Roebling,John A.
The great central railroad from
Philadelphia to St.Louis. [18473
UBHAHY
BUB EAU OF RAILWAY ECONOMIC».
WASHINGTON. O. 0.
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LAFAYETTE COLLEGE LIBRARY,
DBS. SI, WIS,
HIT Read and Circulate. ^
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HEU'I
i?47
RAILROAD
Extra.
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THE GREAT CENTRAL RAILROAD,
FROM
PHILADELPHIA TO ST. LOUIS.
BY JOHN A. ROEBLING, C. E.
•' . 'I
Read before the Pittsburg " Board of Trade."
Railways appear to be destined to supersede all
other means of intercommunication. Among the
great mass of modern inventions and improvements,
none perhaps are of greater importance, and will
contribute more to the great and common interests of
mankind, than Railroads and Telegraphs. It is
not improbable, that in a country like Russia, whose
Autocrat has ordered the construction of railways
upon a gigantic scale, this system of iron bands may
first prove another powerful mode of enslaving more
thoroughly the masses of the people, but it will sure¬
ly aid in their eventual emancipation. Railroads
and Telegraphs may be hailed as the latest offspring
of the spirit of the present age ; they have imparted
a new and most powerful impulse to the social
movement, from which will yet flow a vast train of
beneficial results.
One of the best proofs of the advancement of man¬
kind in true civilization is, that the industrial efforts
of nations are no longer squandered upon the crea¬
tion of vast monuments of pride and of war. The
partial attempts at improvements during the middle
age, have been followed by a generous rivalry among
nations, states, and communities, in the construction
(of public works"'of general utility and vast extent,
particularly highways, canals and railroads. So
ffir has this system been successfully developed, that
^we may project works with unerring certainty in ad¬
vance of population and traffic. In place of rail¬
roads growing out of commerce and wealth, the for¬
mer are now creating the latter. Like a magic
I, they open the slumbering resources and long-
treasures of the earth ; convert stone and
iron into gold ; draw into bonds of union and amity
•Mated individuals, as well as communities and na¬
tions; unchain long-cherished prejudices and sel¬
fishness, and cause to be made more simultaneous,
exertions in all that is useful and good. The no¬
bler feelings and senti nents of man are likewise par¬
taking of the benefit of this general move ; they will
be roused to greater activity by the enlarged scope
rendered accessible by the increased facilities of
communication.
While canals and turnpikes (ever since their gen¬
eral introduction) have experienced but little im¬
provement, because they are not susceptible of it—
railroads, on the other hand, have undergone a con¬
stant change towards the better. Sirrce their nature
admitted the application of mechanical power, they
have largely partaken of the benefits, which have
resulted from the late astonishing developments of
mechanical science. To the successful application
of the mighty agency of steam, the vast extension
of the great usefulness of railroads is mainly to be
attributed ; time itself und space have almost been
annihilated. But, I may well ask, where is the
country on earth, as "much to be benefitted by these
modern improvements, as our own? We abound
in the elements of weatlh, but want the means of
moving, working and distributing them ! Inexhaus¬
tible supplies of coal and iron invite us to use and
apply them for the construction of these and other
useful works of art.
The geographical features of the Mississippi val¬
ley, it is said, afford the best guarantee for the stabi¬
lity of this Union. But I think, that with greater
% RAILROAD
co^fidefice yet, we may entrust the future fate of our ,
country to that great net of railways and telegraphs
which soon will spread over the vast extent of its
surface. No less valuable will this network prove,
in a political and national point of view, in case of
war. From the rapidity and certainty of convey¬
ance, which railways afford, at all seasons of the
year, they will serve as, the most effective means for
th.e concentration of troops, at points where they are
wanted, and for the rapid transportation of supplies.
An invasion by the most powerful enemy can be re¬
pelled with little effort. Railroads, in fact, will
vastly contribute to prevent long protracted wars—
civil, as well as national.
The Great Central Railroad, as I would term
it, proposed to be constructed from Philadelphia to
St. Loui4, presents itself among similar projects of
the day, foremost to the serious attention of the citi¬
zens of Pennsylvania—and with peculiar force to
the citizens of Philadelphia and Pittsburg. The
storm of last year having subsided and given place
to a calm, favorable to the discussion of a rnagnifi-
cent enterprize, it becomes now our duty to consider
what is the true interest of the two cities which are
members of the same commonwealth ; and to bring
about a mutual understanding, while there is yet
time. The question before us is no less than the
organization of a. company for the construction of a
continuous railroad from tidewater to the Mississip¬
pi, or from Philadelphia to St. Louis, through the
centre of Pennsylvania, Ohio, Indiana and Illinois.
The whole west is invoked to assist us in this vast
work, which is destined at some future day to be¬
come one of the greatest thoroughfares on the face
of the globe. Preliminary steps have already been
taken for the consummation of one part of this enter¬
prize. The object of the following remarks is, to
advance the good cause by a candid examination of
its merits.
In surveying the geographical features of the vast
extent of country which is to be traversed by the
contemplated railroad, we discover, that it may be
located nearly through the centres of four of the
richest states of the Union, Pennsylvania, Ohio, In¬
diana and Illinois, with an aggregate populalion of
nearly Seven millions. The whole extent of road to
be constructed will be found to be within nine hun¬
dred miles. No railroad has ever been undertaken,
which offers to the projectors more magnificent pros¬
pects of success. Let us look at it for one moment.
Here is the city of Philadelphia forming the eastern
terminus, concentrating within herself immense re¬
sources and wealth, capable of importing and ex¬
porting to any extent, and already the centre of a
great manufacturing district. -From this city, ad¬
vancing west, we pass through the centre of Penn¬
sylvania, by the way of Harrisburg, to Pittsburg,
the gMt workshop of the west, the Birmingham of
America. Here we meet a population of 65,090,
RN AL—EXTRA,
and a va|UcppaerciaL- aajî industrial .business,
which will, in course of time, extend beyond any
calculation which now can be made. Let us only
remember, that there is no point on the face of the
globe, and this is asserted .without admitting a sin¬
gle exception, which is better calculated than Pitts¬
burg and the surrounding country, for the produc¬
tion and manufacture of iron and machinery. This
business is yet in its infancy, but will steadily in¬
crease with the population of the valley of the Mis¬
sissippi. To support the above statements, I will
mention, that the prospects of Pittsburg are based
upon two solid foundations, which time itself can¬
not wear out. One is formed by the inexhaustible
beds of the . best quality of bituminous coal, the
other by the veins of excellent iron ore discovered
throughout the surrounding country.
The products of that immense industry of Phila¬
delphia, Pittsburg, and of the- greater part of Penn¬
sylvania, are to be carried to the west by the pro¬
posed railway, to be exchanged for the rich agricul¬
tural productions of that fertile country. The tjra-
'vel and intercourse xvhich will naturally grow out
of this business, will be conducted by this route at
all times of the year speedy and safe. The main
stem of this road is to be continued from Pittsburg,
—not to the lake, this would at present be a great
mistake—but by the most direct course to Columbus-
in Ohio, thence to Indianapolis in Indiana, and by
way of Terre Haute and Vandalia, to St. Louis in
Missouri. The object of this route is, to traverse
the three great western States, Ohio, Indiana and
Illinois, and terminate at St. Louis, which city is
destined to become the emporium of the greal val¬
ley. The principal part of the business and travel
of these States will, as far as. it can be directed east,
be attracted by this road, legitimately, and without
any farther effort, and will be safely retained for the
future.
To insure to this road the travel and business of
tho§e States, and to make it triumph over its compe¬
titors north and south, its location as well as con¬
struction must be undertaken and conducted upon a
plan, fully commensurate to the great objects to be
gained. The business of the west is within our
reach, we can grasp and retain it with unerring cer¬
tainty, provided we start and act systematically
throughout. The means we should employ are to
be fully adequate to the magnitude of the object we
have in view. Narrow, timid minds never solved
a difficult problem, nor did they ever engage in a
great and bold enterprize, without abandoning it in
despair.
In order to consummate this great undertaking,
all the spare resources of Philadelphia and of Pitts¬
burg are to be appropriated, and just in proportion
as investments will be made, boldly but judiciously,
will they be rewarded in return. This proposition
is susceptible of the strangest proof. No half mea-
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sures will in this case answer the end ; insufficient
capital, and unskillfnliy applied, may start the en-
terprize, but will not succeed in carrying through
successfully, and maintaining it against the vigor¬
ous competition of powerful neighbors.
To be better enabled to judge correctly, I propose
to take a general view of the unprecedented specta¬
cle which at this period is presented by the generous
rivalry of the States of Virginia, Maryland, Penn¬
sylvania, New York and all the Eastern States, to
secure the trade of the Great West. The people of
Maine, New Hampshire, Vermont and Lower Can¬
ada, have engaged in the construction of the Atlan¬
tic and SI. Lawrence railroad, which is to connect
Portland in Maine, with Montreal in Canada. This
road, once completed, will make Portland the second
seaport in the east; it will become the principal port
of entry for the St. Lawrence country, and will ri¬
val Boston and New York in the trade of lake
Ontario and lake Champlain.
The next great route of importance, and partly
commenced, leads from Boston- by way of Concord
to Burlington on lake Champlain, thence to Odgens-
burg on the St. Lawrence. It is to secure to Boston
the trade for which Portland is making an effort.—
It is expected that the local business on the latter
road will be sufficient to maintain it.
Next comes the Great Western road from Boston
to Albany, and its extension to lake Erie by the New
York roads. This route, claims aTitlle more of our
attention, as it will, when completed, come to Some
extent in competition with our own. The great
success of the Western road is wrell known ; it has
astonished and alarmed the city of New York, which
like Venice of old, never dreamed of the possibility
that any part of their so well established business
eould.be diverted. The Western railroad presents
a most forcible argument in support of this neiv
doctrine, that the best water communications are des¬
tined to become subservient to railroads, lor travel
as well as freight. I draw your attention to this
question: if the Hudson river between New York
and Albany, the best steamboat navigation in the
world, 150 miles in extent, is not capable of com¬
manding the trade and travel exclusively, in compe¬
tition with a railroad of over 200 miles long, Irom
Albany to Boston, with two high summits and ob¬
jectionable gradients, what may be expected of the
success of steamboat navigation on the upper Ohio,
in competition to a railroad well located and with
moderate gradients.
