REPORT
ON THE
SURVEY FOR A RAIL ROAD,
FROM .
BY JOHN C. TRAUTWINE,
CIVIL ENGINEER.
PHILADELPHIA, OCTOIIEIl,
1844.
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To Ashhel Ralston, Esq.,
Pres't of the Tioga Navigation Company :
Sir:
111 accordance with our agreement, I have made a survey to ascer¬
tain the practicability of connecting the present northern termination of
the Wiliamsport and Elmira Rail Road at the town of Ralston, with the
southern termination of the Blossburg and Corning Rail Road, (famili¬
arly so called ; but consisting in fact of the rail roads of the Tioga
Navigation Company and of the Tioga Coal, Iron, Mining and Manufac¬
turing Company,) at the town of Blossburg, by means of a rail road
without inclined planes ; and it affords me pleasure to report that such
a road is not only practicable, but that, contrary to general expectation,
it is practicable at an uncommonly moderate expense.
The route surveyed (but which I think may be shortened about 2 miles)
is 24ä miles in length ; and has for about two-thirds of that distance
grades of 100 feet to a mile.
Between the towns of Ralston and Blossburg, and running nearly at
right angles with a line drawn from one to the other, is an elevation
called the Burnt Ridge, the general height of which is about 1500 feet
above Ralston, and 1000 feet above Blossburg; the latter place being
exactly 500 feet above the former. This Ridge presents no gaps pro¬
perly so called, that can be availed of in the location of our road ; but
there are at certain points moderate depressions of its summit, of which
I selected that which lies about 2 J miles, north of Ogden's, as the most
favorable for our purpose, when considered with reference to the grades
and distances required to reach the respective points of termination.—
This depression, where my line crosses it, is 1335 feet above Ralston,
and 835 feet above Blossburg.
In assuming a maximum grade that should secure a route requiring
the most moderate original outlay, consistent with the ready transporta¬
tion of so much traffic as might reasonably be anticipated for the road.
I had especial reference to the improved locomotives of Messrs. Baldwin &
Whitney of Philadelphia, one of these engines with six drivers, and
weighing fifteen tons (or having but 2^ tons on each driving wheel) will
be easier on the road than engines of the ordinary construction ; which
although having a less gross weight, dispose more than two tons on
a single driver. Such a six driver engine will ascend our grades of 100
feet toa mile, with trains weighing 100 tons, and since it will bo ncccs.
sary under any circumstances to have three engines on the road, (viz. one
to start daily from each end, and one in reserve for accidents or extra
4
trains, it will be easy under these circumstances to cary on any amount
of transportation that will in all prohability present itself, more economi¬
cally than upon a road with easier grades, but requiring a proportional
increase in the length of the line, together with such a corresponding in¬
crease in the original outlay as might under existing circumstances pre¬
vent the construction of the road. It is to be presumed that after the
Junction road is completed, the locomotives of the other roads would
daily traverse the entire distance, about 90 miles, between Williamsport
and Corning, so that in fact neither cars nor locomotives will be spe.ti-
ally required for the proposed Junction. A road with easier grades, but
of greater length, would probably require more engines than one con¬
structed on my route, inasmuch as the engines could not well, in case
of emergency make the trip each way daily, which they can readily do
over a road but 245 miles in length ; and moreover, the ratio of increase
of loads which an engine can draw up different ascents is less than that
of the ascents themselves ; thus, up grades of 50 feet to a mile, one of the
engines before alluded to will not draw twice as much as she will up
grades of 100 feet to a mile by about 15 tons.
There are many minor points that might with propriety be discussed
in the consideration of this subject, but as they would not affect the
general result in this instance, I refrain from alluding to them.
I have, then, for the purpose of shortening the road, as much as possi¬
ble and consequently of reducing its original cost assumed the greatest
rate of inclination which will with the least number of engines that could
under any circumstances whatever be required on this road admit of the
transportation of all the freight that can be expected on it for many years
to come.
By reference to the map of my survey it will be seen, that the line
commencing in Blossburg, at the termination of the Blossburg and Corn¬
ing Rail Road, crosses the Tioga River at the south end of the town ;
and immediately striking the foot of the Tioga hills, ascends by means
of their slopes to the side hills of Taylor's Run, a tributary of the Tioga.
The line then continues up Taylor's Run until an opportunity presents
itself of crossing the valley of that stream, without any expensive con¬
struction; thence it runs down the opposite side of the valley, until the
coincidence of the natural surface of the intervening summit with my
grade line, enables us to pass westwardly to the valley of Carpenter's
Run. This valley with that of one of its branches, is followed up to
the summit.
