Sixth Annnal Report of the Superintendent of
Graduation, Masonry, and Construction of

the Baltimore and Ohio Railroad.

1854 75 1270

$20 Barrington, 2 bridges. No returns from 7 towns, having 18155 inhabitants.

In the celumns of additional money, cost of turnpike, and annual cost of bridges, fractions of dollars are omitted.

from the end of the 5th Division at the
"Point of Rocks," on the left bank of the
Potomac river, to the bridge of the Messrs.
Wager, across that river at Harper's Fer-

OFFICE OF THE SUPERINTENDENT OF THE ry. The first two miles and ten poles a

BALTIMORE AND OHIO RAILROAD.

Ellicott's Mills, Md., 1st Oct., 1835.

TO PHILLIP E. THOMAS, Esq.,

President of the Baltimore and

Ohio Railroad Company:

round the Narrows, occasioned by the lower and upper Points of Rocks, and the last two miles, beginning east of Miller's Nar rows, and extending along those and Harper's Ferry Narrows, to the bridge at Harper's Ferry, were graduated for the recep tion of the railway, by the Chesapeake and Sir,-At the date of my last annual report, Ohio Canal Company. The graduation the graduation, masonry, and construction, and masonry of the intermediate space, of the Baltimore and Ohio Railroad, and comprehending a distance of 8 miles and of the lateral Railroad to Washington City, 119 82-100 poles, were generally comwere rapidly advancing. I have now the menced about the 15th July, 1834, and gratification to report that the operations, were so rapidly prosecuted that the comon the Baltimore and Ohio Railroad, then pletion of the railway upon it was effected in progress, have since been finished, and by the first day of the December following. that the road was, on the first day of De- The quantity of earth removed and supcember, 1834, formally opened for travel plied, inclusive of rock, on this intermediate and traffic from the "Point of Rocks" to space, was 150,224 cubic yards, at the Harper's Ferry: And that on the first day gross cost of $58,993.34, exclusive of conof July last, the construction of the lateral tingencies, but inclusive of grubbing, clear Railroad to Washington City had been so ing, and transportation; or at an average far advanced, as to admit, on that day, of cost per cubic yard of 39 27-100 cents; or the passage of a locomotive engine, with a of $12.21 a pole lineal, and of $13,508.08 train of cars, over it, very nearly as far as a mile. Table B No. 1 exhibits the names the north line of the District of Columbia, of contractors by whom this work was so in the vicinity of Bladensburg, and on the energetically and satisfactorily executed, 20th of that month was formally opened their prices, &c. for travel to that line. Owing to a disap- The masonry built upon this intermedipointment in the receipt of rails from Eng-ate part of the 6th Division is detailed in land, the remainder of the line, extending table B No. 2, and is there shown to have from that point to the Pennsylvania Ave- amounted to 13,536 3-4 perches, of 25 cunue, in the City of Washington, and em- bic feet to the perch. It is contained in bracing a distance of about five miles, could five bridges, numerous culverts, and two not be prepared for use before the 25th day detached walls. Its gross cost was $54,129. of August, on which day it was opened, 24,and average cost per perch $3.99 86-100. with appropriate ceremony, for the regular The table referred to presents the names of conveyance of passengers. the contractors and their respective prices.

per mile of the graduation and masonry declines in amount regularly from the end of the 1st Division to the termination of the road as follows, viz: at the end of the 1st Division it is $46,354.81—of the 2d $29,252.35-of the 3d $20,376.18—of the 4th $17,671.72-of the 5th $16,128.84—and at the end of the 6th $15,840.04,-and, inclusive of the lateral branch to the city of Frederick, it is only $15,561.58.

By this table it is further shown, that the average cost per cubic yard of the 2,590,689 yards of earth, inclusive of a large proportion of rock, as well as of the grubbing and clearing, which was handled in effecting the graduation of the line to Harper's Ferry, was 32 12-100 cents, and that the average cost of the whole per cubic yard, when the 70,248 yards, fully half of which was rock, and its cost, of the branch to Frederick, is added, is raised to 32 43-100 cents.

And that the 93,419 1-2 perches of masonry, inclusive of the cost of four superstructures of wood, one of which, that across the Monocacy river, was very extensive, cost at an average, on the whole line, to Harper's Ferry, inclusive of the branch to Frederick, $3.98 84-100 a perch.