Freight is carried by steamboats at the rate of from
2 to 5 cents per 100 lbs. per 100 miles. This is at
the rate of from 40 cts. to $1 per ton per 100 miles.
Coal is transported from Pottsville to Philadelphia
Vy railway at less than SI per ton per 100 miles.—
But whether steamboats charge a few cents more or
less, will little influence the transport of the great
west, while the saving of transhipment and çommis-
m AL—EXTRA. 3
sion, and the certainty, rapidity and safety of con¬
veyance, are of much greater moment to the mer¬
chant and the traveller.
The sagacious citizens of Boston, when they
commenced the Western railroad, had matured an
extensive plan of operations, which they are now
successfully carrying out. They knew that they
could divert a. portion of the trade of New York, by
the construction of the Boston and Albany road.—
They were met by the capitalists of Albany, and
have returned their favors by aiding the Auburn and
Rochester road.. They have succeeded in establish¬
ing an uninterrupted railroad communication from
Boston to Buffalo. The city of New York with her
great natural advantages, looked at their efforts with
indifference and contempt, but wondered how their
eastern neighbors, whose mercantile sagacity has
become proverbial, could forget themselves in under¬
taking such a visionary scheme, of diverting the
trade and travel of the Hitflson river !
The real estate of the city of New York, as is
stated by various statistical writers, advanced since
the completion of the New York canal, from $100,-
000,000 to $252,000,000, when in 1840 the Western
railroad wTas opened. Here progressive increase
has since stopped, while the wealth of Boston, dur¬
ing the same period, nearly doubled; which increase,
it is admitted by all parties, is principally owing to
the success of the Western road.
The great example of Boston cannot be represented
to the contemplation of the citizens of Philadelphia
and of Pittsburg with sufficient force. The success
of the Western road is unparalleled in the history
of railroads. A railway of 202 miles long, with
two summits, one of 1400 feet above tide, the other
918 feet, and with grades of 83 feet per mile, is suc¬
cessfully competing with the steamboat navigation
of the world renowned Hudson, a distance of 52
miles less than the railroad ! Massachusetts has bv
. j
a bold stroke appropriated to herself a share in the
trade of New York, 'which was created at an ex¬
pense of $30,000,000 by the construction of the New
York canals ! The plan of Boston is, to extend
their route direct from Rochester to the Niagara ri¬
ver, crossed below the falls by means of a bridge,
and connect with the Western railroad in Upper
Canada, which is to be commenced this year—will
join the Central road through Michigan, and be con¬
tinued to Chicago.
The success of the Western road has roused the
energies of New York. A renewed activity on the
New York and Erie railroad, and the revival of the
proposed Albany railroad, are the consequences,
The roads now in construction and contemplation
by New York, will be carried o,n as rival lines, and
nearly parallel to the Boston system. Lake Erie
will in a few years be completely encircled by rail¬
roads, connecting with Boston as as with New
York.
4 RAILROAD JOl
The trade of the State of Michigan will be mono¬
polised by these two cities. Philadelphia, however,
has it within her power to appropriate to herself the
greater portion of the lake trade, as far as the trade
is now furnished by the States of Ohio, Indiana and
Illinois. The shipping business of the lakes is
made up by the trade of the surrounding States.—
The lakes themselves offer no element of trade ex¬
cept a lew fish. If, therefore, by the construction of
the proposed Great Central Road from St. Louis to
Philadelphia, the western merchant is offered a di¬
rect and well constructed railroad to the seaport, in
place of the dangerous, tedious and uncertain sea
route, he will most certainly avail himself of the for¬
mer, ior travel as v/ell as transportation. It is not
from the lakes, which are closed five months in the
year, but from the surrounding country, that we ex¬
pect to derive the support of our road.
We are apt to mistake effects for causes. By re¬
moving or changing tfee latter, we are certain to
control the former. This principle applied to the
lake trade, we discover, that by the construction ol
the proposed road, which will intersect nearly all
the present avenues to the lakes at right angles, we
shall at once strike at the main roots of this trade.
The New York canal has been, and is yet, the great
feeder and outlet of the lake trade. But this canal,
like all others, is destined to be superseded by rail¬
roads, and in proportion as this takes place, the
shipping of the lakes will be affected. It is not
maintained here, that the New York canal will be
abandoned as unfit for transportation—being one of
the best situated, and when the enlargement is com¬
pleted, one of the best constructed improvements of
the kind, it will be able to maintain itself in compe¬
tition with railroads. But it will cease to be the ex¬
clusive thoroughfare to the west, the greater bulk of
transportation will go by railroad. It may be added,
that the fast increasing population of the lake coun¬
try and of the west will eventually furpish ample
trade for the support of all, the principal lines in
operation and proposed.
Public opinion has strongly set in favor of a con¬
tinuous railroad from Philadelphia to Cleveland via
Pittsburg. As far as Philadelphia and the lake are
concerned, the connection would be less advantage¬
ous than a direct road to the town of Erie. But
what can be expected from making either Cleveland
or Erie points of termination of a great roa.fl, such
as is now in contemplation 1 At the town of Erie
we would encounter the opposition of the New York
and Erie railroad, (now constructing.) A few miles
more or less of railway transportation will not in¬
fluence tfade, as will appear from subsequent re¬
marks. The superior capital and commercial ad¬
vantages of New York will draw the trade toit;
the great tonnage which will pass over the New
York and Erie fail road, will allow that company to
transport at a low rate, and the consequence will be,
that the lake trade will seek the New York market,
although by a longer route, in preference to the Phi¬
ladelphia market.
The result, however, will be very different, when
we tap the lake trade at its sources, save several
hundred miles of distance, and avoid the risk, dan¬
ger and delay of lake navigation altogether.
The distance from Philadelphia to Cleveland, by
way of Pittsburg and Central route, is 467 miles.
From Philadelphia to town of Erie by the
Sunbury and Erie route 435 "
From New York to Dunkirk, by N. York
and Erie railroad 470 "
From New York to Buffalo, by N. York
canal 508 "
From Boston to Buffalo, by railroad 521 "
These distances show that Philadelphia is as well,
and better situated than New York and Boston for
participation in the lake trade. With respect to rise
and fall, the grades are also in favor of Philadelphia.
But the differences between these routes is too trifling,
to exercise #a decided influence upon the cost of
transportation. The latter will more depend upon ?
other contingencies.
The trade of Ohio, Indiana, Illinois and Missouri,
can be secured to Pittsburg and Philadelphia, with
positive certainty, by the construction of the Great
Central railroad. Neither New York nor Boston
can undertake to compete with this route, which will
intersect all the numerous improvements and lines of
transportation, established in the western States, for
connecting the Ohio river with the lakes. The bu-
sipess carried over these lines, will be intercepted by
the proposed route.
Pursuing a direct course west of Pittsburg, near
Steubenville, we will intersect the great Ohio canal,
near Salem, and proceeding nearly parallel to it for
some distance, we reach Columbus. It will be no
exaggeration when I state, that bv the extension of
our road frqm Pittsburg to Columbus, we will have
secured one-third of the whole lake trade. The
Western Reserve will be pledged to our route; the
whole trade of the valley of Michigan, and of the
Scioto, and as will be seen directly, of the balance
of the State, will be secured. At Columbus we con¬
nect with the road to Cleveland, which is contem¬
plated to be constructed, also with the road to San¬
dusky. Proceeding west, we avail ourselves of the
road to Springfield, and connect with the road to
Cincinnati. The great aim of the State of Ohio, and
of Cincinnati particularly, has been to form commu¬
nications with Lake Erie, and thereby with the city
of New York. If Philadelphia will pursue a judi¬
cious policy, she can take the place of New York,
in relation to the commerce of nearly the whole of
the State of Ohio. Pennsylvania will be readily
met by the liberal policy of that State, in granting
connections, which will render tributary to our road,
nearly the whole of that vast system of improve-
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merits which traverse this State in a north and south
direction.
Will it not be better policy, in place of making a
road from Pittsburg to Cleveland, a point over 100
miles distant from the great centre of trade, to reach
that centre directly by a railway, traversing all the
active lines of transportation at right angles, and at
such a distance from the New York or Lake Erie
line, that the latter can never interfere with the free
operations of this great route? The future success
of the. Central road will require one or two branches
to Lake Erie, but their construction should not now
interfere with the speedy consummation of the main
object. Pittsburg is already connected with the
lake by two water communications, to which an¬
other will shortly be added. The whole tract of the
Western reserve might now reach Philadelphia by
way of Pittsburg, if such was not prohibited by the
high rate of tolls on the Pennsylvania canal.
Let us remetober, that Cleveland itself has no re¬
sources of trade. It is only one of the depots of the
State of Ohio, having derived its importance from
the Ohio canal. By intersecting this canal half
way between the lake and the Ohio river, we shall
secure the greater part of the business now permit¬
ted to reach Cleveland. When we consider the
charges, delays, damages and risks, inci lent upon
the transportation of produce from the Interior of
Ohio to the city of New York, by way of Cleveland,
Buffalo, and Albany, on which routes, three trans¬
shipments and agencies are to be incurred; and we
compare this line to the great central route to Phi¬
ladelphia, without any transhipment, delay, or risk,
and consuming only one-fifth of the time; there is
little sagacity required to foretell the result.
For the transportation of bacon and flour lo the
eastern market, and lor general transportation, the
uninterrupted conveyance by the Great Central
route, will be preferred to any other, even at a high¬
er rate of charges. With the aid of the electric tele¬
graph, the western merchant can be kept constantly
informed of the. state of the market; he will, there¬
fore, never risk, bat will be ready at all times, to fill
an order with certainty within four days notice.—
Speculations and injurious fluctuations will then
cease, trade will be established upon a more solid
basis. It is true that the business of commission,
the heaviest drag upon commerce, will be seriously
affected by such a change, but just in proportion
will the community at large be benefitted.
To prove conclusively that the trade of Ohio,
which now goes to New York, may be directed to
Philadelphia, the following simple statement of facts
will suffice : x
Distance from Philadelphia to Pittsburg,
by the most approved route, w hen final¬
ly located, will not exceed ... ........i. .330 miles.
