The Railway Library, 1909. Various

his report upon the western division, Mr. Miller gives the following account of the surveys, conducted under his direction by Messrs. Day and Pemberton, his principal assistants: "If a straight line be drawn from Blairsville to Pittsburg, it will be seen that Turtle creek is the only stream that approximates to the proper course of the road, whilst the Loyalhanna, the chief tributary of the Conemaugh, crosses it nearly at right angles, and Spruce Run, Roaring Run, Porter's Run, Beaver Run and others intersect it at various angles of obliquity. Much time and labor were bestowed by Mr. Schlatter and his principal assistant, Mr. Roebling, upon the investigation of this district, and their maps and profiles, loaned to us by the Canal Commissioners, have been of much service in our examinations. From a careful investigation of Mr. Schlatter's preferred route on the ground, it appeared possible to avoid some of the most formidable obstacles which he encountered by adopting a higher gradient than his maximum of 45 feet per mile, and by a reasonable increase of distance at a few points.

      "Our trial lines confirmed this, and, in the location made, a maximum of 1. in 100, or 52–8/10 feet per mile, has been used at several places. The cheapness of fuel throughout the whole extent of the western division renders this increase of gradient less objectionable than elsewhere. Bituminous coal, of the best quality, is everywhere abundant, and can be delivered at the depots at from 56 to 84 cents per ton."

      The principal changes made in the route referred to in Mr. Schlatter's report Mr. Miller describes as follows:

      "Upon the White Thorn our line keeps the left bank, entirely to its mouth, avoiding a tunnel of 600 feet, leading into the valley of Buck Run, and a high bridge over White Thorn creek, and reducing that over the Loyalhanna, from 90 to 50 feet in height. West of Buchanan's summit we run level round the hill, between Porter's Run and Beaver Run, avoiding the Still House summit entirely, where a tunnel of 1,000 feet was proposed, with a cut of 70 feet at its western end, running out to grade in a distance of 1,700 feet.

      "Passing Burnt Cabin summit, by a deep cut, the line descends along Turtle creek to the Monongahela.

      "Below Murraysville the creek makes a double bend, like the letter S. The former line crossed one of these bends, by a tunnel 600 feet long, whilst ours crosses the other by a short, deep cut, following a remarkable pass by which the hill is nearly cut through. These changes have reduced many of the deep cuts, avoided several bridges, saved three tunnels, and reduced the length of a fourth, amounting in all to a reduction of 2,300 feet of tunneling."

      After reaching the Monongahela, two routes present themselves, one following the bank of the stream to Pittsburg, and the other ascending along the slope of the river hills, enters a valley leading by Wilkinsburg and East Liberty. Thence, following this valley, it descends Two Mile Run, and enters the city on the Allegheny side. The latter, though the longest route, and requiring gradients of 50 feet per mile, has been adopted as it presented the only apparently feasible route by which a connection could be formed with a road extending towards the great west.

      The comparative cost of grading and damages, upon the two lines, would be rather in favor of the route adopted.

      A line has also been located from the junction of Turtle and Bush creeks, which passes up Bush creek and through Greensburg to Bernhard's summit, thence by the valleys of Fourteen Mile Run, Sauxman's and Magee's Runs, to the Conemaugh, at the gap through Chestnut ridge.

      If the Conemaugh route, by Johnstown, should be adopted, the line by Greensburg will be about 3¾ miles longer than that by Turtle creek, but passes east of the Loyalhanna, over much more favorable ground than any other line examined.

      Its advantages, in relation to the local trade of a rich and populous section of country, west and east of Chestnut ridge, through the gap formed by the Loyalhanna, give it strong claim for consideration.

      Whether the increased length of the line and the difficulties west of Greensburg will be sufficient to counterbalance these local advantages we will leave undecided until the comparative estimates have been fully made out. Another line was traced, leaving Greensburg and passing into Ligonier valley, through Chestnut ridge, at the Loyalhanna Gap, thence north of this ridge along Coalpit and Kendrick's Runs, to the Conemaugh, which resulted unfavorably.

      

      Further examinations 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.

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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