PROPOSED RAILWAY LINES
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REPORT OF J. T. NORTON, C. E.
PUBLISHED BY
THE BUREAU OF INSULAR AFFAIRS,
AVA 11 DEPAREME N T,
JULY, 1 9 O 3 .
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
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SHOVES PROPOSED
RAILWAYS IN LUZON
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PROPOSED RAILWAY LINES
IN THE
ISLAND OF LUZON.
REPORT OF J. T. NORTON, C. E.
PCBLISHED BY
THE BUREAU OF INSULAR AFFAIRS,
WAR DEPARTMENT,
JULY, 1 9 O 3 .
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1903.
War Department,
Document No. 206.
Office of the Chief of the Bureau
of Insular Affairs.
PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON.
Washington, D. C., June 30, 1903.
Hon. W. H. Taft,
Civil Governor Philippine Archipelago.
Dear Sir: In accordance with your verbal instructions, have made
a reconnoissance of the proposed railway lines in northern Luzon, and
have the honor to submit the following- report and estimate of cost:
manila to aparri.
Alanila terminal.be governed almost entirely by the cost of
right of way and whether passage can be had through Government
lands. Access should be had to the new harbor south of the mouth of
Pasig River, or to the same river, on south side, below the Bridge of
Spain. If neither of these projects is possible, then to the Pasig
River above the Bridge of Spain. Terminal switching yards, shops,
storehouses, etc., should be located as near Manila as an advantageous
site can be had at a reasonable cost.
Route.—As shown on accompanying map is recommended, passing
through 01* near the following points: Caloocan,Meycauayan,Boeave,
Baliuag, San Ildefonso, San Miguel ele Mayurao, San Isidro, Cabana-
tuan, Bongábon, Pantabangan, Carranglan, Caraballo Pa.ss, Aritao,
Bayombong, Bagábag, llagan, Tumauini, Tuguegarao, Ragsiping,
Lal -lo, and Aparri. This follows the valley of the river Pampanga on
the left bank to its head, thence over the Caraballo Pass, and down
the Magat and Cagayan River valleys, on the left bank of both. It is
unfortunate that all the principal towns of the Cagávan Valley are on
the right bank. In spite of this, however, the left bank is recom¬
mended for the location of the line, as crossing the Cagayan would
require a large sum for bridge. There seems little prospect for
branches from main line to east and a very good one for branches to
west. If main line were on right bank of river, such branches would
have to cross the Cagayan. The majority of buildings in all the towns
in this valley are of bamboo and grass construction, which are neither
costly nor durable. There are alternative locations at three different
points, all shown on map by dotted lines. The ffrst crosses the Pam¬
panga at Cabanatuan, going via Talavera, San José, and Puncan, to
; oin the other line at Carranglan. The second is a detour to the east
petween Pantabangan and Carranglan to avoid 3 miles of canyon
work. The third leaves the line recommended at Bagábag, going via
Diadi, Estella, Carig, Echagüe, Canáyan, and Reina Mercedes, to a
junction with the other line between last-named place and llagan.
These changes of line are simply possibilities that should be brought
n
Ü
4 PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON.
to the notiee of locating- engineers. A horseback reconnoissance over
them will doubtless decide at once whether it is worth while to make
actual surveys or not. Line recommended, as shown on map in red, is
in canyon 9 miles between Bongadonand Pantabangan. Photographs
Nos. 8 and 4 are views in this canyon. Attention is also called to blue¬
print map of same canyon. Between Pantabangan and Carranglan
there will also be about 3 miles of canyon work. Between Bagábag
and Oscarez there is 20 miles of canyon work. Attention is called to
blue-print map of this canyon and to photographs Nos. 18 to 20,
inclusive.
Grade.—A maximum of one-half of 1 per cent compensated can be
used on entire line except on the mountain work between Carranglan
and Aritao in getting over the Caraballo Pass. This has an elevation
of 3,750 feet above sea level, and a grade of 3£ per cent compensated
will be needed. The mountain slopes are very steep and liable to
slide, especially on the south side; thus it is important to lighten the
work as much as possible. Development will begin on south side at
an elevation of about 1,150, and end on north side at about 1,550 feet
above sea level. Panorama photographs Nos. 7 and 8 will give some
idea of these mountain slopes and the possibilities of development.