The distance from Blosshurg to the summit by this route is 8j miles ;
and the grade a uniform one of 100 feet to a mile, except for that short
portion between the town and the high ground opposite to it, on which
5
the moderate grade of the Blossburg and Corning Rail Road is adopted.
The line actually run by me, and marked out by a path, and blazes on
the trees, has thus far an inclination of lOSfo feet to the mile ; but a grade
line of 100 feet to a mile, will not in any place differ from it more than a
few rods.
In descending from the summit towards Ralston, I found it impossible
to strike any of the head waters of Mill Creek, without a very material
increase of grade over 100 feet; and consequently I selected the route
by way of the valley of Salt Works Run, the level of which stream, I
found could readily be reached by a grade of 100 feet to a mile by deflecting
westwardly from the summit and descending the southern slope of the
Burnt Ridge in a general direction towards Young's Mill, on the Block¬
house road, about 3? miles west of Ogden's.
The line follows the eastern slope of the valley of Salt Works Run,
to the confluence of that stream with Roaring Branch, four miles south
ofYoung's ; thence it runs down Roaring Branch 3i miles to Lycoming
Creek, and along the west slope of the Lycoming hills to King's, one
mile north of Ralston, where it crosses the Lycoming, and unites with
the Williamsport and Elmira Rail Road, which is graded to this point.
This line, although it requires a grade considerably less than 100 feet
to a mile for a considerable distance (see profile of grades) and conse¬
quently increases the length of the road, more than I could desire, is, I
am confident better than any other route that could be oJj)tained, except
perhaps one down the valley of Frenchman's Lick Run, (instead of Salt
Works Run) to Roaring Branch.
I strongly advise that a survey be made along that stream, as I think
it highly probable it may afford a route shorter than mine, by perhaps
2 miles ; and presenting no grades exceeding 100 feet to a mile. If this
route should prove to be the best, it will, I suspect, be found advisable
to grade nearly level, from my line, near Seecrist's, to the head of
Frenchman's Lick Run, to avoid deep cutting near the latter point.
I regret that my time was so limited by a pending professional en¬
gagement in South America, for which country I shall sail in two or
three days, that I could not myself have a line of survey made down
Frenchman's Lick Run ; for although my agreement required of me
nothing more than to ascertain and report on the practicability of con¬
structing a rail road without inclined planes, between Ralston and Bloss¬
burg, still a few days more time would have enabled me to point out the
definite location from the summit to Ralston, with as much precision as
that on the west side of the Burnt Ridge. I have marked in red dots on
the map, what I conceive to be the proper course to run, from my line,
to strike the head of Frenchman's Lick Run.
6
From a point some two miles below Young's, 1 ceased to trace an ac¬
tual grade-line on the ground, but leveled along the waters of the
streams, to the Lycoming ; merely observing that the nature of the side-
hills offered no serious impediments to the construction of a rail-road.
As my graded line from the summit to the point A, near Seecrists,
had a descent of 1 feet to a mile, it will be deviated from in the
final location, so far as to obtain a grade in the hill slopes of 100 feet to
a mile ; which, as on the west side of the Burnt Ridge, will require no
deviation of more than a few rods from my path.
At the commencement of my operations, in order to save time, I as¬
sumed the starting points of my levels to be at a certain elevation above
Ralston, which I knew to be a tolerable approximation to the truth ; and
as my subsequent levelings showed that the assumption was 18 feet in
excess, that amount must be deducted from all the bench-marks made
and figured along my route. For, instance, the bench, at the summit,
is figured 1353 feet above Ralston, whereas it is actually but 1335 feet
above it.
The road from its location throughout on the side slopes of narrow
and circuitous streams, must necessarily consist of a series of curves. In
some few instances it may be necessary to adopt radii as short as 300
feet, but this degree of curvature is readily traversed by the six driver
engines of Messrs. Baldwin & Whitney, indeed I have seen them pass a
curve of less than 100 feet radius, with perfect ease.
For crossing Roaring Branch at either of the points designated on the
map, I recommend a single span of about 100 feet, on Burr's plan, which
I consider far superior to all other combinations for wooden bridges of
large span. As this bridge will cross the stream at a considerable eleva¬
tion, the rail road should be carried over its top ; and it should be well
weatherboarded at the sides. This will be the longest bridge on the
line ; but from the very small amount of work required on its abutments
and apin'oachos, its cost will be quite trifling, that of the entire wood work
probably not exceeding $1200. A span of about 75 feet will be required
across the Lycoming near King's (unless the Frenchman's Lick Run route
be adopted, in which case it will probably be found necessary to cross the
Lycoming nearer to Ralston, so as to continue the grade of 100 feet along
the hills on the west side of that stream.)