This large quantum of masonry is partly contained in a very great number of gothic and common culverts, and a few detached walls, but much the larger portion of it in the following described bridges, all of which were designed by my late intelligent and energetic assistant, Mr. Robert Wilson, except the Carrollton, the Patterson, and the Oliver viaducts, which were designed by myself, and that with a superstructure of wood across the Monocacy river, which was designed by Mr. Lewis Wernwag, its enterprising contractor, viz:

The "Carrollton viaduct," over Gwynn's falls, of two arches of 80 and 20 feet chord respectively.

The "Patterson viaduct," of four arches, 2 of 55 feet, and 2 of 20 feet chord respectively, built across the Patapsco river.

The "Oliver viaduct," of 3 arches of 20 feet chord each, over the Frederick turnpike road, and Ellicott's branch.

In addition to the accompanying tables, Table B No. 3 is referred to for a succinct marked B 1, 2, 3, 4, 5, 6, and other papers, view of the cost of the graduation and mamarked T. U. V. W. X. Y. Z., only a few sonry of the whole line of this road from observations are necessary, to present a full Pratt street, Baltimore, to Harper's Ferry, report of the proceedings of this department. and inclusive of the branch road to the city These tables exhibit the work in detail and of Frederick. By this table the quantum its cost, and the papers also furnish copies of of the graduation of the whole line is shown such printed notices and other information to have required the removal and supply of as is generally given to persons disposed to 2,660,937 cubic yards of earth, inclusive take contracts under this Company, as well of a large proportion of rock, at a cost of as the manner the various kinds of work $883,140.74, and the construction of 93,419 are required to be executed when contract- 1-2 perches of masonry, at a cost of $372,ed for. 497.01, aggregately amounting to the sum of $1,235,637.75, being at the average One over the Frederick turnpike road, rate of $15,561.58 a mile. By an inspection and a contiguous branch, near Parrsville, of the recapitulation to this table, it will be of 2 arches, of 20 and 10 feet chord, res perceived that the average aggregate cost" pectively.

Graduation and Masonry of the Baltimore

and Ohio Railroad.

The 6th Division of this road extends

The bridge across the Monocacy river, of 3 spans of 110 feet each.

One across the greater Catoctin creek of 2 arches, of 50 feet chord each.

One across the west fork of the Patap sco river, near Marriottsville, of one arch of 40 feet chord. One across Ballinger's creek of 1 arch, of 30 feet chord. Four of 1 arch each, of 25 feet chord, viz: across Gadsby's run, Gillis' falls, Bush and Israel's creeks.

Seven of 1 arch each, of 20 feet chord, viz: across Gwynn's run, Robert's run, Caton's branch, a branch opposite the Union factory, Piney run, the Tuscarora, and lesser Catoctin creeks.

One of 20 feet span, superstructure of wood, over the Frederick and Georgetown turnpike road.

One of 1 arch, of 15 feet chord, across Dorsey's run, near the Avalon works.

One across Clagget's branch, of 15 feet

spin, superstructure of wood.

Thre of 1 arch, of 14 feet chord, viz: over Warfield's road, Davis' and Marriott's branches.

Nine of 1 arch each, of 12 feet chord. One of 12 feet span, superstructure of wood, and four of 1 arch each, of 10 feet

chord.

Bridge across the Potomac River, at Harper's
Ferry.

This heavy work has been very recently put under contract. It is expected that it

laid, at a gross cost of $47,353.49, inclu-||experienced and faithful agent, Mr. Jona
sive of the cost of all materials, (except the than Jessop, by whom it was most satis
prime cost of the rails,) their inspection, factorily conducted to its completion.
transpor ation, distribution, &c., and of the To the management of the 4th section
cost of the horse path, superintendence, of the second division, Mr. John Watson
and all other contingent expenses, which was assigned. Mr. Watson had been long
is an average cost of $3,561.25 a mile. and advantageously known in this commu-
But the prime cost of 22 tons of rails, the nity as the efficient superintendent of the
quantity used on a mile, at $15 a ton, or repairs upon the Frederick and Boonsboro'
$990 a mile, must be added to $3,561.25, turnpike. He continued to manage this
which shows the actual cost per mile section in the most satisfactory manner,
to have been $1,551.25, inclusive of the until his lamented death, which occurred
cost of nearly, if not al, the turnouts late in the month of Noveinber, 1834, at
which will be necessary when the sec- which time the graduation was so nearly
ond track shall have been laid con- completed, that about two weeks more of
tinuously throughout the whole line.- his efficient services would have finished it.
The horse path cost at the high rate of
$783.12 84-100 a mile, owing to the in-
convenience of obtaining stone of suitable
character, and the rapidity with which the
work was executed. The second track
may be laid at a less average cost.