Curvature.—Need not exceed 4 degrees, or 1,433 feet radius, except
on canyon work and development on both sides of Caraballo, where
10 degrees, or 859.8 feet radius, will be necessary.
Transportation.—From Manila to Calbanaturan there isa fair road,
much of it metaled. It lacks many bridges, however, and some of the
existing ones need repairs. From Cabanaturan to 3 miles north of
Bongábon the road is little better than a trail, but could be made into a
good wagon road at slight cost excepting bridges. From last point to
Pantabangan the trail is very rough, and a wagon road would be
costly. From Pantabangan to foot of Caraballo wagon road could be
made at reasonable cost. There are four large rivers to ford between
Manila and Carranglan—the Angát, Rio Gapán, Santor, and Rio
Pantabangan. In the rainy season some sort of ferry would have to
be arranged at these points. From Aparri river transportation is
available in the rainy season to Reina Mercedes, and in the dry season
for lightly loaded boats as far as Ilagan, with three or four portages,
and possible trouble with sand bars at many other points. This refers
only to small "barangays" carrying a few tons. Steamers drawing
12 feet can ascend as far as Lal-lo. Wagon road on left or west bank
of Magát River can be easily made from Reina Mercedes to foot of
Bennett Canyon, 4 miles south of Oscarez. From here to Bagábag,
20 miles, a wagon road would be very costly. From Bagábag to
Bayomboug there is a good wagon road, except that bridges need
repairing. From Bayombong to foot of Caraballo there is a good
trail, which could be made into a. wagon road at reasonable cost, but
crosses Magát River, which can not be forded for da}-s at a time in
the rainy seasou.
Tunnel.—Report of April 2 last estimated length of tunnel necessary
at Caraballo Pass at 1,000 to 2,000 feet. Upon closer examination
have changed this to 4,000 feet, and estimate will be made for latter
length. Native timber can be used for timbering, if same is necessary.
Traffic.—Is almost an unknown quantity. The whole country is in
bad condition from war and pestilence among men and beasts. From
Manila to Bongábon is a fine agricultural country and thickly settled
as far as Cabanaturan. This portion should pay within a year or two.
PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON. 5
From Bongábon through to Ca gay an Valle}7 much of the country is
mountainous and the valleys, while apparently good land, are not
thickly settled. Traffic here will be a question of development and
settlement of the country by reason of the building of the railway,
and will take time. In regard to the Caravan Valley, the tobacco
grown there all goes to Manila, and there is no reason why it should
not go by railway, if there were one, as navigation on the Cagayan
River, except from Alcalá to A parr i, is difficult all through the dry
season by reason of shoal water, and in the rainy season because of
swift current. Taken as a whole, the line would hardly pay operat¬
ing expenses for the first two years, and no interest on capital invested
until four or five years. Eventually, if the country develops as it
should, there will be a heavy traffic, both passenger and freight.
Photographs Nos. 1 to 24, several of them before referred to, were all
taken between Manila and Aparri, and will help to give an idea of the
country. Attention is especially called to Nos. 22 and 23, showing
tobacco and corn fields in the Cagayan Valley. A few miles south of
Aritao and near the proposed line is a vast deposit of fine granite. It
is in the shape of large bowlders, covers several hundred acres of
ground, and can be easily and cheaply quarried when means of trans¬
port are to be had. In the Manila Harbor sea wall there are blocks
of granite of no better quality that were imported from Hongkong.
Estímate: Manila to Aparri.
[336 miles.]
United States
currency.
General officers and beads of departments, except engineering, 336 miles,
at §465 §156, 240
Location, 336 miles, at $5111 37,296
Right of way, including damage to houses, 336 miles, at §60 20,160
Clearing and grubbing, 336 miles, at §30 . 10,080
Engineering expense during construction, 336 miles, at §126 42,336
GRADING.
