The Portland daily press., 1870-01-19
Portland and Osdensburg RaiIrOad

Fcftiand ana VSuensDurg kailfO0d.
ANNUAL MEETING,
The animal meeting of the above named cor
poration was held at the offices of the company
yesterday morning at ten o'clock. There was
very good attendance the rooms being filled.
The following is an abstract from the report
of John f. Anderson, Esq, the Chief Engin-
eer:
After his appointment as Chief ENGINEER on
the 21st of January, 1869, he proceeded at once
to make thorough and instrumental examino
alton of all feasible routes from Portland to
the Crawford Notch OF the White Modhtains,
in width embracing the whole country be-
tween Bridgton Centre on the North and Cor
nish on the South. This area comprehended
three general routes and system of prel1min-
airy surveys which developed all intermediate
practicable lines and every combination of
parts of the several routes which the physical
character of the country admitted Of The re-
suit of these examinations was submitted in a
tabular statement of the several routes which
has been already published. The very remark
able character of the line subsequently, located
avoiding rock almost entirely, and difficult
excavations except near the city of Portland
with its low average quantities per mile, has
demonstrated the truth of the statement made
in his report at the completion of the prelim-
mary surveys, in which he said "that only by
the most pains-taking, preliminary examina-
tohs, petWeen tne uAeu termlnl, over con-
siderable breadth OF country, can the Directors
decide upon the best and most economical To-
cation" can engineer of reflection and ster-
ling worth, once said, that more money was
wasted and more mistakes made from too
hasty location of a road without careful pre-
liminary surveys. The surveys have discoy-
cred not only an unusually cheap route, but
have satisfactorily shown that the one finally
adopted, while it insures the greatest amount
of way business, is the cheapest to construct
between Portland and the State line at Frye-
burgh while the length is but two miles great
er than the most direct line practicable,
The portion of the road under contract was
arranged in four divisions; the first extending
to Sebago Lake is under the direction of Mr.
S. l.. Stephenson, Resident Engineer, Its
grading, machinery and bridge constructions,
promise to be completed before the first of
next July. OF the sixteen miles comprising
its length, at least eight are graded in readi-
ness for ballast and superstructure, and the
balance is in such an advanced state as to
warrant the assertion thai traffic can pass over
it by the first of next September, between
Portland and Lake Sebago
The second division, extending from Sebago
Lake to Half Moon pond in Baldwin is under
the direction of Mr.. Thomas E. Peverly, Res
dent Engineer, and is fairly opened at every
point where winter work can be effectively
done. But considerable portion of this d-
vision is over plains and somewhat swampy
ground, where only low banks are required to
be constructed by casting earth from bitches
on either side, which while unprofitablv at
tempted IN winter can be easily done in sum-
mer.
The third division, from Half Moon pond to
Hiram BIidge is under Mr.. George Wads-
worth, Resident Engineer, and the work is be
ing vigorously prosecuted at some thirty points
as the work can be advantageously done in
winter.
The fourth division, extending from Hiram
Bridge to Fryeburg Village-on which Mr.
Chas. ]. Noyes is Resident Engineer-has sew
eral miles OF work too light for profitable exc
cution in winter, but there are more than
twenty pits opened and all in operation.
Over 800 men arc employed on the four div
isions, so there is no doubt that next New
Years day the cars can be running to Frye-
burg ifrom Portland. The preliminary survey
through the White Mountain Notch has been
most satisfactorily and expeditiously made by
Mr.. Thomas e. Peverly, assisted by Mr. J. K.
Rust, and demonstrates beyond doubt or
conjecture that the project of the railroad
through it is something better than merely
practicable one, not only on account of the
feasibility as to the attainable alignments and
but also on account of its cheapness
with almost any other mountain
railway.
From Portland to point near the WILEY
House the general character of the road
taken by ten mile divisions-will be quite uni
form throughout, both as TO costs and gradi-
ents. and whep completed according to the
specifications OF contracts entered into for the
four divisions in progress, will compare most
favorably with any first-class road in New
England in 3ll respects.
From the Wiley House to the Crawford Ho
tel in the Notch, about three miles, the steep.
est incline of the valley and the greatest cost
of construction must be encountered, But
nowhere will there be required SO steep a
grade line or such heavy work, by from one
third to one-half, as on railroads now and for
CuropSSful in,
country. In point of fact, while more than
double the rise per mile of the maximum
grade planes exacted by the pass, have been
overcome by locomotive engines in the regular
traffic of railroads across the Alleghanies,
here have been in New York and in
New England single cuts which involved
more excavation than would be required
" the three miles under consideration, and |
ngle miles of greater cost of construction
han the aggregate Of these three. As in |
stances l may adduce an earth cut on the Sui
ivan road ia New Hampshire, of 100000 cubic |
Fards: Another of 235, 900 cubic yards $4,000
y which was rock on the Midland road in New |
ork ana through rock cut of 10000 cubic |
'ards on the Montclair road in New Jersey, |
Thlle as TO gradients may cite a letter of Mr. |
d. ID. Whltcomb, Chief Engineer and General |
superintendent of the Chesapeake & Ohio r. |
4; IN relation to line of railroad crossing the |
Blue Ridge. In regard to the road Mr.. Whit |
comb says the track was 1-2 miles long
maximum ma mum Sgradel on tangent 27s feet
'er mile, on curves 25O feet per mile, |
eet. Some of these curves were on tres
les forty feet high, the only accident hap
'eniDg in those years being on the trial trim
vhen brake gave way. Since that was built |
mother has been constructed with maxi
1um grade of 308 feet on curves of 300 feet
adius, and a third is now being constructed |
a grade of 280 feet on curves of 500 feet ra-
ius. The speed attained over the 308 feet
rade is to miles an hour, the engine draw
1g a gross weight of fifty TONS"
Fit is deemed advisable to coDstuct therOad in |
roportion with the cost of those above named,
le maximum gradient through the Crawford
otch, may be reduced very considerably be- |
w that laid upon the profile of Mr.. Peverleys
lrvey. If the line now presented is consider
the best that can be got, my Judgment
ould lead me to Recommend the construction
your road upon more natural grade plans
AN those which have been applied to the re-
ntly obtained profile in maRing up the esti-
ates of cost submitted; laid to conform more
Osely to the valley planes. Thus contract
g the difficult work into narrower limits, and
though involving sleeper gradient therein,
lght remain within the safe and practicable |
ID reduce the expense.
Nir. Peverley's plans, profiles and report fur
Hn "details of his survey, adding, to the guam
'a eS nesolting from his, those obtained from |
tenhansoous surveys of Messrs NOyes and
ate Of tha, am enabled to present an esti
,e end of tbbtoeoable cost of your road from |
le Crawford IN Hnonrth fourth division in Fryeburg to
fsding, Masonry, Bridging pn,.,-
rs oS',' .''''.'. .......... a, voo m, ~ |
rack ana Superstructure inc,i, 'oSooo''oo
siaips-,' ACKNOWLEDGEMENTS, ,oo ooo m | ,
be lessened bv substitu,,n, ..o., 1880, 1876 90
work tor solid embankment o,o ro- nm |