New-York tribune., 1869-05-28
THE PACIFIC RAILROAD.
REPORT OF TIE GOVERNMENT CoMMIS-
SIONERS.


NJ Dodge. Chief Engineer of the Union Pacific Rail-
road, showing the work done and the amount Oh
money expended since the Commissioners mace IheH
examination, in supplying the reported deiclencies
which it is understood, viii bo in equal proportion
compared with the length Of road to the amount ex-
pended by the Central Pacific Railroad
Zhe Hon. j. D. Cox, Secretary Of the Interior
WASHINGTON, d. c., May IA, lS69-SIR; Ihe
commission to examine the Pacific Railroad appointed by
tho instructions Of the Secretary of the Interior dated
January H. 1852 to which commission another member
was added by Instructions dated February To- 1862 sub
NIT the following report
After making thorough personal examination OF the
lines Of the two companies between the ends OF the tracks
our instructions require to report specifically as wen
the facts elected by such examinations as tho reasons
which may govern conclusions in expressing pref
erence for either Of the existing lines for an entirely
new one differing from that adopted by either company
The end of the Central Pacific COmpanys track Us DC
fore stated was found about 551 miles from sacrane'
and that Of the Union Pacific Company about t"o M.
west Of Ogden Neither Of these points Is oomulo ta
lines OF both companies tho END Of the Centra
track on the line Of that company being apOu' 30
= half mile distant from the nearest Po ~,
The line Of the Union Pacific COMPANY, p, ., roIo
bnd OF the Union Pacific track about one w, nia
from the nearest point OF the line OF 1ne Oon'll
Company Practically. the two hles ina' =, hh
common at Ogdon, few miles east Oh 'no P0'ii' ~
We fonnd the end OF the Union Paelho 'IaoA' .,
ST commissioners discuss at length the CONSIDERATIONS
,h ,duce them TO report that the line Of the Union
pacific Company preferable the distance py s route
h somebat shorter the grades easier, and the align
ept better They also Of the opinion tha' theIe
no independent line differing from both OF tnese "n'on
~ NO either in whole or in part substituted for that Of
the Union Pacihc.l ,.,, ,,.,,,
II remains TO inquire whether the line OF Ihe On'On
Pacific Company iselfis susceptible OF any improvement
which would make 1t preferable to what 1t is at present
1t will bo seen, examination that west OF FrOnOn.oy
Mountain the ruling grade this line going west Is o.
pllO9 feet per four degree curves ana gong %
30 72lOO feet per mile on similar curves AZ Oo O creaa
appear to MS why the same ruling glade was h9s 0
for the Westward bound traffic as tor tne East&Tatu &
bound this seems to us eGtSS dPnsv or causing an
undue elOngation Of the line. III, ,, h ava 70
nTed ON onr part surveys Of extended character
f6at considering the season Of the In which they
would have be made il was not deemed au'SaDo "
q. K WARREN, Breyet Major-General u D. A.
h. Ereyst 81 wet Lieut.. Col u s. A. Major Of Engrs.
J. BuCKENsDERFER, tr, Owl Ensneer'
Special Commissioners Pacific Railroad
Description Of The line Of he Centrai PaegIe kaiToaa
California; and Of ats construction ana an eS.m@se
he amount required 70 make il July completed J"S
class railroad ,.
The general route Of the Central Pacific Railway from
tho point where found the end OF the track 10 hum
midi Wells and thence the valleys OF the Humboldt
and Truckec Rivers the eastern base OF the sierra Ne
ysda, is undoubtedly the correct one 4. e9o for
Scod nod aenment easy grades and cheap construction.