Manila to lower end Pantabangan Canyon, 1,092,000 cubic yards earth, at
25 cents . 273,000
Thence to mouth Pantabangan River, 675,000 cubic yards earth, at 25 cc nts. 168, 750
Thence to mouth Pantabangan River, 225, 000 cubic yards solid rock, at
85 cents 191, 250
Add for slides 5 per cent total yardage, two items above, 45,000 cubic
yards earth, at 25 cents . 11,250
Mouth Pantabangan River to canyon, 120,000 cubic yards earth, at 25
cents 30,000
Through canyon, 225,000 cubic yards earth, at 25 cents 56,250
Through canyon, 75,000 cubic yards solid rock, at 85 cents. 63,750
Add for elides 5 per cent total yardage, two items above, 15,000 cubic.
yards earth, at 25 cents 3, 750
Thence to river above Carranglan, 60,000 cubic yards earth, at 25 cents .. 15,000
Thence to where development begins, 54,000 cubic yards earth, at 25 cents. 18,500
Beginning to end of mountain, grade, 1,453,500 cubic yards earth, at 25
cents ... 363,375
Beginning to end of mountain grade, 161,500 cubic yards solid rock, at 85
cents 137,275
Add for slides 5 per cent total yardage, two items above, 80,750 cubic
yards earth, at 25 cents 20,187
Cáraballo tunnel (not included above), 4,000 linear feet, at $52 208,000
Foot of mountain to Bayombong, 232,800 cubic yards earth, at 25 cents .. 58, 200
Bayombong to head Bennett Canyon, 120,000 cubic vards earth, at 25
cents " 30,000
Head to foot Bennett Canyon, 720,000 cubic yards earth, at 25 cents..... 180,000
6 * PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON.
United States
currency.
Head to foot Bennett Canyon, 180,000 cubic yards solid rock, at 85 cents. $153, 000
Add for slides 5 per cent total yardage, two items above, 45,000 cubic
yards earth, at 25 cents 11,250
Foot Bennett Canyon to opposite Osearez, 48,000 cubic yards earth, at 25
cents 12,000
Thence to opposite Tuguegarao, 552,000 cubic yards earth, at 25 cents 138,000
Thence to opposite Alcalá, 240,000 cubic yards earth, at 25 cents 60,000
Thence to opposite Aparri, 720,000 cubic yards earth, at 25 cents 180,000
Ditching 336 miles, at 300 cubic yards, 100,800 cubic yards earth, at 25
cents ..." 25,200
BRIDGING.
Creosoted timber trestle, 643 spans, 15 feet each, at $157.15 101,047
Masonry, 50,720 cubic yards, at $7 . «405, 760
Excavation for masonry, 25,360 cubic yards earth, at 50 cents 12, 680
Steel bridges in place, 5,377 tons, at $126.90 ' 682, 341
Creosoted timber deck for steel bridges, 9,365 linear feet, at $167.74 per
100 feet 15,709
TRACK.
Rail, 31,685 tons, at $35.75 1,132, 739
Angle bars, 1,898 tons, at $56.25 106, 762
Track bolts, 171 tons, at $73.15 12,509
Track spikes, 897 tons, at $61.90. 55,524
Track ties, creosoted, 2,640 per mile, 887.040 pieces, at $1 887,040
Track laying, 336 miles, at $250 _ 84,000
Surfacing, 336 miles, at $50 16,800
Ballasting, 336 miles, at $S00 268, 800
Sidings, complete, 4 per cent length of main line, 13.4 miles, at $9,480 127,032
Telegraph line, 336 miles, at $160 53, 760
Water service, 22 stations complete, at $2,000 44,000
Total J. 6,675,602
DAGÚPAN TO LAO AO.
Route*—Starting from Dagupan, line should pass through or near
Mangaldan, San Fabian, Santo Tomas, Aringa}', San Fernando, Bag-
notan, and Balaoang. Between the last-named and Tagudin the river
Anitaragan comes down from the mountains, and on reaching the flat
country divides into a number of shallow channels, which, during each
rainy season, are constantly filling up and changing. Line should
swing to the east and cross the stream mentioned where it comes out
of the mountains and has a stable channel. Line will pass near Tagu¬
din and thence through or near Santa Cruz, Santa Lucia, Candon,
Santiago, San Esteban, Narvacan, and Vigan. Just south of Vigan
line will cross the Abra River, which also has a changing channel.
