of Mount Vernon. 8 miles east of Delaware, 4 miles west of Sunburv and Ga- lena, and IJ miles east of Worthington. The Marion Line diverges from the Ashland line at station 16, on section 17, in the township of (.’olumbia, Lorain county ; thence S. 56® W. and crossing the east branch of Black river near the south-west corner of the township of Eaton ; thence S. 54® 30m. W. to the vil¬ lage of Wellington. 37 miles from the city of Cleveland, and 279 feet above Lake Erie. The course then changes to S. 45® W. crossing the Charlemont branch of Black river in the township of Wellington ; thence crossing the west branch of Black river in the township of Brighton ; thence to King’s Corners in the township of New' London, 48^ miles from Cleveland, and 409 feet above Lake Erie. Thence S. 58® W. to the centre of Greenwich, and across the Vermillion river. Our course again changes to S. 42® W. passing oat of Huron county I 7 at the south-west qorner of the township of Greenwich, continuing same course to the village of Richland, 61^ miles from Cleveland, and 498 feet above Lake Erie. Continuing the same course, we crosstho Mansfield and Sandusky City Rail Read near the south-west corner of Plymouth township, Richland county, 66? miles from’Cleveland, and 502 feet above Lake Erie. From thence S. 51® W. we cross the Sandusky river and valley ; thence passing over a very uniform surface to Marion, 99 miles and 3600 feet from the city of Cleveland, and 410 feet above Lake Erie. From Marion we follow the line traced for the Central Canal through Delaware to the city of Columbus, 147 miles 4824 feet from the city of Cleveland. This line from Cleveland to Delaware passes over a much more uniform surface of country than either of the other lines traced. The total rise and fall being much less, with a less number of curves, and consequently longer straight lines. From Delaware to Columbus it will nearly average with the other lines. < TiiE Elyria Line diverges from the Ashland line at station 7, on section No. 13 ; thence S. 781® W. and crossing the east branch of Rocky river near the Middleburg furnace; thence crossing the west branch of Rocky river and Plum creek in the township of Olmstead ; thence to the west line of Cuyahoga county ; thence due west to Ely¬ ria, and crossing the two branches of Black river ; thence S. 52® W. to Oberlin; thence S. 28® VV. to New London, and intersecting the Marion line 51J miles from Cleveland, and 409 feet above Lake Erie. This line is also equally favorable for the construction of a Rail Road with the Marion line. ' The Wooster Line diverges from the Ashland line at station 21, section 28, and passes over the summit of the east branch of Black river; thence following down the valley of this stream, passing through Harrisville; thence over the Harrisville summit; thence following down the valley of the Killbuck m the town of Wooster, 58 miles from Cleveland. From thence crossing Apple creek, we follow down the valley of Killbuck and pass over this stream on section 61, passing out of Wayne county into Holmes county on section 71. Thence between the Lakes, crossing the Lake Fork on section 74, and passing out of Holmes into Richland county on section 78 ; thence to Loudon- ville, 78^ miles from Cleveland. We then cross the Black Fork and follow down this valley to the Clear Fork, cross this stream, and follow 8 up its valley to the mouth of Pine run; thence up Pine run to the summit, 89 miles from Cleveland and 714 feet above Lake Erie; thence into Six Mile run valley, and gaining the summit between Six Mile run and Schenck’s creek, 91 miles from Cleveland, and 720 feel above Lake Erie. Thence down the valley of Schenck’s creek, pass¬ ing the summit between Schenck’s creek and Ball’s run 94 miles from Cleveland, and 660 feet above Lake Erie. Thence down the valley of Ball’s run to its junction with Vernon river; thence down this val¬ ley to Mt. Vernon, 105 miles fiom Cleveland, and 416 feet above Lake Erie. Our line then crosses Vernon river, passing through the towns of Clinton and Milford, in Knox county, Hartford, in Licking county, Harlsem, in Delaware county, and Plain, Blendon, Mifflin, and Clinton, in Franklin county ; thence to the city of Columbus, I 445 S miles from the city of Cleveland. The general face of the country over which this line passes is very similar to that over which the Ashland line was traced, and the facil¬ ities for building the road are nearly the same. The resources and general improvement of the country will afford a greater amount of immediate business for a Rail Road on this line than on either of the other lines. The Mount Vernon Line diverges from the Ashland line on sec¬ tion 68; thence to Mansfield; thence following down the valley of the Rocky Fork Mohican to the junction of Stewart’s run with the Rocky Fork ; thence up the valley of Stewart’s run to its summit; thence to the summit of Robinson’s run ; thence down the valley of Robin¬ son’s run to its junction with the Clear Fork Mohican, 4 miles below Bellville; thence up the valley of Simon’s run to the summit of the east branch of Owl Creek; thence down the valley of Little Schenck’s creek to the intersection with the Wooster line; thence to Mount Vernon. A part of this line has not been instrumentally examined; but I have satisfied myself that the average cost of a road constructed on this line will not exceed either of the lines south of the dividing ridge, and have estimated accordingly. A line can also be obtained, at an average cost per mile, by leaving the Ashland line as above and passing through Mansfield ; thence up the south branch of the Rocky Fork to its summit; thence down a branch of the Clear Fork Mohi¬ can to Lexington; thence down the valley of the Clear Fork viaBell- ville to the intersection with the Mount Vernon line, or to pass over i 9 into the valley of Owl Creek ; thence down this valley via Freder- icktown to Mount Vernon. The Millersburg Line diverges from the Wooster line at station No. 1, section 64,6 miles below VV'^ooster; thence following down the / valley of the Killbuck, on the west side, to Millersburg, 77 miles from Cleveland ; thence crossing the Killbuck and following down the val¬ ley on the east side to Oxford ; thence re-crossing the Killbuck and passing out of Holmes county near the south-west corner, crossing the Mohican river near the east line of Knox county, and gaining the val- ley of Vernon river in the township of Howard ; thence up this val¬ ley via Gambier to Mount Vernon, 114 miles 2000 feet from Cleve¬ land. In passing over the Black creek summit, between the Killbuck and the Mohican river, we shall be compelled to adopt a grade of 45 feet per mile for 4 miles on the east, and for 3 miles on the west, with a tunnel at the junction of these two grades of 4680 feet in length. With the exception of this summit, this line is fully equal with either of the others. There are extensive beds of good coal and iron ore in Holmes county, and the only beds found on either of the lines traced. Could the Black creek summit be avoided without too much increase of distance, (and many say that it can,) it would make this a very de¬ sirable line. ■ Fiom the Harrisville summit we follaw the valley of the Killbuck to several miles below Millersburg. This valley is very broad, and is well adapted for the construction of a Rail Road. The same may, be said of the valley’of Vernon river, with the exception that there could not be as long straight lines obtained on the latter as on the former. The Delaware Line diverges from the Ashland line on section 99, in the township of Franklin, Knox county : thence S. 44® W. pass¬ ing the Greenville treaty line into the county of Delaware near the south-east corner of Marion county; thence passing through the townships of Lincoln, Peru, Oxford, Brown, and Troy, to Delaware, 121 miles from Cleveland. This line, from where it diverges from the Ashland line, to Delaware, is 22 miles in length, and is one of the best lines traced. From Delaware to Columbus, we follow the line traced for the central canal. I am fully satisfied that by diverging from the Ashland line at section V 68 , and gaining the south branch of the Rocky Fork Mohican at Mansfield, thence uj) the valley of this stream to its summit, thence down the east branch of the Clear Fork to its intersection with the south branch, thence u|) the south branch to its intersection with the Ashland line, in the township of Bloomfield, in Richland county, and thence by a direct line to Delaware, we shall not only save distance, but have a better line than we have now on that part of the Ashland line embr.' ced between sections 68 and 99. This line will pass through the south-east corner of Marion countv, and near the town of Gilead keeping east of the cast branch of the Olentangy and west of the head waters of Alum creek. The Ashland line is the only distinct line-traced from Cleveland to Columbus. The several lines may be known by the following de¬ scription : — The Marion line diverges from the Ashland line 16^ miles from Cleveland, and from this point to Columbus is a ‘distinct line. The Elyria line diverges from the Ashland 12J miles from Cleveland, and unites with the M.irion line at New London, thence following that line to Columbus. The Wooster line diverges from the Ashlandlinc 27$ miles from Cleveland, and thence is a distinct line to Columbus. The Millersburg line diverges from the Wooster line 64 miles from Cleve¬ land, and unites again with that line at Mount Vernon. The Dela¬ ware line diverges frojn the Ashland line 99 miles from Cleveland, and unites with the Marion line at Delaware. The Mount Vernon line diverges from the Ashland line 67 miles from Cleveland, and unites with the Wooster line at Mount Vernon. All of these lines have been instrurnentally examined, excepting a small part of the Mount Vernon line, and this in the estimates 1 have averaged per mile with the Woos- ter line, and which can be relied upon as being very near if not per¬ fectly correct. ‘A line diverging from the Ashland line on section 7, and passing Lake Abram on the east, thence passing through Strongs¬ ville, York or Medina, La Fayette, and Westfield, and connecting with the other lines at the Harrisville summit, Medina county, would be a practicable one, and in my opinion should be examined before a final location is determined upon. I am also of the opinion that, by diverging from the Ashland line on section 40, on the Harrisville summit, and follow'ing up the valley 11 of Clear creek to the township of Sullivan, in Lorain county, thenco through Orange to Ashland, we should find a better line than we now have. We should then avoid crossing the Black river on the north, and the several branches of the Muddy Fork on the south, have a much easier grade in gaining the summit, and avoid the diffi¬ culty encountered on our present line in crossing the Jerome Fork- SUPERSTRUCTURE. It has been fully demonstrated by experience, that the superstructure for a Rail Road should have a uniform flexibility : and if we wish to avail ourselves of the most effective power of the locomotive, it should also be able to maintain a uniform surface on the rail. The first is essential-to the preservation of the rail and machinery, and the second to the speedy transit of freight and passengers, as well as a greater security against accidents and delays. The question then arises, how shall we arrange the superstructure, so as to make it susceptible of be¬ ing perfectly and permanently adjusted, and at the same time possess¬ ing the requisite amount of flexibility combined with a degree of per¬ manency, capable of sustaining the immense business destined to roll over it ? Gravel being found in but few places on either of the lines traced, and the general scarcity through the entire country examined, indi¬ cates, that the better course will be to place the superstructure immedi¬ ately upon the earthy substances of which the road bed will be com¬ posed, and