The mountain sentinel. [volume] (Ebensburg, Pa.) 1844-1853, 1852-06-03

curves. The minimum radius of curvatures in
n few instances, is 700 feet.
There are some heavy cuts and fills, natur,lIy
incident to a mountainous country, but no ex-
traordinary difficulty is encountered, and Is
whole, we regard the line as remarkably fav,ra-
BILE. The tunnel is advantageously located ut
the narrowest and lowest depression of Sugar
Run Gap, where the highest point is but 135
feet above grade whilst at the Pennsylvania
Railroad tunnel, few hundred yards further
north, the working shafts are 200 feet deem
The excavation in the latter, at the entrances,
and from one of the shafts, are now over LOO
feet in length, and experience has shown hat
the tunneing will not be of difficult cha,ac-
ter.
From our examination of the route, we arr of
opinion that FAIRIES estimate of the cost of cm-
pleting the work, on the plan he has propoied,
is sufficient ; and We think he has selected the
best ground for road, avoiding all the planes
which can be found between the foot Of pane
No. 4, and Hollidaysburg In legard to grtdes
and cost, we believe it is superior to the New
York g. Erie, the Pennsylvania or the Baltimore
& Ohio Railroad, and in curvature equally good.
We have carefully investigated the main ques
ton, presented for our consideration, by the
terms of the Goth section of the act to which we
have referred, and have no hesitation in express
sing decisive opinion in favor of the adoption
of the route as traced for avoiding all the
planes.
1t has, as we know, been suggested, that
planes No. 6, Z, and 8, the three highest and
steepest planes on the Eastern slope, beginning
at the summit, should be retained and modified
and improved, so as to render them more etfec-
tual and econimical in their operation. To ac-
complish this, q new line must necessarily be
Of plane No. 4, to the head of plane No 6. The
distance is five miles, and the total rise 434 feet
requiring average grade of 86.67 feet per
mile. There is no material physical obstacle in
the way but we cannot but regard such a line
as merely temporary expedient. 1t would in
volve the necessity of using assisting engines,
and, at future day, when the increased trade
which is anticipated, should demand the avoid
ance of those planes, these FIVE miles must be
abandoned, and the money expended would be
a dead loss to the commonwealth, 1t would al
SO force the heavy trade of the Portage road,
already exceeding 20O, 900 tons per annum, to
be dragged up $50 feet higher than by the pro-
posed new line.
1t is so well known to the Board, that it is
perhaps scarcely necessary for us to repeat that
the present Portage R. R. is worn-out public
work, and thatfor the proper economical accom-
modation of the increasing business seeking the
State improvements, some efficient change is in
at the earliest possible period.
The day for temporary expedients Of any
kiud, tn a great work of this character, is pas
old Portage, once the wonder Of the
age in which it was constructed, has done its
work, and sound policy, as well as true economy,
dictates that the commonwealth should without
the necessary delay of a single day, apply the
most radical and perfect remedy Our exami-
nations and calculations in connection with the
questions submitted to us-that the direct saw
ing to the State, lover the present mode of oper-
ating,) by the construction of the line or the
route proposed, will more than pay the interest
on the entire cost of the work, independently of
the sums that may be realized. from the sale of
engines, old rails SC. sc.
1t appears to be conceded that even in the
event of postponing the construction of the new
line, large expenditure is absolutely necessary
to place and maintain the present road in fit
condition to do justice to the transportation in
terests ; to some extent this cost must be en-
but by judicious application of the
funds to be expended, with view to a new line,
a considerable portion of the work may be made
available.
The whole length of the new Portage road
will be As miles-18 miles from Hollidaysburg
so the Summit, and u miles thence to Johns
town. The summit is 80 feet lower than the
tummit on the present road, which reduces the
total ascent and descent 800 feet, and adds / to
the working capacity of the road.
In Mr.. FAIRIES estimate of the cost of com
pleting the line with single track, we find that
he has provided for double track through the
tunnel, and at the important cuts and generally
along the route, where the additional outlay
would not be material
Our opinion is, that the road should be gra-
ded for double track throughout, at once be
lieving that the opening of continuous rail-
roads through Pittsburg, into and across Ohio,
Indiana, Illinois, Missouri, Kentucky, &C., the
Penn. and the Allegheny Portage roads, will
both be crowded with business.
We do not feel called upon to offer elaborate
views, with respect to the future prospect of
business on the State improvements, but We
cannot refrain from remarking, that in our opin-