Crossing should be made where river emerges from mountains, for
reason mentioned before, thence swinging back to near Vigan. From
last point line should pass through or near Santo Domingo, Magsingal,
Cabugao, Badoc, Batac, San Nicolas, and Laoag, the terminus. At
Currimao, between Badoc and Batac, hills will force line down almost
to sea. Line as recommended is shown on map by broken lines. An
alternative location is shown by dotted lines opposite Balaoang. This
alternative location is longer, but may prove cheaper if the line via
Balaoang turns out*»to be heavy work, as the coast would be light
grading.
Grade#.—A maximum of one-half of 1 per cent, compensated, can
PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON. 7
be used over whole line, with possible exception of the two places
where line approaches foot of mountains to obtain better stream cross¬
ings, where it may be necessary to use 1 per cent, compensated.
Curvature.—Need not exceed 4 degrees, or 1,433 feet radius.
Transportation.—There is an excellent road from Dagiipan toLaoag,
except for a few miles near the seashore, where it is rather sandy.
Bridges are mostly in good condition, but are lacking at the large
streams, which must be forded. The one that will give the most
trouble is the Abra, near Yigan. The road is metaled with gravel or
broken stone the greater part of the distance. Material and supplies
can come by sea to San Esteban, Baudan, and Currimao, except during
the southwest monsoon, and to San Fernando and Salomague all the
rear. - Line will be near the sea at all the places mentioned except
IPandan and Salomague, where the distance will be about 4 and 2
miles, respectively.
Traffic.—Line will be through a rich agricultural and well-populated
country except a few spots here and there where mountains come
down almost to the sea. As a rule, the flat coast country is from 5 to
20 miles broad. The line will be expensive on account of the amount
of bridging needed, but if the country has no new misfortunes or
return of the old ones, it should pay a fair interest on the investment
after the first jTear at least.
Estimate, Vagupan to Laocig.
(16S miles.)
United States
currency.
General officers and heads departments, except engineering, 16S miles, at
$465 $78,120
Location, 168 miles, at $89 14,952
Right of way, including damage to houses, 168 miles, at $80 13,440
Clearing and grubbing 168 miles, at $25 4, 200
Engineering expense during construction, 168 miles, at $126 21,168
(.¡HADING.
Dagupan to San Fernando, 522,000 cubic yards earth, at 25 cents 130,500
San Fernando to Balaoang, 224,400 cubic yards earth, at 25 ceuts 56,100
San Fernando to Balaoang, 56,100 cubic yards solid rock, at 85 cents. 47,685
Balaoang to 4 miles north, 32,000 cubic yards earth, at 25 cents 8,000
Thence to Tagudin, 60,375 cubic yards earth, at 25 cents 15, 094
Thence to Tagudin, 20,125 cubic yards solid rock, at 85 cents 17,106
Tagudin to Candon, 205,000 cubic yards earth, at 25 cents 51,250
Candon to Solbec, 259,350 cubic yards earth, at 25 cents 64,837
Candon to Solbec, 13,650 cubic yards solid rock, at 85 cents 11,603
Solbec to 3 miles north, 75,000 cubic yards earth, at 25 cents 18, 750
Solbec to 3 miles north, 75,000 cubic yards solid rock, at 85 cents 63, 750
Thence to Laoag, 655,500 cubic yards earth, at 25 cents 163, 875
Thence to Laoag, 34,500 cubic yards solid rock, at 85 cents 29,325
Ditching, 168 miles at 300 cubic yards, 60,400 cubic yards earth, at 25 cents. 12,600
BRIDGING.
Masonry, 41,608 cubic yards, at $7.50 312,060
Excavation for masonry, 20,804 cubic yards, at 50 cents., 10,402
Creosoted timber trestle, 616 spans 15 ïeet each, at $162.15 99,884
Steel bridge in place, 5,097 tons, at $128.90 657,003
Creosoted timber deck for steel bridges, 8,700 linear feet, at $177 per 100
feet., 15,399
8 PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON.
TRACK.
United States
currency.