subseqi ently with the assistance of the road, to substitute gravel or stone. An increased strength in the superstructure, by in¬ creasing the size of the timber, will in this case be necessary. This however, will be no serious obstacle, as there is a full supply along either of the lines traced, with good facilities for preparing and deliv¬ ering it on the work. After a careful examination of the several different kinds of struc¬ ture now in use, both with the heavy and light rail, I do not hesitate in saying, that one constructed after the following description will com¬ bine a more uniform elasticity, with the greatest facilities for repairing, as well as a more perfect and permanent adjustment; be less liable to. a displacement in any of its parts, and better adapted to the purposes required, than any now in use. It is therefore respectfully recom¬ mended. DESCRIPTION OF TIMBER AND CON¬ STRUCTION. Trenches to be dug to 16 inches below the grade line, the bottom to be thoroughly rammed, to correspond to the grade line. Longitu¬ dinal ground sills 18 feet long, or corresponding with the length of the rail to be used, and 4 by 16 inches, are then placed in correct alignment with splicing plank under the joinings. The trenches are then filled to a level with the top of the sill, and well rammed. The ground sills are then subjected to a thorough ramming, until they have a uniform bearing. A second set of ground sills corresponding in length with the first, and 4 by 8 inches, are then placed upon and in the centre of the first, and breaking joints to one third their lengths; the trenches are then further filled to a level with the top of the sec¬ ond sills, and well rammed ; care being taken to keep them in align¬ ment, The cross-tics, Ih feel long and 5 by 8 inches, are then put to their places, 3 feet from centres on the level parts of the road, and up to a grade of 16 feet to a mile, and 2 feet 3 inches on grades be¬ tween 16 and 40 feet to the mile. A tie to be placed over each of the joinings of the upper sills. The ties are then spiked to the upper sills only. A correct alignment is then made, and the ties boxed down one half inch to the exact width of the iron rail, and to a perfect grade. The chairs are next adjusted so that the rail shall break joints with the second sill to one third its length. The rails are then put into their beds and spiked. The boxings in the lies are for ihe purpose of keeping the rails in a more perfect line, and to protect the spike from the latteral thrusts of the machinery against the rail, as well as the more permanently to hold them in their places, by preventing them from being forced from the rail laterally. In adjusting this structure, we simply raise the upper sill by means of an iron bar, and place slips of the requisite thickness, say 12 inches long and 4 inches wide, between the sills, one foot each way from the centre of the cross-tie. By this arrangement we do not move the lower ground sill Irom its original bed; consequently the original 13 bearing is retained, and made more perfect by the use of the road. But if adjustments are made in the usual way by raising the ground sill and filling under it, we not only have, but we still retain an imper¬ fect and expensive adjustment. As it is not necessary for the ground sills to have a level surface, or any uniformity, (the discrepancies be¬ ing remedied by the adjusting slips,) stone blocks in theirquarried state may, (by the use of the road,) be substituted for the present timber ones, and, as the requisite flexibility is obtained by the use of the ad¬ justing slips, any degree of permanency may be given to the stone sills that may be thought necessary. By placing the adjusting slips each side of the ties, and at equal distances, we retain a uniform bearing on the lower sill, a uniform ac¬ tion in the upper, and prevent all unnatural wear, either to the rail or machinery, by being able to keep a uniform surface on the rail. This will materially lessen the annual expense for repairs — increase the facilities fordoing business — decrease the liabilities to accidents and delays — and will ensure that perfect regularity so much desired, and which is so essential to the success of the enterprise. The general character of soil on the lines traced is clay, loam, sand, and alluvial deposit. There are some ridges of gravel, but no rock or other hard substance, that will materially interfere with the construction of the road, is supposed to exist on either of the lines, except on the summit between the Killbuck and Mohican rivers, on the Millersburg line. The estimates are made for a single track, with passing places or side tracks. The width of the surface of the road way for the double track or passing places, is estimated at 24 feet in excavations and embankments, and 13 feet for the single track. The slopes in excavations and embankments to incline in the ratio of IJ horizontal to 1 perpendicular. The bottom of the ditches to be 2 feet below the surface of the road way, and through the excavations to be 2 feet wide on the bottom. The viaducts and trestle bridges to be of the first quality of material and workmanship, and to be well protected from the action of the weather. In the estimates of these structures I have had some reference to their appearance a.s well as to their permanency and durability. 14 M A S O N n Y . The face work of the masonry for large structures to be hnrnmer- -drcssed range work, and of the most permanent character, witli a suit¬ able regard to architectural order and neatness. All stone in piers and abutments for viaducts, standing in the streams, and upon which the water will act, are estimated to be well bedded and laid in hydraulic cement; and also to be well grouted with the same material up to high water mark. CULVERTS. The culverts are all estimated to be built of stone in the most sub¬ stantial form, and a due allowance is made for foundations and wing walls, as well as for the size of the openings. By substituting tim¬ ber in the place of stone, the cost of culverts may be reduced 50 per cent. TURNOUTS. Turn outs are estimated for every five miles, with side tracks of a suitable length to accommodate a full train. It may be said that the estimate for right of way and fencing is too low. This I acknowledge would be the case under ordinary circum* stances ; but when we take into consideration the equality in the lines traced for the construction of the road, the equal prospects for business, and that the inhabitants fully appreciate the lasting benefit that will result to them by the location and construction of the road on their favorite line, with a full knowledge that they come in direct competition with the liberality of the inhabitants on another equally favorable line, leads me to believe that I have not overrated their liberality in supposing that they will mostly release the right of way gratuitously. The following estimates have been made with much care, and I trust will be found correct. I have aimed to detail and classify, so far as seemed necessary to have them fully understood. I respectfully refer you to the maps, profiles, and records herewith accompanied, for a more full and distinct account of our labor than can be explained here.— The profiles attached to and forming a part of this Report have been got up with much care, and will show the configuration of the ground 15 on each of the lines, the grade line, the principal Towns through which the line runs, and the distance through each County on the line. 1 have been assured that the land necessary for the Depots and Way Stations would be donated to the Company, and therefore have passed by this item. The estimate for the Depot buildings, machinery, &c., is supposed to embrace all that will be necessary for the successful operations of the Road. The number of I'lngines and Cars embraced in the estimates are only calculated to be sufficient for the commencement of business. I am of opinion that this estimate will require to be doubled for the second year’s business, and tribled for this part of the Road when the entire work shall be completed to Cincinnati. The estimates are made for the T Rail on the main line, and for the Plate Rail on the side and branch tracks. In the abstract estimates you will find the entire work estimated for each. But if the T Rail can be procured, I should rec¬ ommend its adoption for the main line ; and I am confident that every Rail Road Company doing as heavy a transportation business as will be done upon your road, will sustain me in this recommendation. # Estimate of Timber Work for one Section of Superstructure — Cleve* lanf Columbus and Cincinnati Rail Road. 590 Ground S:lls, 18 ft. long, 4 by 16 inches, 96 ft. in each, 590 X 96= 56,640 ft. at '^9 per M. Board measure, « $509 76 590 ^recond Ground Sills, 18 It. long, 4 hy 8 inches, 48 ft. in each, 590 x 48= 28,320 ft. at $9 per M. Board meas¬ ure, . 254 88 2112 Cross Ties, 7^ ft. long, 5 by 8 inches, 25 It. in eich, 2112 X 25= 52,800 ft. at 9 per M. Board measure, - - 475 20 590 Splicing Plank, 3 ft. long, 2 by 16 inches, 8 ft. in each, 590.x 8= 4,720 ft. at $9 per M. Board measure, - - 42 48 4224 Spikes for cross ties, 6 inches long, § in. square, 4 oz. each, 1056 lbs. at 6d. per lb.. 66 00 Labor, laying superstructure,. 275 68 $1,624 00 B Estimate of the Rails^ Chairs^ Spike, ^c. for one Section. 10808 Rail Spike, 51 inches long, 1 by I in. hook head, 91 oz. each, 6417 lbs. at 6d. per lb.,.$401 06 690 Cast Iron Chairs, 12 lbs. each=7080 lbs. 31 cts. per lb. 247 80 587 Iron Rails, T |)attern, 56 lbs. per yard, 18 ft. long, 3522 yds., 197232= 88.^',„ tons gross, nett, delivered in the city of Cleveland at $80 per ton, gross, .... 7044 00 For distributing Rails, Chairs, Spike, &c. per section, - - 80 85 Labor, laying iron, &c.. 226 29 8000 00 1624 00 Total cost of one section superstructure^with T rail, • - $9624 00 C Estimate for a Road-Crossing, 25 feet long. $2 50 6 93 4 57 2 Ground Sills 25 long= 50 ft. lineal at 5 cts. per foot, - 693 ft. board measure, plank 5 in. thick, 25 ft. long, at $10 per M.. Labor in laying same, - . $14 00 Estimate for one Farm Crossing fifteen feet long, 525 feet board measure, plank 15 feet long and 5 inches thick, at#10 per M..#5 25 Labor in laying same. 3 75 #9 00 E Estimate for an Arched Stone Calvert^ ft. cord^ 36 ft. long, 63 perches Masonry at #2,00 per perch of 16i cubic feet, #126 00 Timber, arching and excavations in pits. 5 00 #131 00 F Estimate for an Arched Stone Culvert Qft. cord^ 40y*/. long. 130 perches Masonry at #2,50 per perch.#325 00 Timber, arching, and excavation in pits.10 00 #335 00 G Estimate for an Arched Stone Culvert \0ft. cord., t)Qft. long. 252 perches Masonry at #3,00 per perch.#756 00 Timber, work, and excavation in pits. 33 00 #789 00 H Estimate for one Section Superstructure with Plate Rail. 89,680 feet board measure of sills and splicing plank as per estimate A, at #9 per M. board measure.#807 12 1,760 Cross Ties, split at 16 cents each.281 60 590 Rails 18 feet long, 8 by 8 inches, 56,640 feet board measure, #9 per M.. 509 76 880 lbs. Spike for cross ties at 6d. per lb. 55 00 3458 feet ribbon at #9 per'M. board measure.31 12 10,560 Lineal feet plate Rail, 3,520 yards, 21 by 1 inch, 25,344 lbs. per yard, 89,180 lbs., 39^ gross tons, 44 JJm net tons at #80 per gross ton. 3185 00 2,241 lbs. Spike for Rail, 6d.. 140 06 Labor in laying down Road.. 450 34 , Total cost of one section Superstructure with plate Rail #5460 00 18 I Cleveland De'pot. Passenger House, Offices and Passenger Rooms Locomotive House and fixtures. Work Shops and Car Houses - - - * - - - Ware House and Machinery. Main and branch tracks with T Rail - - . - J Columbus Depot. Passenger House, Offices and Passenger Rooms Locomotive House and Shop. Ware House and Car House. Main and branch tracks with T Rail - . - . K Middle Depot. Locomotive Flouse, Offices and Shops - Ware House and Car House - . - - - $9,300 00 - 8,600 00 - 7,800 00 - 8,000 00 - 14,000 00 $47,700 00 - $7,000 00 - 3,000 00 * 3,500 00 - 4,000 00 $17,500 00 - $1,500 00 - 3,500 00 $5,000 00 L = Estimate for Shop Engine and Tools in Cleveland. 