Distance from Pittsburg to Ohio canal by
Steubenvllle ..105 "
Total, 1'rom Phila, to Ohio jcanal 435 "
ilN AL—EXTRA. 5
A charge of 2\ cents per mile per ton of heavy
freight, is a high remuneration on a good substan¬
tial railroad, with moderate gradients, and doing a
heavy passenger business, beside carrying freight.
Coal is transported on the Reading railroad, at less
than 1 cent per ton per mile. The charges on the
Western road are from 1| to Scents per ton per
mile; flour on that road is carried 202 miles for 30
cents per barrel. The Great Central road will do a
heavier business than any other road in the country,
except the Reading; it will, therefore, be well ena¬
bled to carry western produce at the rate of 2k cents
per ton per mile, or $ 10 87 for the whole distance
from the Ohio canal to Philadelphia. Lighter and
more valuable merchandize will be carried at the
rate of from 3 to 4 cents per ton on $13 05 to $17 40
for the whole distance—equivalent to G5 cents and
87 cents per 100 lbs. Allowing 10 barrels of flour
per ton, this article will be conveyed through at the
rate of $1 08 per barrel.
Now the present average charge for the transpor¬
tation of 1 barrel of flour by the N. Y. canal from
Buffalo to Albany is 60 cents.
Add to this, charge from Cleveland or San¬
dusky to Buffalo 7. .20 cc
From Albany to New York 10 "
Total charge by New York route 90 "
To these charges we have to add the expense of
transportation through the State of Ohio, on the one
hand to the lake, on the other to the railroad, and we
shall find that the Great Central route will be cheaper
than the New York route.
It is quite evident that the New York lines can
never compete with the Great Central, for the'trade
between it and the Ohio river, nor can they aspire
to any considerable portion north of. the railroad.—
To this may be objected, that the charges on the N.
York canal will be reduced when the enlargement
is finished. This is true, but by the time this is ac¬
complished, we shall be prepared to reduce also the
charges on our road. For it is well known, that
the capacity of a railroad, for cheap transportation,
depends in a great measure, upon the extent of its
business, and the Great Central road is destined to
dp the heaviest business in the country.
Neither the New York and Erie railroad, when
completed, nor the Boston line, will be able to com¬
pete with the Great Central ; provided, the business
on the latter can be sufficiently extended, to admit
of lower fares. The distance from the Ohio canal
to Philadelphia was stated to be 435 miles.
The distance from Cleveland to N. York
by the N. Y. and Erie railroad is 640 "
From Cleveland to Boston by railroad.. .740 "
Cleveland is a point nearly opposite to the point
of intersection of the Ohio canal by the Great Central
road; therefore a correct point to start comparisons.
The grade on the latter route will not exceed 45 feet;
those on the New York and Erie, reach 60 feet per
6 RAILROAD J 01
Tilile, while the Bostoïi route has several grades as
high as 83 feet per mile. The conclusion appears
to be legitimate, that neither of the northern rail¬
roads can come in competion with the Great Central
for travel or freight. Owing to its more southern
location, this road will be less impeded by snow
than its northern rivals—which is also an important
advantage.
From Springfield, in Ohio, to Indianopolis, in In¬
diana, the line of the national road nearly indicates
the route to be pursued. Before the State line is
reached, the Miami canal will be intersected, and
its trade secured. The Whitewater canal in Indi¬
ana, which passes through a fertile country, and
terminates at Cincinnati, is the next improvement
which will be crossed. Indianapolis itself forms a
centre from which various lines of improvements
diverge, some finished, others in course of construc¬
tion, others abandoned for the present. The Madi¬
son railroad, which leads from this point to Madi¬
son, on the Ohio river, is in operation, The capi¬
tal of Indiana is undoubtedly the best point for at¬
traction as well as distribution.
From Indianapolis to St. Louis, we wTill have to
follow the general route laid out lor the national
road, by way of Terre Haute and Vandal la, It is
gratifying to learn, that the citizens of St. Louis
have lately agitated the project of a railroad to In¬
dianapolis. I would propose to open a correspond¬
ence, for concerting measures for a simultaneous
move in the east as well as in the west, towards the
same object. The west feels the want of a good
railroad communication with the east. This is the
reason why I have headed this article " The Great
Central Railroad from Philadelphia to St. Louis."—
I wish to draw the attention of our citizens to the
necessity of taking preliminary steps for an early
construction of the whole line to St. Louis. The
States of Ohio, Indiana, Illinois, and Missouri, are
all interested in this work, the completion of which
is not above their abilities, wrben ably supported by
the east. The citizens of St. Louis are aiming for
Columbus, to form a connection with New York.—
This is, therefore, the point where the east will have
to meet the west.
The idea has been suggested to continue the road
from Pittsburg to Beaver, thence diverging to Cleve¬
land and Columbus. But this would be taxing all
the immense traffic from and to the Western States
with the expense, which the additional distance
caused by following the meanderings of the river,
would imposed The additional annual expense, to
which the business of this road would be subjected,
would, in a few years, equal the capital required
for the erection of a railroad bridge at Steubenville.
A direct road from Pittsburg to Steubenville appears
to be feasible by way of Chartiers and Hormaun's
creek, with grades not exceeding 45 feet per mile.
We hive s£eAthat we possess superior advanta-
RN AL—EXTRA.
ges over the northern routes in competing for the
western trade. But we have also to contend with
two formidable rivals in the south, the Baltimore
and Ohio railroad, and the great Virginia route,
projected from Richmond to Guyandot, in a direct
course to Cincinnati.
I propose, first, to examine, to some extent, the
claims of the Baltimore and Ohio railroad. This
road is one of the earliest lines commenced in the
United States. The stockholders of that company
may be denominated the pioneers of railroading. In
their attempt to complete a great railroad, at a pe¬
riod when this species of improvements was yet in
Its infancy, that company has passed through a
great ordeal, by sacrificing vast sums of money by
way of experiments. Their location from Balti¬
more to Harper's Ferry, was originally calculated
for horse power, and the superstructure laid down
with this view. The rapid improvements in the
construction of the locomotive engine soon changed
the whole aspect of railroads ; that location and con¬
struction which was good enough for horse power,
could no longer serve the improved locomotive. A
partial reconstruction of the road from Baltimore to
Harper's ferry, has become a necessary consequence.
The enterprizing citizens of Baltimore are enti¬
tled to great credit for the indomitable energy and
perseverance, which they have evinced in the con¬
struction of the great improvement in question.—
Considering their resources, they have done more
than any other community in this country. They
have, in fact, attempted too much. The emporium
of the little state of Maryland originated the bold
idea of extending a magnificent line of railroads
through the territory of her neighbors, to connect
the Ohio with the Atlantic !
Pennsylvania, as well as Virginia, have at last
become aware of the importance of this great pro¬
ject, and they are now viewing it with the eyes of
rivals. It was by the generous invitations of .the
adjoining States, that the city of Baltimore was
prompted to make exertions, beyond its strength, in
pushing on the enterprize. One branch of the line
has been extended to Winchester, the main stem to
Cumberland. These, together with the Washing¬
ton and York branches, in which the company is
interested, are doing a fair business and paying well.
The stockholders appear to be satisfied with the re-
slit of their efforts ; they feel that they have exerted
themselves to the extent of their ability, and wish to
pause; they are unwilling, as well as unable, to pro¬
ceed in the prosecution of their enterprize for the
present. Unfortunately for this company, two great
rival routes have been prejected with the avowed
object of securing the western trade. The ambition
and future success of these rivals, will influence the
fate of the Baltimore and Ohio; it may delay; and
perhaps totally prostrate, their design of completing
their line to the Ohio river below Wheeling.
RAILROAD JOt
Tn advocating, as a citizen of Pennsylvania, the
Interests of the great Central railroad, I am desirous
of abstaining from all unjust comment on the Balti ¬
more and Ohio railroad or other rival lines. But
as an engineer, who has made the great leading
railroad routes, projected through the different States,
a professional study, and who is ealled on by his
fellow-citizens to state his views upon these impor¬
tant questions, I feel that I should not be doing my
duty, by abstaining from all comparisons.
The original design of the Baltimore and Ohio
railroad company, was to extend their line to Pitts¬
burgh and to Wheeling. Should they succeed in
forming a connection with Pittsburg, which is now
very uncertain, their line would come in direct com¬
petition with the great Central. According to their
reports and surveys, the distance from Baltimore to
Pittsburg, by the most approved route, will be 340
miles. This route is located along Wills' creek, on
the eastern slope of the Allegheny mountain, which
is ascended with a grade of 66 feet per mile for 22
miles long, when the Sand Patch summit is attain¬
ed. The western descent commences at the same
rate of 66 feet per mile, and continues for five miles
long; here the headwaters of Castleman's river are
reached, thence the line continues descending at an
easy rate along the Youghiogbeny and Monongha-
hela to Pittsburg.
The surveyed distance from Baltimore
to Pittsburg, by the above route, is..,. 340miles..
The elevation of the Allegheny summit
above tide, is 2290 feet.
The distance from Baltimore to Wheel-
ing,by the most preferred route, is— 375 miles.
The distance from Philadelphia to Pitts¬
burg bv the Central route, when final¬
ly located, will not exceed 330 "
The elevation of the Allegheny summit,
above tide on that route, is 2184 feet.
To save distance on the eastern ascent of the Al¬
legheny mountain, the engineers of the Baltimore
and Ohio railroad company have surveyed another
route, ascending along Jennings' run, at the rate of
90 feet per mile, and descending with a similar
grade, by Flaugherties' run. Since the machinery
and working of inclined planes has been so much
improved that all danger and delay can be avoided,
It appears, indeed, questionable, whether inclined
planes would not be preferable to 90 feet grades on
the mountain route of the Baltimore and Ohio.
Few of those persons who have not had opportu¬
nities of comparing the maps of the Baltimore and
Ohio with those of the Central route, will be found
willing to credit the above statement of the relative
distances of the two routes. They judge from the
geographical position of Baltimore and Philadelphia
towards Pittsburg, that the distance by railroad from
the latter point to Baltimore, must necessarily be
much less than to Philadelphia, without taking Into
consideration the increase of distance, which may
he caused by the greater and smaller windings of
RNAL—EXTRA. T
the road. The location of the Central toad is re¬
markably straight and direct, while on the other
hand the route of the Balt imore and Ohio is exceed-
:* *
ingly circuitous in its general courses, as well as in
its detail curvature. This was rendered unavoida¬
ble by the serpentine character of the river courses
which had to he pursued, and by the great obstacles
which the steep ascent of the eastern slope of the Al¬
legheny mountain presents to a location.
