The Wheeling daily register. [volume] (Wheeling, W. Va.) 1864-1878, 1871-03-23
Wheeling Greek, between Bridgeport

span. CraD-apple onu III .o"1
also require bridges, but less frequently
than Wheeling Creek, and Of a much
Fighter and more inexpensive charac-
ter Changes will be made in the chan
nels of the streams at various points
by which additional bridgingis avoided,
but this will nowhere be very expen-
sive item. On final location it may be
possible to diminish the number Of
bridges on Wheeling Creek, by addition
al changes Of the channel.
From the notes taken approximate
quantities were calculated, and an esti-
mate made of the probable cost of the
road. This estimate makes the cost Of
graduation, masonry and bridging be
tween bridgeport and Dennison, 50 $40
miles, $L28l, 1866, being $24, 1923 per
mile. The estimate includes only the
cost from Bridgeport to Dennison, and
makes no provision for crossing from
Bridgeport to Wheeling Island.
Examinations were made with a
view OF improving the line by tunnel
ing through some of the long points,
instead of following the valley around
them, thus cutting off distance and d.
minishing the curvature. Places where
such improvements can be made occur
at Grimes at Adams, and at Patterns
on Wheeling creek at Clendeping's,
on Brushy Fork, and at Tippecanoe,
where the line enters the valley Of Big
Saltwater. The most promising OF
these are at Grimes, Adams, Patterns
and Tippecanoe. BY a judicious loca'
ton of the line at these four points the
length can be reduced 2! miles, and
the curvature diminished 200 degrees
of reflections but to do this will re-
quire tunnel ]. 900 feet long at Grimes
Tin place of one $50 feet long on the
surveyed line,) one Of 1000 feet at
Adams, one Of / 200 feet at Pattens', and
one of 1000 feet atTippecanoe. By such
a location the character Of the line
would be very much improved, the
most Objectionable curves avoided, the
land damage in several cases materially
diminished, at least two bridges render
ed unnecessary, and some other expen.
sive work obviated. My impression is
that the advantages to be gained will
Justify the construction of these tunnels,
although this opinion might be mod
flied by the results Of more thorough
examinations of the ground, Much
will depend on the fact whether the
material to be excavated is of such
nature that the tunnels will require
arching and perhaps still more on the
character of the road you contemplate
building. Il arching should not be re-
quired there is probably no doubt Of the
propriety of adopting the tunnel lines,
and my present opinion is that arching
will not be necessary. Should you de-
sign a road merely to accommodate the
local traffic of the country and arching
be necessary, the policy of adopting
these tunnel lines would be very ques
tionable, while on the other hand if you
design a road which shall be able to
compete with other east and west lines
for the commerce between the north.
west and the seaboard, you would prob
ably avail yourselves Of the advantages
secured by these improvements without
hesitation, even If arching should be
required.
Taking your line as a whole, it must
be considered good one. The align
ment is equal to that Of the Pennsyl-
vania railroad, or Of the Pan Handle
road between Steubenville and Pitts
burgh, and the heaviest grad e-52 $40
feet per mile-which occurs on your
line for short distances at two points
only, is Of frequent occurrence on both
those roads. AS freight line between
the Ohio river and the northwest, if the
heavy grades at Gatchelrs could be
avoided, it would possess advantages
over other lines in consequence of hav-
ing only about seven miles Of grades
exceeding 26 40 feet per mile. and
those confined to one locality-Webb's
Summit-where if assistant engines
were employed, trains could be made
up for the entire line with reference to
the low grade Of &c 40 feet per mile
exclusively.
The coal field traversed by your road,
and the facilities for mining and bring
ing the coal to the track, are unequaled
By those Of any other line Of roilroad in
Ohio. For the entire distance from
Bridgeport to the summit at New
Athens, there is scarcely a mile Of the
line on which coal Of the best quality
cannot with great facility be brought to
the track by gravity alone; and for the
greater part OF the distance along Brushy
Fork and Big Saltwater, the supply Of
excellent coal is almost equally ample
By your line Of road extended to the
Lakes, the iron ore Of the Northwest
could be advantageously brought into
contact with the excellent coal of East
ern Ohio, and in view Of the heavy traf-
fic which would probably arise on your
line, in these and kindred articles.
taken in connection with the expensive
work required to pass the Gatchell sum-
nit, it might, perhaps, be questioned
whether the breaking up at This point
OF the general homoseneousness of your
road is justified by the desire to reach
Dennison in the manner proposed. A
line uniting Northwestern Ohio and
Wheeling, or the Eastern Ohio coal
fields, avoiding Gatchells Summit, and
passing down the valley of Saltwater,
and thence Northwestward, would be
very little, if any longer, would have
an easy grade, be cheaper, virtually
more than two miles shorter, by reason
of the diminished ascents and descents,
and would perhaps possess greater com
mercial value than your line through
Dsnnison. 49,. ...-.-
Respectfully,
J. BLIcKESsDERFER, JR.,
Civil Engineer.
March 10, 1871. a'