Rail, 15,842 tons, at $37.45 $593,283
Angle bars, 949 tons, at $58 . 55, 042
Track bolts, 86 tons, at $74.85 6,437
Track spikes, 449 tons, at $63.60 • 28, 556
Track ties, e.reosotecl, 2,640 per inile, 443,520 pieces, at $1.05 465, 696
Track laying, 168 miles, at $250 42,000
Surfacing 168 miles, at $50 - 8,4C0
Ballasting 168 miles, at $800 * 134, 400
Sidings complete, 4 per cent length main line, 6.7 miles, at $9,785 65, 559
Telegraph line, 168 miles, at $170 28,560
Water service, 11 .stations complete, at $2,000 22,000
Total... 3,367,036
MANILA TO BATANGAS.
Route.—From Manila the line should pass through or near Pineda,
Muntinlupa, Biñang, Santa Rosa, and Calauiba, skirting the west shore
of Laguna de Bay between Muntinlupa and Calamba. Leaving the
lake shore at Calamba, line should* cross Rio San »Juan and then follow
up the right bank through or near Santo Tomas, Tanáuan, Lipa, and
San José to Batangas, crossing the San Juan River the second time at
Tanáuan. Line as recommended is shown on map by broken lines.
An alternative location, shown by dotted line on map, leaves line at
Calamba and follows left bank of San Juan River, passing to the west of
Santo Tomas and Tanáuan to a junction a few miles south of Tanáuan,
thus avoiding two crossings of the San Juan River.
Grade.—Maximum will be per cent compensated.
Curvature.—Maximum will be 6° or 95o. J feet radius.
Transportation.—From Manila to Muntinlupa there is at present
only a trail, but a wagon road could easily be built. From Muntinlupa
to Batangas there is a splendid metaled road, which in no place is
more than 2 miles from the proposed railway location. Material and
supplies can also come in by sea at Batangas.
Traffic.—The section of country tributary to proposed line has suf¬
fered neavily from war, pestilence, etc., but is well settled, and should
soon be in a prosperous condition. The flat lands along Laguna de
Bay are rich, and both rice and sugar-cane produce well. Sugar mills
are nearly all in ruins, and lands formerly devoted to sugar are covered
with weeds and brush. Some land here is under irrigation, and will
produce a dry-season crop of rice. From Calamba to Batangas the
soil is a brown loam with some sand, and is J or 5 feet thick. Between
Calamba and Santo Tomas is a good sugar countiy, but'at present
mills are in ruins and fields uncultivated. Between Santo Tomas and
Batangas much coffee was formerly grown, between $2,000,000 and
$3,000,000 worth in silver being sent out from the town of Lipa alone
each year. An insect is said to have destroyed the trees several years
ago. Planters are now talking of replanting. Some sugar is grown
in the Lipa district. Taken as a business proposition this line is con¬
sidered as having the best prospects of the three proposed, and should
be a paying property from the day it is put in operation. There is
little to fear from water transportation via river and lake in competi¬
tion betAveen Manila and Calamba, as the shores of the lake are so
shallow that cargoes have to be lightered a mile in small boats.
PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON. 9
Estimate, Manila to Entongas.
(69 mile«.)
United States
currency.
General officers and heads of departments, except engineering, 69 miles,
at $465 $32, 085
Location, 69 miles, at $84 5, 796
Right of way, including damage to houses, 69 miles, at $70... : 4,830
Clearing and grubbing, 69 miles, at $25 . 1,725
Engineering expense during construction, 69 miles, at $126 8,694
GRADING.
Manila to 2 miles north Muntinlupa, 140,000 cubic yards earth, at 25 cents 35, 000
Thence to Muntinlupa, 35,000 cubic yards earth, at 25 cents . . 8, 750
Thence to Muntinlupa, 21,000 cubic yards solid rock, at 85 cents 17,850
Muntinlupa to Calamba, 155,000 cubic yards earth, at 25 cents 38, 750
Calamba to 1 mile north of Santo Tomas, 136,000 cubic yards earth, at 25
cents . 34,000
Thence to Santo Tomas, 36,900 cubic yards earth, at 25 cents * 9,225
Thence to Santo Tomas, 4,100 cubic yards solid rock, at 85 cents 3,485
Santo Tomas to Lipa Summit, 126,000 cubic yards earth, at 25 cents 31,500
Lipa Summit to Batangas, 414,000 cubic yards earth, at 25 cents 103, 500
Ditching, 69 miles, at 300 cubic yards per mile, 20,700 cubic yards earth,
at 25 cents 5,175
BRIDGING.
