385.4 
 At52r 
 
 mi!:.... 
 Kiflirlr
 
 i
 
 UNIVERSITY OF 
 ILLINOIS LIBRARY 
 
 AT URBANA-CHAMPAIGN 
 STACKS
 
 REPORT 
 
 OF 
 
 ROBERT FARIES, 
 
 CIVIL ENGINEER, 
 
 ON THE 
 
 ' i 
 
 1 
 
 SURVEYS TO AVOID THE INCLINED PLANES , 
 
 ON THE \ 
 
 ALLEGHENY PORTAGE RAILROAD. :
 
 
 "^ 
 
 Canal Commissioners' Office, ) 
 
 Harrishurg , February 7, 1851. ) 
 
 Hon. John Cessna, 
 
 Speaker of the House of Rej^resentatives-: 
 
 Sir, — The Board horewitli transmit the report of Robert Furies, lisq., the engineer 
 cppoiuted in pursu".nce of the Act of the 10th May, 1850, to make a survey of a route 
 to avoid the Inclined Phmcs on the Allegheny Portage Puiilroad. 
 
 I have the honor to be, 
 
 Very respectfully. 
 
 Your obedient servant, 
 
 ISRAEL PAINTER, 
 
 Presidc7it. 
 
 \ 
 
 41q5^'^
 
 /^ 
 
 i
 
 REPORT. 
 
 To the Board of Canal Commissioners of Pennsylvania. 
 
 Gentlemen : — The fcilloAving report of a preliminary survey, to avoid the incline<l 
 planes on the Portage Railroad, is respectfully submitted. 
 
 The Act of the Legislature directs the survey of a route to avoid the five western, 
 and as many of the eastern planes as may be practicable. It would, therefore, seem 
 to contemplate an improvement of the greatest practical utility, to facilitate the trade 
 that may be brought upon it from the eastern, and western divisions of the main line 
 of the State Canals, at Hollidaysburg and Johnstown. 
 
 Previous surveys having demonstrated that the five western planes could easily be 
 avoided ; and, at a reasonable expenditure, my attention in the first place was, there- 
 fore, more particularly directed to the eastern slope of the mountain, from the summit 
 to Hollidaysburg. 
 
 Much valuable information, on this point, was obtained from the reports of surveys 
 made at different times throughout that particular section of country ; but, more par- 
 ticularly, from the able report of Charles L. Schlatter, Esq., Civil Engineer, who 
 conducted the survey for a continuous railroad from Ilarrisburg to Pittsburg, during 
 the seasons of eighteen hundred and thirty-nine, and forty, upon which all subsequent 
 t^urveys appear to have been based. 
 
 The lowest available depression of the mountain, is fou)id to be at Sugar Pvun Gap, 
 noticed by j\Iajor Long as early as eighteen hundred and twenty-six, subsequently con- 
 firmed by Mr. Schlatter, and more recently by the surveys made by the engineers of 
 the Central Railroad Company : It also presents greater natural advantages for con- 
 ptructing a cheap tunnel line, than any other point, by which the eastern and west-em 
 divisions of the main line of the State canals can be united by a railroad. 
 
 By locating the eastern entrance for a tunnel, one hundred and sixty feet below the 
 ffummit of the gap, the depression from this point to the foot of Plane No 10, is found 
 to be, only, one thousand and fifty-two feet, and, by carrying a grade of one foot in the 
 hundred, equal to fifty-two feet and eight-tenths per mile, through a tunnel to the west- 
 ern side of the mountain, the length of the tunnel will not exceed two thousand three 
 hundred feet. 
 
 Mr. Thompson, Chief Engineer of the Pennsylvania Central Railroad Company, in 
 his Second Annual Report to the Directors, remarks, that ''during the past summer, 
 an actual location was made of the main line, from Altona to the summit of the moun- 
 tain, and that the ascent is accomplished in twelve and a quarter miles, by a maximum 
 gradient of eighty-four and a half feet, on straight lines, reduced on curves, according 
 to their diameter, to seventy-five feet upon those of minimum radii." He also further 
 remarks, that ''to decrease the expense of crossing Kittaning and Bergoon's runs, 
 and some smaller branches of the latter stream, the tunnel at Sugar Run Gap hag 
 been lengthened to eleven hundred yards, which reduces the elevation to be overcome, 
 from the foot to the summit of the mountain, to nine hundred and sixty-five feet. By 
 this, it appears that the elevation to be surmounted, from Altona to tlie summit, by 
 the located line of the Central Railroad, is actually only eighty-seven feet less than the 
 elevation which has to be overcome from the foot of Plane No. 10 to the eastern en- 
 trance of the proposed tunnel; and that the Central Road will require a tunnel one 
 thousand feet longer than the road to avoid the planes. 
 
 Having a high opinion of Mr. Thompson, as a practical engineer, and also having;
 
 6 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 great ConStlonce iu the judgment of his associate, and assistants, who located the line, 
 1 deemed it unnecessary to examine the country lying between Altona and the sum- 
 mit of the mountain, as the ground over which a line would have to be carried hi: d been 
 thoroughly explored during the past three years, and it was not to be presumed that 
 much additional information could be obtained by any further examinations; indeed, 
 I have no doubt, but that the location made ia as judicious and as economical as the 
 character of the country will admit of; particularly one, the surface of M'hich presents 
 j*o bold and broken an outline: I therefore determined at once to examine the ground 
 south of Sugr.r Run, between the summit and the foot of Plane No. ]0, the fii-st plane 
 after leaving Hollidaysburg, and three and three-fourth miles west of that place. 
 
 The peculiar topogi-aphical feature of the mountain spurs lying between IBlair'^ 
 Gap and Kittaning Gap, is to elongate to the south, and shorten off to the north ; thia 
 tiicurnstance, together with the fact that a southern location from the cast end of the 
 tunnel would bring the line more immediately in the vicinity of the present road, and 
 thus eniiblc the lines to be connected wherever it would he found practicable, strength- 
 ened my mind more fully in favor of a line south of Sugar Run ; and in order to test 
 the practicability of a grade to coincide, as nearly as might be, with the maximum 
 f'rade of the present road between Hollidaysburg and the foot of I*lane 10, I adopted 
 a or;ide of fifty-five feet per mile, the maximum grade on the present road being fifty- 
 four feet per mile ; but, at the same time, kept in view lines with gradients from 
 seventy to ninety-five feet per mile, and examined the character of the ground lower 
 down the slope of the mountain, conceding to the higher gradients, by running dis- 
 tinct lines at all points where there was a probability, or apprehension, of not obtain- 
 in^ suitable ground for the purpose : The result, however, proved more favorable than 
 I had anticipated. 
 
