Wheeling times and advertiser. [volume] (Wheeling, Va. [W. Va.]) 1839-1849, 1848-01-15

'.iI o.. ' N't.ll"Ns lhdL l' lF1 F.ir-\ttC Ilt-
NIL possibly te found 90 i.at higher ta4n
os;-m:.l then tie difference in ta,arol the
route by F.ysport, would be three miles in e.
qua.ed distance.
The heights and distances on that part Of
the northern route extending from the Ohio
river 10 Freeport. are derived from a regular
instrumental survey and report by Thomas
+. Purcell, engineer, dated the 27lh May.
1887, and which now for the first tinr. had
access TO; tie papers having heretofore beeu
kept in Columbus.
The distance in that survey. to the ridge
near Flushing, is PSI miles: bat in examining
some ol the principal reflections along the
creek, became satisfied that distances TO the
amount Of at least IA miles could be cur,8il-
ed. without tuuneling in the bends. or 9th
erwise materially, il at all increasing the ex-
pensa oil construction, This would be effect
ed by a judicious modification OF the grades
and curves. Much Of the saving would be
effected in a single very eircuitoua part Of the
| line, at G1ssps. have, therefore, taken
the distance TO Flushing at 27i miles, and 10
Frcep5rt. at 40 miles.
The heights upon these 40 miles 10 Free
/ port, ag taken from Jha Instrumental level
lia->, aud must therefore be received as accu-
rate
According TO these, the height Of the top OF
the ridge IN the depression at Flushing. is
500; 3 leet above the base at hirlvo d on the
Ohio river, which base being Ii feet lowe!
than my commencement; therefore the ridge
is 5s3, ; feet: or as have ii, 5o5 feet above
the level at the river. The tunnel being / Sc
feet lower, makes the railroad summit AS It.
above the base at the Ohio river; 5 have
stated 1t TO be.
The railroad summit on the Barnsyile ridge
was estimated in the reconnaissance of Octo.
Der, 10 be 769 feet above the same base
linus, lhe railroad upon the M'Nlahon's creel
route woQld attain an altitude of 323 feet
ald perhaps even of 373 feet, higher than up.
on the route by Indian Wheeling creek and
Freeport: and notwithstanding the occurrence,
Of d second summit upon the latter (betweeu
Saltwater and Wills creek,) and which. it j.
not doubted, has been estimated TO its full
height; both together come short of the rise
and fall upon the former, by 297 feet, as al
ready stated.
The discovery of so great disparity in The
4 heights i'll favor of the northern ine. wa.
quite unexpected to me; and puts the ques-
ton OF route upon far different footing than
| had anticipated would be the result. And
while the longer line is thus virtually the shol
/ ter, the advantage in its favor in the gradient.
will be quite as decisive.
/ Upon the latter route there is no grade tc
exceed 80 feet per mile; aud indeed none tc
exceed 40 feet except upon the miles mex
west OF Flushing, where the 30 feet grade oc-
ours: Whereas, upon the route By Barnes
Vile, 5miles ascending from M'Mahon's creek
are at 80 feet per mile, and other ) miles de.
| scending to Leatherwood are at 81 feet, and
possibly must reach II feet per mile The
distance from the foot of one of these sleeper
grades to the other, upon the GAINESVILLE
route, being Isl miles; it follows that should
assistant locomotive power be needul on a
grade OF 90 feet, the distance TO be traversed
by assistant engines on the latter would be
lSa miles; or otherwise, such engines would
be required upon two sections of miles each;
while they could not possibly be required but
in single space Of 4 miles upon the route
by way OF Freeport.
Otherwise, should assistant engines be EN- :
ployed only upon ascents greater than 80 fee
per mile; no such engines would be required
upon road constructed upon the northern
line; while upon that by Gainesville, thew
would have necessarily to be used upon the
ascent for miles from the Leatherwood; the
delay and expense attendant upon which
would be more than full offset to the excess
in measured distance.
In case the northern line shall be adopted
several matters for consideration might ar Sc
regarding its details. For instance. it might
seem feasible to reduce the only grade that
occurs so high as 80 feet per mile, namely
that upon miles descending the saltwater
slope from the Flushing Ridge; 10 40 feet per
mile; and reaching the level of the bottom
lands in miles instead OF 4 miles, Practi-
cally. however, the cost of construction would
be 50 greatly enhanced at the passing of sew
eral deep ravines, as probably to render the
measure inexpedient.
On the other hand suggestion to steepen
the trade and shorten the tunnel, might be
urged to save expense in the construction
OF the road.
But IN view of the abruptness of the sur
face descent upon the Saltwater slope; this
scheme, to be at all effective would require
grade OF at least 81 feet to the mile. for 3
miles.
Surprising the vertical position of the line
to be fixed as in the survey, at the ravine b
miles west Of the tunnel, where filling 1.-THE
deepest on the line) of some 60 feet is can
tempated. A descent from thence. westward
al the grade OF 81 feet, would reach the flats
III miles; while the same inclination nro-
jec,al up to the ridge, would rise l26 feet at
the wes,ernend of the present tunnel line.
where the slope is unusually abrupt Thus
the tunnel line might be elevated 5 feet and
reduced in length, one third, or to about So
yards.
Admitting now, what is by no means con
coded; that saving in expense of consuuc.
toh 10 be thus effected, would reach $780,
QUO, equal to $4,000 per annurn; still, by
virtual elongaton OF the road, two miles from
altitude; aud by the necessary EN-
pIoyment Of assistant locomoliyes mnnn the