Masonry, 16,223 cubic yards, at $7 113,561
Excavation for masonry, 8,110 cubic yards, at 50 cents 4,055
Creosoted timber trestle, 96 spans, 15 feet each, at $157,15 15,086
Steel bridges in place, 387 tons, at $126.90 49,110
Creosoted timbel deck for steel bridges, 670 linear feet, at $167.74 per 100
feet 1,124
TRACK.
Rail, 6,507 tons, at $35.75 232,625
Angle bars, 390 tons, at $56.25 21,937
Track bolts, 35 tons, at $73.15 2,560
Track spikes, 184 tons, at $61.90 : 11,390
Track ties, 182,160 pieces, at $1 182,160
Track laying, 69 miles, at $250 .*.. 17,250
Surfacing, 69 miles, at $50 i 3,450
Ballasting, 69 miles, at $800 55, 200
Sidings, complete, 4 per cent of length of main line, 2.8 miles, at $9,480.. 26,544
Telegraph line, 69 indes, at $160 11,040.
Water service, 5 stations complete, at $2,000 10,000
Total 1,097,457
NORTH COAST LINE.
Reconnaissance was made via this route from Aparri to Laoag.
Line from Aparri west could be built very cheaply as far as Claveria,
probably not more than $12,000 per mile. A line beyond Claveria,
however, would be almost impracticable on account of the huge cost
of the "first 20 miles. The mountains rise from the sea for almost the
entire distance, and many points are so narrow and precipitous that
tunnels would be needed. This line is considered entirely out of the
question, as its cost for grading alone would he $150,000 per mile, or
more. If at any time in the future a line is desired across the island
from east to west, the most feasible route would be up the Rio Chico
de Cagayan to its head, thence across to the headwaters of the Abra
10 PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON.
River, and so down to Yigan on the west coast. Photographs Nos. 25
and 26 were taken on the north coast.
SAN NICOLAS PASS.
It was hoped this pass would prove to be enough easier than the
Cara vallo to warrant diverting the Manila-Aparri line thereto, but
the reverse is the case, as it would require a longer tunnel than the
Caraballo. The approaching southern valley is narrow and badly cut
up with ravines. Did not go to the summit of the pass, but far enough
up to make sure of the foregoing facts. Estimated height of pass,
4,000 feet above sea level. Photographs Nos. 27 to 30, inclusive, are
referred to as giving some idea of the approach to pass.
FOLLOWING APPLIES TO ALL LINES.
Labor.—This is by far the most important question in connection
with the construction of railways. The average native laborer of
Luzon does not take kindly to any sort of work except planting and
harvesting rice and fishing. An increase in rate of wages does not
stimulate him to earn more money, but to put in less time. lie is
averse to hard manual labor and to working regular hours under direc-
o o
tion of a foreman. The labor supply has been reduced by war and
pestilence, and what exists is composed of men that are undersized and
weak as compared with the laborer of other countries. There is no
possibility of building the proposed lines of railway or any of them
within a reasonable length ot time except by the importation of Chinese
or other foreign labor. A measure that would aid to some extent
would be the passage of a lawT requiring all able-bodied men residing
within a given distance of proposed lines to work a certain number of
days per month or year on their construction, receiving a fair wage for
so doing. Some of the government railways of Central America were
largely built by laborers of this class, and there was a constantly
increasing number of them who remained voluntarily on the works
after having served their allotted time. Estimates have been based
upon the completion of the three lines within three years after com¬
mencement of actual construction, which w ill undoubtedly require for¬
eign labor. Without such labor the prices given will not apply, as
dragging the construction over five or ten years of time would so largely
increase the administrative expense and interest charges.
Masonry.—Estimates have been made for masonry culverts and
bridge foundations laid with cement mortar. Where stone is not to be
had within reasonable distance, concrete can usually be made of river
gravel. In some places, where neither can be obtained within reason¬
able distance, it might pay to burn brick.