 The spur of the mountain, lying between Sugar Run and Blair's Gap, continues bold 
 and maintains a corresponding elevation, in a great measure, with the summit at Sug;:r 
 Run Gap for nearly six miles; it then breaks off to a much lower elevation, and is 
 divided into two ridges by Fetter's Run, which heads at the base of the main spur, and 
 runs parallel with Sugar and Blair's Runs. To maintain the grade of fifty-five feet per 
 mile, the line had to be carried round the main spur of the mountain, and run up into 
 Blair's Gap as far as Fries' Tavern, some distance above the foot of plane No. 8. At 
 this point the grade struck into the ground, and it became necessai-y to adopt a switch, 
 and descend with the line on the same side of the mountain spur ; the line then passes 
 over the ridge Iving between Blair's Gap and Fetter's Run, through Steiuholtz's Gap ; 
 thence along the same ridge on the South side of Fetter's Run, winding round the 
 noint of the hill opposite the head of plane No. 10 ; continues along the slope of the 
 hill until the grade reaches favorable ground for crossing the valley to the South side 
 of Blair's Run, near the head of Plane No. 9; thence running parallel with the plane, 
 crosses it about one-third of the way up; continues in the vicinity of the present road, 
 and strikes the level about half-way between Plane No. 9 and Plane No. 10 ; continues 
 en and along side of said level until it reaches the head of Phxnc No. 10, where it 
 ■nasses through the hill ; crosses a .small stream putting into Blair's Run, ut the foot of 
 the plane, and pas.se5 thvtnigh tlie dividing ridge bctv/ccn said run and Dry Run ; 
 thence down the valley i>f Dry Run, and intersects the level of the present road near 
 l>uncan';ville, about three miles above the Canal Baiin at Hollidaysburg; the whob 
 distance, after htwing revised the line, and improved tl-.e curves at different points, it 
 f.und to be nineteen miles and two thousand feet; which gives a continuous grade of 
 fifty-six feet per mile, rcqxiiring a maximum grade of sixty feet on straight lines, with 
 a correPTwndinc- reduction on curves, to fifty-two feet upon tho.se of minimum radii. 
 The estimated cost for gr.iding and masonry for a doable track is four hundred and 
 eiehtv-Sve thousand dollars; and for the sui>erstructure, including ballast, three 
 hundred and sixty-five thousand dollars. 
 
 To det^^ruiine the practicability of a line w^ith gradients of ninety feet, requiring the 
 maximum, on straight lines, to be ninety-five feet per mile, reduced to correspond on 
 curves, it became ncees.^ary to ascertain the elevation of the dividing ridge between 
 Sugar Run and Fetter's Run. By running a line of levels down the slope of the moua-
 
 EEPOKT OF ROBERT FARIES, CIVIL ENGINEER. 7 
 
 tain, it was found to be fcur hundred and fifty feet below the entrance of the proposed 
 tunnel, and the distance five miles. Ilavinp: ascertained, b}- the levels of the first 
 line, the depression of Weir's and Seinholtz's G.vp^, it becamo evident that not only 
 a ninety feet grade could be adopted, but also that line?, with seventy or eighty feet 
 grades, might be obtained ; the only difference in the location of any of the lines, with 
 higher gridicnts than that of the first, for five mihs, C( mmencing at tlio eastern end 
 of the tunnel, is, that they are thrown fn-thcr down the slope of the mountain. 
 
 The seventy feet grade, requiring a maximum of seventy-five feet on straight lines, 
 would pass through Weir's Gap at the lowest point; thence, along the north sideof Blair'.s 
 Gap, to a point opposite Plane No. S; curve across the flat j cut through the present 
 road at the foot of the plane ; strike on to the level below, and tlicn continue along 
 side of the present road until it meets th-! first line ; it then occupies the same ground^ 
 only varying, occasionally, to suit the diff^-rence in grade between it and the first line, 
 until it intersects the present road at Diineun:-;vi!le. The whol- distance, from the 
 cast end of the tunnel, being fifteen and a-half miles : Estimated for grading and ma- 
 sonry, for a double track, at three hundred and ninety-five thousand" dollars, and for 
 superstructure of road, including ballast, two hundred and eighty-five thousand dol- 
 lars. 
 
 An eighty feet grade, instead of passing through Weir's Gip, would coatinuo ou 
 the south side of Fetter's Run; pass over Seiuholtz's Gap, still continue on the sams 
 side of the ridge a)>out a mile further, then curve round the point of the hill opposite 
 Plane No. 10, and pass along the slope of the hill on the noi-th side of Blair's Run, 
 until favorable ground is met with for crossing the valley of said run. It would then 
 descend on the south side of the run, and connect with the present road at the foot of 
 Plane No. 10. Estimated cost for grading and masonry, three hundred and five 
 thousand dollars, for superstnxcture double track, including ballast, two hundred and 
 fifty thousand dollars. Whole distance thirteen and one-fourth miles. 
 
 The ninety feet grade, after passing over the dividing ridge between Sugar Run and 
 Fetter's run, would continue along the ridge ou the south side of Fetter's Run, wind 
 round the point opposite Plane No. 10; coutinae a short distance along the' slope of 
 thchill on the north side of Blair's Run, curve across the vailej' of said ran with a 
 radius of fifteen hundred feet, descend the valley on the sotith side, and intersect with 
 the level of the }n-esent road at the sa?ue point as the eiglity feet grade, the distance 
 being eleven and three-fourth miles. Estimated to cost for gi-ading'^and misonryfor a 
 double track, two hundred and eighty thousand dollar.^, and for superstructure includ- 
 ing ballast, two hundred and twenty thousand dollars. 
 
 The tunnel at Sugar Run Gap, two thousaud three hundred feet in length, with a 
 double track through it, is estimated to eo.^t one hundv-.d and sixty-five thousand dollars. 
 
 WESTERN SLOPE OF THE MOUNTAIN, 
 
 Commencing at the \re'i,t end of iha proposed tunn.el, the line pa&i^es down one of th3 
 tributaries of Clearfield Creek, winds round the slope of a hill, croasea another of the 
 tributaries of Clearfeld, and passes through the dividing ridge between the latter stream 
 a!id Jjaurol Swamp Sumniit. It is then Cirriod across the svvamp with a light embank- 
 ment, and continued down I^.urel Run, one of the tributaries of the Ci-nemaugh River, 
 and along on the south side of said river, generally over -^-ery favorable ground, occu- 
 pying in most pl-.ces the same locality as the line ran by Mr.' Schhttter, until it striker-* 
 Plane No. 3, soiiio distance above the foot. At this point, iu order to avoid a heavy 
 embankment, and a culvert across Ben's Creek, and, also, a cut between Ben's Creek 
 and Beaver Dam Run, it curves on to the plane, pisses over the present culvert, runs 
 on to the level between Plane No. 3 and Plane No. 2, and continues over and along 
 side of said level a .short distance, then pas.ses rou)vd the hill at the head of No. 2^ 
 crosses the plane about one-third of the v/ay up, and t-^ritinues along near the top of 
 the hdl south of the foot of the plane, crosses Deuninger's Run, and aftrr passing along 
 ou favorable ground less than a mile, crosses the Cnnomaugh River and intersects with 
 the present road on the level between Plane No. 1 and Plane No. 2, one mile below 
 the foot of Plane No. 2 ; the distance from the west end of the tunnel to the intcrsoe-
 