The passage of the Allegheny Mountains on the
Pennsylvania route, on the other hand, is remarka¬
bly favorable âs to grades and general courses.
This can only be explained by the fact, that the
mountains slope along the Little Juniata, where the
line is located, forms a gradual descent, and gives us
all the distance required, without deviating muçh
from the general course. From Logan's Narrows,
which may properly be considered the foot of the-
eastern slope of the Allegheny mountains on the
Central route, and which point is elevated 891 feet
above tide, we have a distance of 32 miles to the
Summit, which Is 2184 feet above tide. This eleva¬
tion, therefore, might be attained at an average rate
of 40 feet per mile. The location varies from 26|
feet to 45 feet per mile, with some intervening le¬
vels. There are reasons to believe, that by a more
minute and thorough examination, these grades can
be improved.
The curvature on the Central road will be much
less than on the Baltimore and Ohio. The total
rise and fall of the former, however, will exceed that
of the latter. I have not been able to ascertain the
precise amount of curvature on the Baltimore and
Ohio railroad. The want of this item, therefore,
will prevent me from presenting comparative ta¬
bles of the equated distances of the two routes. The
equated distances of the Central route are to be found
in Mr. Schlatter's report. Truth, however, prompts
me to state, that in consequence of the greater
amount of rise and fall on the Central road, the to¬
tal equated distance from Pittsburg to the seaboard,
appears to be in favor of the Baltimore route. From
this it would follow, that that road will possess an
advantage over the Central road, in the transporta¬
tion of freight—but of freight only—-provided all the
other relations are the same.
The capacities of the two routes, however, ap¬
proximate so closely, that the success of their rival¬
ry, will entirely depend upon other contingencies,
which are independent of grades, curves and dis¬
tances.
The history of railways has already furnished a
sufficient-number of facts, and of reliable data, for-
the establishment of principles, upon which the suc-
ess of railroad transportation may be safely predi¬
cated*
Railroads, like all other great mechanical struc¬
tures, which are calculated for extensive operations,
are necessarily very expensive in their first construe-
8
tion. They are to be operated as other time and la-
bor-saving machines are. To overcome those resis¬
tances which present themselves to the movement of
heavy masses, a costly and complicated machinery
is required, and to be constructed very strong and
durable. Economy of working grows out of the
perfection of the machinery, and other means ap¬
plied. The more perfect the latter are, the better the
operations will succeed, and the more can be pro¬
duced. But from this follows that the profitable suc¬
cess of mechanical operations will greatly depend
upon the amount of work done. A cotton mill, for
instance, with its expensive machinery, will not pay
for itself when only worked four hours per day ; but
it may prove a valuable investment when operated
twelve hours, or still better, without any interruption.
The same applies to a railroad.
In order to show the rapid reduction of expense of
transportation, with the increase of tonnage, I have
calculated the following table, which will be found
nearly correct when applied to the best American
railroad. The first cost of a first rate double track
road is assumed at $'50,000 per mile. The tonnage
includes passenger trains as freight trains, locomo¬
tives, cars and all.
RAILROAD JOURNAL—EXTRA.
be able to transport coal from Pottsville to Philadel¬
phia, 100 miles, at the rate of $1 21 per ton. Ow-
Gross
tonnage.
40,000
60,000
80,000
100,000
150,000
200,000
500,000
1,000,000
2,000,000
Maintenance
of road per
mile per an¬
num for total
gr. tonnage.
Charge per gross ton per mile.
6 per cent,
inter, on a
capital of
$50.000 pr
mile,
200
230
260
290
365
440
890
1610
3140
Mainte¬
nance
of
road.
Cents.
7-5
50
3-75
30
2-0
1-5
0-6
03
015
Working
expenses.
Cents,
.5
•383
•325
•29
•343
•22
•178
•164
•157
Cents.
•5
•5
•5
•5
•5
•5
•5
•5
•5
Total
charge.
Cents.
8-5
5-883
4-575
3-79
2-743
2-2-2
1-278
•964
•807
This table shows, conclusively, how important it
is to do a large business, We see that with a busi-
ness of but 40,000 gross tons annually, we have to
charge 8| cts, per gross ton per mile, to be enabled
to declare a dividend of 6 per cent, upon the capital
invested*. But with a business of 2,000,000 gross
tons, we need only charge -807 cents per ton per
mile, in order to make the same dividend. The
Reading railroad is the only road in the world, the
gross tonnage of which approaches 2,000,000 a
year. In applying the above table to this road, we
have to double the charge of interest, as the original
cost of this road, including outfit, depots and all,
amounts to $100,000 per mile. This gives'the total
charge per ton per mile *957 cents. And as the pro¬
portion of the gross tonnage to the net tonnage on
that road is nearly as 3:2, we get the expense of
transportation for each ton net 1-21 cents per mile.
With a business therefore of 1,333,000 tons of coal
per annupa, and allpwing 6 per cent, interest upon
in g to the favorable grade of that road, which is de¬
scending in the direction of the traffic, the working
expenses do not amount to | cent per gross tori per
mile.* The working expenses of one ton net of
goods on the Belgian railways, are stated at -9 cents
per mile. I have referred to the Reading railroad
only for the sake of illustration.
Qn examination of the above table, we arrive at
another important conclusion, viz: that to accom¬
modate a certain amount of business, more roads
than one will be injurious to the public. Two com¬
panies, in place of reducing charges, have to in¬
crease them, in order to make up for the reduction
of tonnage.
The true interest of Pittsburg is, to have but one
road in place of two to the seaboard. One compa¬
ny can afford to work to the advantage of the com¬
munity at large, by making a good road in the first
instance, keeping it and its machinery in good re¬
pair, running more numerous trains, more regular
and faster, and all this at a lower rate of charges.
Two companies would have to divide the revenue,
and would therefore have to charge double for the
same accommodation. Competition may become the
ruin as well as the life of business. The rivalry of the
different leading routes through the neighboring
States will be quite sufficient to preserve us against
the abuses of an apparent monopoly. It will be ad¬
mitted, by and bye, that the Connelsville road, if
made, will-prove a drawback, instead of a benefit,
to the commerce and general interests of the city of
Pittsburg. With the support of the Great Central
road alone, we shall be able to monopolize the west¬
ern trade, in competition to the other great rival
lines, by reducing charges sufficiently low. With two
roads, however, pne to Philadelphia, the other to
Baltimore, and a divided business, our ability to
compete will be greatly lessened.
That road will secure most business, which first
/ '
shall connect with the improvements of the State of
Ohio, and render them tributary. To stop at Pitts¬
burg would therefore be a half measure. Early
measures should be taken to secure a continuation
to Columbus. Before I however continue my re¬
marks, upon the comparative prospects of the Great
Central, and of the Baltimore and Ohio railroad, I
will refer to the Great Virginia route, projected from
Richmond to Guyandotte.
This route, when constructed, will form the most
direct communication between the Atlantic and the
west. Both in regard to grades as well as distances
this road will be able to compete successfully with
any of the northern lines for a considerable portion
of the southwestern trade. The charter granted to
the company of the Richmond and Ohio railroad,
* No allowance made for the expense of running
tbe*capital e&pended, the Reading company should the cars back empty.
RAILROAD JOl
by the Virginia legislature last winter, may be pro¬
nounced one of the most liberal and favorable in its
provisions, ever granted to any company. Indeed
it appears, that Virginia regards the construction of
this road, as of vital importance to the future pros¬
perity of that State, and has accordingly held out
great inducements to capitalists to embark in that
enterprize. This road will form the most direct
route to Cincinnati, and if ccntinued from Rich¬
mond to Norfolk, may raise the latter place to one
of the first sea ports on the Atlantic coast. The fact
is, that the Richmond and Ohio road will prove the
most formidable rival of the Baltimore and Ohio,
as it will intercept all the trade of the Ohio river
below Parkersburg, and will not allow it to reach
the termination of the Baltimore line. Norfolk be¬
ing located at the mouth of the Chesapeake bay,
would hold out greater inducements than Baltimore
as a place for shipping.
Great as the advantages of the Richmond, and of
the Baltimore routes are, they cannot divert much
of the traffic, which may be said to belong legiti¬
mately to the Great Central road, provided the latter
be wisely directed.
Philadelphia possesses, as the terminus of the
Great Central, superior advantages over Baltimore,
as well as Richmond :
1. As a greater focus of capital.
2. As a greater manufacturing centre.
3. As a greater commercial point.
4. As a more populous place.
5. On account of its closer proximity to New
York, the greatest seaport on the Atlantic.
The future success of the Central railroad, how¬
ever, may be predicated upon the fact, that it will
form the main stem of an immense system of rail¬
roads, canals, rivers and common roads, most of
which are already in successful operation. The
whole distance of railway from Philadelphia to St.
Louis will not exceed 1000 miles. Now let us com¬
mence at the eastern terminus, and enumerate the
extent of all the improvements which will be ren¬
dered tributary, and may be considered branches of
the main trunk line.
[Miles.
Length of trunk line itself. '.1000
Harrisburg and Chambersburg railroad 52
Harrisburg, York and Baltimore railroad 110
Pittsburg branches to Cleveland and Erie 230
Erie Extension canal, Cross Cut, Sandy ar.d
Beaver 260
Ohio canal and branches 334
Muskingum slackwater—about 80
Columbus and Cleveland railroad 120
Cincinnati and Sandusky 225
Miami canal 190
Whitewater canal 76
Madison railroad 85
Wabash canal and river—say 450
Railroads contemplated in Illinois —about 200
An aggregate extent of nearly 3500 miles of active
lines. The above distances are to be considered
only as approximate.
INAL—EXTRA. B
A French engineer has lately recommended to
his government a system of trunk and branch lines,
to be be adopted in place of independent lines ; the
same views appear to have been sustained in par¬
liament, during the late discussions on the merits
of new lines, proposed. The remarks lately made
in relation to this subject by the Railway Chronicle,
(See American Railroad Journal, No. 533,) are so
directly bearing upon the question of the leading
thoroughfares of the United States, that the attentive
perusal of this article is much to be recommended.