1 Steam Engine in running order. 1 large Engine Lathe.put up for use 1 small “ 1 large boring “ & for turning drivers “ “ “ 1 Drilling “ “ “ “ 1 Timber “ “ “ “ 1 Iron Planing Machine “ “ 1 Timber do. “ “ “ 1 Screw cutting “ - “ “ “ 2 Circular Saws “ “ “ 6 Black Smith’s fires, with tools at $200 each - - - 220 Lineal feet shafting, with hangers, pulleys, boxes and bolts, fitted and put up at $3,50 per lineal foot - - - 4 Screws and frame for hoisting Locomotives - - - - 175 Lineal feet water pipes, fitted with bolts and put down 2 Brass Furnaces, including fixtures, tools, &c. - - . Vices, wrenches, turning tools, &c. &c. for shops . . • $1,600 00 800 00 300 00 800 00 100 00 100 00 750 00 300 00 275 00 100 00 1,200 00 770 00 175 00 175 00 150 00 500 00 $8,095 00 I 19 ESTIMATE OF THF; ASHLAND LINE. Division No. 1. Extending from the Cuyahoga River in the City of Cleveland, to the Village of Berea, 13 miles. 13 sections cleared and grubbed at $225 per section - - 250,100 cubic yards in excavations at 7 cents per yard - 221,300 “ “ in embankments 7 “ “ 1 Draw Bridge over Cuyahoga River. 1 Road Bridge, Walworth Run. 8 Stone Culverts, 3 feet cord, at $131 as per est. E 2 “ ‘*6 “ do. at 335 18 Road Crossings - - - - at 14 28 Farm do. . - - . at 9 13 Sections Superstructure - - 1,624 13 do. R,ail, Spike, Chairs, &c.8,000 1,200 ft. Side Track with plate Rail 5,460 Turn Outs, Turn Table, Scales, Water House, &c. :c (( <( u u u u (( (( ,925 00 17,507 00 15,491 00 3,800 00 640 00 1,048 00 F 670 00 C 252 00 D 2.52 00 A 21,112 00 B 104,000 00 H 1,243 00 - 1,680 00 $170,620 00 Division No. 2. Extending from the Village of Berea to the Town of Grafton, ''1^ miles from the city of Cleveland. 10 Sections cleared and grubbed at $200 per Section - 80,300 cubic yards in excavations at 8 cents per yard 93.100 “ “ embankments at 9 “ “ Bridge over East Branch Rocky River, in Berea - - c; u West “ “ Columbia - 3 Slone Culverts 3 feet cord, at $131 as per est. 5 do. 6 “ “ at 335 “ “ 14 Road Crossings - - - - at 14 “ “ 20 Farm do..at 9 “ 10 Sections Superstructure - at 1,624 “ “ 10 do. Rail,Spike,Chairs&c. at 8.000 “ “ 1,200 ft Side Track with plate Rail at 5,460 “ “ Turn Outs, Turn Table, Scales, Water House, &c. - - $ 2,000 00 - 6,424 00 - 8,829 00 - 8,800 00 - 10,600 00 E 393 00 F 1,675 00 C 196 00 D 180 00 A 16.240 00 B 80,000 00 H 1,243 00 - 1,.500 00 $138,080 00 I 20 Division No. 3. Extending from the Town of Grafton to the Litchfield Summit^ 32 miles from the city of Cleveland. 9 Sections cleared and grubbed, at $200 per Section - 1,800 00 65,000 cubic yards in excavations, at 8 cents per yard 5,200 00 93,100 “ “ in embankments, at 9 “ “ “ 8,379 00 u 2 “ “6 11 Road Crossings - - 18 Farm do - - 9 Sections Superstructure 9 u (( at $131 as pr est. E, • 786 00 at 335 (( a (( F, 670 00 at 14 (( .( (( c, 154 00 at 9 (( (( « D, 162 00 at 1,624 C( (( (( A, 14,616 00 at 8,000 (( (( (( B, 72,000 00 at 5,460 u » (( H, 1,243 00 house, &c. - - 1,500 00 $106,510 00 Division No. 4. Extending from the Litchfield Summit to the Black River miles from the city of Cleveland. 12 sections cleared and grubbed, at $225 per section - 189,800 cubic yards in excavations, at 8 cents per yard - 180,700 “ “ in embankments, 9 “ “ “ Trestle bridge over Black River and Valley, 2,680 feet, at $5 per foot lineal. 14 stone culverts, 3 feet cord, at $131 as pr est. E, 4 “ “ ' 6 “ “ at 335 “ “ “ F, 13 Road Crossings.at 14 “ “ “ C, 24 Farm do. .at 9 “ “ “ D, 12 sections superstructure - - at 1,624 “ “ “ A, 12 “ rail, spike, chairs, &;c. at 8,000 “ “ “ B, 1,200 ft. side track, with plate rail, at 5,460 “ “ “ H, Turn outs, turn table, scales, water house, &c. - • • Summit^ 44 2,700 00 15,184 00 16,263 00 13,400 00 1,834 00 1,340 00 182 00 216 00 19,488 00 96,000 00 1,243 00 1,500 00 169,350 00 f 21 Division No. 5. Exteiidingfrom the Black River Summit to the town of Ashland^ 57 miles from the city of Cleveland. 13 sections cleared and grubbed, at $225 per section, 137.100 cub. yds. in excavations, at 8 cts. per yard, 295.100 “ “ in embankments, at 8 “ “ “ - Trestle bridge over Muddy Fork, 1800 ft. long, at $5 per foot lineal,.. Trestle bridge over Jerome Fork, 86 ft long at $4 pr ft lin., 12 stone culverts, 3 ft c’rd, at 131 00, as per estimate E, u u 4 g u 1 » “ 10 “ 16 Road crossings, 40 Farm do. 13 sections superstructure at 335 00 at 989 00 at 14 00 9 00 1624 00 it it it a a 13 do. rails, spike, ch’rs,&c. 8000 00 1800 ftsidetr’k with plate rail 5460 00 Turn outs, turn table, scales, water house, &c. (( (( (i u ii a it it a it a a ti it ii a a 2,925 00 10,968 00 23,608 00 9,000 00 344 00 1,572 00 1,340 00 989 00 224 00 360 00 21,112 00 F, G, C, D, A, B, 104,000 00 H, 1,862 00 2.000 00 ii ii Division No. 6. the city of Cleveland. 10 sections cleared and grubbed, at $200 per section, 160,300 cub. yds. in excavations, at 8 cts. per yard, 196,700 do. do. in embankments, “ 9 “ Bridge over th Black Fork, 2 do. over Keever’s mill race, 3 do. over rail road in deep cuts, 16 Road crossings, - - at 26 Farm do. - - - at 10 sections superstructure, - at 1624 00 “ 10 do. rail, spike, chairs, &c. at 8000 00 “ “ 1200 ft. side track, with plate rail, at 5460 00 “ Turn outs, turn tables, scales, water house, &c. 14 00 as pr est. 9 00 “ “ “ it it u ii $180,304 o o 67 miles from » 2,000 00 12,824 00 17,703 00 2,300 00 1,100 00 1,350 00 c, 224 00 D, 234 00 A, 16,240 00 B, 80,000 00 H, 1,243 00 1,400 00 $136,618 00. 22 ‘ Division No. 7. Extending from the Black Fork to the Rocky Fork Summit^ 77 milei from the city of Cleveland. JO sections cleared and grubbed, at $220, per section, 2,200 00 121,300 cub. yds. in excavations at 8 cts per yard, 9,704 00 158,700 do. do. in embankments at 9 ” ” ” 14,283 00 8 stone culverts 3 feet cord - - at 131 00 as pr est. E 1,048 00 5 do. do. 6 feet cord - - at 335 00 ” ” ” F 1,675 00 11 Road crossings - - at 14 00 ” ” ” C 154 00 18 Farm do. - - - at 9 00 ” ” ” D 162 00 10 sections superstructure, - at 1624 00 ” ” ” A 16,240 00 10 do. rail, spike, chairs, &c. at 8000 00 ” ” ” B 80,000 00 1200 feet side track, with plate rail, at 5460 00 ” ” ” H 1,243 00 Turn outs, turn table, scales, water house, &c. - 1,400 00 $128,109 00 Division No. 8, Extending from the Rocky Fork Summit to the Sandusky Summit, 90 i miles from the city of Cleveland. 13^ sections cleared and grubbed, at $250 per section, 180,100 cub. yds. in excavations at 8 cts per yard, 275,500 do. do. in embankments at 8 cts per do. 14 stone culverts, 3 feet cord, - at 131 00 as pr est. 6 do. do. 6 ” ” - at 335 00 ” ” 14 Road crossings, - - at 14 00 ” ” 23 Farm do. - - - at 9 00 ” ” 13^ sections superstructure, - ” 1624 00 ” ” 13^ do. rail. Spike, chairs, &c. ”8000 00 ” ” 1200 feet side track, with plate rail ”5460 00 ” ” Turn outs, turn table, scales,-Avater house, &c. 3,375 14,408 22,040 E, 1,834 F, 2,010 C, 196 D, 207 A, 21,924 B 108,000 H. 1,243 1,400 00 00 00 00 00 00 00 00 00 00 00 $176,637 00 23 Division No. 9. t Extending from the Sandusky Summit to Franklin^ 99 miles from the city of Cleveland. 8 i sections cleared and grubbed, 69,100 cubic yds. in excavations 82,000 do. do. in embankm’ts 3 bridges over road in excavatioi 7 stone culverts, 3 feet cord, 4 do. do. 6 do. do. 2 do. do. 10 do. do. - 10 road crossings 13 farm do. 81 sections superstructure 81 do. rail, spike, chairs, &c. 1200 feet side track, plate rail. at*^250 r)er section, - 2,125 00 at 8 cts per yd. - 5,528 00 at 9 ” ” - - 7,380 00 IS, at $550, - - 1,650 00 at 131 00 as pr est. E 917 00 at 335 00 5? F 1,340 00 at 989 00 G 1.978 00 at 14 00 5 ) 5) C 140 00 at 9 00 5> )> D 117 00 ”1624 00 )) A 13,804 00 ” 8000 00 J) 3> B 68,000 00 ” 5460 00 }} JJ H 1,243 00 )r house, &c. - 1,400 00 $105,622 00 Division No. 10. Extending from Franklin to Kingston^ 112 miles from the city of Cleveland. 190,800 do. do. in embankm’l 7 stone culverts, 3 feet cord, 2 do. do. 10 do. do. 22 road crossings, 31 farm do. - - - 13 sections superstructure, 13 do. rail, spike, chairs, &c. 1800 feet side track, plate rail. Turn outs, turn table, scales, water house, &c. $250 per section. 3,250 00 at 8 cts per yard 1 , - 10,344 00 at 8 cts per do. 15,264 00 at 131 00 as pr est. E 917 00 at 989 00 53 35 G 1,978 00 at 14 00 33 33 C 308 00 at 9 00 33 33 D 279 00 ” 1624 00 33 33 A 21,112 00 ”8900 00 53 53 B ] 104,000 00 ” 5460 00 33 33 H 1,862 00 • house. &c. 1,400 00 $160,714 00 o Division No. 11. Extending from Kingston to Berlin^ 1*22 miles from the city of Cleveland. 10 sections cleared and grubbed, at $250 per section, - 87,300 cubic yards in excavations, at 8 cents per yard, i09,700 do. do. in embankments at 9 do. do. 3 stone culverts, 3 feet cord, - at 1 do. do. 10 do. do. at 8 road crossings • - at 26 farm do. ; . . at 10 sections superstructure - at 10 do rail, spike, chairs, &c. at 1200 feet side track with plate rail, at Turn outs, turn table, scales, water house, &lc. $131 as per est 989 14 9 1624 6C00 5460 >) jj )> 55 55 55 55 55 55 55 55 2,500 00 6,984 00 9,873 00 E 393 00 G 989 00 C 112 00 D 234 00 A 16,240 00 B 80,000 00 H 1,243 00 1,400 00 $119,968 00 Division No. 12. Extending from Berlin to Sharon, 132 miles from the city of Cleveland. 10 sections cleared and grubbed, at $250 per section, - 2,500 00 75,000 cubic yards in excavations, at 8 cents per yard, - 6,000 00 95,600 do. do. in embankments, at 9 do. do. - 8,604 00 Trestle bridge over Alum creek and valley, 1000 feet, at $4 per ft. lineal, 5 stone culverts, 3 feet cord, 4 do. do. 6 do. do. 19 road crossings, 28 farm do. 10 sections superstructure, 10 do. rail, spike, chairs, 1200 feet side track with plate rail at 5460 ” ”H Turn outs, turn table, scales, water house, &c. - 1,600 00 • • . . 4.000 t 00 • at $131 as pr est. E 655 00 m at 335 55 ” F 1,340 00 at 14 55 ” C 266 00 at 9 55 ” D 252 00 at 1624 55 ” A 16,240 00 C. at 8000 55 » B 80,000 00 ■ail at 5460 55 ” H 1,243 00 $122,700 00 25 Division No. 13. Extending from Sharon to the city of Columbus, 140 miles 3600 feet from the city of Cleveland. sections cleared and grubbed, at ^^200 per section, - 41,200 cubic yards in excavations, at 7 cts per yard, 96,400 do. do. in embankments, at 8 cts pr do. 3 stone culverts, 3 feet cord, - at $131 as pr est. E 6 do. do. 6 do. do. - at 325 ” ” F 11 road crossings, - - - at 14 ” ” C 41 farm do. - - - at 9 ” ” D 81®^ sections superstructure, - at 1624 ” ” A QSo spike, chairs, dz;c. at 8000 ” ” B 1,736 00 2,884 00 7,712 00 393 00 2,010 00 154 00 369 00 14,099 00 69,454 00 $98,811 00 See Abstract Estimate of Ashland Line. 26 ESTIMATE OF THE DELAWARE LINE. Division No. 10. Extending from Section No. 99, on Ashland Line, to Oxford, 110 miles from the city of Cleveland. 150,300 do. do. in embankmentj 4 stone culverts, 3 feet cord, - 2 do. do 6 do. do. 3 do. do. 10 do. do. 9 road crossings, 16 farm do. - - - - 11 seciions superstructure 11 do. rail, spike, chairs, &c. 1200 feet side track with plate rail. Turn outs, turntable, scales, water house, &c. $250 per section, - 2,750 00 at 8 cents per yar A - 7,7.52 00 1 , at 9 cts per do. - 13,.527 00 at $ 13 1 as pr est. E 524 00 at 335 j) 55 F 670 00 at 989 55 55 G 2,967 00 at 14 55 55 C 126 00 at 9 55 55 D 144 00 at 1624 55 55 A 17,864 00 at 8000 55 55 B 88,000 00 at 5460 55 55 H 1.243 00 house, &c 1,800 00 $1 37,367 00 Division No. 11. Extending from Oxford to Delaware, 121 miles from the city of Cleveland. at $131 as pr est. E 11 sections cleared and grubbed, at $250 per section, 91,400 cubic yards in excavations, at 8 cents per yard, 165,300 do. do. in embankments at 9 cts per do. Bridge over Olentangy, 8 stone culverts, 3 feet cord, 4 do. do. 6 do. do. 3 do. do. 10 do. do. 16 road crossings, 26 farm do. 11 sections superstructure, 11 do. rail, spike, chairs, &:c. - 1800 feet side track with plate rail, at 5460 Turn outs, turn table, scales, water house, (Sic. at at at at 335 989 14 9 at 1624 at 8000 u (( (( (C a a a a it (( (( (( 2,750 00 7,312 “ 14,877 “ 4,300 1,048 “ F 1,340 » G 2,967 » C 224 “ D 234 “ A 17,864 “ B 83,000 “ II 1,862 » 2,000 “ $144,778 00 See Abstract Estimate of Delaware Line, 27 ESTIMATE OF THE MARION LINE. Division No. 1. Extending from the Cuyahoga River in the city of Cleveland, to the Village of Berea, 13 miles. 