 8 
 
 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 tion being twelve miles and seventeen hundred feet; which has been estimated to cost, 
 for grading and masonry for a double track, two hundred and ten thousand dollars, 
 and for superstructure, including ballast, two hundred and seventy thousand dollars. 
 The present portage road is then adopted as the line for the distance of ten miles, to 
 a point five thousand feet below the stone viaduct at the Horse Shoe Bend. The line 
 then continues nearly parallel with the line of the Central Railroad, occupying the 
 intermediate space between it and the portage road, until it approaches the tunnel hill 
 at the head of Plane No. 1. It then curves across the line of the Central Railroad 
 and the Concmaugh River, and strikes the hill on the south side of said stream, so as 
 to gain a position to recross the Conemaugh, and diagonally again recross the line of 
 the Central Railroad in the deep cut through the tunnel hill, thereby materially de- 
 creasing the expense of the cut, and bringing the line in a position with a moderately 
 easy curve, to follow the slope of the hill and cross Plane No. 1 about half way up it, 
 and then to strike along the side of the mountain, and run parallel with the level be- 
 tween the foot of Plane No 1 and Johnstown, until the grade strikes said level two 
 miles above Johnstown. The distance from the point on the long level below the 
 stone viaduct, to the intersection with the level above Johnstown, being four miles 
 and a-half. Estimated to cost for grading and masonry, eighty-five thousand dollars, 
 and for superstructure for a double track, including ballast, eighty-five thousand dollars. 
 On the Western slope the grade was varied to suit the ground, the maximum adopted 
 being fifty-two and eight-tenths feet per mile, which occurs in one instance going 
 West, for sixteen hundred feet, to decrease the expense at the summit between Clear- 
 field Creek and Laurel Swamp Summit. The maximum grade, however, can, when a 
 permanent location is made, be reduced to fifty feet, without increasing the expense. 
 In no case, on any of the lines, either on the Eastern or Western slope, need the cur- 
 vature be decreased below seven hundred and nineteen feet radius, equal to eight de- 
 grees deflection in a hundred feet, except on the line with seventy feet grades. In 
 one instance on this line, curving round at the foot of Plane 8, a radius of five hun- 
 dred and twenty-five feet had to be adopted, equal to eleven degrees in a hundred feet ; 
 some of the most important roads in the Union have curves of as short radii. On 
 the long level of the Portage Road, between Plane No. 1 and Plane No. 2, the radius 
 of one of the curves is only four hundred and fifty feet, with a complement of nearly 
 one hundred and eighty degrees. Severe curvature, however, should never be resorted 
 to where it can possibly be avoided by an expenditure that would be considered within 
 the bounds of prudence. The line from the East end of the tunnel to Johnstown is 
 common to all the lines between that point and Hollidaysburg, and the respective lines 
 will compare with each other, from Hollidaysburg to Johnstown, in point of cost, as 
 follows : 
 
 Line JVb, 1. — Maximum Grade Sixti/ Feet. 
 
 DISTANCES. 
 
 From JDuncansville to cast end of tunnel; 
 distancce 19 1 miles 
 
 Tunnel, length 2,300 feet - 
 
 From cast end of tunnel to intersection ") 
 with level between plane 1 and 2 ; dis- [- 
 tance 12 miles, 1,700 feet - - ) 
 
 From a point 5,000 feet below Stone via-S 
 duct, to a point 2 miles above Johnstown ; V 
 distance 4 1 miles - - - . j 
 
 Total cost 
 
 tost of 
 
 Grading and 
 
 Masonry. 
 
 ^485,000 
 
 !10,000 
 
 85,000 
 
 $780,000 
 
 Custol Super- 
 structure. 
 Doiihlj Track 
 
 $365,000 
 
 270,000 
 85,000 
 
 $720,000 
 
 Cost of Tunnel. 
 Double Track. 
 
 1165,000 
 
 $165,000 
 
 $1,665,000
 
 REPORT OF ROBERT PARIES, CIVIL ENGINEER. 
 Line No. 2. — Maximum Grade Seventy-five Feet. 
 
 DISTANCES. 
 
 From Duucausville to east cud of tunnel, 
 distance 15] miles ... 
 
 Tunnel, 2,300 feet long - - - 
 
 From west end of tunnel to intersection"^ 
 with level between plane 1 and 2; dis- - 
 tance 12 miles, 1,700 feet - - ) 
 
 From a point 5,000 feet below stone via-'j 
 duct to a point 2 miles above Johnstown ; V 
 distance \l miles ... ) 
 
 Cost of 
 
 Grading and 
 
 Masonry. 
 
 6395,000 
 
 210,000 
 85,000 
 
 Cost of Siiper- 
 
 struciure. 
 Double Track 
 
 6285,000 
 
 270,00 
 85,000 
 
 6690,000 
 
 6640,000 
 
 Cost of Tunnel. 
 Double Track. 
 
 6165,000 
 
 6165,000 
 
 Total cost 
 
 Line No. 3 — Maximum Grade Eigliti/five Feet. 
 
 61,495,000 
 
 DISTANCES. 
 
 Cost of 
 
 Grading and 
 
 Masonry. 
 
 Cost of Super- 
 
 structnre. 
 Double Track 
 
 Cost of Tunne'. 
 Double Track. 
 
 From the foot of plane 10, to ca.st cud of) 
 tunnel; distance 13 J miles - - j 
 
 Tunnel, 2,300 feet long 
 
 From west end of tunnel to intersection ~\ 
 with level between plane 1 and 2 ; dis- v 
 tance 12 miles, 1,700 feet - - ) 
 
 Fi-om a point 5,000 feet below the Stone ^ 
 viaduct, to a point 2 miles above Johns- K 
 town; distance 4j^ miles - - - J 
 
 6305,000 
 
 210,000 
 85,000 
 
 6250,000 
 
 270,000 
 85,000 
 
 6165,000 
 
 
 6600,000 
 
 6605,000 
 
 6165,000 
 
 Total cost 
 
 Line No. 4 — Maximum Grade Ninety-five Feet. 
 
 61,870,000 
 
 DISTANCES. 
 
 Cost of 
 
 Grading and 
 
 Masonry. 
 
 Cost of Super- 
 structure. 
 Double Track 
 
 Cost of Tunnel. 
 Double Track. 
 
 From the foot of plane 10, to east end of ) 
 tunnel; distance 11 1 miles - - j 
 
 Tunnel, 2,300 feet long 
 
 From the west end of tunnel to intersec- ') 
 tion with level between plane 1 and 2; [■ 
 distance 12 miles, 1,700 feet - - j 
 
 From a point 5,000 feet below the Stone ^ 
 viaduct to a point 2 miles above Johns- >■ 
 town; distance 42 miles - - - j 
 
 6280,000 
 
 210,000 
 85,000 
 
 6220,000 
 
 270,000 
 85,000 
 
 6165,000 
 
 
 6575,000 
 
 6575,000 
 
 6165,000 
 
 Total cost 
 
 61,315,000
 
 la 
 
 EEPOKT OF KOKERT FAKIES, CIVIL ENGLVELT?. 
 
 RECAPITULATION OF THE BIFFEEENT IJNES'. 
 
 :«>. or LWE. 
 
 per raile. 
 
 Length of line, 
 including su- h 
 porjians of the 
 Portage rrad as 
 it is proj'osc'd 
 to ocfiipj. 
 
 Ti'tal eosi of the- 
 proposed neve 
 
 w.irk. 
 
 Line No. 1 - 
 
 Line No, 2 ... - 
 
 Lino No. 3 - 
 
 Line No. 4 - 
 
 60 feet. 
 75 « 
 8:> « 
 95 " 
 
 51 1 miles. 
 47| " 
 
 ei,6G5,G0O 
 1,495,000 
 1,370,000 
 l,'U5,00a 
 
 The following table sbo^rs the relative prcportioii cf net ■acight, to tbe gross weight,, 
 {hat a freight engine of 20 tons ^Yi\\ draw oa a GO feet grade^ and al.so on a 95 fee* 
 grade, at difre\'eat degrees of adhesdoa, calexxlating the ton at 2,000 poinds-; frictioa 
 7* pounds per ton. 
 