To insure that great amount of traffic, which is
necessary for the success of the Great Central road,
the location of its main trunk line should be unde-^
viating and direct in its general course ; the most
important towns should be touched, and its terminus
should be located at the most flourishing city of the
west. In proportion as facilities of travel and trans¬
portation are offered by this trunk line, will the bu¬
siness of the adjacent country be attracted. All'in-
terruptions and delay should be avoided. Goods
shipped on board e>f cars at St. Louis, must be sent
through without any transhipment, and vice versa.
The better the above conditions are fulfilled, the
more expeditious and cheaper business can be con¬
ducted. A certain amount of business is necessary
to cover general expenses,, as the interest upon the
capital, general management, principal maintenance
of road, etc., etc. Any additional traffic beyond this,
will swell the receipts of the road, without adding
proportionally to its expensès.
It is only by means of a common trunk line, and
numerous branches, or lateral lines of transport,
that large trains can be collected, and that trains can
be run more numerous on the main line. A through
trdin of passengers, for instance, starts at St. Louis
towards Philadelphia, running 25 miles per hour,
and allowed to reach the latter place within 48 hours,
including all stoppages. This train will stop, col¬
lect and distribute passengers, at Yandalia, Terre
Haute, Indianapolis, Richmond, Springfield, Colum¬
bus, Salem, Steubenville, Pittsburg, Harrisburg and
Lancaster. Before the train reaches Philadelphia,
it will have done an immense way business, and
become much enlarged. Two such trains daily,
each wajr, will accommodate 300,000 passengers
annually. Other trains may be run for the accom¬
modation of the local travel exclusively. The busi¬
ness on the branch lines must be so arranged, as to
correspond with that on the main line.
By applying some of the principles developed by
Mr. Ellet in his laws of trade, and decreasing the
charges on the main line, in a certain ratio, as the
distance increases the attractive power of this road,
by means of its numerous branch fines, can be much
increased. I will, for instance, mention an item of
transportation which can be made to contribute
much to the receipts of this road, and would, if fair¬
ly introduced, prove of vast benefit to the east as
SO RAILROAD JO
well as to the west. Fat cattle, hogs, and sheep,
can be advantageously transported from the rich
prairies and cornfields of Illinois, Indiana and Ohio,
by railway to Philadelphia, without losing any
weight, and at a profitable rate. A fat steer, weigh¬
ing 1000 pounds, is now worth in Illinois, $10, its
transportation will cost at the rate of 2 cents per ton
per mile, over say 900 miles of road $9, making its
value, including attendance and fodder, say $20 in
Philadelphia, where it will sell at the rate of $30 to
$10. The immense droves of cattle, hogs and
■sheep, which are now annually driven from the
west to the east, at a great loss of weight, and ex¬
pense of time and money, may all be conducted on
this railway. Here will be, indeed, a great nation¬
al saving effected, and nobody injured. There is
no doubt, if this traffic was fairly established, the
exportation of meat to Europe, during the fall and
winter season, could be carried on very profitably.
The transportation of fat cattle, on one of the Hun¬
garian railways, for the supply of the city of Vien¬
na, forms one of the principal sources of revenue of
that road. The grand object of railways is to faci¬
litate commerce and intercourse. It is, therefore,
the duty, as well as the interest, of a railroad com¬
pany, to keep this great aim constantly in view. It
is plain that such magnificent results as the direct
it msportation of the great staples of the west, over
a thousand miles of railway, cannot be attained on
a poorly located and constructed railroad, or with
an insufficient stock of machinery, or by subjecting
it to the delay and expense of transhipment and
.agencies ; nor can it be accomplished by taxing such
an immense traffic with all the expenses which
would grow out of an increase of distance, caused
by a circuitous location through every village*of
the country. Just in proportion as the facilities of
transportation to the far west will be increased, will
goods be sent and received by Philadelphia, Pitts¬
burg, the whole Stale of Pennsylvania, and the
western States.
Instead of constructing a number of independent
lines to Erie, Cleveland, Sandusky, Toledo, Chica¬
go, Cincinnati, Indianapolis and St. Louis, the ag¬
gregate distances of which would exceed 3000 miles,
and of which none could attract a sufficient amount
of business to maintain a first rate establishment; it
is proposed to construct one grand trunk line'to St.
Louis, and make this a road of first rate capacity,
capable of conducting the whole business of the
west at the lowest rate of charges, and with the least
delà}'. The formation and management of the
branch lines may be left to the different sections of
country where they are wanted. A controlling
power will be exercised over the branches by modi¬
fying the charges on the main line, in proportion to
those on the side lines.
At the risk of another repetition, I will again re¬
view some of the most prominent principles which
should be observed when projecting a great system
of railways over an extensive country, and then
conclude my remarks on the capability of the Great
Central road to compete successfully with its north¬
ern and southern rivals.
" No two roads shall be made where one can ac^.
commodate the business.
" The whole country should be divided into rail¬
way systems, with main trunk lines forming direct
communication between the most important com¬
mercial towns, and lateral branches extending thro'
the adjacent country, also connecting the main trunk
lines. s
" The main lines should be so located as to inter¬
fere as little as possible with each other.
"The main part of the travel should be accom¬
modated by passing through the principal centres of
population.
" The freight business should be attracted from
the country itself, by branch lines and intersecting
improvements which which will discharge directly
and save transhipment and commission.
" The character of the road, as to lines, grades,
and superstructure, should be adapted to the magni¬
tude of the trade; this trade should be estimated with
a due regard to the future advance of population,
opening of new resources, and greater extension of
business generally, in consequence of the increased
facilities of transportation offered.
" The expense of construction may be increased
in proportion as the annual charges of transporta¬
tion, etc., are thereby diminished, with due allow¬
ance for the increase of business, which may rea¬
sonably be expected, in consequence of the greater
perfection and capacity of the road."
If we proceed in the location of the Great Central
road, according to these principles, and secure a
connection with the west, before it can be done by
our rivals, we shall be certain of success. We
should at once declare our intention to extend our
line to St. Louis, and carry out our design vigor¬
ously. None of the neighboring routes will thereby
be excluded, from the west; but it would be folly to
carry two main lines into the same district, thereby
destroying each other, and injuring the whole com¬
munity. When the Baltimore and Ohio company
projected a branch to Pittsburg and the main line
to Wheeling, their object was to pursue a similar
route through the west, which is nowhere proposed.
Their plan, however, was formed under the impres¬
sion that a railroad through Pennsylvania was im¬
practicable, and could never be made. But the as¬
pect of the case is now totally changed. Pennsyl¬
vania has discovered a route as good as the Balti¬
more and Ohio line, and will construct a road from
Philadelphia to Pittsburg without any further delay,
and will have it completed long before the Balti¬
more and Ohio can reach the Ohio river. This
will necessarily change the whole policy of the Bal¬
timore and Ohio company. Will this company be
bold enough to run a race for life and death, with
her more powerful neighbor of the Great Central
railroad I Certainly not! If the stockholders of
the Baltimore and Ohio railroad are led by wise
counsel, they will examine their true position, and
consider well the chances which are left to. them,
between the Great Central route in the north, and
the Richmond and Ohio in the south. Their true
interest will be to pursue a course as central as pos¬
sible between the two, and strike the Ohio near the
mouth of the Little Kanawha, or the Muskingum.
There they will be certain of securing a portion of
the Ohio trade. By extending their road to Colum-
RAILROAD JO
bus, they will then tap the business of the Great Cen¬
tral road; with what success^wTill entirely depend
upon the organization of the latter.
That company will succeed best which will pro¬
vide the greatest facilities ot transportation, and
have the control of the main stem to St. Louis, and
of its branches. The merchant of the west will soon
have a choice of five great routes, all leading to the
Atlantic. They may choose to go by the
Richmond and Ohio,
Baltimore and Ohio,
Great Central,
New York and Erie, or
Boston and Michigan line.
The Virginia route is not not contemplated to be
prosecuted farther west than Guyandot. The Ohio
river will then form its continuation to Cincinnati.
It cannot be denied, that the prospects of this roate
are very flattering. A railroad from Louisville to
Guyonclot, by way of Frankford and Lexington,
would secure to their line a large portion, of the
Kentucky trade. Some of the south western travel
may also take the Virginia route; if the Great Cen¬
tral road? however, is well managed, it will offer
much greater facilities to Philadelphia, as well as
as to New York and Boston. Excepting those pas¬
sengers from the west, who are called on business
to Baltimore, the great bulk of travel which passes
through St. Louis and Cincinnati, will prefer the
great Central route for Philadelphia, as well as for
New York and Boston, as the nearest, most expedi¬
tious, and cheapest.
It is true that the Baltimore and Ohio, when con¬
necting with the Great Central at Columbus, or
some other eligible point, will have an opportunity
of diverting a portion of the travel ; but this can
only be accomplished by offering greater facilities,
viz: greater speed and comfort at a lower rate of
charges. But how will the Baltimore and Ohio,
with an inferior road, and much smaller business,
be able to sustain such competition, when the addi¬
tional distance and fare from Baltimore to Philadel¬
phia is against that route, for all the travel north of
Baltimore I
The Baltimore and Ohio railroad company, when
reflecting on the position of their road, situated as it
will be, between two powerful rival lines, will dis¬
cover that their safety depends upon the creation o''
an independent business, rather than uncertain re¬
sult of a hazardous competition. Two things are
certain, there is not scope enough of country to con¬
tinue the main stem of the Baltimore and Ohio, as a
great trunk line west, without interfering greatly
with the extensive operations of the Great Central
road. Nor will that company possess sufficient in¬
fluence and capital to enable it to undertake, suc¬
cessfully, a struggle with her more powerful rival.
It may be repeated again, which ever line shall
enjoy the control of the main stem to St. Louis, will
command the western travel and business. If that
control is exercised by Pennsylvania capital, the
business will go by that route, and the Baltimore
and Ohio connection will only form a subordinate
branch.