2,925 00 17.507 00 15,491 00 3,800 00 640 00 1,048 00 670 00 252 00 252 00 21,112 00 104,000 00 1,243 00 1.680 00 13 sections cleared and grubbed, at S225 per section 250,100 cubic yards in excavations, at 7 cts per yard - 221,300 “ “ in enrjbankments, at 7 “ “ “ 1 Draw Bridge over Cuyahoga River _ . . 1 Road Bridge over Walworth Run ... 8 Stone Culverts 3 feet cord, at $131 as per est. E 2 “ “6 “ at 335 18 Road Crossings - - at 14 28 Farm do. - - at 9 13 sections superstructure - at 1,624 13 do. rail, spike, chairs. &c.at 8,000 1,200 ft side track, with plate rail at 5,460 'Burn outs, turn table, scales, water House, &c. it u u u u (( (( it F C D A B H 170,620 00 Division No. 2. Extending from the Village of Berea to Eaton, 25 Miles from the city of Cleveland. 12 sections cleared and grubbed, at $200 per section 76,900 cubic yards in excavations, at 8 cents per yard 98,600 “ “ in embankments, at 9 “ “ Bridge over East Branch Rocky River, at Berea Do. “ VVest “ “ ” at Columbia - 8 Stone Culverts, 3 feet cord, at $131 as per est. E 4 “ “6 “ “ at 335 ‘‘ “ “ F 16 Road Crossings - - at 14 “ “ “ C 20 Farm do. - - - at 9 “ D 12 sections superstructure - at 1624 “ “ “ A 12 do. rail, spike, chairs, &c. at 8000 “ “ “ B 1,200 ft side track, with plate rail, at 5460 “ “ “ H Turn outs, turn table, scales, water house, &c. $2,400 00 6,152 00 8,874 00 8,800 00 10,600 00 1,048 00 1,340 00 224 00 180 00 19,488 00 96,000 00 1,243 00 1,500 00 $157,849 00 28 Division No. 3. Extending from Eaton to La Grange^ 31 miles from the city of Cleveland. 6 sections cleared and grubbed, at $“2.50 per section 1,500 00 24,300 cubic yards in excavations, at 8 cents per yard 1,944 00 30,100 “ “ in embankments, at 9 “ “ “ 2,709 00 Dridge over East Branch Black River - - - 11,000 00 6 Stone Culverts, 3 feet cord, at $131 as per est. E 786 00 6 Road Crossings - - at 14 “ “ “ C 84 00 8 Farm do. - - at 9 “ “ “ D 72 00 6 sections superstructure - at 1624 “ “ “ A 9,744 00 6 do. rail, spike and chairs at 8000 “ “ “ B 48,000 00 600 feet side track, plate rail, at 5460 “ “ “ H 622 00 Turn outs, scales, water house, &c. ... 650 00 $77,111 00 Division No. 4. Extending from La Grange to Wellington, 37 miles from the city of Cleveland. 6 sections cleared and grubbed, at $250 per section 40,600 cubic yards in excavations, at 8 cents per yard 64,400 “ “ in embankments,at 9 “ “ “ 6 Stone Culverts, 3 feet cord, at $131 as per est. E 2 “ 6 “ ‘• at 335 (( u u F 4 Road Crossings at 14 (( a C 8 Frame “ at 9 (( a » D 6 sections superstructure at 1,624 li ii “ A 6 do. rail, spike, chairs, &c. at 8,000 (; ii » B 600 ft. side track, with plate rail at 5,460 (( (( “ H Turn outs, turn table^ scales, water house, &;c. 1,500 00 3,248 00 5,796 00 786 00 670 00 56 00 72 00 9,744 00 48,000 00 622 00 1,200 00 $71,694 00 / \ _ 29 Division No. 5. Extending from Wellington to New London^ 49 miles from the city of Cleveland, 12 sections cleared and grubbed, at $250 per section OOslOO cubic yards in excavations, at 8 cents per yard 91,300 do do in embankments,at 9 ” ” ” Bridge over Charlemont Branch Black River ” ” West ” 14 Stone Culverts, 3 feet cord 5 do do 6 do do 12 Road Crossings 20 Farm do 12 sections superstructure 12 do rail, spike, chairs, &;c. 1200 feet side track with plate rail 5 ) J? at $131 as pr est. E at 335 at 14 at 9 atl,624 at8,000 at5,460 55 5? 55 ?? 55 55 55 55 55 55 55 F C D A B H Turn outs, turn table, scales, water house, &c 3,000 00 7,208 00 8,217 00 4,800 00 8,600 00 1,834 00 1,675 00 168 00 180 00 19.488 00 96,000 00 1,243 00 1,850 00 154,263 00 Division No. 6. Extending from New London to Richland^ 62 miles from the city of Cleveland. 55 55 193,500 Bridge over Vermillion River 12 Stone Culverts, 3 feet cord 6 do do 6 do do 4 do do 10 do do 12 Road Crossings 20 Farm do - ♦ - 13 sections superstructure 13 do rail, spike, chairs, i 1,200 feet side track, plate rail $250 per section 3,250 00 ;, at 8 cents per yard 19,168 00 its, at 9 ” 55 55 17,415 00 - 4,200 00 at $131 as pr est . E 1,572 00 at 335 55 55 F 2,010 00 at 980 55 55 G 3,956 00 at 14 55 55 C 168 00 at 9 55 55 D 180 00 at 1,624 55 55 A 21,112 00 at 8,000 55 55 B 104,000 00 at 5,460 55 55 H 1,243 00 house, &c • 1,850 00 $180,124 00. / 30 Division No. 7. Extending from Richland to Vernon^ 75 miles from the city of Cleveland. 13 sections cleared and grubbed, at $250 per section 97,500 cubic yards in excavations, at 8 cents per yard 141.200 do do in embankments, at 9 do do .do 8 Stone Culverts, 3 feet cord, - at $131 4 do do 6 do do - at 335 11 Road Grossings - - - at 14 18 Farm do - - - at 9 13 sections superstructure - at 1,624 13 do rail; spike, chairs, &;c. at 8,000 1.200 feet side track, plate rail at 5,460 ” Turn outs, turn table, scales, water house, &c. as pr est. E F C D A B II 5> J) 5J >» J5 )) J5 3,250 00 7,800 00 12,708 00 1,048 00 1,340 00 154 00 162 00 21,112 00 104,000 00 1,243 00 1,850 00 $154,667 00 Division No. 8. Extending from Vernon to 8cott.^ 87 miles from the city of Cleveland. 180,900 do do in ernbankm Bridge over the Sandusky River 7 Stone Culverts, 3 feet cord, 4 do do 6 do do 10 Road Crossings - - - 16 Farm do . - - 12 sections superstructure 12 do rail, spike, chairs, 1,200 feet side track with plate ra Turn outs, turn table, scales, water house at $250 per section 3.000 00 , at 8 cents per yard 22.600 00 its. at 9 do do do 17,181 00 - - - 11,500 00 at $131 aspr est E 2,317 00 at 335 ” 5J F 1,340 00 at 14 ” J) C 140 00 at 9 ” ?? D 144 00 at 1,624 ” A 19,488 00 at 8,000 ” J> B 96,000 00 at 5,460 ” II 1,243 00 house, &c. 1,8.50 00 1 76,803 00 V 31 Division No. 9. Extending from Scott to Marion, 99^‘j3 miles from the city of Cleveland. 12^®“° sections cleared and grubbed, at $225 per section 59,300 cubic yards in excavations, at 8 cents per yard 147,600 do do in embankments, at 9 ” ” ” 10 stone culverts, 3 feet- cord - at $131 aspr est. E 18 road crossings - - - at 14 26 farm do - - - at 9 sections superstructure - at 1,624 spike, chairs, &lc. at 8,000 1,800 feet track, plate rail - at 5,460 Turn outs, turn table, scales, water house, &c. 5J 5? 55 55 55 55 55 55 55 55 c D A B II 2,853 00 4,744 00 13,284 00 1,310 00 252 00 234 00 20,595 00 101,454 00 1,862 00 2,000 00 $148,588 00 Division No. 10. Extending from Marion to Marlborough, lilS miles from the city of Cleveland. 65,600 do do in embankmt 4 stone culverts, 3 feet cord, 2 do do 6 do do 10 I'oad crossings 15 farm do - 12 sections superstructure 12 do rail, spike, chairs, i 1,200 feet side track, plate rail at $250 per section 3,000 00 at 8 cents per yard 2,403 00 at 9 ” 55 55 5,904 00 at $131 as pr est. E 524 00 at 335 55 55 F 670 00 at 14 55 55 C 140 00 at 9 55 55 D 135 00 at 1,624 55 55 A 19,438 00 at 8,000 55 55 B 96,000 00 at 5.460 55 55 H 1,243 00 house, &c. - 1,850 00 131,362 00 i Division No. 11. Extending from Marlborough to Delaware, 123^ miles from the city of Cleveland, 12 sections cleared and grubbed, 46,000 cubic yards in excavations, 60,100 do do in embankments, 6 stone culverts, 3 feet cord, 4 do do 6 do do 1 do do 10 do do 12 road crossings - , - 28 farm do . . - 12 sections superstructure 12 do rail, spike, chairs, &c. 1,800 feet side track, plate rail Turn outs, turn table, scales, water I at $250 per section 3,000 00 at 8 cents per ’ yard 3,680 00 at 9 ” )> )) 5,409 00 at $131 as pr est. E 786 00 at 335 jj j) F 1,340 00 at 989 5 J j) G 989 00 at 14 ?? 55 C 168 00 at 9 JJ D 252 00 at 1,624 5? )) A 19,488 00 at 8,000 5J B 96,000 00 at 5,460 }) 11 1,862 00 house, &c. - 2,000 00 134,974 00 Division No. 12. Extending from Delaware to county line, ISSg^ miles from the city of Cleveland. J2 sections cleared and grubbed, 95.400 cubic yards in excavations, 161.400 do do in embankments, Bridge over Olentangy 7 stone culverts, 3 feet cord 4 do do 6 do do 1 do do 10 do do 18 road crossings 26 farm do 12 sections superstructure 12 do rail, spike, chairs, &c 1,200 feet side track, plate rail Turn outs, turn table, scales, water at o o per section 2,400 00 at 7 cents per ya rd 6,678 00 , at 8 ” 7 ) 12,912 00 • . 4.300 00 at $131 as pr est. E 917 00 at 335 5) F 1,340 00 at 989 )J 77 G 989 00 at 14 )) 77 C 2.52 00 at 9 77 D 234 00 at: 1,624 ij 77 A 19,488 00 at i 3,000 77 B 96,000 00 at i 3,460 77 II 1,243 00 house, &c. • 1,850 00 $148,603 00 I Division No. 13. Extending from County Line to Columbus^ miles from the city Cleveland. 12S sections cleared and grubbed, at $200 per section, 249,800 cubic yards in excavations, at 7 cts per yard, 246,600 do. do. in embankments, at 8 cts pr do. 10 stone culverts, 3 feet cord, - at $131 as per est. E 6 do. do. 6 do. do. - at 335 “ “ F 4 do. do. 10 do. do. - at 989 “ “ G 10 road crossings, - - at 14 “ “ C 24 farm do. - - - at 9 “ “ D 125^* sections super^tructure, - at 1624 “ “ A spike, chairs, &c. at 8000 “ “ B 2,446 00 17,486 » 19,728 » 1,310 » 2,010 “ 3,956 “ 140 “ 216 » 19,864 » 97,850 “ $165,006 00 See Abstract Estimate of Marion Line. 34 ESTIMATE OF THE ELYRIA LINE. Division No. 1. Extending from the city of Cleveland to the town of Olmslead^ 14 J miles. 14^ sections cleared and grubbed, at $200 per section, 260,000 cubic yards in excavations, at 7 cts per yard, 289,700 do. do. in embankments, at 7 cts pr do. Draw bridge over Cuyahoga river, Bridge over road in Walworth run, Do. “ east branch of Rocky river, 10 stone culverts, 3 feet cord, at $131 00 as pr est 3 do do 6 do do 18 road crossings 28 farm do - - - 141 sections superstructure, 121 do. rail, spike, chairs, &c. at 8000 OO 1200 feet side track, plate rail, at 5460 00 Turn outs, turn table, scales, water house, &:c 2,900 00 at 335 00 at 14 00 at 9 00 at 1624 00 18,200 •• 20,279 •• 6,800 •• 610 •• • 8,300 •• E 1,310 - F 1,005 •• C 2.52 •• D 252 •• A 23,548 •• B 116,000 •• H 1,243 •• • 1,680 •• $202,41*9 00 Division No. 2. Extending from Olmstead to Elyria, 261 miles from the city of Cleveland. 12 sections cleared and grubbed at $250 per section, 46,400 cubic yards in excavations at 8 cents per yard, 72,800 do. do. in embankments at 9 cts per do Bridge over west branch Rocky river do do Plum creek, ..... do do east branch Black river, 6 stone culverts, 3 feet cord, 4 do do 6 do do - 10 road crossings 21 farm do - - 12 sections superstructure 12 do rail, spike, chairs, &c. at SOOO 00 1200 ft side track with plate rail at 5460 00 Turn outs, turn table, scales, water house, &c. at 335 00 at 14 00 at 9 00 at 1624 00 - 3,000 00 3,712 •• - 6,552 •• 8,500 •• 400 •• 10,800 •• E 786 •• F 2,010 •• C 140 •• D 189 •• A 19,488 •• B 96,000 •• H 1,243 •• 2,000 •• $154,820 (0 35 Division No. 3. Extending from Elyria to Oherlin^ 34J miles from the city of Clev land. 3 sections cleared and grubbed at $250 per section 63.100 cubic yards in excavations at 8 cents per yard, 114.300 do do in embankments at 9 cts per do Bridge over west branch Black river, 8 stone culverts, 3 feet cord, - at $131 00 as pr est. E 4 do do 6 do do - at 335 00 •• *• F 16 road crossings - at 14 00 •• •* C 22 farm do - - at 9 00 •• •• D 8 sections superstructure - at 1624 00 •• •• A 8 do rail, spike, chairs, &;c. at 8000 00 •• •• B 1200 ft side track with plate rail, at 5460 00 •• ** H Turn outs, turn table, scales, water house, &;c. 2,000 00 5,048 00 10,287 00 12,800 00 1,048 00 1,340 00 224 00 198 00 12,992 00 64,000 00 1,243 00 1,600 00 $112,789 00 Division No. 4. Extending from Oberlin to Brighton., 431 miles from the city of Cleveland. 