 CRADE. 
 
 Prn[>union of 
 ad lies! ve poorer 
 toNVfigtii oS en- 
 sine. 
 
 G 0:<s weight III ; Grijss wfighi in 
 
 Adhesive po^weij tons, irizliidij:^ i Uu.Sy fxeliisive I Net weighj ii» 
 in puBHdj. 
 
 60 feet. 
 
 u 
 
 iC 
 
 u 
 
 95 ^ec^, 
 u 
 
 a 
 
 J 
 
 4 
 J 
 
 _l 
 
 m 
 
 3 
 
 2(> 
 
 I 
 
 3 2 
 
 1 
 
 4 
 
 t 
 
 S 
 
 \ 
 
 IS 
 
 J_ 
 
 2 
 1_ 
 
 3 2 
 
 I 
 
 eBgiise aiid ten- 
 der of 10 tun*. 
 
 10,000 
 5,000 
 2,500 
 2,000 
 1,250 
 
 10,000 
 5,000 
 2.500 
 2,000 
 1,250 
 
 335-8 
 
 170-4 
 
 87-7 
 
 714 
 
 46-6 
 
 233-4 
 
 118-4 
 
 60-^ 
 
 47 
 
 33 
 
 of engine 
 eiider. 
 
 and 
 
 tons. 
 
 ?05 
 
 152-5 
 
 140-4 
 
 70-2 
 
 57-7 
 
 28-8 
 
 411 
 
 20-5 
 
 16-6 
 
 8--^ 
 
 203-4 
 
 101-7 
 
 88. 4 
 
 V 44-2 
 
 SO-3 
 
 15 5 
 
 17 
 
 8-5 
 
 o 
 
 
 O 
 
 
 It Trill be seen by the foregoing table, that the proportion of ii':;t toanage to tl*,? 
 gross l'3ad decP3ases on a ninety-five feet grade, ia a much gi-eater ratio than it does 
 on a sixty feet grade j the resistance, oxring to gravity, iiicyeases as the grade 
 increases; the engine and tender constitutes pavt of the gix>ss \o■^d, consequently the? 
 po\Tcr and adhesion re<:|mred niust bi in an increased ratio to aeeompli^h the same^ 
 lesult OQ a ninetj'-five feet grade, as on a sixty feet grade. 
 
 In eouiputing the net tounagv, t!ie weight of the cars is taken, ton fo^r tea, of net 
 veigbt. The net weight •will, a\ore fsequcntly, be less than greater, oiling to saoritT 
 or less of empty car*, that \nll, fsoK^ necessity, be attached to almo&t every train; — 
 irith a tn^iu of sc^'tiou boat.-i, taking into consideration the -jreight of the truck, the 
 propcxtion of net toonage viH lie considerably less than ton for ton. 
 
 On a grade of sixty feet p-?r mile, with one-twentieth adhesioa, the wot tonsiagc ks 
 foand to be 20-5 tcais; -whereas on a ninety-five feet grade, with the same adhe- 
 sion, the s:\iiae engine ■will draw b^t S-5 ton?, the ?elatiyo proportion being only 
 iSi one is to ahout two and €«ie-half, — rcqiviring, when the rail is in this state, two 
 and one-half engines to do the same- work o« a ainety-five feet grade, as oae 
 engine wouM d© on a sixty feet grade. This laay be said to bo an extreme 
 case; btst most engineers tskkc one-eighth of the weight on the driving wheels for 
 the SYerage of the a(lbe."?ive power to be relied upon throughcyat the year. To- 
 arrive »t this average, fom- and a-balf months mu.'jt be taken at one-foarth of the 
 i^eight on the drivers^ and vscven and a-half months at oue-twcutieth of the weight ou
 
 KEPORT OF ROBEKT FARIES, CIVIL ENGINEER. II 
 
 the drivers, for the adhesive power. The adhesion, however, is just as fluctuating a» 
 the atmosphere by which it is cfFected; but in a mountainous country, for at least six 
 months in the year, one-half of the time the adhesion will most likely not exceed 
 one-twentieth of the weight on the drivers. The practice, when the engine has not 
 sufficient adhesion, is to sand the rails; this, it is true, gives sufficient adhesion to 
 move the train for the time being ; but it is generally Avhen the track is in its worst 
 state, at the expense of two or three revolutions of the driving wheels, on a distance 
 that should be passed over by one revolution, and is as injurious to the engine and 
 the road as if it had moved three times the distance, or one engine had passed three 
 times over the same space. 
 
 The atmosphere is another source of resistance; when it is at perfect rest, if the 
 velocity of an engine docs not exceed ten cr twelve miles an hour, the resistance to a 
 train is of little cousequence; but if there is a high- wind opposing the train, at an 
 angle of forty-five degrees, it will be sensibly felt. The force of a strong wind on a 
 square foot of surface, by observation has been found to be about six pounds. 
 
 The surface exposed by an engine and its tender alone, when running at an angle of 
 forfy-HA'c degrees to the wind, will be not less than one hundred and sixty square feet; 
 therefore, IGO X 6 = 960 pounds. The gravity on a grade of ninety -five feet 
 per mile will be thirty-six pounds per ton. An engine and tender weighing thirty 
 tons will exert a retarding force equal to 30 X 36 = 1080 pounds; one thousand and 
 eighty added to nine hundred and sixty make two thousand and forty pounds — forty 
 pounds over and above the adhesive power, when the adhesion is one -twentieth of the 
 weight on the driving Avhecls. The greatest force of wind that has been observed is 
 set down at 157-3 during a hurricane. High winds, it is well known, prevail to a 
 greater degree in a mountainous than in a level country. 
 
 However judicious it may be found to resort to high gradations for short distances, 
 on a long line of railroad such as the Pennsylvania Central Railroad, or the Baltimore 
 and Ohio Railroad, it would seem to be bad policy to adopt them on a road to avoid 
 the inclined planes of the Portage Road. 
 
 From Hollidaysburg to the East end of the proposed tunnel, by the shortest line 
 that is submitted, we have for the first three and three-fourth miles, a maximum grade 
 of fifty-four feet per mile on the old road, and on the line from the foot of Plane 10, 
 eleven and three-fourths miles, with a maximum grade of ninety-five feet per mile. 
 
 If we take the adhesive power of an engine of twenty tons burthen, at one-eighth cf 
 the weight on the drivers, as the average throughout the year, the relative proportion of 
 net weight which an engine of this class is capable of hauling on the respective grades, 
 will be as 72-7 tons is to 44-2 tons, or about 1 ton to 1-64 tons. Then the length of 
 the high grade being eleven and three-fourih miles, we have 11-75 xrG4=19-£7 — 
 11-75=7-52 miles more running distance with the engine and tender than the actual 
 distance of the high grade. Two-thirds of the wear and injury to a road may safely 
 be set down as attributable to the engine and tender alone. 
 