The contractors who laid the rails were
Messrs. John Littlejohn, Matthew Borland,"
and James Thompson-the turnouts were
inserted by Messrs. Reuben Aler and Jesse
Hay, and the horse path was formed by
Messrs. Thos. M. Macubbin and David
Lemmon.

It is due to the memory of Mr. Watson for ine to state, that a more fai hful and competent agent could not have been se lected. Af e: an intimate intercourse with him as a manager of public works for more than seventeen years, I am enabled to say hat, during all that period he conducted himself in the most exemplary manner, both as a gentleman and public officerHis industry, el egy and unremitting at tention to the duties confided to him were rarely equallel and could not be surpassed. His veracity and integrity were as unimpeachable as his fidelity w13 unquestiona

Graduation and Masonry of the Lateral Railble.
road to Washington City.

He was generous alnost to a fault, and as brave as he was generous. The loss of such a man under any circumstances is a public calamity, and when we call to mind the sudden and shocking manner by which he fell, his death must always be remembered with feelings of unfeigned

This road was divided into five parts, will be completed within one year. The denominated the First, Second, Third, and contractors are Charles Wilson, for the Fourth Divisions, which terminate at the masonry, and Lewis Wernwag, for the su- north boundary line of the City of Washingperstructure of wood, both of whom are ton, and the City Division, which en is at well known to the Company as contract-the basin of the city canal at 6th street west, ors of skill, energy, and fidelity. in Washington, which has yet only been graduated as far as the Pennsylvania ave-fided to Mr. Trueman Belt. Mr. Belt con

Construction of the Baltimore and Ohio Rail-nue.
road.
The graduation of the first division was
commenced, generally, about the 10th of
As soon as practicable after the superin- October, 1833; that of the second and
tendency of this branch of the service of third, and 1st section of the fourth, about
the Company was confided to me, mea- the 20th of January, 1834; that of the
sures were adopted to obtain a supply of 2d and 3d sections of the fourth division,
the requisite materials for the construc-about the 1st of January, 1835-and that
tion of a single track of railway from the of the city division, about the 1st of May,
"Point of Rocks" to Harper's Ferry, and 1835.
for such parts of a second track, as were
Three of the most difficult and expen-
indispensable, as passing places. It was sive sections of the second division, viz
found very difficult to obtain a supply in the 1st, 4th, and Sth, were placed under the
the short time it was desired. The great-management of agents of the Company.
er portion of the string pieces are of yellow For my views on the subject of effecting
pine, procured in North Carolina, and part-the graduation by agents of the Company,
ly conveyed by the Chesapeake and Ohio the accompanying paper marked S. is re-
Canal from Georgetown, and partly by the spectfully referred to.

regret and sorrow.

The management of the graduation of the 8th section of the 2d division was con

ducted it in a satisfactory manner until it was nearly comple ed, only about 4000 yards of excavation remaining, when he discontinued his operations.

Table B No. 5, exhibits the names of the contractors by whom the masonry was built, their respective prices, the character and cost of the several structures, &c. With the exception of the "Tho nas Viaduct," across the Patapsco river, the masonry was generally commenced, simultaneously, with the graduation of the divisions. That stupendous structure was be gun on the 4th of July, 1833, and completed by its energetic contractor, Mr. John Mo Cartney, of the State of Ohio, on the 4th of July, 1835. The beautiful and imposRailroad from Baltimore to the "Point of Table B No. 4, exhibits in detail the ing design of that viaduct, was furnished Rocks." The sleepers were procured in several sections, the names of the con- by B. H. Latrobe, Esq., Civil Engineer the immediate neighborhood of the work. tractors and others by whom the work was and the designs of all the other structures The plan upon which the work was exe- performed, the prices, quantum of earth on this road were prepared by my assistant cuted is fully set forth in the accompany-handled on each section, &c. From this Mr. Robert Wilson, who superintended the ing paper Z. The horse path was paved table it appears that the whole quantum of construction of all the masonry. in such places where the railway was in earth removed and supplied on these seve-whole quantum built, is shown by the las contact with other roads, and particularly ral divisions, inclusive of 32,727 1-2 yards table referred to, to have been 46,906 3-4 in the street of Berlin, at Weverton and at of rock, which occurred on the 1st section perches, of 25 cubic feet to the perch, at a Harper's Ferry Narrows, at which latter of the 1st division, and was the only rock cost of $275,167.21, or an average cos places its site is also that of the Frederick met with in the excavations of the whole per perch, of $5.86 62-100. and Harper's Ferry turnpike roads. The remainder was Macadamised in the best manner, with stone of the hardest quality, reduced to particles not exceeding four ounces in weight. Twelve miles and 119 5-10 poles of first track, and 295 80-100 The 1st section of the second division poles of second track and ten turnouts were was placed under the management of that

