Delaware gazette and state journal. (Wilmington, Del.) 1883-1902, 1899-06-01
Baltimore American.

Baltimore American.
Passengers while travelling between
this city and Wilmington, over the
Philadelphia, Wilmington a. Baltimore
railroad, have noticed recently that
the work on the Strengthening of the
roadbed around Elkton, Nd, which
was begun three years ago, has been
completed, TO the comfort Of travelling
and the advantage Of the railroad,
facilitating speed, and causing less
locomotive power in freight traffic.
About three years ago the company
put corps of surveyors to work sur
yeying between Elkton and Iron Hill,
station three miles north Of Elkton,
with the idea OF purchasing land, and
the strengthening Of the tracks between
the two stations. There was one Of the
most dangerous and ugliest curves be-
tween Baltimore and Philadelphia,
known as Cooper's Curve, about half
way between Elkton and Iron Hill,
and after the survey was finished the
company lost no time In purchasing the
desired land from Jacob Howard, James
A. Merry, William McKevey and others.
a contract Was made with Simms &
Co., of Philadelphia, to build new
rcad between the iron bridge over Big
Elk Creek, at the edge Of the town
limits Of Elkton, to within quarter
Of a mile Of Iron Hill Station, which
was distance of over two miles. Tho
work was completed in about onelyear.
To do this many hundred thousands of
cubic feet of earth had to be removed.
Between the Big Elk iron bridge and
the beginning of what is known as Iron
Hill, roadbed had to be made from 20
to 10 feet high. This was over a mile
in length. When the hill was reached
ii was desired to cut down the grade
ss much as possible, and, therefore, in
some places the cut made was from 40
to 60 feet deep. Not only did it require
the building Of roadbed, but some four
or five large culverts were constructed
also. BY this change in the line con-
siderable grade was done away with.
the dangerous curve taken out, ard
from one-eighth to one-quarter of a
mile in distance saved.
During the progress of this work SUR
veyors had been at work on other parts
Of the line, and as soon as the work be-
tween Iron Hill and Elkton was fin
ished, contract was made to have the
curves between Bacon Hill and North.
east, and Northeast and Charlestown,
although distance of six miles, taken
out. Tho work was started, and the
new roadhed crossed the old bed some
five times, cutting out two bad curves.
The work began at a point about one
mile above Bacon Hill Station to
within one mile OF Northeast Station,
and from a point about one.half mile
below Northeast to short distance
below Broad Greek oulvert, about one
mile above Charlestown. The expense
incurred In making these changes was
very heavy, The engineering depart
ment was in charge of j, T. Stuart.
To do this work the contractors had
three steam shovels, six narrow-gauge
and four standard gauge locomotives,
ITO narrow and ~ standard gauge cars,
and 10 hosting engines employed on
the work. The highest number Of man
employed at any one time WAS $40. To
give some idea of the magnitude Of the
work, over All, 200 cubic yards Of dirt
were moved, representing over 10, 300
large carloads and 20, COO small carloads.
Five new arches were built, aud two
old ones enlarged, representing over
10000 cubic yards OF masonry. Part
Of the new roadbed went through the
edge Of the river, and this was filed in
with the dirt from cuts. The length of
the change between Bacon Hill and
Northeast was 1896 feet; curvature
eliminated, 10 degrees 81 minutes; line
shortened by change. 98 6-i0 feet. The
length of the change between Bacon
Hill and Northeast was 1886 feet !;
curvature eliminated, 100 degrees and
y minutes, line shortened, SOB feet.
The total distance saved by all Of the
changes is from one-quarter to one-half
mile.