 The cost of the repairs on the Columbia and I'hiladelphia Railroad during the last 
 year, was a trifle over nine hundred dollais per mile. The average for the railroads 
 in the Eastern States, about eleven hundred dollars per mile; we may therefore take 
 a thousand dollars per mile as a fair average upon which to base our calculations. — 
 The estimated cost of the line with sixty feet grades per mile, from Duncansville to 
 the East end of the tunnel, stands thi;s : 
 
 For grading and masonry . . . , . $485,000 00 
 
 For superstructure - .... . . 365,000 00 
 
 850,000 00
 
 12 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 The estimated cost of the line with ninety-five feet grades from the foot 
 of Plane 10, to East end of tunnel, thiis : 
 
 For grading and masonry . - - $280,000 00 
 
 For superstructure . . - - 220,000 00 
 
 ^ §500,000 00 
 
 DiflFerence in favor of liigli grade .... 350,000 00 
 
 Which at six per cent. ... 6 
 
 Amounts to .... 21,000 00 
 
 The entire increase of running on the high grade, to convey the same amount of 
 
 net freight, is found to be 7-52 miles, or 3-76 of double track. The distance from 
 Duncansville to foot of Plane 10, 0-74 -|-3-76 =4-50 miles. 
 
 The following statement exhibits the running expenses chargeable to an engine 
 during the year : 
 
 For 312 days of locomotive engine, at S2 00 per diem - - ^624 00 
 
 For " '' firemen, at |1 20 - - - - 374 40 
 
 For 600 cords of wood, at $1 20 per cord ... 720 00 
 
 For sawing and splitting 600 cords of wood, at 40 cts. per cord - 240 00 
 
 For repairs of engine ..--.. 100 00 
 
 For 150 gals, oil, at $1 50 - - - - • - 225 00 
 
 For wear and tear 312 days, at ^2 per diem ... 624 00 
 
 For interest on cost - - - - - - - 420 00 
 
 g3,327 40 
 
 The length of the line, with sixty feet gradients from Hollidaysburg to Johnstown, 
 is found to be fifty. one and five-eights miles; an engine will easily make a trip both 
 ways in a day of twelve hours, making one hundred and three and three-eighths miles 
 of a run. The increased distance of running to convey the same weight on the ninety- 
 five feet line, as on the sixty feet line, has been shown to be four and a-half miles of 
 double track, or nine miles of single track; then 103-375-^9 = y|.5 increase of the 
 running expenses of the engine chargeable to the high grade. 
 
 The present business of the road will require about ten engines, and the computed 
 yearly expenses will be as follows on the respective lines : 
 
 Line with 95 feet grade =^,327 40 x 10=^33,274 ~ 11-5=S2,893 
 
 X $33,274= f 36,167 
 
 Line with 60 feet grade=§3,327 40x10= 3^,274 
 
 Difference in favour of low grade .... S2,893 
 
 Interest saved on 95 feet grade - - - ?21,000 00 
 
 Deduct extra expenses of running - - - 2,893 00 
 
 18,107 00 
 To which must be added for repairs on extra distance of 
 
 41 miles i of -$4,500 .... 1,500 00 
 
 Saving at the present time on high grade - - - $19,607 00 
 
 As the business of the road increases, the saving on the high grades will decrease. 
 The sub-structure, or road bed, when once made, will remain permanent throughout 
 all time. The running expenses, or motive power, will increase in a direct ratio with 
 the trade. If the tonnage should be increased seven or eight fold, the lines would be
 
 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 13 
 
 brought to a par, thus : $2,893 X 8 = 23,144 dollars, $3,537 over the saving on the 
 high grade, and as the trade would increase beyond this point, the saving would in- 
 crease on the low grade. Independently of this ciixumptance, unforseen contingencies 
 detrimental to the economical working of the road, will increase in a greater ratio on a 
 line with high grades than they will on a line with low gradients. 
 
 The most economical arrangement, so far as the requisite power of the steam alone 
 is to be considered, would be a succession of inclined planes with levels between, such 
 as the present portage road. The requisite power of steam in this case, is the amount 
 that is sufficient for lifting a load through a perpendicular height, equal to the aggre- 
 gate of the ascent,^, plus the power required to convey the same load over a level dis- 
 tance of the same extent, yet practical experience has not pi'oven that inclined planes 
 is the most economical mode of working a road, at least in Pennsylvania ; nor can I 
 believe that gradients as high as eighty-five or ninety-five feet will be found to be so, 
 except for light freight that will afford a high rate of tolls, and where the amount of 
 tonnage to be passed over the road is limited, if they can possibly be avoided at any 
 reasonable outlay. 
 
 The estimate of William S. Campbell, Esq., the present superintendent of the portage 
 railroad, for motive power, trucks, cars, running expenses, &c., is two hundred and 
 twenty-two thousand six hundred and six dollars and twenty -eight cents, and for re- 
 pairs, sixty-three thousand eight hundred and twenty-five dollars, making a total of 
 two hundred and eighty-six thousand four hundred and thirty-one dollars and twenty- 
 eight cents. 
 
 The difference in working the present road, compared with the different lines to 
 avoid the planes, will be as follows : 
 
 Line No. 1. — Maximum Grade Sixty Feet. 
 
 Total cost of construction - - 
 
 Land damages _.-.-.- 
 
 Engineering and incidental expenses . . . . 
 
 Interest on $1,745,000 at 6 per cent. 
 
 Motive poAver, car, and truck expenses 
 
 Miscellaneous expenses - - - - . 
 
 Depot at Hollidaysburg and Johnstown 
 
 Horse power at boat slips, Hollidaysburg and Johnstown 
 
 Repairs of road 51f miles, at $1,000 per mile 
 
 Total expenses - - - - 
 
 Estimated Expenses for 1851, as per Report of W. S. Campbell. ^ 
 
 For motive power, &c. ------ $222 606 
 
 For Repairs ,-,---- 63 825 
 
 $286 431 
 Deduct expenses of new line ... - - 241 325 
 
 Saving per annum ------ $45 106 
 
 $1,665 000 
 
 30 000 
 
 50 000 
 
 $1,745 000 
 
 $104 700 
 
 57 000 
 
 10 000 
 
 15 600 
 
 2 400 
 
 51 625 
 
 $241 325
 
 U REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 Line No. 2. — Maximum Grade Sevenfy-Jive Feet. 
 
 Total cost of construction . . . . - 
 
 Land damages estimated _ - - - - 
 
 Engineering and incidental expenses . _ _ . 
 
 Interest on $1,575,000 at 6 per cent. . - - 
 
 Motive power, trucks, cars, &c. . . - - 
 
 Miscellaneous expenses . - - - - 
 
 Depots at HoUidaysburg and Johnstown . - - 
 
 Horse power at boat slips, at HoUidaysburg and Johnstown 
 Repairs of 47§ miles, at §1,025 per mile - - - 
 
 81,495 000 
 
 30 
 
 000 
 
 50 
 
 000 « 
 
 81,575 
 
 000 
 
 ?94 
 
 500 
 
 59 
 
 000 
 
 U 
 
 000 
 
 15 
 
 600 
 
 2 
 
 400 
 
 48 
 
 943 
 
 Total expenses - ^- - - - - - $231 443 
 
 Estimated Expenses for 1851, as per Report of ^Y. S. Campbell, Superintendent. 
 
 For motive power, &c. ------ $222 606 
 
 For repairs - - - - - - - 63 825 
 
 $286 431 
 Deduct expenses of new line - - - - - 231 443 
 
 Total sa-ving per annum ----- $54 988 
 
 Line No. 3. — Maximum Grade Eiglity-jive Feet. 
 
 "Total cost of construction . - - - - 
 
 Land damages ...---- 
 
 l^ngineering and incidental expenses - - - . 
 