line, was 1,991,352 cubic yards, which was
handled at a cost of $364,530.08, or at the
average cost of 33 37-100 cents a yard,
inclusive of the grubbing, clearing, and
transportation.

The

These 46,906 3-4 perches of masonry are contained in many culverts, one very heavy wall connected with the "Thoma Viaduct" and in the following describe fifteen bridges, viz:

The "Thoinas Viaduct" over the Patap sco river of 8 arches of 58 chord, each.

Two, of 1 arch each, of 50 feet chord, across the Lesser Patuxent river, and the north-west branch, the latter near Bladensburg. One, of five spans, of 25 feet each, over the Paint Branch, superstructure of wood. One, of one arch, of 20 feet chord, across Hammond's branch.

One, of one arch of 18 feet, over Deep

run.

One, of 2 arches of 14 1-2 feet chord each, across the Tiber creek in 1st street west, in the city of Washington.

One, of 1 arch, of 15 feet chord, across Budd's run.

One, of 1 arch, of 14 feet chord, across the east Branch of Tiber creek, in the Delaware Avenue, Washington.

One, of 1 arch, of 11 feet chord, over Hopkin's road.

With

One, of one arch of 60 feet chord across | miles and 245 97-100 poles were formed $531.96 1-2 a mile, leaving as its actual the Greater Patuxent river. of scantling and only 204 46-100 poles cost, the sum of $7,000. The remainder of logs. The scantling track is a little of the 2d, track is in length 24 miles and more costly than that made of logs, but is 297 14-100 poles, which at $7,000 a mile, greatly preferable and believed to be more will cost $174,499.93 3-4. This sum bedurable. It can, in the first instance, being added to the cost of that already ccnmore accurately constructed, and when out structed, viz: 269,220.67, gives the gross of repair, is more easily adjusted, than the sum of $443,720.60, as the total cost of log track. Besides it does not so frequently two continuous tracks of Railway, from get out of adjustment, because of the greater the Baltimore and Ohio Railroad, to the perfection of its system. With the excep- Pennsylvania avenue, in Washington, a tion of a short piece in Washington, the 2d distance of 30 miles 107 57-100 poles. track is only laid through the several deep The estimate for two tracks as far as the cuts, where it answers the purposes of New-Jersey avenue, about 1-4 of a mile passing places for the cars, and at the short of the distance to the Pennsylvania same time affords great facilities in keep-avenue, was $432,780.05. The actual ing the road clear of the avalanches to cost will therefore probably exceed the estiwhich the deep cuts are liable. mate, about the sum of $10,940.67. From The entire first track is laid with the deep this excess it would be proper to deduct the or edge rail, except that part extending from cost of straightening the rails, and dressing North Capitol street to Pennsylvania Ave- their ends, an expense not contemplated nue in Washington. Of the 2d track 300 when the estimate was made. 6-10 poles on the 2d Divison and 248 7-10 out, however, subtracting any thing on poles on the 4th Division, are laid with flat this account, it will be found, that when rails, such as are used on the Baltimore the excess of cost in this case, viz: $10,and Ohio Railroad; all the remainder of the 940.67, be subtrated from the excess of 2d track was laid with the deep or edge estimate over the actual cost of the gradu rail. Where the flat rail was used, (and it ation and masoary before shown to be was only used because there was not a suf- $67,943.11 the actual cost of all the work, ficient supply of the edge rail) small strips has fallen short of the gross estimated cost, of scantling 4 x 2 inches, were first spiked the sum of $57,002 44: and if but a very to the scantling which had been laid for the noderate allowance be made for the excess reception of the edge rail. These strips of distance actually constructed over that were necessary to allow the rail to be estimated, it may very reasonably be aslaid over the centre of the scantling be-sumed, that the whole actual cost of the neath them, and also to make up the dis-road will be less than the whole estimated parity in depth or thickness, between the cost, by the sum of at least $60,000. two kinds of rail. It is found to make a The rails where laid on the 1st divisionvery good Railway. They can be easily on the 2d, and 3d, sections of the 4th diviremoved when a further supply of the deep sion, and on the city division, by Mr. Benrail is obtained, if it should be then thought jamin Cornelius, Mr. James Giddings, expedient to do so. laid them on the 2d, division, and Mr. John P. Cowman, laid the 3d division, and the 1st section of the 4th division. All the turnouts were inserted by Messrs. Reuben Aler, and Jesse Hay.