It is not to be denied, that the river trade of the
city of Pittsburg will be seriously affected by the
completion of the Baitimore and Ohio railroad, as
well as of the Richmond and Ohio road. The trade
below Marietta will be lost. But, on the other hand,
we have the prospect of being richly indemnified by
the vast trade and travel which is destined to flow-
through that great system of improvement, of which
IRNAL—EXTRA. 11
the Great Central road will form the main trunk
line. The tributes of commerce, which from their
extensive net of artificial improvements, will flow
like a torrent into Pennsylvania, will not only rich¬
ly cover the partial loss of an uncertain river navi¬
gation, but it will also greatly magnify the extent
and operations of our manufactures.
The question may be asked, why it is not recom¬
mended to pass with the main line of the Great Cen¬
tral railroad through Cincinnati, the Glueen of the
West I The reasons are obvious. As the grand ob¬
ject of the trunk line is, to tap the Lake trade at its
principal sources, we should greatly weaken our abi¬
lity of doing so, by keeping too far South. We
should thereby give the New York line an undue
advantage over us, while we would gain but very
little more on the South. The greater population
and traffic will, for the future, be found in the grain
growing regions, which are situated north of Cin¬
cinnati, or north of the 39th degree of latitude. New
York and Boston are directing their efforts to these
regions. The fact is, that the position of St. Louis
is most too far south for the western terminus of ou
line. But it is highly important to reach this city,
which is destined to be the greatest inland city oil
this continent. On the other hand, the navigation
of the immense water courses of the Missouri and
Mississippi, will concentrate such a vast trade at St.
Louis, that the future accumulation of this traffic
may equal the aggregate business derived from the
States of Ohio, Indiana and Illinois. Cincinnati is
making efforts to reach New York. We will meet
it on its way and offer it a more expeditious route.
The railroad now in operation from Cincinnati to
Springfield, will offer as great facilities to the form¬
er city, for the use of the. Central road, as could be
created by passing through it. Another objection to
a location through Cincinnati would be, that a por¬
tion of the St. Louis trade would be diverted to the
Virginia route, by following the river from Cincin¬
nati to Guyandot. Cincinnati, itself, would derive
little additional advantage from making it a point in
the main line. That city will shortly form the very
centre of a great net of railways, diverging in all
directions.
A location north of the proposed route, say due
west of Pittsburg, would also appear objectionable
for two reasons: First, it would enlarge the scope
of country, for the extension of the main trunk line
of the Baltimore and Ohio railroad. Secondly, it
would be brought into too close a proximity with
the New York line, along the southern shore of lake
Erie. By pursuing, however, the route proposed, it
may not be altogether improbable that the Baltimore
and Ohio Company, instead of connecting with our
main stem at Columbus, will prefer to pursue a di¬
rect course from Parkersburg to Cincinnati. The
latter city will, of course, encourage such a plan.
Baltimore will gain more by a direct connection
with the Gfueen City, than they can accomplish by
any other route. Such connection will enable them
most effectually to compete successfully with the
Richmond and Ohio route. We, of course, shall be
rejoiced to see the city of Baltimore and the Balti¬
more and Ohio railroad thrive well, if such can
take place without affecting materially our own in¬
terests. » *
We shall not allow our policy to be governed by
feelings of envy. A generous, high minded and ho¬
norable rivalry shall prompt us in the pursuit of our
enterprize— we will remember that the Great West
offers room for us all !
LOCATION
OF THE
CENTRAL. RAILROAD
THROUGH PENNSYLVANIA.
The practicability of constructing a continuous rail¬
road with easy grades, from Philadelphia to Pittsburg,
has been doubted by many. An opinion, that the
ranges of the Allegheny mountains within the bounda¬
ries of Pennsylvania, formed insurmountable obstacles,
which did not exist in the neighboring states, was gene¬
rally received. No facts, however, had been disclosed,
which proved this popular belief to be correct. One
cause of this delusion may be traced in the circumstance
that the greater part of the travel through Pennsylvania,
between the East and West, passed along the southern
Turnpikes, either to Baltimore or Philadelphia. The
barriers upon the Chambersburgh route particularly,
were well calculated to cause unfavorable impressions
upon the minds of stage coach travellers.
When we project a railroad route, through an ex¬
tensive country intersected with mountains, we cannot
solve this question by simply running ahead with the
compass, chain arid level. The engineer who is charged
with this task, will, before he can enter upon details,
have to take a general view of the whole mass of
country before him ; he must examine its geological
features, as far as the configuration of the surface is
concerned, and trace its connection with the water
courses as now existing; he must in fact, study the
history of the surface of the country before he can be
prepared to locate.
In the formation of the surface of our globe two
agencies have been mainly at work, fire and water. In
other words, the present configuration of the earth's sur¬
face has principally been formed by volcanic upheav-
ings, and by abrasion or reduction, caused by the ac¬
tion of water descending from a higher level to a
lower.
The Alleghenies, as well as other mountain ranges,
owe their elevated position to volcanic action. The
upheaving forces were, in the case of the Alleghenies,
more powerful East of the main range, than West. We
observe a very distinct difference between the geologi¬
cal features of the East and those of the West. All
those numerous ranges situated East of the Allegheny
ridge, show marks of a much more violent volcanic ac¬
tion, than those West. In the East we discover none
of the strata in their original position in which they
were formed ; they are violently thrown up, occupying
all inclinations, from a level to a vertical position, some
reversed. The country west of the Allegheny, shows
no marks of the same violence ; the forces which there
operated acted more gently, and without bursting their
fetters. The strata are there found in a position not
varying much from the horizontal ; the dip, or inclina¬
tion is more uniform and gradual. The general slopes
of the countries bordering on the Alleghenies, are,
therefore, the result of volcanic action, they commence
at the ocean, and become more abrupt as they approach
the mountain. There is no doubt that the whole
country, west of the Alleghenies, presented at one
time a gradual and uniform slope, falling gently off
towards the Mississippi, which in those days formed an
arm of the sea. The greater heat of the globe's surface,
and the greater humidity of the atmosphere, in that
period, caused more copious discharges of rain ; these
waters would, in their descent from the higher regions
to the lower, collect into channels, which in course of
time wpre deeper and deeper. Such is the origin of
our rivers, creeks, runs, hollows and drafts. What
are now small insignificant rivulets, running dry the
greater part of the season, along the bottoms of deep
valleys, extensive ravines and hollows, were, in those
days, large streams and mountain torrents, sufficiently
powerful in their descent, not only to excavate earth
and loose materials, but also to move along large
masses of rock.
The valleys included between mountain ranges, as,
for instance, the valley of Ligonier, between the Chest¬
nut ridge and the Laurel hill, and the valley of Som-
merset, between the latter and the Allegheny moun¬
tain, formed at one time lake? without any outlets.
The discharge of those lakes over the crest of the
barriers where they were lowest, wore out channels,
which in course of time became mighty cataracts.
Those large gaps which we now see in the Chestnut
ridge and Laurel hill, and which still serve for the
discharge of the waters of the Black Lick, Connemagh
and Youghiogheng, are the result of that mighty pro¬
cess of nature.
The counties situated west of the Chestnut ridge, pre¬
sented at one time, as was mentioned above, a uniform
level, slightly descending towards the west, in fact
such slopes as are yet to be found this side of the
Rocky Mountains. As time passed on, the waters
made their marks more distinctly. Deep channels were
formed, and the action of copious rains continued to
wash off the ground, and the face of the country was
gradually transformed into a waving and broken sur¬
face.
The same causes by which those changes were
wrought are still at work, but less violent. Thé moun¬
tains and other elevated portions of the earth's surface
are continually reducing ; what wears off* serves to
fill up the ocean, or to form alluvial bottoms.
That the country west of the AUeçrhenies formed at
one time a uniform slope, has become certain to me,
by comparing numerous levels during the course of my
surveys. If extensive levels were run through the
counties of Fayette, Westmoreland, Iudiana and Jef¬
ferson, parallel to the Chestnut ridge, we should find
the main dividing ridges, and ranges of hills, of nearly
the same elevation.
The preceding remarks lead to that important con¬
clusion, that in a country like western Pennsylvania,
railway lines should, as much as possible, be located
RAILROAD JOl
along the principle water courses and their slopes,
which have been graded by nature on the largest scale.
When we attempt to locate a line at right angles to
these water courses, we will encounter great difficulties,
and often be obliged to resort to steeper gradients, or
heavy cuttings and embankments.
In consequence of a closer proximity of the ocean to
th-" mountains, the discharge of the waters was much
more violent in the east than it was in ihe west. This
has rendered the mountain slopes, and the approaches
much more abrupt on the one side than on the other.
The same applies to the slopes of the Rocky mountains,
which are precipitous and blalF on the western, but very
gentle on the eastern side. .
With the exception of the Allegheny proper, all the
other mountain ranges which run parallel to it, from
the north east to the south west, are broken by gaps,
which present easy passages for the location of roads.
The Allegheny mountain itself, forms one uninterrupted
ridge, from the west branch of the Susquehanna in
Pennsylvania, to the slate of Tennessee. The distinct
feature of this mountain commences near the West
branch, which river has broken through it, and appa¬
rently takes its rise on the very slope of the Mississippi
valiey.
If the question was to locate a railway between the
east and west, with the least amonnt of ascent and de¬
scent, regardless of distance, the waters of the West
branch, in connection with those of the Allegheny,
would present the only course which could be pursued.
It is indeed to be regretted, that at the time the Penn¬
sylvania canal was undertaken, no greater efforts had
been made to establish an uninterrupted water-commu¬
nication between the Ohio river and the Susquehanna.
The surveys of Mr. Aycrigg have established since,
that such can be done by connecting the headwaters of
the West branch with those of the Redbeak, streams in¬
terlocking each other.
Although the course of the west branch would have
offered a good location for a continuous canal, it cannot
be considered, when we have to establish a direct rail¬
way ; the increase of distance by that route would be
over 100 miles.
Next to the West branch we have only one more tri¬
butary of the Susquehanna, bv which the Allegheny
mountain can be reached. The Juniata river breaks
through the whole group of mountain ranges, which
traverse the country from the North East to the South
VV est ; its two main branches extend their ramifications
to the very centre of the Allegheny range. South of
the Juniata, we meet with no other leading water
course within the state of Pennsylvania ; we should
have to proceed to the Potomac river, forming the line
between the states of Maryland and Virginia, and along
which the Baltimore and Ohio railroad from Harper's
ferry to Cumberland has been located. 1 The Columbia
railroad and the Lancaster and Ilarrisburg road, being
proposed as links on the Central road, Ilarrisburg will
be the point of commencement of the new route. A
straight line from Philadelphia to Pittsburg approaches
Ilarrisburg ; distance of the latter from Phiiadèlphia
100 miles.