 $1,370 
 
 000 
 
 20 
 
 000 
 
 40 
 
 000 
 
 $1,430 000 
 
 $85 
 
 800 
 
 60 
 
 000 
 
 12 
 
 000 
 
 I^ 
 
 600 
 
 2 
 
 400 
 
 47 
 
 092 
 
 (Interest on 1,480,000, at 6 per cent .... 
 
 iMotive power, trucks, cars, &c. . . . - - 
 
 Miscellaneous expenses ------ 
 
 Depot at HoUidaysburg and Johnstown - - - ^ 
 
 ilorse power at boat slips, HoUidaysburg and Johnstown - 
 {Repairs 45j miles - - - - - - 
 
 Total expenses $222 89 2 
 
 Estimated Expenses, as per Report of ^Y. S. Camplell, Superintendent of Portage 
 
 Railroad. 
 
 Q^or motive power, &c. ..---- $222 606 
 
 iFor repairs ------- 63 825 
 
 $286 431 
 Deduct expenses of new line ----- 222 892 
 
 Total saving per annum ... - - $63 539
 
 EEPOKT OF ROBERT FARIES, CIVIL ENGINEER. 15 
 
 Line No. 4. — Mvucitnum drmh WiK,et^--Ji<}e. FceL 
 
 Yot»l cost of constrac-tion - - - - . $1315 000 
 
 Land (k«ia«:es ------. '20 000 
 
 Kugiiieciing a&d itiK^ideEit&i esrjseEses - - - - 40 qqO 
 
 laterest on 0I,374&,OOO, s.t 6 jjcr ceat 
 
 -Motive poweir, trucks, ears, .&a _ _ _ 
 
 .^liscellaacous expanses - - 
 
 Depot at Kollidaj's'feurg and Jokastown 
 
 Slorse power at slips, HoHidaysburg and Johssto^ra 
 
 iiepairs of 4S| aiiles, at l,GSO.per juile 
 
 P<tsrtage RdihxmcL 
 
 For motive po'wer, &c ----- _ ^,222 606 
 
 Vov repaire - ~ - , _ _ , 63 825 
 
 §1,375 
 
 000 
 
 ^2 500 
 
 61 
 
 500 
 
 12 
 
 50« 
 
 i5 
 
 606 
 
 -2 
 
 400 
 
 45 
 
 806 
 
 §220 30G 
 
 §286 431 
 Ded«*5t espe&^^ea of nom Yir-it - _ - _ _ 220 S06 
 
 Tots.1 sauEg per aEnuHe - _ - _ . §6(5 135 
 
 It is confidently bcIieTcd tliat tlio rMiiijat<:d cost of eil^er -of Wg n.G^s lines will be 
 fonud amply suiScient to do the M^ork. 
 
 Tke presiut road, ^itli ail its fist-urcs, depots, twenty stationary eagines, buildingf?, 
 snd fixtures at ti?e different planes, and l^e whtsic road laid witk a "doubie track, in 
 ?he most substantial manner, on stose blocks, er«opt g« tlie plaaics, cost f 1,828,461 3o, 
 the wkole length being tkirty-six seven-tenth miles. The estimate for the most costly 
 route, in tke first instance, has been shown to be $1,745,000, and the length -of new- 
 road te be made is thirty-soycn thirtecii-t??eKtlotks Kiifes. It may 1>e suj^posed that 
 the motive power and espeEses attendieg it ka^ been estiniated too iov when com- 
 pared with the Columbia Raifeoad. The distance fro?a Philadelphia to Oolujnbia is 
 eighty-two niiJcs, and gcuci-ally tlic engines make but the trip one way in a <iay. On 
 the proposed road to avoid the inclined jjlaccs of the Portage Road, an eagiue will 
 make a trip botk ways iit a »iay, witli ease ; tlserefore the expenses to traasport the 
 came amount of tonnage will not cost uaacfe aaore than tlie one-half that it does on 
 the Columbia Road per mile. Again, the runaiug tiiae on the Portage, to make a 
 fair comparisott with the present road, is one-fourth less, during the year, than on tke 
 Columbia Road; and the fuel alone, for each engine, costs §1,200 per aon«m more 
 on the Columbia Road than it doe^ on the Portage Road, The expenses of the ia- 
 iuiined plane at Philadelpliia is also a heavy item in tlie last Annual Report of the Su- 
 jpcrintendent. 
 
 It would seem, however, not the true policy to be pursued by the State to make a 
 double track road at the present time. With the necessary sidings, five times tlie 
 amount of tonnage could be passed over a single ti-ack that is now pasi^ed over the 
 present road, and with less confusion. 
 
 Where the different proposcti lines strike the old road, passing places can be made, 
 for short distan-ees, at a trifling expense, and where the old road is used, there is » 
 a double track already. IJy making a double track through the proposed tunnel, on
 
 16 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 line No. 1 from IloUidaysburg, the first three miles would be double track ; the 
 next four miles single track ; then a passing place on the level between Plane 9 and 
 10 ; then at the SAvitch, four miles further on ; then through the tunnel, eight and a 
 half miles further. Then at the foot of Plane 3, nine miles from tunnel, and three 
 and a half miles further, the line sti-ikes the long level between Plane 1 and 2, and 
 continues on this level ten miles; then four and a half miles farther on, the line 
 strikes the Johnstown level two miles above that place. By adopting this mode, one- 
 third of the expense in grading would be saved, and one track of the road. The line 
 should, however, be located for a double track, but graded but fifteen feet in width, 
 except where it would be economy to do otherwise. The culverts and bridging 
 should also be located with a view to a double track whenever the business of the 
 road would require it. Line No. 2 would have an equal quantity of sidings : the se- 
 cond would be located below the foot of Plane 8, in place of being on the level be- 
 tween Plane 9 and 10. Line No. 3 does not connect with the present road, from where it 
 leaves the foot of Plane 10, until it arrives at the east end of the proposed tunnel. 
 Line No. 4, after leaving the foot of Plane 10, strikes the old road at the foot of 
 Plane 9, and then intersects with the other lines at the east end of the tunnel. The 
 relative cost of the different lines with a single track, as proposed, and the actual an- 
 nual saving, will stand thus ; 
 
 Line No. 1. — Maximum Grade Sixty Feet. 
 
 Cost of grading and masonry, from Duncansville to east end of 
 
 tunnel ..... ^485,00000 
 
 Deduct one-third - - - 101,666 00 
 
 8323,333 00 
 
 Cost of sxiperstructure (double track) - - §365,000 00 
 
 Deduct one-half - - - 182,500 00 
 
 182,500 00 
 
 Cost of tunnel, with a double track - - - - 165,000 00 
 
 Cost of grjiding and masonrv, from west end of tunnel to point below 
 stone viaduct - * - - - 8210,000 00 
 
 Deduct one-third - - - 70,000 00 
 
 140,000 00 
 
 135,000 00 
 
 Cost of superstructiire ... - ^270,000 00 
 
 Deduct one-half - - - 135,000 00 
 
 Cost of grading and masonrj', from point below stone viaduct to point 
 
 two miles above Johnstown ... §85,000 00 
 
 Deduct one-third - - -• 28,333 00 
 
 Cost of superstructure . - - - $85,000 00 
 
 Deduct one-half - . - 42,500 00 
 
 56,667 00 
 42,500 00 
 
 Total cost of construction . - - - - §1,045,000 00 
 
 Land damages - - - - - - 3(1,000 00 
 
 Engineering and incidental expenses ... 50,000 00 
 
 §1,125,000 00 
 
 Estimate of Superintendent of Portage Road, for expenses and repairs 
 
 for 1851 §286,431 00 
 
 Interest on §1,125,000, at 6 per cent. - - §67,500 00 
 
 Expenses of motiA-e power, cars, trucks, repairs of road, &c. 136,625 00 
 
 204,125 00 
 
 Annual saving ..---- §82,306 00
 
 REPOKT OF ROBERT FARIES, CFV^IL ENGINEER. 17 
 
 Line No. 2. — Maximum Grade Seventy. five Feet. 
 
