Indiana State sentinel. [volume] (Indianapolis) 1841-1853, 1848-01-20


unsurpassed anywhere for its adoption to all the pur
poses OF cultivation and its fat, unbroken table lands,
which 10 many places vet improved, owing To the
distractions offered by decayed timber and vegetation
TO Its drainage, appear TO be too wet for profitable
cultivation But this wet land is invariably found to
occupy the highest eIel and afford every facility
for complete and cheap DRAINAGE and. indeed, expe
rience has shown that all such land needs but To be
exposed to the sun, aud TO have its natural drains
opened, to become highly productive and yield rich
return for the abor bestowed upon 1t.
With the exception of few miles of this line in
the vicinity of Peru, and three four In
dIanapOs, oak timber Of the finest quality be
conveniently obtained In great abundance So far as
tins material Is used in the construction Of the road
the cheapneSs and facility with which 1t be pro-
Icured, will render this item of construction much less
than Is usual upon works of this kind.
Good building stone be procured only
on The northern part of the line, extending as far
south Wildcat creek. Consequently for all struc
lures south of that point, timber has been estimated
These structures have always been arranged, how
ever, To be renewed with stone after the road Is
constructed without interfering with its transporta-
tlOn The foundations are also to be permanent, be-
ing made suitable for stone structures aud placed be-
low the low water where they will not decay.
For convenience of calculation the estimate for the
graduation of the line is divided into four dvi>, ~
the first extending from Peru to Kokomo, the 2dfrom
KOkomo TO Upton, the Sd from Upton TO NobesvIle
and the 4h from NobIesville TO INDIANAPOLIS. These
divisions again sub-divided into sections of con-
venient length be embraced in contracts with indI
viduals. The graduation has been estimated for a
single track. The embankments Ia feet wide at the
grade line, with side slopes of IL to l. The cuts ~
feet wide with side slopes of II to /.
The bridges, however. designed permanent struc-
lures, have been estimated of sufficient width for two
tracks.
The clearing of the way has been estimated 50 feet
wide, agreeably to the terms of the charter of the
company.
THE estimates Of the cost of graduation are spec-
cally forth in sundry tables, which have not
room copy in full We annex the conclusions,
however, which are derived from these tables, and
which will suffice to give the reader idea of the
aggregate cost of the work
First Dirison-From Peru 10 KokOmo.
The total of the graduation of the first divi-
sion, embracing distance of little more than 198
miles is S92, 1879 00-being average Of 81 500 90
per mile.
The length of curved line % miles, with Radii va
rying from $500 to 1900 feet.
Second D,uision-From Kokono to Upton.
Total cost. s27,442 90
Average cost per mile, 1860 53
Length of curved line, 2.l00 feet.
Radius of curve, 5,73O feet.
Third Dirision-F From Upton to NobIesriHe.
Total length of this division, 10 miles.
Total cost, S44,464 90
Average cost per mile, 1858 90
Length of curved line, 4,200 feet.
Radli of curves. from 5 ,730 to 1855 feet
Fourth Dirision-From NoblesriHe to Indianapolis
Total cost of this division is $3S, sol co.
Length 20.51 miles.
Average cost per mile. S1,S77 Is.
Length of curved line 2-2l miles.
Radius of curve, $3.50 feet
DEC aDTpIrr ATION
Total cost of graduation Of entire line, 1902
606 On.
Total length of line. II 9 miles.
Average cost per mile, S2,S45 90.
Total length of curved line, 5.9l miles.
Total level grade, 3 miles. 1850 feet.
Grades from level to an inclination Of 10 feet pei
mile-27 miles, 3240 feet
Grades from 10 to inclination of 20 feet pei
mile-l6 miles, 1920 feet.
Grades from 20 to inclination of 80 feet pei
mie-9 allies, $3.50 feet
Grades from 30 to an inclination of 80 feet pei
mile-3 miles, 900 feet
Grades from 30 to an inclination of 40 feet pei
1000 feet.
To have reduced the inclination of the maximum
grade materially, would have increased the cost oil
construction to amount far beyond any equivalent
that could be derived from the increased facility Of
doing the business Of the road upon lighter grade
The grade of Az feet feet per mile, where it is used
conforms generally to the surface and is not greater
than that be found many of the best roads in the
country
CONSTRUCTION OF RAILWAY.
The estimate for the supersructure Of the road is
based upon the following plan of construction.
Longitudinal mud stills, by I'D inches, are placed
upon the road bed feet from centre TO CENTRE upon
these are placed cross ties by inches square. IA
feet long, and feet apart In the space between the
ties blocks placed TO decrease the
between the bearing points of the string pieces the
cross ties nOtched to receive string pieces by
inches square, secured in their place by wooden
wedges Upon the strings the iron rails secured
leaving the width of track of feet 81 inches The
whole of the timber to be sound white burr oak.
In consequence of the great difficulty upon CON
siderable portion of this line of procuring material f6
ballasng the track, estimate has been made for it
1t may however be found hereafter be the advan
tage of the company to it the part of the road
where ii be procured at reasonable cost. In the
immediate vicinity of the streams, gravel can proba.
bly, be had, and on the northern end of the line stone
may be procured at such price TO justify the ex
penditure.
The estimate for one mile of superstructure al
above described is 81 $50 90.
The cost of iron rail will Of course depend upon the
weight. | would recommend to your company TO pro
cure the edge rail of either the n or H pattern, o
not less weight 10 lbs. the yard If however
the means of The company at this time will not allow
the use of a rail so costly. very substantial fiat ba
may be had a of S2,000 per mile, upon which
all the business OF the road can be done for severn