Br ¡dyes.—Timber trestles should be used wherever circumstances will
permit and steel bridges only where absolutely necessary. Trestles
should be of creosoted timber throughout, piles impregnated with 14
and other timber with 10 pounds to the cubic foot. Estimate has been
made on this basis. Native timber is not to be had near any of the
lines except at the Caraballo Pass, on the Manila.-Aparri line. Creo¬
soted timber from American Pacific coast ports will probably be found
cheaper than native hard woods, and native soft woods are out of the
question, except for temporary false work, where they might be used
to advantage when procurable.
proposed railway lines in the island of luzon". 11
Track and roadbed.—Estimate has been made for standard gauge of
4 feet 8i inches, 60-pound steel rail with 2-foot angle-bar joints, and
roadbed of 16 feet on fills and 20 feet on cutting.
Ties.—Track ties should be 8 feet 6 inches long and 7 by 9 inches in
section. Bridge ties should be 10 feet long and 8 by 8 inches in sec¬
tion. Both should be creosoted with 10 pounds to the cubic foot to
withstand climate and insects. Ties from American Pacific coast ports
are recommended. Estimate has been made on foregoing basis.
Native hard-wood ties might be better, but would cost more, even if
the labor to cut and get them out in time were to be had, which is
hardly possible. There is a possibility that it might be better to
import Australian hard-wood ties, but can not give price on them.
In computing cost of construction material it is assumed that all will
enter free of customs charges.
All prices in this report and estimate refer to United States currency.
Mr. C. D. Drew, assistant chief engineer, has been a valuable assist¬
ant throughout, not only in collecting data in the field, but in prepar¬
ing report and estimates. If any credit is due for the manner in which
work has been done he is entitled to a full share in same.
Respectfully submitted.
J. T. Norton,
Ch ief Civil Engineer.
O
Proposed Railway in Luzon.
álSiMSÍ
EFFECTS OF A CLOUD-BURST ON THE SOUTH SLOPE OF
CARABALLO.
PANTABANGAN CANYON, RIO GRANDE DE FAMPANGA.
Proposed Railway in Luzon.
NORTH ENTRANCE TO PANTABANQAN CANYON, RIO
GRANDE DE PAMPANGA, LOOKING SOUTH.
APPROACHING SAN NICOLAS PASS, IN THE PINES.
Proposed Railway in Luzon.
BENNETT CANYON, NAGAT RIVER.
BENNETT CANYON, NAGAT RIVER.
Proposed Railway in Luzon.
BENNETT CANYON, NAGAT RIVER.
Proposed Railway in Luzon.
BENNETT CANYON, NAGAT RIVER.
Proposed Railway in Luzon.
APPROACH TO SAN NICOLAS PASS BY PADRE JUAN TRAIL.
Proposed Railway in Luzon.
BENNETT CANYON, NAGAT RIVER.
Proposed Railway in Luzon.
VIEW OF CAGAYAN RIVER FROM 3 MILES BELOW GAMUT, ISABELA.
TRANSPORTING TOBACCO ON CAGAYAN RIVER BELOW TUGUEGARAO.
1'ropo.sed ILiilway in Luzon.
PANORAMA FROM CARABALLO.
Proposed Railway in Luzon.
APPROACH TO SAN NiCOLAS PASS, LOOKING SOUTHWEST TOWARD SAN NICOLAS.
Proposed Raihvay in Luzon.
BASE OF CLIFF 2 MILES WEST OF PANSIAN, NORTH COAST.
PORT OF SAN ISIDRO, NUEVA ECU A, LOOKING SOUTHWEST DOWN THE RIO GRANDE DE
PAMPANGA,
Proposed Railway in Luzon.
VIEW OF CARABALLO RIDGE, EAST OF PASS FROM 6 MILES NORTHEAST OF SUMMIT.
TOWN OF BALIN AG, LOOKING WEST ACROSS ARGAT RIVER
Proposed Railway in Luzon.
VIEW SOUTHEAST FROM SOUTH SLOPE OF CARABALLO AT ELEVATION OF 1,900 FEET,
SHOWING APPROACH TO PASS.
Proposed Railway in Luzon.
NAGAT RIVER AT REINA MERCEDES, ISABELA, LOOKING SOUTH.
Proposed Railway in Luzon.
BAMBANG AND VALLEY OF NAGAT RIVER, NUEVA VIZCAYA.
VIEW SOUTH FROM ARETAS UP VALLEY LEADING TO CARABALLO PASS.