Should the proposed survey of the North Platte, the aim of which is to flank the higher portion of the Black Hills, present a feasible route, we shall then have a choice among three lines, by either of which the Black Hill range may be crossed, covering, at their widest divergence, a distance north and south of 130 miles. In the present stage of the examinations two routes may be described and a comparative view presented as follows: 1st. Lodge Pole and Crow Creek route, 186 miles. This line, leaving the South Platte at mouth of Lodge Pole creek, follows up this direct east and west valley to base of mountain at Camp Walbach; thence (abandoning the Cheyenne pass, from which eastward the mountain descends too rapidly) the line bears to the southwest, via headwaters of Crow creek, and over Durant pass, to a common point (Station 2,606) at western base of the Black Hills. Grade line at summit is 8,398 feet above sea level; no tunnel required at summit, but an open cut, 50 feet deep, through granite. Ruling grade, ascending westward; first, 105 miles, 30 feet per mile; next, 50 miles to base of mountain, ruling grade ascending westward 45 feet per mile; next, 14 miles ascending slope, ruling grade 80 feet per mile; next, 6 miles to summit, a continuous ascending grade of 116 feet per mile; thence westward 5 miles, a continuous descending grade of 116 feet per mile; and next, 6 miles, a ruling grade, descending 80 feet per mile, to the common point at western base of Black Hills. 2d. Cache la Poudre route, 218 miles. Diverging at mouth of Lodge Pole creek, this line follows up South Platte and the Cache la poudre creek to base of mountain at Laporte; thence bearing northwest along and near Dale creek, and over Antelope pass, to the common point at western base of mountain, (Station 2,606.) Grade line on summit, 8,045 feet above sea level; no tunnel required; cut only 5 or 6 feet. For the purpose of comparison, in respect to the facility of operating the mountain division, we may commence at a point in the South Platte, equidistant with the mouth of Lodge Pole creek, from the common point at western base. Ruling grades, ascending from this point westward, are, for first 138 miles to base of mountain at Laporte, 20 feet per mile; next, 25 miles, ascending mountain slope, ruling grade 80 feet per mile; next, 12 miles to crest of mountain, a continuous ascending grade of 116 feet per mile; thence descending westward, 3 miles, continuous grade of 105 feet per mile; and next, 8 miles, descending westward, ruling grade 80 feet per mile, to the common point at western base of Black Hills. In connection This comparative statement must be regarded as approximate. with the annexed rough profile sketch, marked A, of the two lines for 186 miles in length, it gives a good general idea of the character of the road over the Black Hills, and the nature of the engineering questions which will arise in the comparison of these two routes on the full completion of the surveys. Omitting for the present any detailed calculation of relative cost of operating these two lines, which would be out of place in this general report, it will be observed that the Cache la Poudre line leads to a depression in the mountain (Antelope pass) 353 feet lower than the summit over which the Lodge Pole line passes, (Durant pass,) referring in each case to the grade line giving the advantage of less elevation by that amount for the traffic to pass over. On the other hand, this route must be charged with the obvious disadvantage of 32 miles additional length, alleviated somewhat by the fact that this extra distance lies in the level valley of the South Platte, and therefore cheaply constructed and operated. A commercial view of the question might find compensation in the nearer approach of the Cache la Poudre line to the existing mining operations of Colorado-so near, indeed, that a branch road to Denver would probably be constructed when that new State shall have acquired the needful strength. Taking in at one view the topographical features of the entire route east of Bridger's pass, which is the point of division between the waters flowing into two oceans respectively, distant 736 miles from the Missouri river, there seems to be nothing unfavorable to the working of the road with economy, certainty, and speed. The elevation of the Black Hills is the formidable obstruction. But the wide, smooth, and direct valley of the Platte, stretching out for 500 miles to the very base of the mountain, presents as an approach a uniform and gradually ascending plane, with grades ranging from 5 to 20 feet per mile, while the total ascent, from entrance into the Platte valley, 30 miles west of Omaha, to the summit of the mountain, is, by the Cache la Poudre route, 6,917 feet in a distance of 563 miles, overcome almost imperceptibly on the plains before reaching the foot of the mountain at Laporte, or by the Lodge Pole, which rises more rapidly. Over four-fifths of the total rise is made on the plains before reaching base of mountain at Camp Wabach. By either route the line divides itself, for operating distinctly into two sections, mountain and plane-each using a class of locomotive engines adapted to the power required, thus securing economy in the highest degree. It is, moreover, a favorable feature that in all this distance no undulating line intervenes. With care in the location, no elevation once attained need be lost. The grade from the Elkhorn to the mountain crest may be either ascending or level. The well-known scarcity of timber on the plains for cross-ties and bridges is a characteristic, tending, on the other hand, to increase the expense of construction and operating. The limited growth, chiefly cotton-wood, on the islands and banks of the Platte, is in unfavorable contrast with the abundance of oak generally found in the States. Immediately after crossing the Black Hills, groves of pine and spruce are reported on the northern slopes of the Medicine Burr mountains, a portion of which is within carting distance from either of the two routes described, and also available for the line further west by floating down the Laramie river. This timber tract has not been carefully examined, but Mr. Evans says that, standing on a high point of the Black Hills, from which it was in distant view, he estimated its probable area equal to four hundred square miles. He considers it a valuable resource for the road. The fuel question is likewise important. Coal must be chiefly used. All reports, as far back as the exploration of Captain Howard Stansbury in 1850, concur as to the existence of coal on Green river and its tributaries. But between this and the coal-fields of western Iowa or of Kansas eight hundred miles of