Three, of one arch each, of 10 feet chord, viz: over Piney run near Vansville, Duel run, near Bladensburg, and Pierson's Branch near the north line of Washington;

and

One, of 8 feet chord, in the District of

Columbia.

Table B No. 6, presents a full view of the cost of the graduation and masonry separately, and aggregately, on each section and on the whole line, and shows the whole length of the line from the point of deflection from the Baltimore and Ohio Railroad, to its present terminus at the Pennsylvania Avenue in the city of Washington, to be, 30 miles and 112 poles, and the aggregate cost to have been $939,697 29, or at the average rate per pole lineal of $96.75 63-100, orp er mile $30,962.01 9-10. The superintendence and all other contingent expenses amounted to the sum of

The estimate of the graduation, masonry and contingent expenses as far as the New Jersey Avenue, a point about 1-4 of a mile short of the present terminus of the road, was $1027,116.33, being $67,943.11 cents more than the actual cost, although abou: 1-4 of a mile more distance, has been graduated, than was included in the estimate

Expenditures.

The whole cost of these 35 miles and 819, 475.93, which added to the above sum 238 poles of Railway thus laid, and of of $939,697.29, produces the sum of $959,- 12 1-2 turnouts, including the cost of lui173.22 as the entire cost of the gradua-ber, chairs, screw bolts, spikes, and the cost tion, masonry, superintendence, and all con- of ail other material (except the prime cost of tingent expenses of this road, which is at the rails) inspection, trasportation, distributhe rate of $98.76 16-100 per lineal pole, tion, workmanship, superintendence and all The whole amount expended by me in or of $31,603.73 12-100 per mile. other contingent expenditures, has been the service of the Company up to this date, $156,627.86,-being at the rate of $13,69 and which has been regularly and duly 1-3 a pole lineal, or of $4,381.96 1-2 a mile. accounted for, has been two millions, four In the above amount the sum of $5,707. hundred and ninty-one thousand, six hun13 expended for suitable implements, sheds, dred and thirty-eight doilars and thirteen the rails and dress their ends, is included. as follows, viz: and workmanship, necessary to straighten cents. This large sum has been applied The prime cost of the edge rail is assumed at $50 a ton, and 63 tons are estimated to the mile, which makes $3,150 a mile as the prime cost of the rails of a single track. This sum being added to the above, gives $7,531.96 1-2 as the entire cost of a inile of single railway on this road, inclusive of he cost of 12 1-2 turnouts, or for the whole disance which has been laid, viz: 35 miles and 238 poles the gross sum of $269,220.67.

Construction of the Lateral Rrailroad to
Washington City.

To the graduation of the

Balt. & O. R. R.
To the masonry on ditto,
To the payment of the

contingent expenses in-
curred on account of
the graduation and ma-
sonry, viz: superinten-
dence, instruments, ad-
vertising, &c. &c.

The length of single or first track of
Railway which has been laid is 30 miles
and 107 57-100 poles. There has also
been laid of second track, a distance of 5
miles and 139 43-100 poles. The aggre-
gate length of 1st and 2d track is then 35 On the remainder of the second track,
miles and 238 poles. These Railway fewer turnouts will be required, than have
partly formed of scantling and partly been inserted; the transportation of the ma- To the payment of the
of longs for a particular description of terials will be done chiefly on the Railroad,
each kind, reference is made to the accom- and of course cheaper; the graduation
panying paper marked Y.-Of the first which the contractors of the 1st track were
track, or continuous Railway, 17 miles required to perform, will be dispensed with
and 175 poles were constructed with scant- altogether; it may be therefore assumed
ling, and 12 miles and 252 57-100 poles that the construction of it will not cost as
were laid with logs; and of the 2d track, 4much as the first, by at least the sum of Materials, distribution, &c.

were

right of way, and da-
mages generally
that road.

on

To the construction of the
6th division of said road,
viz:

$863,140.74 372,497.01

40,396.44 $1,276,034.194

$26,417.023

$21,043.56