9 sections cleared and grubbed at $250 per section, 43.300 cubic yards in excavations at 8 cents per yard, 98.500 do do in embankments at 9 cts per do 8 stone culverts, 8 feet cord, - at $131 00 as pr est. E 4 do do 6 do do - at 335 00 •• •• F 3 do do 10 do do - at 989 00 •• *• G 6 road crossings - at 14 00 •• •• C 12 farm do - - at 9 00 •• •• D 9 sections superstructure, - at 1624 00 •• *• A 9 do rail, spike, chairs, &c. at 8000 00 •• *• B 1200 ft side track with plate rail at 5460 00 •• H Turn outs, turn table, scales, water house, &c. 2.250 00 3.464 00 8.635 00 1,048 00 1.340 00 2.967 00 84 00 108 00 14.616 00 72.000 00 1.243 00 1.600 00 r- $109,405 00 36 Division No. 5. Extending from Brighton to New London^ 5H miles from the city of Cleveland. 8 sections cleared and grubbed at $250 per section - 2.000 00 81.700 cubic yards in excavations at 8 cents per yard, 6.536 00 67.200 do do in embankments 8 stone culverts, 3 feet cord, - at 3 do do 6 do do - at 2 do do 10 do do - at 12 road crossings - . at 16 farm do - . - at 8 sections superstructure - at 8 do rail, spike, chairs, &c. at 1200 ft. side track with plate rail at Turn outs, turn table, scales, water at 9 cts per do 6.048 00 $131 00 as per est E 1.048 00 335 00 •• F 1.005 00 989 00 •• G 1.978 00 14 00 •• C 168 00 9 00 •• D 144 00 1624 00 •• A 12.992 00 8000 00 •• • • B 64.000 00 5460 00 •• • • H 1.243 00 house , &c. - 1.600 00 $98,762 00 See Abstract Estimate of Elyria Line. V • 37 ESTIMATE OF THE WOOSTER LINE. Division No. 1. Extending from the Cuyahoga river in the city of Cleveland to the village of Berea^ 13 miles. 13 sections cleared and grubbed at $225 per section - 2.925 250.100 cubic yards in excavations at 7 cents per yard 17.507 221.300 do do in embankments at 7 cts per do 15.497 1 draw bridge over Cuyahoga river - - 3.800 1 road bridge over Walworth run, - - - 640 8 stone culverts, 3 feet cord, - at $131 00 as pr est. E 1.048 2 do do 6 do do - at 335 00 •• •• F 670 18 road crossings - at 14 00 •• •• C 252 28 farm do - - at 9 00 *• *• D 252 13 sections superstructure - at 1624 00 •• •• A. 21.112 13 do rail, spike, chairs, &;c. at 8000 OO •• ** B 104.000 1200 ft side track with plate rail at 5460 OO •• •• H 1.243 Turn outs, turn table, scales, water house, &c. - 1.680 00 00 00 00 00 00 00 00 00 00 00 00 00 $170,620 00 Division No. 2. Extending from the village of Berea to the town of miles from the city of Cleveland. 10 sections cleared and grubbed at $200 per section 80.300 cubic yards in excavations at 8 cents per yard, 98.100 do. do. in embankments at 9 cts. per do. Bridge over east branch Rocky river in Berea, - Do. •• west •• •• •• in Columbia, 3 stone culverts, 3 feet cord, . at $131 00 as pr est. E 5 do do 6 do do - at 335 00 •• •• F 14 road crassings - at 14 00 •• •• C 20 farm do. - - - at 9 00 •• •• D 10 sections superstructure - at 1624 00 •• •• A 10 do. rail, spike, chairs, &c. at 8000 00 B 1200 ft. side track with plate rail at 5460 00 •• •• H Turn outs, turn table, scales, water house, &c. Grafton^ 2.000 6.424 8.829 8.800 10.600 393 1.675 196 180 16.240 80.000 1.243 1.500 23 00 00 00 00 00 00 00 00 00 00 00 00 00 $138,080 00 38 Division No. 3. city of Cleveland, 9 sections cleared and grubbed, at $250 per section, - 65.200 cubic yards in excavations, at 8 cents per yard, 93.000 do. do. in embankments, at Sets per do. 8 stone culverts, 3 feet cord, - at $131 00 as pr est. 10 road crossings, - - at 14 00 14 farm do - - at 9 00 9 sections superstructure - at 1624 00 9 do. rail, spike, chairs, &c. at 8000 00 1200 ft. side track with plate rail, at 5460 00 Turn outs, turn table, scales, water house, &;c. miles from the 2.250 00 5.216 00 7.440 00 E 1.048 (0 C 140 00 D 126 00 A 14.616 00 B 72.000 CO H 1.243 CO 1.660 00 $105.7.59 00 Division No. 4. Extending from the Black River Summit to Harrisville, 40 miles from the city of Cleveland. 8 sections cleared and grubbed at $250 per section 107.300 cubic yards in excavations at 8 cts per yd. 78.100 do do in embankments at8 cts pr do. 5 stone culverts, 3 feet cord, 4 da do 6 do do 12 road crossings 20 farm do 8 sections superstructure 8 de rail, spike, chairs, &c. 1800 feetsiie track with plate rail at $131 as pr est E at 335 at 14 at 9 at 1624 a« 8 )00 at 5480 F C D A B H Turn outs, turn table, scales, water house, (fee. 2.000 00 8.584 00 6.248 00 786 00 1.340 00 168 00 181 ) 00 12.992 00 64.000 00 1.861 00 2.000 00 $100,160 00 39 V Division No. 5. Extending from Harrisville to Town Line, 49 miles from the city of Cleveland. 9 sections cleared and grubbed at $'200 per section, 115.7(U) cubic yards in excavations at 8 cents per yard, 79.300 do do in embankments at 8 do do 10 stone culverts, 3 feet cord, 6 do do 6 do do 12 road crossings . - - 28 farm do - - - 9 sections superstructure 9 do rail, spike, chairs, &c. 120(< feet side track with plate rail at 5460 Turn outs, turn table, scales, water house, &c. at $131 as pr est. at 335 at 14 at 9 at 1624 at 8000 E F C D A B H 1.800 00 9.256 •• 7.044 •• 1.310 •• 2.010 •• 468 •• 252 •• 14.616 •• 72.000 •• 1.243 •• 1.680 •• $111,379 00 Division No. 6. Extending from Town Lane to Wooster, 58 miles from the city of Cleveland. 9 sections cleared and grubbed at $200 per section, - 1.800 114.300 cubic yards in excavations at 8 cents per yard, 9.144 97.600 do do in embankments at 8 do do. 7.808 16 stone culverts, 3 feet cord, - at $131 asprest. E 2.096 9 do do 6 do do - at 335 •• •• F 3.015 4 do do 10 do do - at 989 •• •• G 3.956 16 road crossings - - - at 14 •• •• C 224 28 farm do - - - at 9 •• •* D 252 9 sections superstructure - at 1624 •• •• A 14.616 9 do rail, spike, chairs, &c. at 8000 •• •• B 72.000 1800 feet side track, with plate rail, at 5460 •• •• H 1.862 Turn outs, turn table, scales, water house, &c. - 2,000 00 $118,773 00 $ I 40 Division No. 7. Extending from Wooster to SeiberVs Mill, 64 miles from the city of Cleveland. 6 sections cleared and grubbed at $200 per section, 41.300 do do. inembankiTK Bridge over Apple creek, do. do. Killbuck, do. 6 stone culverts, 3 feet cord, 4 do do 6 do do 2 do do 10 do do 18 road crossings 26 farm do - . - 6 sections superstructure 6 do. rail, spike, chairs, &c. 1.200 00 Lt 8 cents per yard. 8(»8 at 8 do do - 3.304 - 1.2t)0 - • 1.800 at $131 aspr est. E 786 at 335 .. F 1.340 at 989 •• G 1.978 at 14 •• C 252 at 9 •• •• D 234 at 1624 •• •• A 9.744 at 8000 •• •• B 48.000 at 5460 •• •• H 1.243 house, &c. - 1.600 $73,489 00 Division No. 8. Extending from SeiherVs Mill to Loudonville, 79 miles from the city of Cleveland. at $131 as pr est. E 15 sections cleared and grubbed, at $200 per section, - 198.100 cubic yards in excavations, at 7 cents per yard, 174.700 do do in embankments, at 7 do do Bridge over Lake Fork Mohican, 6 stone culverts, 3 feet cord, 5 do do 6 do do 4 do do 10 do do 12 road crossings, 24 farm do. 15 sections superstructure, - at 1624 15 do. rail, spike, chairs, &c. at 8000 1800 feet side track, with plate rail, at 5460 Turn outs, turn table, scales, water house, &c. at at at at 335 989 14 9 F G C D A B H 3.000 13.867 12.229 1.600 786 1.675 3.956 168 216 24.360 120.COO 1.862 2.000 00 $185,719 00 41 Division No. 9. Extending from LoudonvUle to Schenck's creek Summit^ 92 miles from the city of Cleveland. at $131 as pr est. E 13 sections cleared and grubbed at $225 per section, 229.3.)0 cubic yards in excavations, at 7 cents per yard, 218.490 do do in embinknients, at 7 do do Bridge over Black Fork Mohican, . . - do do Clear Fork do - - - - 8 stone culverts, 3 feet cord, 6 do do 6 do do 3 do do 19 do do 8 road crossings, ... 28 farm do - - - - 13 sections superstructure, 13 rail, spike, chairs, &c. 1209 feet side track, with plate rail. at at at at 335 689 14 9 at 1624 at 8(MI0 at 5460 Turn outs, turn table, scales, water house, &c. F G C D A B H 2.925 15.421 15.288 1.609 1.690 1.048 2.010 2.967 112 252 21.112 i()4.o:)0 1.243 1.890 00 $171,378 00 Division No. 10. Extending from Schenck's creek to Mount Vernon, 105 miles from the city of 'Cleveland. 3.250 00 216.499 do do. in embankment 8 stone culverts, 3 feet cord, 5 do do 6 do do 4 do do 10 do do 26 road crossings 39 farm do - - - 13 sections superstructure 13 do. rail, spike, chairs, &c. 1890 feet side track, with plate rail. Turn outs, turn table, scales, water house, &c. at 7 cents per yard, ts, at 7 do do 14.399 15.148 at $131 as pr est. E 1.948 at 335 • • .. F 1.675 at 989 • • •• G 3.956 at 14 • • •• C 364 at 9 • • •• D 279 at 1624 • • •• A 21.112 at 8900 • • •• B 194.990 at 5460 house, &c. • • •• H 1.862 2.990 $169,984 00 42 Division No. 11. Extending from Mount Vernon to Hartford, 118 miles from the city of Cleveland. 13 sections cleared and grubbed, at $250 per section 220,900 cubic yards in excavations, at 7 cents per yard 172,500 ” ” in embankme Bridge over Vernon River do. do. North Fork Licking, 10 Stone Culverts, 3 feet cord - 6 do do 6 do do 2 do do 10 do do 20 Road Crossings 28 Farm do - - - 13 sections superstructure 13 do rail, spike, chairs, &c. 1,200 feet side track, plate rail 3,250 00 15,463 00 Its, at 8 ” 55 55 13,800 00 - • - 4,200 00 m m - 1,675 00 at $131 as pr est . E 1,310 00 at 335 55 55 F 2,010 00 at 989 55 55 G 1,978 00 at 14 55 55 C 280 00 at 9 55 55 D 252 00 at 1,624 55 55 A 21,112 GO at 8,000 55 55 B 104,000 00 at 5,460 55 55 H 1,243 00 house, &c - • 1,240 00 $171,813 00 Division No. 12. Extending from Hartford to Blendon, 133 miles from the city of Cleveland. >> }> }> 15 sections cleared and grubbed, at $250 per section 146,400 cubic yards in excavations, at 7 cents per yard 128,100 do do in embankments,at 8 Bridge over Big Walnut, 8 Stone Culverts, 3 feet cord do do do do G do do 6 do do - at 335 3 do do 10 do do - at 989 16 Road Crossings - - - at 14 24 Farm do - - - at 9 15 sections superstructure - - at 1624 15 do rail, spike, chairs, &c. at 8000 1200 feet side track with plate rail at 5460 Turn outs, turn table, scales, water house, &;c at $131 as pr est. E 55 55 55 55 55 55 55 55 55 55 55 55 3,750 00 10,248 00 10,248 00 11,500 00 1,048 00 F 2,010 00 G 2,967 00 C 224 00 D 216 00 A 24,360 00 B 120.000 00 H 1,243 00 1,680 00 189,494 00 Division No. 13. 18 road crossings, - - - 30 farm do. - - - llS sections superstructure. 11 S rail, spike, chairs, &;c. 2,400 00 10,514 00 6,909 00 8,800 00 1.310 00 2,010 00 1,978 00 252 00 at 9 ” ” D 270 00 at 1624 ” ” A 19,073 00 at 8000 ” B 93,955 00 $147,471 00 Extending from Blendonto the city of CoIumluSy 144 miles 3930 feei from the city of Cleveland. llSsections cleared and grubbed, - . - 150,200 cubic yds. in excavations, at 7 cts per yard, 98,700 do. do. in embankments, at 7 cts pr do. Bridge over Alum Creek, . . . - . 10 stone culverts, 3 feet cord, - at$131 as pr est. E 6 do. do. 6 do. do. - at 335 ” F 2 do. do. 10 do. do. - at 989 ” ” G at 14 ” » C See Abstract Estimate of Wooster Line. 44 ESTIMATE OF THE MILLERSBURG LINE. Division No. 8. Extending from SeiherVs Mill to the town of Millershurg, 77 miles from the city of Cleveland. 13 sections cleared and grubbed, at $250 per section, 28,800 cub. yds. in excavations, at 7 cts. per yard, - 152,000 “ “ in embankments, at 81 “ “ “ - Bridging over Killbuck, . . . . . 8 stone culverts, 3 ft c’rd, at 131 00, as per estimate 10 “ “ 6 “ “ at 335 00 2 “ “ 10 “ at 989 00 14 Road crossings, - - at 14 00 24 Farm do. - - “ 9 00 13 sections superstructure, 1624 00 13 do. rails, spike, ch’rs.&c. 8000 00 1800 ftsidetr’k with plate rail 5460 00 Turn outs, turn table, scales, water house, &c. (( ;( u u (( c: u (( (( (( a c C( (( (( u u a (C • 3,250 00 . 1,456 00 • 12,920 00 4,200 00 E, 1,048 00 F, 3,350 00 G, 1,978 00 C, 196 00 D, 216 00 A, 21.112 00 B, 104,000 00 H, 1,862 00 2,000 00 $157,588 00 Division No. 9. Extending from Millershurg to Mount Holley^ 97 miles from the city of Cleveland. 20 sections cleared and grubbed, at $250 per section, - 348,500 cub. yds. in excavations, at 7 cts. per yard, - 510,900 do. do. in embankments, “ 9 “ “ “ . . 42,200 do. do. in rock excavation in tunnel, at $1,25 per yard 5,000 00 24,395 00 45,981 00 Bridging over Killbuck, 2 stone culverts, 3 feet cord, 5 do do 6 do do 2 do do 10 do do 16 Road crossings, 26 Farm do. - - - 20 sections superstructure, 20 do. rail, spike, chairs, &c. 1800 ft. side track, with plate rail, at $131 as pr est. E at 335 ” ” F 989 ” ” G 14 asprest. C, “ “ “ D, at at at at 9 1624 at 8000 at 5460 u u u (i (( u (( (( Turn outs, turn tables, scales, water house, A:c. 57,750 00 6,800 00 262 00 1,675 00 1,978 00 224 00 234 00 A, 32,480 00 B 160,000 00 H, 1,862 00 - 1,800 00 $340,441 00 45 Division No. 10. Extending from Mount Holley to Mount Vernon^ \ \4^^^milesfrom the city of Cleveland. 