 Cost of grading and masonry, from Duncansville to cast end of 
 
 tunnel ..... ?395,000 00 
 
 Deduct one-third - • - 131,666 00 
 
 Cost of superstructure (double track) - - $285,000 00 
 
 Deduct one-half - - - 142,500 00 
 
 253,333 00 
 
 142,500 00 
 
 Cost of tunnel, with a double track - - - - 165,000 00 
 
 Cost of grading and masonry, from west end of tunnel to point below 
 stone viaduct .... 8210,000 00 
 
 Deduct one-third - - - 70,000 00 
 
 Cost of superstructure .... $270,000 00 
 
 Deduct one-half - - - 135,000 00 
 
 Cost of grading and masonry, from point below stone viaduct to point 
 
 two miles above Johnstown ... o8 5,000 00 
 
 Deduct one-third - - - 28,333 00 
 
 Cost of superstructure - - - $85,000 00 
 
 Deduct one-half .... 42,500 00 
 
 140,000 00 
 135,000 00 
 
 56,667 00 
 42,500 00 
 
 Total cost of construction - . - . ^935,000 00 
 
 Land damages - - - - - - 30,000 00 
 
 Engineering and incidental expenses . - _ 50,000 00 
 
 81,015,000 00 
 
 Estimate of Superintendent of Portage Road, for expenses and repairs 
 
 for 1851 ....... 8286,43100 
 
 Interest on 81,015,000, at 6 per cent. - - 860.900 00 
 
 Expenses of motive power, cars, trucks, repairs of road, &c. j 36 943 00 
 
 197,843 00 
 Annual saving . . J . - - 888,588 00 
 
 Line No. 3. — Maximum Grade Eijlity-five Feet. 
 
 Cost of grading and masonry, from Duncansville to e"'?t en^ of 
 tunnel ..... 83, 5,0lt0 00 
 
 •*. Deduct one-third - - - 101,666 00 
 
 Cost of superstructure (double track) - - 8250,000 00 
 
 Deduct one-half - - - 125,000 00 
 
 203,333 00 
 
 125,000 00 
 
 Cost of tunnel, with a double track .... 165,00000 
 
 Cost of grading and masonry, from west end of tunnel to point below 
 
 stone viaduct .... 8210,000 00 
 
 Deduct one-third - - - 70,000 00 
 
 140,000 00 
 
 Carried fbrwurd 8633,333 00 
 
 1
 
 18 REPORT OF ROBERT FARIES. CIVIL EXCirNKLK. 
 
 Brought forward - - - - 8633,333 00 4 
 
 Cost of superstructure - - - - $270,000 00 
 
 Deduct one-half - - - 135,000 00 
 
 Cost of grading and masonry, from point below stone viaduct to point 
 
 two miles above Johnstown . . . ?85,000 00 
 
 Deduct one-third - - - 28,333 00 
 
 Cost of superstructure - - - - 885,000 00 
 
 Deduct one-half - - - 42,500 00 
 
 135,000 00 , 
 
 56,067 00 
 4£,500 00 
 
 Total cost of constructioH - - - - - 1607,500 00 
 
 Land damages ...--- 20,00000 
 
 Engineering and incidental expenses - - 40,000 00 
 
 8927,500 00 
 
 Estimate of Superintendent of Portage Road, for expenses and repairs 
 
 for 1851 8286,43100 
 
 Interest on 8927,500, at 6 per cent. - - 855,650 00 
 
 Expenses of motive power, cars, trucks, repairs of road, &c. 137,092 00 
 
 ^ r ; ; 192,742 00 
 
 Annual saving ..---- 893,689 00 
 
 Line iVo. 4. — Maximum Grade Ninety-five Feet. 
 
 Cost of cradine and masonry, from Duncansville to east end of 
 
 tunnel - - ' - - - S280,000 00 
 
 Deduct one-third - - - 93,333 00 
 
 Cost of superstructure, (double track) - - 220,000 00 
 
 Deduct one-half - - - - HO 000 00 
 
 186,667 00 
 
 110,000 00 
 
 Cost of tunnel, with double track - - ' . ,-, 165,000 00 
 
 Cost of grading and masonry, from west end of tunnel to point below 
 stone liaduct - ' - - - 8210,000 00 
 
 Dediict one-third - - - 70,000 00 
 
 Cost of superstructure - - - - 8270,000 00 
 
 Deduct one-half - - - - 135,000 00 
 
 Cost of grading and masonry, from point below stone viaduct to point 
 
 ^ two miles above Johnstown - - - 885,000 00 
 
 Deduct one-third - - - 23,333 00 
 
 Cost of superstructure - - - - 885,000 00 
 
 Deduct one-half - - - 42,500 00 
 
 140,000 00 
 135.000 00 
 
 56,667 00 
 42,500 00 
 
 Total cost of construction ^^on 000 00 
 
 Land damages - - - - - " In'nno qn 
 
 Engineering and incidental expenses - - - 4u,um^»u 
 
 8895,834 00
 
 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 19 
 
 Estimate of Superiutendeut of Portage road, for expenses and repairs 
 
 for 1851 - - - - - - - ^286 431 00 
 
 Interest on ^895,834, at 6 per cent. - - 853,750 00 
 
 Expenses of motive power, cars, trucks, repairs of road, &c. 137,806 00 
 
 Annual saving - - - - - - g»^375 00 
 
 The former Superintendent of the Portage Railroad, Thomas J. Power, Esq., esti- 
 mated the value of the old materials, from thirteen miles of the road that would be 
 avoided, by dispensing with the five western planes, at one hundred and forty-nine 
 thousand nine hundred and ninety dollars. Estimating the old materials on the same 
 principle, for twenty-one miles of the old road that will be avoided, if the new road is 
 made, embracing ten inclined planes, depot, and riggers' loft, at the summit, and the 
 estimate will stand thus : 
 
 200 tons of plate and edge rails from planes, at S25 per ton - $5,000 CO 
 
 170 do. defective edge rails, at ^25 per ton - - - 4,250 00 
 
 2,200 do. edge rails, which will answer to replace the defective rails 
 
 on such parts of the old road as has been adopted with the 
 
 new lines, at $60 per ton . - - - 112,000 00 
 
 1,000 do. cast iron chairs, fit for use, at ^45 per ton - - 45,000 00 
 
 60 do. do. unfit for xise, at S15 per ton - - 900 00 
 
 20 stationary engines, at 82,500 each - - - - 59,000 00 
 
 20 houses and lots, at the planes, at §400 each - - 8,000 00 
 
 Depot and riggers' loft, at summit . - - - 1,500 00 
 
 Miscellaneous items - - - - - 2;000 00 
 
 S?248,650 00 
 
 At the present time, there are seventeen locomotive engines on the Portage Road 
 and three more new ones will be required for the business of the present year. Ten 
 first-class engines will do all the business of the new road at the present time, with 
 two extra engines in case of accidents, making twelve in all : this will leave a surplus 
 of eight engines. Eight of the inferior class of engines now on the road has been esti- 
 mated as worth sixteen thousand dollars; which added to two hundred and forty-eight 
 thousand six hundred and fifty dollars, the value of the materials from the part of 
 that old road that would be abandoned, makes two hundred and sixty thousand six 
 hundred and fifty dollars, of a fair item, to be deducted from the cost of the new road. 
 
