The Railway Library, 1909. Various

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СКАЧАТЬ will be made through Ligonier valley, striking the Conemaugh higher up. The Black Lick and the country between it and the Conemaugh will also be examined during the season.

      The following summary statement will exhibit the estimated cost and distances of a continuous railroad from Harrisburg to Pittsburg, via Johnstown and Blairsville, graded for a double track, and a single track and turnouts laid.

      The estimate is based on prices that are believed to be ample to finish the road in a substantial manner. If the work should be pushed with cautious energy, it may be completed for a somewhat less sum.

      The width of the roadbed at grade line in thorough cuts of earth is 32 feet, in rock 26 feet and on embankments 25 feet.

Items.	Places.	Dist. in miles	Cost. Dollars.
	{ Between Harrisburg and Lewistown	60.70	705,610
	{ " Lewistown and Huntingdon	36.70	582,342
	{ " Huntingdon and Robinson's	35.20	703,000
Graduation	{ " Robinson's and Sugar Run Gap	12.25	655,000
	{ " Sugar Run Gap and Johnstown	28.50	875,000
	{ " Johnstown and Blairsville	28.	445,000
	{ " Blairsville and Brush Creek	33.	925,000
	{ " Brush Creek and Pittsburg	15.	145,000
	Amount	249.35	5,035,952
	Superintendence, &c.		250,000
	Contingencies		350,000
Superstructure.	Single track, including an average of 450 feet of turn-outs, per mile		2,792,722
	Interest account		551,000
	Land damages and fencing		170,326
	Grand Total		9,150,000

      That part of the line below Huntingdon has been located permanently; thence to Logan's Narrows the calculations are based on a preliminary location, and between this point and Blairsville upon an experimental survey, with liberal allowances for contingencies. Between Blairsville and Pittsburg the road has been carefully located. Upon that portion of it, between Blairsville and Turtle creek, gradients of 52–8/10 feet per mile have been admitted, which may be reduced to 50 feet per mile, by the expenditure of an additional sum of $40,000.

      Our measurements of distances commence at the depot of the Harrisburg and Lancaster Railroad Company, 106¾ miles from the corner of Vine and Broad streets, in the city of Philadelphia, and terminate at the intersection of Liberty street, in the city of Pittsburg. Those made for the Commonwealth, under the direction of Mr. Schlatter, began at State street, in Harrisburg, and ended at Two Mile Run, on the Monongahela river, giving a difference in favor of Mr. Schlatter's line of about 1–8/10 miles in the points of starting. Between Blairsville and Pittsburg our distance has been actually increased 2–8/10 miles over that proposed by Mr. S., after making allowance for about 6/10 of a mile of an unaccountable discrepancy in the two measurements. This increased distance is incurred to save three tunnels, and other expensive work, amounting, together, to $280,000, or $100,000 per mile.

The whole difference between Mr. Schlatter's and Mr. Miller's measurements, supposing the points of starting and ending to have been the same, is 4–3/10 miles. The difference between the points of starting of the two surveys, on Mr. Foster's division, is about 2/10 of a mile. From Harrisburg to Huntingdon we lose, by following the river route. 7/10 of a mile[A] on Mr. Schlatter's line, and save, from thence to the summit of the mountain, about four miles.

      As a connection with the Allegheny Portage Railroad would insure to us most of the advantages of an independent road to the western base of the mountain, it is evidently the policy of the Company to make it at the earliest practicable moment. Our location falling within 6–⅓ miles of that road, it becomes a very small matter to effect a junction with it. If the present means of the Company, however, would justify the expenditure, the connection could readily be made at the foot of Plane No. 4, on the west side of the mountain, thus saving 7 out of 10 of the inclined planes. This could be effected for the additional sum of $1,250,000, or for $950,000 a junction might be made at the summit of the Portage, avoiding the five eastern planes.

      The branch to, or above, Hollidaysburg is, however, the cheapest and most speedy way of effecting the connection, and when our road is carried over the mountain it will remain a good feeder to the main line, and a fair investment of the capital of the Company.

      The following is an estimate of the cost of a continuous road from Harrisburg to Pittsburg, in connection with the Allegheny Portage Railroad, graded for a double track throughout, except the branch to Hollidaysburg:

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Items.	Places.	Dist. in miles	Cost. Dollars.