17^0 sections cleared and grubbed, at $250 per section 123,000 cubic yards in excavations, at 8 cents per yard 119,400 do do in embankments, at 9 ” ” ” Bridges over branches of the Mohican, - . - 4 stone culverts, 3 feet cord - at $131 aspr est. E 2 do do 6 do do 3 do do 10 do do 16 road crossings 22 farm do 172 sections superstructure at at at at 335 989 14 9 )> )> }) at 1.624 ” 172 do rail, spike, chairs, &c at 8,000 1,800 feet side track, plate rail at 5,460 Turn outs, turn table, scales, water house, 5> J) 55 55 55 55 4,345 00 9,840 00 10,746 00 3,000 00 524 00 F 670 00 G 2,967 00 C 224 00 D 198 00 A 33.760 00 B 139,030 00 H 1,862 00 1,800 00 $208,966 00 See Abstract Estimate of Millershurg Line, \ / A \ ABSTRACT ESTIMATE OF THE ASHLAND LINE, Passing through Berea^ Columiia^ Harrisviile, Ashland^ and Pranklin. 46 O o o 05 d c TO ooooooooooooooo ooooooooooooooo 22^000-^0005 5-^00 — loo-^o —'COOOTOTOCO-^ csoooooooaoo ttfl^TOOOODTOOir^ C4 TO - CO cc 1' 00 O o o —< 05 OD o o o o o o O CO ^ 04 05 TO lO o o 1 TO O 05 o 1 1 o TO o ! CO 04 o o CO TO STOTO04'^J-r-l^005C4C<4040 ^i-HOtTO-^iOCOt^OO-HC^TO-^ ^ o &-I • • i « • I I ^ ^ ^ i « E » E I I U. "(O r o o C o u *-> c „ S)'5d5 -CO WH o c a © a '* ^ •• I © ^ i! © C, *-> 05 8 - © to d © > < ** ii 385 abstract estimate of the WOOSTER LINE, Passing through Berea, Columbia, Harrisville, Wooster, LoudonmUe and Mt. Vernon. 47 O o c 05 rti r* CO 0' OOOOOCDOOOOOOOOO OOOOOOOOOOOOOOO SOOC5005C005C500'^CO’^-^00 ®0^QDlOcc^-^-aD^-Hr^QD,—losr^oo COOJ^f-iCOt^^r^CCOGD'^'^OO 05 I—I 05 CO X) CO iC eS O X »(0 O ■g CO o o ^ f-H #' •N _ QD CO lO I rH 1- QD r- 5« CO CO (N O 05 OD 05 (M CO 'Cf* ^ »0 CD (M lO X CO ^ w CO o CO 05 « o o 05 (M 05 r» E o o CO co" ^ V# ^ N# • ^ Qi D sT, < -3 > 14 -3 o o as -34 o rs CG o I ^ "o c: ctf • PQ -«-> Vi cS • w © ^ -2 S £ •- G C3 £ i ^ O CQ tlj ^ CO > g © .^ 0:5 = r o G ■ljl§ s . 5 ^ 02 ^ CQ s# V# ^ Vi G -D £ G *a o = - '*r^ o fHC^C0^iGC0t^X05O>—iC?cO rH I—) rH r» #* •» s £ U G G <, 1 .2 Qj ^ G M £ s* '2 G o t. bo G G 5 .£ fc- rz3 SS P- £ /i: © © 2 Qa PG -o c G o - be be.S - c "G « c O o Vi © G £ © II be'^ G O ’G ♦-> Sc ^ © o © y £ © •5 • p"* c o Cd K H © Vi ^ C '* y © bo £ © > < ■Ji . - H, - 1 9268 00 ABSTRACT ESTIMATE OF THE MARION LINE, Passing through Berea, Wellington, Nexo Jjondon, Marion, and Delaware, 48 OD OD r* ooooooocooooooo .000000000000000 ;2c^'^-hOCOi7}CCOODOI^OOOO 000—'ocoi—'ooniocoooooo c3 O F' ^ •rJiO'^Oab-H'^tiQDiOO o o O ' IC 'Tt 'TJ CO 3d o o o CO Cl 00 5« Qd •' lO ^ 0 d d CO CO CO IC I- 05 00 05 CO >0 «■- d 50 o &- <3d 3d CS4 o o CO CO Tt< d d ^codcocDdcocodddddd • ' • • • ' « » I • • • I Q • • . • . • • , • w • • ' > • I w, B . • P B ^ • • • . S S ^ ‘ . • O 2 , . c cTO £ »r=-§ • « .£<- ^ B G ^ CtsOOg^ '•‘-b ^ ^ 2 c h- 3 § § 5 S i 2ri«dcO'TiOcot^aD050pHdco Q 1 -^ ^ rH 1 -^ ? d . .. . -5 • 00 r—I I—( ^ 'T3 G ^ c3 05 G _o m 'T3 G ei CS -c 5 cn Q O £ • (fl 05 U 05 bo ^ c ^ 1 i CO .£ ^ fir ^ cu *-« c/rH • ^ 05 C -C ^ W)‘> bo = .£^ S ^ B’B 05 c S r-r ^ ’u 5S t3 OJ 535 a G-t^ a G Tt >02 ^ ^ hn'— s c ° Ch 05 03 O O 05 05 .I'll He-* 05 *-> r» 05 u 05 :: o. 4-> CO o :: o *' 05 bo CO 05 '' Plate” ” ” . FT, 1 I $»9.1()0 00 ABSTRACT ESTIMATE OF THE ELYRIA LINE, Passing through Olmstead, Elyria, Oberlin, New London, Marion, and Delaware. 49 :Soc^QDOi:Dr^;coaDcor^oo oo rt0 ooooooooooooo o o CO o X o, ■M o CO o CO o» o CD o CO 05 X |2”^C0'^C0-^'^4-050i'^C0XO — »-i(Mco’^iocot^xo»-o?coif:) ^ X* ^ ♦o o &CH CO o* o o CO CO CQ 0? ^■^(NXc:5xcoco (N O^ CO (M fN i I o z < -5 > -3 o d j-l • < i •» •> c ^ c o ^ « ^ _r c O kJ 5 = ^ "H "TU :> x: c £ . 0 bo !f -n i. ^ -^'-O 03 .Sc O *• >» X* V# s* X* — ^ X« S* x« X* t- 73 I 2 ‘ • -O * s o • ' 'c - ^ i5 «-H(MCO'cl^iOCOt^X050— G ” d ^ £ • ^ tH »».G bo C ^ C — 73 slii C 03 -G cs:.F ^ ~a OD no c 0.0 d D »0 02 ^ d •X bo o ss V- 03 g c 03 ^ c _ J= bO ‘bbS r- an M c d cu 'O c d X,* x« x« X# x« V* 03 Vi 03 Cl. o - 03 bio d u, 03 > '' <3 Plate “ “ “ H, . $9,200 00, ABSTRACT ESTIMATE OF THE MILLERSBURG LINE, Passing throvgh Berea, Columbia, Harrisville, Wooster, Millersburg, Ml. Holley, and Mt. Verno / 50 cc-ooosooooooo:ro c- oooooooocoooooo o • • o o o lO C 3 c> CO 1 c- CO Ci o'" i _ u u 2200050 C 5 CCC»QO'-IOCO'^ — 5 'r»aoiOccr^i^aDaD'^ 0 '-ioj^ ODCOJ^OOD'-'CiJ^ —i O O OD r}< 1 -^ r—t CO sS O OD lO O I-H S CO O O <—I i-H ^ i-H ^ o o o o o o W. CO o 01 OD o o o o lO «c ^coco'^t^<^'^i'-(M ^i-t{MCO'^’^OOt'-C 5 c» rf lO o o o (N o CO C 5 CO. gC 0 O 050 D 05 C 5 CDC 0 OJ'-C 0 iC • e ;- C 3 t- w o rH p—I »-H i-H i-H O > a VC -3 > m -3 o o d . Oi y c;i • s * * x: o c cS t > » « I * > • t f • • I > < t • w 4-> OT cd H < y y c rT ® Co ,«-> Q) y-> 2, c3 (/) > cS 5 ? bo O t. ^ -r ^ y O y § y y O .-£ — - - CO C o c <— <-a tl C cd o o O y H .. O ci ■«-> -c c 3 Co E 00 y C 3 c cd Si %• ho I c — K - 3 C3 s* CL «3 y 2Eh . o 2 ^ ♦-« CL O ^ -•5 ^ bO-'E s# >• ho.5 - "O 03 c y '* • N ^ ^ y nr ,y c o «« «# •a y §g E c c-lr* r >.«3 12 y /■s rt > bo’— ^ c o •r" ♦-> it ^ 0 ? o O OJ y o: £ — 2^' c o CO o y y bo C3 y > < 2 ;i-H( 03 CO'^i*OCOl-aDOC 3 ^C<» O 1 —( r-( p-^ CO OQ • 1 ^ ABSTRACT ESTIMATE OF THE MOUNT VERNON LINE, Passing through. Berea, Columbia, Harrisville, Ashland, Mansfield, and Mount Vernon. 51 o o CO 05 ■S O o a flM CZ2 = J o *-> -C a D U2 o > • f—« Oh o o '05 t4-I o -C o c cC . .i«3 a> 05 6 •TN «> 'x: rvj 73 X CB - o -C o a cS tn pQ ^ a ^ m '<-1 "2 O O 2 MH O *-’ 3 O O CB ci (U L, .■— CQ h 5 o s. - H '* 05 c ll.s* Jsi ^ '3 s O Me* . ^ O m cB W p 2 o rt § o O G O «! cu cB CO •xs cB s :: >r»i CO o iw # S# v« s« bo • p-. CO G • Oh ^ CJ *« •«-> CO t - cB • Sji o ^ fcoH - -.S ^ S 05 ’tj 05 pG ^ S " (£'C 05 C 3 C'J ,> iJ G ® . ^ 03 .p C 05 pi *-. G Jl Oh W H —iC?C0’^ii0:01>QD05O-HC0C0 (O ^ O s# ^ V* ^ ^ 05*' ffi no G (B .p-^ « 05 H pfS £1. 05 f~< 05 O-, ' o o 05 £>0 cB Si 05 > 9,559 00 ABSTRACT ESTIMATE OF THE DELAWARE LINE, ‘assing through Berea^ Columbia^ Hurrisville, Ashlandy Franklin^ and Delaware. 52 'vC |o 1 o I •• ' ('• Ci cc ‘ wJ I o o o o o o o o o o o o o o O W c. o cooocor:r?^:c:cr5 4-osoO'r: ss o X o oi o X CO lc X .X ^t-CCOCOXCOOlf^OCO-^-g^COTIO^C. 0< X I" Em CO c? rr oi S 75 cc r- i'- J- o c: ES-H{M(75'^LOCOt^Ci!OJ ^ 75 lO' CO 75 r}< T}< Tj< CO CO CO OJ CO »e 750CiC0750CO«X — — COCO . • . ’ f I • • • • • I * . • ». »• • ' C jn d) • L. > • O'* * • ' I ' Q • ^ >> z; ^ ^ • ja; , > ^ I a, S •€ ■ i aaj • . J O . ■ g O "• g >. ■ S s ca ■ 4» § ■ , e cS I • 'go ^ OC "2 oT^ rv* Cf .K & . S “ M c' f J o S ■ - "c ^ • - — T-- B ^ a,S£oc3^cO-^i;:S'^^ 2^ S'^Ic 2 S'^ = ^ ^ cfj ,-2 ^ ^ o c ^ CC O 02 c G O •£ Zi-H(M75'TOC0r'X05O^C075 3 «-- r-t rH ^ 2 6. . „ rt c o 2 'o: rt .-3 P. - m cn -o a c . « c ^ CL. to r~ K • O C3 ”C C3 <1 »' »■ c3 C- - O 't. o ~ ic-5 - o ^ ^ t:! ^ ^ bC‘> '' bo = ^ O C^ cn O G — ^ G O *G - O 0 J-t -r - = I rv o 1 ^ I Eh C 1 #% ■a ^ 00 CO O Sg G-iO d G rr CC G #* > ^ o , ‘u CD ■— y C O y y '<-> G _ "5o B c c _o ’g o :: G. <«-> CO c - y ^ O 60 a •M ^ o *' ABSTRACT ESTIMATE OF DEPOT BUILDINGS, MACHINERY, LOCOMOTIVES, CARS, &(i. V hn o o o o o o o o lO o o IC Oi o lO rtc (?^ 00 cd'' t-H CD 1- o (N rH c<» o o o o O O D 3 O o o o o o o o o o o o o o o o o o O O O iC o o o o o 1 o o o o O O O 33 o o o o o ! o o lO o lO o o o o o o r- , O lO >0 , T' lO 00 00 c<» CO c4 r4 00 03 (N Dl 1 r-i ^ (M CD ■)-> c5 (/} bO .E o -O T3 O ■TD 3 CQ o o 6 Q.^ Q 0) Q c o .s 15 y eS o a o o O v« ^ o bo c s 03 • — C 00 0) bo ' c bo bo cS CQ '«#< CO 170 ^ ^ V# O'* '* CD J2 o L« K* 03 '* "O t_ o bo ’5 ^ : c 3 fl ^ 73 73 03 d O bo c 03 > 3 03 73 3 O 5a::i: o S O c J •3 03 *5 03 £« O CD CO TJ O 'o D :: ^ 3 O lO o CD ASHLAND LINE —through Berea, Columbia, Harrisville, Ashland and Franklin, 140S ^riiles. 54 o o o o o o o o 0 0 0 0 • «o 0 0 0 CO <35 GO r}« Cx> r*^ CO lO GO 0 05 GO 2 * 0 CD 05 lO 0 (N (N lO S: 0 GO <3J 0 CD 0 C< o' ^ 0 00 CO 0 CO 0 cc CO •H 05 CO —• lO 0 lO 0 CO o» 0 I—( f-i ci pH (N (01 pH 0 0 0 0 •> 0 0 0 0 0 0 0 V. 0 0 0 » • C5 lO CO 5s 1 « t 0 GO * CD lO 05 D 0 o Q- Qj O - • i-H CO G 73 - >; > > • 1^ CO G .73 G § i 1 -1 (U .G CO (D 03 «-» ♦-• H ^ ^ _2 - J3 • ^ ^ O G 72 *- C G ^ 5 - S ^ ^ 53 0^ PU CLi • ^ ^ s* Ui o o -•-i o H to :: o o 0) bo £- o > < K o Vs 13' « <;3 Co s S' o >iiW *«» CO Co o rs (/} to c ^ ..rf «« G p; 4-> o Cl-^ s. .. S, s. ss Q 0 0 0 #» 0 > *53 > ’co > • c/: > *W -2 - .2 " D ^^4 x« G 73 0 0 73 V-H lx W 0 JS ^ V. s. CO O 0 O H CO 0 0 bO CO : C- 0 -• 05 CO CO OJ rr ^ d 05 ^ ,-H CO lO rH c? o o o o o o o o o . C? 00 ic rl CO CO 05 CO (M 05 GO CO 05* O rH rH r-< . ^ s* ^ O > O) >* IS a ’I :: "o CO o " 73 c ^ V» N* *x o ^ r C3 c3 Oh -5 pi; 'i O OT o o o 4-> C_- -t-t c3 Cm to Si to •p<» s. 4 »>C5 5 ts to s. to 05 »c; *50 s o s. CO CO I w w m O O & to O 3 CO JO Tfl 8 o Si Si S i S-, C5 a •i—t "Sc cd 'A i-i a ^ O o Cl, CD ^ r> ^ *s ^ ^ r\ r* CO to s ^,-4 ^ #v ^ #s • ^ s PQ rv ^ ^ ^ #N ^ o > CO O X CO ^ o o o M GO „ 0) > CJ >c 05 ;; CO r, 3 73 £3 4^ r\ #\ •** #\ •% nCN«N«N*^CN«^«> E-'cHS^SE-'a pH •< DELAWARE LINE —Passing through Berea, Columbia, Harrisville, Ashland, Franklin and Delaware, 56 o o o o o o o o CO 05 i-H c CO ^ CO o lO OD (N OD CO O 05 OJ O CO O • • • • OJ r_l C<» r-( ^ o o o o o o o o . CO uo -H • • * • 00 c p_, (1- ^ CL| 0-1 > > 'v) • • • • c» * • 3 3 3 73 73 73 C3 x X c 03 03 • ^ rd cC • • • • • • • • • • • (i o o •4-> 03 W '4->> ^ ^ ^ OH ^ f Ph j= P- 03 -3 —> £ ’> : • • t_ • • •<*■ Cl ■f ^ 4-> Vi Vi O 73 t3 03 bO • • ci --a : : c >-• 03 o > H < Plate 57 o o o o COSO eo V. CC lO OD O cc o r- C (M CJ iC ^ CO c CO 05 O rH 1—I Tf CO •• r» O) f—t 'Ol T—I O O O O o CO QC ^ 4- O 00 CO CO •-' I •-» *> ro CO 05 iC ^ I O 3 m 3 O 7^ 'O lO s o s 5^ § 4 I The estimates are for both the T and Plate rail; the latter kind will cost mnch less than the former at the outset, but experience shows that it is much the most expensive in the end. On roads over which much freight is to be transported, changes of one kind for the other are frequently made but always of the light bar for the heavy. The mere difference in the cost of keeping the track itself in repair w'ill generally exceed the difference of interest on the cost; and it is difficult for a flat bar road to sustain a heavy transportation, unless at high rates of charges. The same motive power will not draw more than two thirds as much load on a light as on a heavy bar; and for passengers, a high rate of speed is unattainable, and great hazard would attend, what would be on a heavy bar but a very moderate speed. Cheap prices for transportation and high speed for traveling are vitally essential to the full success of any Rail Road, and these are entirely incompatible with the use of the flat bar, while both are sure to be obtained bv the heavy bar. Another most important item to be considered, is that the wear of engines and cars is much greater on the light than the heavy bar, and that engines of great power adapted to the T rail, capable of drawing the greatest loads, and of the highest speed, would des¬ troy a flat bar in a very short time. True economy imperatively demands on a line so important as this, the construction of a road of the first order, and on which therefore the most powerful machinery may be used; and such a road from Cleveland to Columbus, from the comparatively little expense of grading, of limber, right of way &c., may be made at from one third to one half the expense of such roads now existing in the United States. To the Directors and oth¬ ers acquainted with the resources of the country through which this road will pass, any estimate of its business which I might make would be perfectly gratuitous, and should I state to those who have not examined into the merits of this work the amount of local business alone that can be relied upon immediately after the completion of the 59 road, without in the least drawing upon my own imagination for the future, they would undoubtedly set it down as an exaggerated or visionary statement. Previous to my commencing the surveys, had