The Ohambersburg route, which has been strongly
recoqimended, presents obstacles to the location of a
railroad with easy grades, which can only be overcome
at a great loss of distance, and at a very considerable
fRNAL—EXTRA. 13
increase of rise and fall. While on the Juniata route
we haye only one single mountain to overcome, viz.: the
Allegheny proper, we encounter on the other two more
formidable barriers. Cove mountain in the East, and
Laurel bill in the West. The former presents no gap
north of the Licking Creek, (a branch of the Potomac,)
and can therefore not be avoided. The Laurel bill may,
on that route, be avoided by descending fiom the town
of Berlin, which was made a point in Mr. Hague's
survey in Sommerset county, along the waters of Car-
tleman's river, and intersecting one of the locations of
the Baltimore and Ohio railroad to Pittsburg. This,
however, could not be effected without a farther sacri¬
fice of distance. The whole route from Chambersburg
to Pittsburg has been so well examined by state surveys,
that it would be a waste of time and expense to bestow
any more pains upon it. That country will admit of a
good turnpike at two and a half degrees, but of no rail¬
road.
Since it is proved that the location of the eastern part
of the Central railroad must necessarily be confined to
the region of the Juniata, the scope for our surveys be¬
comes at once contracted. Although the general sweep
of that river falls considerably north of the straight line
from Harrisburg to Pittsburg, it is still a fortunate cir¬
cumstance, that its headwaters approach those, of the
Connemaugh, and of the Black Lick. These latter
water courses, on the other hand, coincide remarkably
well with the general route to Pittsburg, particularly the
Black Lick; and as they have forced a passage through
the Laurel hill, as well as the Chestnut ridge, their
slopes present an easy descent towards the Ohio. The
general route of the Harrisburg and Pittsburg railroad
must, therefore, necessarily be located along the courses
of the Juniata and Connemaugh, the Black Lick forming
a branch of the latter.
The Juniata divides into two main branches, the
Raystown and Frankstown branch ; it is only the latter
which can be pursued.
By locating a railroad along the canal from Harris¬
burg to Pittsburg, and using the portage for crossing the
mountains, we should obtain a succession of very easy
grades, and save the expense of constructing the moun¬
tain section. Three great objections, however, present
themselves to this location : the circuitous windings of
the Juniata from Lewistown to IJollidaysburg, the Port¬
age road with its inclined planes, and the great loss, of
distance caused by following the Kiskirninalas and Alle¬
gheny river. I propose to consider these difficulties,
and give a general description of the lines, as actually
located. For minute details, I must refer to the reports
of Mr. Schlatter.
The portion of the line from Harrisburg to Lewis-
town presents no difficulties ; the general course of the
canal is pursued, without interfering with it, distance
60 miles ; grades vary from a level to 26 40 feet per
mile. To cut off a great bend in the Juniata, this river
is left at Lewistown, the gap in Jack's mountain is
passed, and the valley of the Kishicoquillas creek pur¬
sued to the dividing ridge, which is formed between
this water and Mill creek. The grades of this ascent
do not exceed 26-40 feet per mile. The line then de¬
scends at a similar rate along Mill creek, towards Hun¬
tingdon. While the grades of the river route will vary
little from those of the valley route, the distance by the
latter is ten miles less. The comparison is altogether
14 RAILROAD JO
in favor of the Kishicoquillas route. See Mr. Schlatter's
report.
The comparisons between the different routes were
based upon an annual business of 60,000 through pas¬
sengers, and 40,000 tons of goods. It will be acknow¬
ledged by all parties, that this is a very moderate
allowance. Should the plan be carried out, which is
•»
here proposed, to form a continuous railroad to St.
Louis, and place it under one general management, I
should base the comparisons of future surveys upon an
annual business of 300,000 through passengers, and
230,000 tons of freight. It would be an injustice to the
road to allow less.
From the mouth of Mill creek the Kishicoquillas
route is continued along the Juniata, through the town
of Huntingdon, to Petersburg, at which place the Little
Juniata empties into the FranJctown branch. Thence
the course of the Little Juniata which forms a gap
through Tussey's mountain, and its slopes are pursued,
until the summit of the Allegheny mountain is attained.
At the break through Tussey's mountain opposite Dor-
sey's forge, the so called Stone Mountain route inter¬
sects. I will explain this line before I proceed with
the other.
The Stone Mountain route which I have personally
located, has op several occasions, and most severely but
unjustly, for want of a proper understanding of the matter,
been commented upon. I feel it due to Mr. Schlatter
and to myself to explain. The features of that whole
country, intricate and wild as they are, are clear to my
mind; I have studied them thoroughly, and venture to
say, that future surveys, if conducted by competent En¬
gineers, will corroborate what I here do affirm, and
what has been ascertained to be facts.
An inspection of Mr. Schlatters map will show that
the Kishicoquillas route forms an abrupt bend ^at the
mouth of Mill creek. To cut this off, and to effect a
further saving of distance of 11-23 miles, is the object of
the Stone Mountain route. This line forms a succes¬
sion of 45 feet grades, and is, for about one half of its
distance, located over exceedingly difficult ground. A
tunnel of 1-06 miles long through Stone Mountain, and
several extensive and high viaducts* become necessary.
Against these works the principal objections have been
raised but why, has not been explained.
If long tunnels and high viaducts are serious objec¬
tions in themselves, then one half of the railways in
England, and on the Continent of Europe must be pro¬
nounced flat failures, because they abound in these
very features. Tunnels in those countries are not only
resorted to from necessity, but more frequently for the
purpose of straightening lines, saving a little distance
and expense. High and extensive viaducts may be
seen there, stretching across valleys, rivers, and even
over populous towns; the traveler delights to ride "over
them, as if through the air, knowing them to be just as
safe as terra firma itself. They can be made perfectly
safe, and should be made so at any rate. What seri¬
ous objections then, remain to be preferred against the
Stone Mountain route ? None but that of greater ex¬
pense of construction! This question, then, resolves it
self to one of dollars and cents, and not of long tunnels
and high viaducts.
* The two highest piers on the Kishicoquillas viaduct are
130 feet, the others diminish as the slopes of the ravine
ascend.
J RN AL—EXTRA.
In comparing the two routes, we have to estimate
the expense of all items of first construction, repairs and
gradual wear ; we have to equate the gradients and
curves, and value the expense of annual transportation.
The merits of the two routes, after taking all things into
consideration, are then to be represented by two sums
of moneythe smallest is of course to be preferred.
Any other mode of settling such questions must, in the
present advanced state of civil engineering, be re¬
jected.
By referring to the comparisons in Mr.
Schlatter's report, it will be found that the
.value of the Stone Mountain route is rep¬
resented by the sum of $117,672
The value of the Kishicoquillas route, 111,160
Showing a difference in favor of the Valley
route of, ----- $ 6,512
This means that the annual expense of the Stone
Mountain route, considering all things, will exceed that
of tfie valley route by $6,512, and that therefore the lat¬
ter deserves the preference. But by assuming an an¬
nual business of 300,000 passengers and 250,000 tons
of goods, the comparison will turn out the other way, in
favor of the mountain route.
It may be, that future surveys will establish that the
expense of the StoneMountain route has been underrated,
and that of the valley route overrated ; if so, a conclu¬
sion to reject the former may be just and correct. But
until sueh facts have actually been established, or a
still better route has been discovered, no hasty opinions
should be expressed.
At Dorsey's forge, where the Little Juniata breaks
through Tussey's mountain, the Kishicoquillas and
Stone Mountain route intersect each other, both pursu¬
ing the same route in ascending the Allegheny mountain.
While the Frankstown branch, and the canal take a
more^southern course to Hollidaysburg, the Little Juniata
on the other side, forms a gradual sweep towards the
north. Following the route of the canal to Hollidays¬
burg, we gain but little elevation, and find ourselves
Suddenly at the foot of the Allegheny mountain, within
a distance of only ten miles to the summit, and an ele¬
vation of 1400 feet before us. A graded road from
Hollidaysburg to the summit, with a uniform ascent,
would have to rise at the rate of 140 feet per mile.
By following the Little Juniata, however, the foot of the
mountain is attained at Logan's narrows, near the junc¬
tion of the Bald Eagle creek, at a distance of 32 miles
from the summit. This point is 889 feet above tide,
the^summit 2183 feet. The difference of elevation is
overcome at a rate not exceeding 45 feet per mile. The
summit is known as Sugar run gap, situated about two
miles north of the summit of the Portage railroad.
Descending the Western slope of the mountain, we
come to a poirit three miles from the summit, where
two different routes diverge, one taking the course to
Ebenburg and of the Black Lick, the other pursuing
the slopes of the Connemaugh to Johnstown. I will
first give a general description of the Black Lick route
to Pittsburg.
The descent to Ebensburg is by this route effected
without serious difficulties ; the valley of the Black
Lick then offers a very direct course to Piitsburg, and
an easy passage through the Laurel hill and the Ches
nut ridge ; the Connemaugh river is crossed at the
RAILROAD JOURNAL—EXTRA.
15
mouth" of the creek. From this point a very direct
course has been pursued through the counties of West¬
moreland and Allegheny, by following the valley of
Turtle creek, and of the Monongahela. Although the
location from the Connemaugh to the head of Turtle
creek is very direct, the topography of this country is
very unfavorable to the formation of a graded road.
We have to cross three water courses, Spruce run, the
Logathanna river, and the Beaver Dam creek, and a
number of intervening ridges, which render this portion
of the line very expensive The grades are undulating
to the head of Turtle creek, thence uniformly descend¬
ing to Pittsburg. By adopting the line as located a
distance is saved, from the mouth of the Black Lick to
Pittsburg, over the canal between the same points, of
twenty-nine miles. This location is the result of an
extensive instrumental examination, which covered a
large portion of Westmoreland county. The grades on
this route are confined to 45 feet per mile ; it appears,
however, probable that the great magnitude of the trade,
to be expected on the Central road, will justify a fur¬
ther expense to be incurred, for their reduction to 40
feet per mile. This can be done by increasing the ex¬
cavations at the dividing ridges, and raising the embank¬
ments across the hollows. Comparative surveys and
estimates, however, will have to decide this question.