ION and better rs seldom found anywhere. Whether
In passing from the valley OF the Tuckee over the sierra
Nevada to the waters Of the saeamento the akeh
Is equally correct is not so easily decided Inc aUOpeQ
line passing these mountains attanS an elevation at
the summit of 70lS feet above ude an ande Whlc ne
cessitaes, for distance of from 40 to 90 miles e lGc
tOn Of the line in region where tho annual SNOWMAN IS
very great It is said that there is another route by
which line can be obtained over this range to the Sacr
OF 46s2 feet The Of which either slope, 1t is
claimed be moro easily made and on which the an
al ,,vrf .1li pupi loss
would doubtless be greater than by the line adopted but
how much sUudetermined To what extent these state
merits may DO correct had means Of determining
satisfactorily but that there pass in the Sierra Ne
vada the summit Of which certainly not much exceed
the elevation above stated, IS kuOwu and the principal
questions in reference 10 tie line Indicated seem to be
reasonable cost and whether the increased distance
would more than couuterbalance the diminished ascents
and descoRts with whatever other advantages this line
may possess The presumption that the best route has
been taken. but with the Information IN our possession
Whatever may be said in reference the general route
is admirable WITH possibly the single exception OF the
part the Sierra Nevada is not fortunate IN the
is excessive and ncedlessly sharp and throughout
large portion the 9sCCnts and dcsccnts multiplied
over and without necessity. Tie angen;s are not
sins involving loss Of distance an increase Of curya-
ture and Of probable ascents and descents. proper
effort has not been made 70 secure low rnng grades aud
thereby at once diminish Tie dem. nd FOR motive power
and cheaper the cost Of operating ne road Grades ot
63 feet per mile would have been ample and grades OF SO
feet per nc where NOT more tna haI at rare OF as
Humboldt Valley, between Humboldt Lake and Hum
boldt Wells. tie difference Of elevation Of which IL LII
feet I'm overcoming Tins the asccnts and descents
amount 10 6o2 feet involving in distance OF 81 miles
lions greater than that Of the summit Of the Allegheny
Mountains above tho Atlantic saGboard and recurring
equal 10 tat on the principal limos between the eastern
coast o. The ONO River valley IN the sierra Nevada,
likewise, the alignment is 5eTpentlIc, the curves
are more uumerou and of shorter ridi tau the nature
the country requires although tAele i mere no o7s OF
fIE
rally reduced. Between Humboldt Wells and the
from en- examination Of the surveys OF the
ward as lar Humboldt Wells. There is no Doubt thai
cfciul aud uaicious location n The line would reduce
~ length from 10 70 % miles. diminish the Of its de-
fg;ion5 by vory large amount very much improve the
character Of Tho csrves, avoid several Lousaud feet OF
Gsr.nts ana DE- cents, aDd t' u road which could be
operated at greatly oIlisgI cost it would inateri-
aiy reduce tine no within which trains could pass over
tic ROAD with safety, prit an Increase OF rom 10 tOO
per cent utbe loads which eueArs cotd haul over ne
commercial value o. the roai IJmay bosupposod such
location wOull iNoYc h.'J Work ana cAt essVe cost:
But tis De- NOT lAc case Tor ah tAdmhaon o te ocM
pf0lcs VIII show that 500 tic LamLOldt Valley, where
tic ere 1test changes would o.rtr lhe "oEh is exceed
bankIueut does not much cccci - inches; hc grading
once 70 the present vouJ cot Only very moderate sum,
ma the total abandonment OF te present line wherever
circumstance could he between tho east end Of
tic track aud TrucGoe station, comprising iourhihsof Of
certainly not, in comparison with tagt Oh Eastern roads,
where much heavier work s performed TO secure smaller
advantage Even the Sierra Nevada, where tho Ork
Il cxpcheyc, many amehJra-Ou3 can DO secured with
comparatively small Outlays.
To correct this defective location two methods be
pursued Tic curves the present line and the grades
as tar as practicable may be reduced by slight changes
where the most Objectionable sufficient TO
AVOID en on 70 increase their Idd. ana az other points
the nights 81 the cmbankncAts may be increased. the
cuts reduced TO diminish the grades OccasOuay sharp
Dtnus ay DO avoided by changes in tho location which
wiz WL0iy OF partially dispense with thol, on By COM
pleteiy remodeiing The aig meut iu the vicinity