I been shown an estimate of the supposed business of the road, made up precisely as I should now make it myself, I could not have believed it, and therefore suppose that those unacquainted with the facts, will be equally as skeptical as I should have been under similar circumstances. The best evidence in my possession of the business that may be expected for the support of this road will be found in the statements of the ex¬ ports and imports appended to this report. Although these statements show a large surplus even at this time, yet it is a fact .that these counties are not yet half improved, and the productive capacity of that half is not yet half developed. When the whole shall be occupied and improved as it will be in a short time, and especially if this road be made, the transportation of passengers and freight will be doubled, if not quadrupled, taking the business of the first year or two as the basis of calculation. But even in its present condition, if the road be constructed with due reference to durability, ' capacity for a high rate of speed, and at the same time a safe one, the way business upon it will, I have little doubt, be sufficient to meet the entire annual expenses, and managed prudently and economically, with the through business, investments in the stock will prove as productive as that of any road in the country. A road will speedily be made from Columbus to Xenia, connecting Columbus with Cincin¬ nati, being in effect a continuation of this road. Efforts have been made during the last three years to ascertain what portion of the travelers at Cincinnati going East took the land route.and as nearly as it could be determined, twenty-nine persons went up the river to one by land, and yet the number passing from Cincinnati to Wheeling through Columbus is very great. Of the one thirtieth taking the land, but about one third even of that has come to the lake at all. Six hours time, on a road with heavy iron, is ample to pass over the dis¬ tance between Cleveland and Columbus, and five hours more will be sufficient between Columbus and Cincinnati. If travelers can break¬ fast at Cincinnati, dine in Columbus, and take tea in Cleveland on the Same evening, and breakfast or dine at Buffalo the next day, it seems to me that during the season of Lake navigation, it may be confidently expected that one half,or even a larger portion of the travel from Cincinnati will take the Lake route. It is well known that Rail Roads have what may be called a cre¬ ative power, an ability to produce business, that before did not exist, and would not, but for the means of getting promptly and cheaply to market. Value is given to a thousand things that before had none, or so little as not to warrant transportation by the usual conveyances. It is perhaps owing mainly to this fact, that the business on every well constructed Rail Road in Europe and the United States, has exceeded the anticipations of the most sanguine of its projectors. After a careful examination of the country to be traversed by your road, the small expanse for preparing the road bed, the abundant supply of timber and stone for its construction, and the immense amount of business that will depend entirely upon it, leads me to be¬ lieve that it is one of the best openings for a Rail Road now in the United States. C. WILLIAMS, Chief Engineer, f Engineer’s Office, Cleveland, ^ February, 13th, A. D. 1846. J ^. 1 . L F^ 9 - > ^ nk * - . ^' . . ^AA • •.'i.*i i j C. crW'C.KAlL ROAD COUNTY LINES — TOWNSHIP LINES - DISTRICT UNES - ^CALE OE MILESL- \ JEHU BRAlftgffl" ^ XRLIN •io* (ICHLRND MXA Rl #MA RION^' ILLCRS BUR6 'OcroN COLUMBuMtSt ■KarnL. LK'KINO t)Kl.^W^KK. liOKMES J-'U \N*KUV '“x* IVoli!*-of the Lmr »m Asliland. BIiKinnngrvTC and Franklm a^YNK « Riri!L\NU w \t.)X rr V KI'IK r»:VA!M*.»A < t» rrofilf of iIm- Mnr ^ia Harrih>illc, Ahhiniid, >IiiiiHfii‘ld mid >lt. \oriion RICHLAND CO VHANM.IN ' l.lCKlMt m.LAW VK I O KNOX CO UlVM r'VA loiiA rn MP.IliNA CO Profit’ of ihrXfine *m •vaynk I KANKI.IN SIKDINA I.OhAiN Profile of the Line via KIvri; ia, Clarion and Dela RICfILANIi CRA'V FORD HURON LORAIN of llie ^ » 10 Allies DFJ.AWARRCo FUANKI.iN CO lora'N iiklawakk LORAIN CO MEDINA MARION CO FRANKLIN flKLAVriHF OUYAHOOA CO si CUYAHOGA ( RAWFORI) CO I LICKJN^ orYAmH>\ HyRO\ CO KICHLANOOO Profile AVNE. \* Ml. ' eriion KNOX Line via llarrivville, i>Iillersbiir|i HOLMES I II ♦ t APPENDIX. TABLE showing the heights above Lake Erie and Tide Water, of the several summits passed over by the Central Surveys, and the heights of some of the principal Towns. Rivers, &c., in feet. Lake Erie, - - ♦ ... Lake Abram, .... Public Square in Berea, Columbia,near Hickox, • . - Litchfield Summit, .... Black River Summit, in Homer, Summit in Jackson Township, Wayne Co. - Jerome Fork, in Orange Township, ... Ashland, .... ... Summit between Ashland and Black Fork, - Black Fork, - . - . . . . Summit in Franklin Township, Richland Co. - Head Waters Sandusky River, - . . Clear Fork, near Bloorninggrove, Summit near head waters Olentangy & Sandusky Rivers 8*25 Owl Creek, South part of Congress township. Head of Big Walnut, ...... Berkshire Summit, - . . . . Alum Creek, in Orange township, - - Summit at Columbus road, in Orange township. Point on E. & W. Road, 1 mile East of Worthingtoi Junction with the Columbus and Xenia Rail Road, - . Above Above LakCErie. Tide Wa’r 565 198 763 « 225 790 4 202 767 499 1064 528 1093 723 1288 418 983 525 1090 640 1205 434 999 700 1265 700 1265 698 1263 ers 825 1390 708 1273 606 1171 421 986 266 831 420 . 985 340 905 142 707 4 '. > 40 62 TABLE showing the heights above Lake Erie and'Tide Water of tlie several Summiis passed over by the Western Surveys, and the Lake Erie, - - East Branch Rocky River, ... - West ” Rocky River at Olmstead’sFalls, Summit between Rocky and Black Rivers East Branch Black River at Elyria, Elyria, --- West Branch of Black River at Elyria, - Oberlin, - - * ... La Grange Township, ... East Branch Black River on North line of Grafton, Wellington Creek, - .... Wellington, - - . • • Charlemont Creek, (Branch of Black River,) Summit East of West Branch of Black River, West Branch of Black River in Rochester, East line of New London Township, New London, ..... Vermillion River, North line of Greenwich Township Greenwich Centre, • • • , South line Western Reserve at S. W. corner of Greenwich 523 Summit of Vermillion and Huron Rivers, Richland, ... .... Marsh Run, near its junction with Black Fork Mohi< Mansfield and Sandusky City Rail Road, Sandusky River Summit, North Branch, • Sandusky River, - - - ♦ - Summit between Sandusky and Whetstone, I Whetstone Bottoms, • , - : Summit South of Whetstone, Marion, • - in feet. Above Above LakeErie. TideWa’r 565 • 164 729 148 713 216 781 - 121 686 > 156 721 - 116 681 •• 235 800 250 815 - 193 758 231 796 * 279 844 - 238 803 362 927 > 318 883 • 384 949 - 409 974 382 947 - 482 1047 ich 523 1088 ♦ 563 1128 498 1063 ). 481 1046 - 502 1067 - 562 1127 * 450 1021 - 498 1063 - 467 1032 0 - 488 1053 • 410 975 4 63 TABLE showing the heights above Lake Erie and Tide Water of the several Summits passed over by the Eastern Surveys, and the heights of some of the principal Towns, Rivers, &c., in feet. Lake Erie, .... East Branch Rocky River, West ” ” East Branch of Black River Summit, Ho rrisville Summit, ^ . . . . . Public Square in Harrisville, Killbuck, on Section No. 44, ” at Wooster, Lake Fork Mohican, Loudonville, ...... Black Fork Mohican, Clear ^ . Summit of Pine Run, .... ” ” Schenck’s Creek, Six Mile Run, . . . . Schenck’s Creek, Summit of Ball’s Run, Mount V^ernon, . . . . Owl Creek, .... Summit, Sec. 109, Sycamore Creek, Five Corners, ... North Fork of Licking, Rattle Snake Creek, Big Walnut Creek, Alum Creek, .... Intersection with Ashland Line, Millersburg, - . . - Killbuck at Millersburg, Killbuck at Oxford, Oxford Village, . . . . Summit of Black Creek, Mohican River, Mount Holley at the Mill, Summit between Owl Creek and Vernon River, Village of Howard, ... Vernon River, . - . . Gambier, - ■ . Above Above LakeErie Tide wa'r - 565 178 743 175 740 583 1148 339 904 357 922 330 895 280 845 346 911 387 952 359 924 356 921 714 1279 720 1285 621 1186 594 1159 572 1137 416 981 410 975 663 1228 624 1189 593 1158 550 1115 525 1090 250 815 206 771 275 840 247 812 237 802 225 890 235 800 583 1148 291 856 300 865 450 1015 350 915 312 877 375 940 V The following table shows the weight of each of the dosses of each kind of Engine, manufactured by Messrs. Baldwin & Whitney, of Philadelphia — the greatest weight on any one jiair of wheels; the total weight of each rendered available loi adhesion ; its maximum velocity with its maximum load; the maximum loads ofeach at a velocity of 20 miles per hour, on a level; and the maximum loads of eachon different inclinations rising from 15 to 80 feet per mile. The weights of the Engines in the following table, are stated in gross tons,(2240 lbs.each,)which includes the water in the boiler, the engine in running order, and two men on the platform. The loads are also stated in gross tons. u* o H tn H O iy> -< < ce o b p ■< o J S D S S < CP CO 00 r- i-o w CO <- CO H tT CP Ci CP CO o 00 00 CO CP ci ^ (PI PI cri CO PI PI p. pi co’ pi o CO *T O CP Pi c: ^ 'T 1— < CP 00 a. ^ f-M ^ ^ ^ a> CO CP Pi (P< — LO l- P« w- p< ~ • ^ r-* r* CP Ci G\J ci 00 ■o- (P( CP pi CO o Pi CP t-; o -O; cp‘ -O' — o rt Tf uo 00 cp> O CO CP CO CP P. Q. ^ r-t '2 c: lO •O' Pi o CP CP CP CP C 00 -O; GO ^ Pr CO ci CP GO 0 ,PI CP* CP PI J- CP oc o Tt'uo CP 00 cp (M PI ip 00 »P 00 — CO cx r—< — — PI • 4 >^ rf o uo — ' o ip PI oo CP cr: CO cp'pi CTi Pi CO CP CP o CP 00 Pi O CP 00 ci o’ CP CO o L.O CP t-' Pi "O' Tt 00 or — tp liO D. — PJ — PI PI CP lO tT uo — 00 op 1 ■* PC lO ^ Tt CO PI O 00 C 00 iri IP pi —( Tf CP •^ Cp’ O'. o CP 00 Pi r- CO CP >—■ ip ^ C: ! _ ^ P. ^ ^ 1 r. 1 . - 's PJ (TJ CO liO O I-O CO rt JO CO "O' Ip 00 up pi Tf up CP up ci p l> Pi o PI IP 00 00 CO 'OO CO 00 PI ^ ^ — PI PI PI PI CO ^ C« ■/ ^ ___ C*< i.'i P. CO CP 1(0 lO —1 — CP O ip o IP O Ip "s ■rf CO oi Pi (pi CP pi pi pi Pi r-^ CO »P (Pi CO CO (Pi uo p. IP (P Cl - PI ^ W i'V -lAj lo CO c- ' V#x ^ up CP CP CO o CP CO o CO O CP G up O UO pi CO "P* CP CO Pi CO cri cp’ PI IP o up o O QU uo 00 up CO ai •) G. ^ 1—^ f—H PI PI CO CO CO •*i' CO ip Load at 20 miles per hour. Velocity with Maximum Load. m c»5 00 ro C'j o O ic f—H r— • - -T PT' — h Available IP cp 00 C PI PI IP 00 Ip 00 — c for adhesion r-i 1—1 ^ ^ PI > On one pair *4r of wheels. uo CP rj* up cp •’t up cp c z. Of Eneine.. | O PI -T (.y up ^ ii: I’ — <• > U Q • . ^ S o o o £ CO ^ T. < ^ :b ^ S ’S (/! < -C P bJQ Hi 0/ !4 ^ ly IST Pas 1 O «5 PI 1- CO TABULAR STATEMENT, iKshibiting the number of Inhabitants in 1840 and 1845—the Exports and Imports—the number of Mills, Factories, .fee., in the several counties through which lines have been traced for the Cleveland, Columbus, and Cincinnati 65 'O o ce X Tanneries. 00 Oi 00 ^ O Saw Mills. i-' to 00 CO o O 05 O t-H ^ Foundries. OO -04'—it0t0t>- 05 to -rtt 05 to 00 K O Ps s t-H Merchandise- O O O O to 04 O to to O 00 CO I-H to 04 r-H to rf to 00 T}< I-H I-H 04 I-H I-H I-H I-H Total amount of Exports. QD04 04 tOtOCO»>- 04 O rH rf l-- CO -tf 04 CO 00^ 05^ tl5 i-H I-H t— to I-H 00 I-H I-H I-H CO 04 I-H —H I-H Tobacco. 448 50 Tallow. 