 It has been suggested, that a connexion might be made with the Central Railroad, 
 and tne one road used in common across the mountain. There cannot be a doubt^but 
 that it is correct policy for the Central Railroad Company to use the Portage Rail- 
 road, either in its present state, or in an improved capacity, until the business of their 
 own road will warrant an independent line, as it insures to them most of the advan- 
 tages of an independent road ; but for the State to tax every ton of goods to run out 
 to Altona, then switch on to the main line of the Central Road, would not only be 
 imwise, but a most ruinous policy to the main line of the State canal. 
 
 If the higher gradients are to be resorted to lines No. 3 and 4, both offer greater 
 facilities, being cheaper to make, and more direct than the route by Altona. 
 
 The valley of Blair's Run affords both to lines No. 3 and to No. 4, very favorable 
 ground to gain a position to swing round the point of the hill opposite Plane No. 10, 
 and after gaining this position, there is one continuous range of ridge and munntains, 
 to run along to Sugar Run Gap, without having to encounter any bridging, and no 
 culverts over twenty feet space ; wherea.*, from Altona, by the route of the Central 
 Rnilroad, the de*p gorges formed by Kittaning and BGrgoons' Run«, and the smallci 
 ■"■■-- '■■ • . (hoiT). have t" lif crn.'«is«'d.
 
 20 
 
 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 
 
 To exhibit tlie relative cost, distance, and maximum gradients of all the different 
 lines, from the intersection of the Central Railroad Company's branch, with the Portage 
 road below Duncansville, to the west end of the tunnel, I have prepared the follow- 
 ing table. 
 
 
 Cost for single irack, 
 
 
 
 Line. 
 
 with double ■ratk, 
 
 Distance. 
 
 Maximum Grade. 
 
 
 •hrough tunuei. 
 
 
 
 No. 1. 
 
 ^670,823 
 
 20t miles 
 
 60 feet switch line 
 
 " 2. 
 
 560,823 
 
 17§ " 
 
 75 " 
 
 « 3. 
 
 493,833 
 
 15^ " 
 
 85 " 
 
 <' 4. 
 
 461,667 
 
 14 " 
 
 95 " 
 
 Altona and 
 
 
 
 
 Central Railroad. 
 
 1,281,000 
 
 19J " 
 
 84J " switch line. 
 
 The data for the Altona route is taken from the second annual report of the engi- 
 neer of the Central Railroad Company, which is embraced in the third annual report 
 of the directors, except the estimate for the tunnel ; that part of the work not being 
 estimated separately, I put it at the same price per foot lineal, as the price from the 
 tunuei for the other lines. 
 
 In the early part of 1852, the Central Railroad Company have strong hopes of 
 having their line west of the mountain completed as far east as the stone viaduct. 
 
 By an expenditure of ten thcaisand dollars, their road could be connected with the 
 Johnstown Level, which would obviate the necessity of making the four and a-half 
 miles, to avoid Plane No. 1 at the present time. The estimated cost of the four and 
 a-half miles, for a single track, is one hundi-ed and nine thousand one hundred and 
 sixty-seven dollars, which would leave after deducting ten thousand dollars for the 
 connection, ninety nine thousand nine hundred and sixty-seven dollars. The actual 
 sum necessary to be provided, to make a road to avoid all the inclined planes on th« 
 Portage Railroad, according to the plan suggested, would be for 
 
 Line No. 1. 
 
 Estimated cost of single track- . . . - 
 
 Deduct value of materials ) - - S248 650 00 
 
 '' from old road | - - ** j 
 
 engines - - 16,000 00 
 
 amount saved by adopting line of Cen- 
 tral Railroad, at Plane No. 1 - - 99,967 00 
 
 u 
 
 61,125,000 00 
 
 Actual amounL required for line No. 1 
 
 8364,617 00 
 6760,383 00 
 
 Line No. 2. 
 
 Estimated cost of single track .... 
 
 Deduct value of materials from old road, §248,650 00 
 
 '' old engines . - - - 16,000 00 
 
 '* amount saved by adopting line of Cen- 
 tral Railroad, at Plane No. 1 - - 99,907 00 
 
 Actual amount required for line No. 2 
 
 81,015,000 00 
 
 864,617 00 
 $650,383 00
 
 REPORT OF ROBERT FARIES, CIVIL ENGINEER. 21 
 
 Line No. 3, 
 
 Estimated cost of single track - - . . . §927,500 00 
 Deduct value of materials from old road, $248,650 00 
 " old engines - - . . 16,000 00 
 " amount saved by adopting line of Cen- 
 tral Railroad, at Plane No. 1 - - 99,967 00 
 
 364,617 00 
 
 Actual amount required for line No. 3 - - - - $562,883 00 
 
 Ldne No. 4. 
 
 Estimated cost of single track . - . . . $895,834 00 
 
 Deduct value of materials from old road, $248,650 00 
 
 " old engines .... 16,000 00 
 " amount saved by adopting line of Cen- 
 tral Railroad at Plane No. 1 - - 99,967 00 
 
 364,617 00 
 
 Actual amount required for line No. 4 - - - - $491,117 00 
 
 Line No. 1, and also the routes by Altona, are switch lines. 
 
 The intersections of many of the leading lines of railroads form switch lines. The 
 Harrisburg Railroad and Cumberland Valley Railroad forms a switch line ; the Cum- 
 berland Valley, and York and Harrisburg; the Columbia and Harrisburg; and many 
 more that might be named. With a good turn-table, an engine and tender can be 
 turned in less than two minutes, and for a freight road, a switch line cannot be con- 
 sidered very objectionable, particularly when heavy obstacles are surmounted by their 
 adoption, and at a materially decreased expense. To arrive at a correct decision as to 
 the relative merits of the different lines, the whole distance between Hollidaysburg 
 and Johnstown must be taken into view; the question then to be determined is simply 
 whether a line with a low gradient, or a line with a high gradient, should be adopted, 
 in case the work is undertaken. If the business of the road is to increase, one or 
 other of the lines with the low gradient should be adopted ; if it is supposed that thfs 
 business will decrease, there would not be so strong objections to one of the lines with 
 the high grades. A line with a continuous grade of sixty-five feet, without a switch, 
 is not impracticable, but it would be somewhat more costly than either of the other 
 lines. 
 
 In all the arduous duties connected with the survey, I have been ably assisted by 
 D. Mitchell, Jr., Esq., and P. S. Fox, Esq., both gentlemen who have for a length 
 of time been engaged in the profession. 
 
 ROBERT FARIES, Civil Engineer. 
 
 Harkisburg, January 29, 1851.
 
 t
 
 uNivERsrrv of illinois-urbana 
 
 3 0112 068028650