The Connemaugh route, as was mentioned before,
diverges west of the Allegheny summit, thence descend¬
ing, the Portage railroad is crossed at plane No. 3.
This road is again intersected at various places, and
made use of for a distance of eight miles. From Johns¬
town to Blairsville the opposite side of the canal is in¬
variably pursued. The Black Lick and Connemaugh
route intersect each other four and a half miles west of
Blairsville.,
The measured distance from Harrisburg to
Pittsburg, by the Stone Mountain and Black
Lick route, is - - - - 230 miles.
Add distance from Philadelphia to Pittsburg 106
terference ; a daily occurrence of the most frightful ac¬
cidents would be the inevitable consequence.
It has been suggested to abandon the location of the
whole mountain route from Petersburg west, and to
continue the road along the canal to Hollidaysburg, to
use tho Portage railroad to Johnstown, and thence pur¬
sue the Connemaugh route. The relative distances by
this route would be as follows :
The distance from Petersburg to Johnstown
by the Central survey is,
I estimate the distance from Pe¬
tersburg to Harrisburg by rail¬
way, - - - - 28 miles
Add length of portage, - 36
- 74-6-5 miles
cc
Distance from Petersburg to Johnstown by
Portage,
- 64 GO «
(C
Saving of distance by Portage, - - 10 65
If this is deducted from the distance of the Central
survey, by the Stone Mountain and Connemaugh route,
from Harrisburg to Pittsburg of 237-13 miles, it, leaves
but a distance of 226| miles ; add 106 miles from tjar-
risburg to Philadelphia, and we get a total distance from
Philadelphia to Pittsburg, by adopting the Portage, of
3-32£ miles.
Adopting the Portage route, there would
be saved the construction of 46£ miles
of new road, which, when finished with
double track, and assuming Mr. Schlat-
ters estimate, would cost at the rate of
$55,000 per mile, or
By substituting 28 miles cf road along the
canal from Petersburg to Hollidaysburg,
in place of the route along the Little
Juniata, there will be a saving of about
$8,000 per mile, or
a
Total distance from Philadelphia to Pittsburg 336 miles.
Should the future surveys and comparisons be based
upon such a tonnage as may be reasonably expected on
this great route, there is no doubt they will result in a
further saving of distance, and of rise and fall.
By pursuing the Pennsylvania canal and the Portage
railroad from Harrisburg to Pittsburg, the distance from
Philadelphia to Pittsburg is 3S8 miles; therefore 52
miles more than by the Central route.
The distance from Pittsburg to the summit of the port¬
age railroad, pursuing the canal route, is 130 miles.
Distance from Pittsburg to summit by Central
route, - -
Saving of distance west of the mountains,
es
Saving of distance on the eastern side,
93
37
15
52
$2,557,500*
Total saving, ....
Allow for improving planes and machinery
on the Portage $35,000 per plane,
224,000
$2,781,500'
250,000
<(
<c
((
Total saving, - - - - ,
In regard to the Cdnnemaugh route, it should be ob¬
served that its interference with the portage railroad is a
very serions objection, and ôf sufficient weight to reject
that whole line. The two roads running in one for
some distance, and intersecting each other at numerous
points, cannot be worked with such regularity, as to
avoid collision of trains.. Indeed, the present system of
working the portage would not at all admit of sqch in-
Leaves a saving of, - - - $2.431,500
It would therefore appear that the adoption of the
Portage railroad, is an object of the highest importance,
and should be accomplished, provided the planes of the
Portage can be vjorkecl with perfect safety, and with-
out any delay. On this subject I have already ex¬
pressed an opinion, in answer to a letter which was "ad¬
dressed to me by S. W. Roberts, Esq., and which has
been published since in the U. S. Gazette. Some fur¬
ther reflections, however, prompt me to add a few more
remarks.
If the question : " can the Portage road be worked
as expeditiously and safe as any other road," cannot be
answered satisfactorily in the affirmative, the idea of
using this road as a link in the Great Central route,
should be at once and peremptorily rejected. If this
road was adopted, and accidents should occur on the
inclined planes, travellers would rather prefer to go by
a longer and more expensive route, than risk their lives
on the Central. But if the Portage can be worked with
safety and expediency, its novelty and remarkable ope¬
ration would, on the contrary, add to the attractions of
the route, and cause travellers to prefer it.
In my letter to Mr. Roberts, I reepmmended to re-
16 RAILROAD JC
lay the planes with good heavy rails, and put down fen-
derbeams, for the purpose of preventing the running off
the track of the cars, as well as of the safety. Fender-
beams and heavy rails will, at the same time, admit of
such important improvements in the construction of the
safety car, that trains will be stopped gradually, but with
unerring certainty, in case the ropes break. The action of
the safety now in'use-, and in the present condition of the
road, is always prompt, provided it is not jerked off the
track when a rope breaks ; to guard against this is one
of the objects of the finders proposed. The great ex¬
pense of ropes, and the danger of their breaking, has
been very materially reduced since the introduction of
wire in place of hemp.
By combining, however, the improvements above sug¬
gested, with a system of working which has been but
recently introduced, and in successful operation for the
last year on the steep and long planes of the so-called
Black Track, and on the Wilkesbarre planes of the
Lehigh improvements, we shall not only be able to
work the planes of the Portage with perfect safety, but
also without any delay whatever; and to accommodate
the same amount of traffic which can be passed over a
graded road.
The success of the Lehigh mode of working, is prin¬
cipally owing to the use of tender cars, one on each
track, permanently attached to the end of the iron straps
which are there used in place of ropes, the latter work¬
ing reciprocating, instead of endless or circulating.
There may be either one single rope working both
planes, as now arranged on the Portage, but omitting
the sheave at the foot, or two indépendant ropes, as is
the case on the Lehigh.
A tender car is so constructed that upon reaching the
foot of the plane it contracts in width, and proceeds
upon a railway laid inside of the main track, and de¬
scends low enough to allow the train of cars to pass over
it. The object of the tenders is to push up or to let
down trains of cars, thereby saving all hitching, and
avoiding all delay. By means of turn outs at the head
apd foot of planes, an approaching train is run upon that
track, which has the tender car ready for reception.
Trains are not allowed to stop on their arrival at the
head or loot of a plane. When arrived at the head of a
plane, the machinery is started, as soon as the train
touches the arms of the leader car, and so it goes down.
On the approach of a train at the foot, the attendant
pulls the wire connected with the signal bell at the
head, the machinery is started, the tender car comes out
of the pit in the rear o*( the train, and pushes it up. The
safety, in use on the Lehigh, would not be applicable
to the Portage ; the one now in use on the latter has to
be modified, and is to be permanently attached to the
tender car. There is no difficulty in the arrangement
of these details.
On a recent visit to the Lehigh works, I had an op¬
portunity of witnessing the operation of the planes, and
can state that they work perfect. The mac'finery is
powerful enough to take up sixteen empty ears at once,
on an irtclidation of T in 3f The planes on the Port¬
age only riste 1 in 10. * ■,>'
Edwin A. Douglass, Esq., the Chief Engineer of the
Lehigh Company, accompanied me to the Portage, for
the purpose of the oper^jtion o^ tjhe wire ropes
therein use. 4$bf |the present slow and
imperfect he strongly reeoigsnended
the introduction of file tender car. The great expe-
[JRNAL—EXTRA.
rience of this gentleman, in matters of inclined planes,
entitle his opinion to the fullest confidence.
With the introduction of the tender car on the Port¬
age planes, the steam power strength of machinery and
adhesion should be increased, (most of the foundations
being new and strong enough,) so that wire ropes, of
two or three times the strength of those now in use, can
be worked, for the purpose of passing whole trahis,
with locomotive,, and all, at one time without dividing
them; thereby saving all horse power, hitching and un¬
hitching, and avoiding a'l crowding of cars on the ro&d*
The Hollidaysburg grade of 52 feet per mile, limits
trains to fifteen cars average, with the engine now in
use ; it will therefore be good policy to work light loco
motives and small trains. Locomotives in ascending
planes, will take up their own weight, when the rails
are in a good state.
W ith such arrangements, and an active and intelli¬
gent superintendent, the Portage railroad can be worked
as fast, or nearly as fast, as any other graded road, and
without the least danger. Three hours will be enough
time for a passage from Hollidaysburg to Johnstown,
a distance of 36 miles. Freight trains should be passed
day and night ; passenger trains may be so arranged as
to cross only in daylight.
In order to accommodate the canal business, in con¬
junction with the business of the Central road, and with¬
out any cbnfusion, a telegraph line should be established
between Hollidaysburg and Johnstown.
It would appear desirable, before the use of the
Portage as a link in the Central railroad is decided on,
to apply the arrangements here recommended, to the
Schuylkill plane, (which is generally worked much
slower than the Portage planes now are,) and thereby
give the public an opportunity of witnessing the ope
ration.
An amalgamation of the Pennsylvania canal and of
the Central railroad has been advocated by some, on
the ground that the two improvements combined, and
under one management, in place of competing with each
Other as rival lines, would assist and sustain each other.
That such an arrangement would prove highly benefi¬
cial to the community at large, is not to be doubted ;
the question, how this may b'e effected, I leave otheYs
to decide.
In conclusion, I may yet remark, that the completion
of the Central railroad will, like a great national event,
form one of the most remarkable epochs in the history
of Pennsylvania.
For some years past has this important project been
allowed to sleep ; the prosecution of rival works has
caused its revival, arid the infant project is now rapidly
rising into favor. It needs,' however, nourishing, great
attention, and sacrifice ; but, if properly developed, it
promises to return a hundred fold the cares bestowed
upon it. Its future extension shoul l be westward, to
those distant regions which, even now, are ready to pour
their rich treasures into our lap.
Like the New York canal, when it opened those
vast and immense Resources to the City and State of
New York, the Great Central railroad is destined to be¬
come the future highway of an immense traffic, not
ephemeral in its nature, but most stable and permanent.
It will vastly contribute to the wealth of Pennsylvania,
and place the future prosperity of Pittsburg and Phila¬
delphia upon a basis which cannot be shaken.
Pittsburg, January, 1847.
3 5556 042 158972
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