1 O CO O O O to 1 to CO 04 CO to ' ; Pot and Pearl Ashes. O to to o o o o O 04 to O 04 o 04 rf I-H I-H 04 Wool. O to CO 00 o o o O 04 04 CO to C5 O I-H I-H I-H I-H o ! ^ * Butter and Cheese. ■ to 04 to CO CO to to 05 00 05 o to to rH 04 04 I-H CQ H Pork and Lard. 00 to to 04 I-H 04 O CO 05 to CO t-- 00 to 00 rH to CO to to I-H I-H rH O X w Flax Seed. ooico-ntootor- IH to CO I-H 04 rH CO Grass Seeds. to CO O 00 to CO o to rH 04 to to CO CO 04 tr- Com &. Oats o o o o o o o rH 04 to O O to O CI^ CO^ CO^ to CO CO I-H rH 04 I-H CO Wheat and Flour. o o o o o o o o o o o o o o HjH to 00 O O 05^ o, QO to"' -rf -vj* ih'' co' to CO 04 I-H rH Population, 1845 I i rfCOto-:tQOt.OtH to CO 4^ O to 04 O lO^ 00 00^ 00 04^ I-H r- O to C?5 Cft O CO Ht 04 rH Tji CO 04 CO 04 i) 1 Population, 1840 04 O 04 00 00 to O to to eo o 00 t- to CO t-:, to 00 to 00 Ht to"' 00 05 04~ rH rH CO rH 04 04 't'on.viiEs,| i i .Medina, j Marion, i Richland. { Wayne, j Holmes, Knox, Delaware, I 66 I • CHARTER OF THE CLEVELAND,. COLUMBUS, AND CIN¬ CINNATI RAIL ROAD COMPANY. PASSED MARCH 14, 1836. Sec. 1. Be it enacted hy the General Assembly of the State of Ohio, That John H. Groesbeck, Oliver M. Spencer, and their asso¬ ciates, and such persons as may hereafter be associated with them, shall be, and they are hereby created a body politic and corpo- rate, by the name of “ The Cleveland,-Columbus, and Cincinnati Rail Road Company,”, for the purpose of^constructing a*Rail Road from the city of Cleveland, through the city of Columbus, and the town of Wilmington, to the city of Cincinnati; and they are hereby invested with the powers and privileges which are by law incident to corpora¬ tions of a similar character, and which are necessary to carry into eff^t the objects of the company ; and if any of the persons above « * named, shall die, or neglect to exercise the powers and discharge the duties hereby created, it shall be the duty of the remaining persons, or a majority of them, to appoint suitable persons to fill such vacan¬ cies. Sec. 2. Fixes the capital stock at *three millions, in shares of one hundred dollars, and prescribes the mode of opening books. (Sz:c. Sec. 3. Provides for the choice of nine directors. Sec. 4. If election of officers be not made at the proper day, then t on any other provided by the bye-laws. Sec. 5. Instalments may be required at the rate of ten dollars per share, as often as once in sixty days, thirty days previous notice being given in every county through which the road passes. Sec. 6. If subscribers do not pay instalments, their*stock ‘may be sold on thirty days notice, at auction, and they are liable for any de¬ ficiency. Sec. 7. That the said corporation be, and they are hereby author¬ ized, to cause such examinations and surveys to be made, by tbeir agents, surveyors and engineers, of the ground lying in the vicinity of said route, as shall be necessary to determine the most eligible and expedient route, whereon to construct said Rail Road ; and the exam¬ ination being made and the route determined, it shall be lawful for said corporation, by themselves or their lawful agents, to enter upon, and take possession of all such lands, materials, and real estate, as may be indispensable for the construction and maintenance of said Rail Road, and the examination requisite and appertaining thereto ; but all lands, materials, or real estate, thus entered upon, used or occupied, which are not donations, shall be purchased by the corporation, of the, owner or owners, at a price to be mutually agreed between them ; and in case of disagreement, as to the price, or if the owner be a married woman, infant, insane or an idiot, or non-resident of the coun¬ ty, it shall be the duty of the commissioners of the proper county, up¬ on a notice to be given them by either party, in writing,* and making satisfactory proqf that the op.p^ite party, if living in the" county, or the husband of such married woman, or guardian of such infant, or insane person, if living in the county, has had at least three days no- tice of the intended application, to appoint three disinterested free¬ holders of the proper county, to determine the damages which the owner or owners of the lands, materials, or real estate so entered upon, or used by the said corporation, has or have sustained, by the occupa¬ tion or use of the same ; and upon payment, by the said corporation, of such damages, to the person or persons to whom the same may be awarded as aforesaid, then the said corporation shall be deemed to be, and stand seized and possessed of the use, for the purpose of said road, of all such lands, materials, or real estate, as shall have been apprais¬ ed; and it shall be the duty of said appraisers to deliver to the said corporation, a written statement, signed by them, or a majority of them, of the award they shall make, containing a description of the land, materials or real estate appraised ; to be recorded by the said corporation, in the commissioners’ office in said county : Provided^ That either party shall have power, except in cases only where mate¬ rials are used, to appeal from the decision of the said appraisers, to the court of common pleas of the proper county, at anytime within twen¬ ty days after the appraisers shall have made their return as aforesaid, and said court shall proceed thereon as in case of appeals, on applica¬ tion for damages in laying out and establishing county roads. Sec, 8 . Appraisers to be sworn. 68 Sec. 9. That the said corporation shall have power to determine the width and dimensions of said Rail Road, not exceeding one hun¬ dred feet in width ; whether it shall be a double or single track ; to regulate the time and manner in which passengers and property shall be transported thereon ; and the manner of collecting tolls for such transportation ; and to erect and maintain buildings for the accom¬ modation of the business of the corporation, as they may deem advi¬ sable, or for their interest. Sec. 10. That said corporation may construct the Rail Road across, or upon any road, canal, highway, stream of water, or water course, if the same shall be necessary; but the said corporation shall restore such road, canal, highway, stream of water or water course, thus in¬ tersected or crossed, to its former state of usefulness, or in such man¬ ner as not to impair its convenience, usefulness or value, to the own- ' ers or the public. Sec. 11. Fixes the rates of toils. (Repealed.—See Sec. 5 of amendment.) [See Section 10—Law of February, 1846.] Sec. 12. Directors to make dividends. Sec. 13. Directors may appoint all officers, and may pass all ne¬ cessary bye-laws. Sec. 14. If the Legislature of this State shall, after the expiration of thirty-five years from the passage of this act, make provision by law for the repayment to said company of the amount expended by them in the construction of said road, together with all moneys ex¬ pended by them for necessary permanent fixtures at the time of pur¬ chase for the use of the said road with an advance of fifteen per cent, thereon, then said road, with all fixtures and appurtenances, shall vest in and become the property of the Slate of Ohio: Provided, That the sum to be paid by the State for the said road and appurtenances, shall not be less, in the aggregate, than the amount expended in the con¬ struction thereof, and six per cent, per annum thereon, after deduct¬ ing the dividend received by the stockholders. Sec. 15. Suits to be commenced by serving process on a director, ten days1)efore return. Sec. 16 . When the road is finished, a statement of the cost shall be filed with* the Secretary of State. 69 Sec. 17. Other companies may intersect or unite with this road. Sec. 18. Persons doing any willful injury to the road, liable to civil suit and to indictment. Sec. 19. Fixes time within which road must be begun and com* pleted. (Repealed.—See Amended Charter, 7th Sec.) Sec. 20. That whenever the dividends of said company shall ex¬ ceed the rate of six per cent, per annum, the Legislature of this State may impose such reasonable taxes on the amount of such dividends as shall be received from other Rail Road companies. [See Section 12—Law of Februaryj 1846.] V 70 AMENDED CHARTER. PASSED MARCH 11, 1845. Sections 1 & 2, Revive original charter and name commission¬ ers, and provide for opening books. Sec. 3. The said company shall • commence their Rail Road at some convenient point at or near the city of Cleveland, in the county of Cuyahoga, and to locate and construct the same on the most conven¬ ient route, leading towards Columbus, in Franklin county ; Provided^ however^ That said company may unite said Rail Road with any other Rail Road which now is, or hereafter may be, authorized by the Gen¬ eral Assembly to be constructed, leading from any point at or near Lake Erie, to or towards the southern part of the State; and, further I • provided^ that the said company shall not be required to const^*uct the ’ said Rail Road for the whole distance named in the act hereby revived, unless, in the judgment of the directors, the interests of the said com- t pany may so require. Sec. 4. .The subscribers to the capital slock of said company shall pay for the amount of stock subscribed by them severally, in such instalments, and at such times, as the directors shall determine, of which public notice shall previously be given, by advertisement, for at least thirty d lys, in some newspaper in general circulation, in each of the counties where books of subscriptions shall have been opened. Sec. 5. The said company shall have power to demand and re¬ ceive for the transportation of persons and properly over said Rail Road, or any part thereof, such rates as the directors of said company may deem reeisonable. [See Section 10—Law of February, 1846.] Sec. 6. The said company shall have power to mortgage, hypo- ^ thecate, or pledge all or any part of the said Rail Rood or other per- sonal or real property, belonging to said company, or any part or por-. lion of the tolls or revenues of said company, which may thereafter accrue, for the purpose of raising money to construct said Rail Road, or to pay debts contracted in the construction or repairs thereof; pro¬ vided said company shall not contract debts or liabilities to a greater amount than the amount of the stock subscribed, and held by respon-- sible stockholders, and remaining unexpended, together with the means on hand, and that which may be reasonably expected to accrue within three years from the time of making such contract, unless, at the time of making said contract, the party contracting with said com¬ pany be informed of such want of means on the part of such co npa* ny, and, by agreement in writing, specify the time or manner in which such debt shall be paid. Sec. 7. If the said Rail Road is not commenced within five years from the date of this act, the privileges granted by this act, and the act hereby revived, shall cease and determine. r FURTHER PROPOSED MODIFICATIONS OF THE CHARTER. In February, 1846, the Legislature passed a law authorizing tho City of Cleveland, and several Counties, to subscribe to the stock, but requires the Company to assent to the following alterations in the Charter, if they permit the subscriptions. Sec. 7 —Provides that after ten years from the completion of the Road from Cleveland to Columbus, the Company shall be liable to pay one-half the rates of tolls charged on the Canal at the time, on .so much of the property transported during the season of navigation, from one end of the Road to the other, as the Board of Public VVoiks shall have good reason to believe would have been transported on the Canal; and if the Company be dissatisfied with the decision of the Board, an appeal can be taken to the Supreme Court of Franklin county. Sec. 10 —Provides that after the end of ten years from the com- pletion of the Road, and at the expiration of every ten years thereaf¬ ter, the Legislature shall have the right to fix the rates of transporta¬ tion lor property and passengers, but not so tis to reduce the profits of the Company below twelve per cent, per annum. Sec. 11 —Provides that if the United States Government and the Company cannot agree upon the prices charged by the Company for , transporting munitions of war and the mail, and the Board of Public Works considers the prices too high, the Governor may determine/ them, but shall not interfere with the arrangements of the Company, as to time of starting trains, or any other arrangement. Sec. 12—Provides that after ten years from the completion of the Road, the Legislature may repeal the 20th section of the original Charter, which authorizes taxes upon dividends, and may levy the same taxes and in the same way, as by a general law may be levied upon other roads.