A similar bridge will be necessary for crossing the Tioga River at
Blossburg. A few others of smaller spans will require trusses, consisting
of a King post and two braces. The remainder may be of simple girders,
without any trussing. Instead of stone culverts, I recommend from mo¬
tives of economy, short spans of this description without floors, for
passing small runs &c., under the road.
7
The superabundance of fine timber along the entire route, the cutting of
which constitutes the chief item of its cost, will render the expense of
the bridges a very moderate item.
If it should be found expedient not to vary from that part of my line of
survey between the summit and Salt Works Run further than is necessary
to obtain a grade of 100 feet either an embankment or a fcressel bridge of
of about 70 feet in height, and 600 feet in length must be made at the
point marked A, on the profile and map J of a mile north of Seecrists ;
but I think it highly probable that a more advantageous point for cross¬
ing the valley may be found further north.
At the point marked B. a cut of about 33 feet in depth at the deepest
point, and but 300 feet in total length, will probably give a better and
cheaper line than one curving around the spur of the hill at that spot.
The two last mentioned points are the most expensive on the line, and
even they, it is evident, are by no means serious items.
There will be several embankments and a few cuts, varying from 10
to 30 feet, but rarely reaching a total length of 100 feet, and some few
sharp points of rocks to be blasted away. With these exceptions, the
grading will consist of but little more than a transverse levelling of the
road bed. As to the cost of constructing the road, it will depend chiefly
on the kind of superstructure that may be adopted; the grading and
bridging being as before remarked, very light.
The mountain Rail Road leading from Ralston to the neighboring coal
mines, over ground very similar to ours was graded, and a wooden super¬
structure without broken stone ballasting laid on it ready for the iron
rails, at an entire expense of but ^2,000 per mile ; and from a comparison
of that road with the line of my exploration, 1 do not think that the cost
of those two items, together with the bridging, will in our case exceed
about $3,500 a mile, and if a flat bar of 2$ inches by i of an inch,
weighing 29 tons at ;^65 per ton be laid, the entire cost per mile including
spikes, splicing plates, &c. complete would be about $5,800 per mile.
But 1 should by all means recommend several very important devia¬
tions from tbis plan, viz: 1st, to cover the entire graded surface with
about 15 inches of coarsely broken stone, before laying the cross-ties ;
with an additional depth of ahout 6 inches between them after they are
laid ; 2d, to Kyanize or Payenize thoroughly all the timber employed in
the construction of the road way, bridges, &c. ; 3d, to employ a heavy
bar rail about 2 inches wide at top, 2è at bottom, and If deep; which 1
feel entirely confident, from observation, will be found greatly superior
to the ordinary T rail as regards durability.
These changes would increase the cost of the road to not more than
$10,000 per mile; or for a road 24î miles in length, (supposing the
8
shorter rout down Frenchman's Lick Run should not be found available,)
to a total of but $245,000, a trifling sum when considered in connection
with the importance of the work upon which it would be expended.
Were the road a mere isolated one, without important connections
at both ends, I should (if indeed I advised any road at all under such
circumstances) recommend the lighter rail ; but this is not the case with
ypur contemplated enterprise. It forms a very short, but most important
closing link in a great cbain of internal improvements, extending over all
the Northern, Middle, and Southern States of the Union. It is part of the
shortest line of improvements, by about 200 miles between the metropo¬
lis of our country, and Buffalo on Lake Eric ; and consequently must
immmediately on its completion, form the most eligible route for the
transportation of merchandise &c. from the former city, together with
Philadelphia and Baltimore, to the Western States, not to mention the
pleasure travelling from the South to the Falls of Niagara, which takes
place every summer, nor the immense quantities of anthracite from the
Coal region of Pennsylvania, to supply Western New York, a great part
of Ohio, &c., which must chiefly seek this route. These sources of in¬
come, the security of which to your road, no one at all conversant with
the topography of the country can for a moment doubt, supercede all
necessity for entering into a detailed calculation of the probable revenue
of the road, as they at once ensure a profitable return to a vastly larger
amount of Capital than can, without a most prodigal extravagance be
employed in the construction of the work.
I append to this report a small Map exhibiting some of the more im¬
portant of our improvements, between which a connection will be formed
by means of your road.
As I may perhaps be thought to have already said more on this sub¬
ject than was required of me by the tenor of my engagement with you,
I shall conclude by expressing the hope that the urgent demands on my
time, incident on my preparations at a very short notice, for my voyage
to a distant country, will be received as an apology for the crude and
incomplete character of this report.
The details of construction, as well as those of the location, must
necessarily devolve upon the engineer to whose charge the work may
be confided, but so far as regards the general direction of the route, I am
confident it cannot vary very materially from that of my exploration.
I am very respectfully.
Yours, (fee.
(Signed,) .lOHN C. TRAUTWINE.
Philadelphia, October 30ii, 1844.
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