road are to be operated. The discovery of coal of good quality in the Black Hills or on the Platte would materially cheapen the working of the road. It is found near Denver, and Mr. Evans heard from others that some coal had been mined on his route, near eastern base of mountain. As every additional burden upon transportation will be paid finally by the commerce and productions of the country in charges upon traffic, whatever may tend to lessen or cheapen the motive power is of public importance. All of which is respectfully submitted. J. L. WILLIAMS, Government Director Union Pacific Railroad Company. Hon. JAMES HARLAN, PITTSBURG, May 17, 1866. SIR: In compliance with the duties imposed upon the government directors of the Union Pacific railroad, I have the honor to report: At the request of the vice-president I accompanied him to Omaha, Nebraska, arriving there Saturday, April 28, and spent eleven days on the line of operations, in a personal examination of everything that would tend to give me an intelligent idea touching the condition, management and progress of the work. On our reaching the initial point at Omaha, I found the Burnettizing buildings, temporary car-house, and saw-mill, considerable construction material, and the low river base of the company's operations, submerged by the overflowing waters of the Missouri, to an average depth of, say from one to three feet. The general business of the company was interrupted for about two weeks, say from the 23d of April to the 7th of May. By the active management and exertions of Samuel B. Reed, esq., general superintendent, his assistants and employés, the company's movable property was to a great extent removed and secured, so that it was supposed that the absolute loss to the contracting company will not be very great; yet at considerable cost of time and money. I am pleased to be able to report that the company's permanent brick machine and workshops are situated on more elevated grounds, further from the river, and not in the least damaged. I think it would have taken from four to five feet more of a rise in the waters to have materially affected them. I was informed that the greatest floods known by any of the inhabitants were in April, 1857, and June, 1862. The flood of this year was, according to their data and recollections, within about seven inches as high as that of 1857, and within twelve to eighteen inches as high as the flood of 1862. To provide against loss and interruption to the business of the road, by the recurrence of these overflows, should receive the early attention of the board of managers of the company. The machine and workshops, engine-houses, and turn-tables of the company at Omaha, erected, as I was informed, in the unprecedented short time of sixty-five days, during last fall and winter, which contain one million one hundred thousand (1,100,000) well-burned bricks, good stone foundations and metallic roofs, are of the most permanent character, and conveniently arranged. The machinery in the same is sufficient for the present wants of the company, and of the latest and most approved construction. On the 3d instant I accompanied the vice-president and consulting engineer of the company over the line of completed road to a point near Shell creek, a distance of seventy-five miles. We found the line in good condition, and it will compare favorably with any newly-constructed western road. At this point the track-layers, under the superintendency of General J. Casement, were energetically pushing the work at the rate of three-quarters of a mile to one mile per day. Additional boarding cars, sleeping coaches, and tents were being provided, so as to increase the track-laying force, which I since learn by telegraph has been done, and the work is now progressing at the rate of about 7,000 feet per day. I confidently believe the first one hundred miles will be completed by the 1st day of June, whereby the act of incorporation, requiring one hundred miles of road to be built, will be fully complied with. The energetic contractors informed me that they contemplated providing artificial lights, to expedite the work by night as well as by day, and if possible complete one mile and a half to two miles every twenty-four hours. From Shell creek I accompanied Colonel S. Seymour, consulting engineer, to the Loup Fork, and over a portion of the grading on the second one hundred miles. I am pleased to be able to report that the temporary bridge over this river is completed and ready for the track-layers. The energy displayed by Messrs. Dort and Butterfield, the contractors on this work, as well as by Mr. Reed, general superintendent, and Messrs. Case and Hurd, division engineers, deserves honorable mention. The first pile was driven March 22, and the last on May 2. The bridge is 1,500 feet long, with 57 bents, 3 piles each, and 37 bents, 4 piles each-in all 319 piles. The permanent bridge, which is intended to take the place of the temporary one, is being pushed forward with vigor-five-pier pile foundations and two-pile abut ments are driven. The masonry of this structure will most likely be limestone, transported from the quarries of the Poppillon. I am informed no stone has yet been found between the Elkhorn and a point on the bluffs, about 110 miles beyond Fort Kearney, where it is supposed a good quality can be procured. The only bridging of any importance between Loup Fork river and Fort Kearney is one of 100 feet span, over Wood river, about 75 miles west of Loup Fork. The grading on the second one hundred miles can (and I think will) be completed by the 15th of June. A corps of engineers have been sent out to definitely locate the third one hundred miles. Returning to Omaha, I spent several days with the consulting engineer, examining the river banks and the effects of the overflow of the river bottoms for several miles up and down the Iowa and Nebraska sides of the Missouri. The proper site for a bridge-crossing of this river is a subject of momentous importance, not only to this company, but to the country and to the various railways pointing to connections with it, and it should be definitely settled at an early day, for the benefit of the various interests involved. Surveys and soundings have been made, the maps and profiles are being prepared, so that it is hoped intelligent conclusions may be arrived at. Of equipment, I find there are five locomotives now on the line of road; four more in transit, which at this time, I presume, have reached the line of road; an additional seven contracted for, to be delivered by the 10th of June. Two firstclass passenger coaches on the line of road, one more in transit, and two additional ones to be delivered in June. One hundred and nineteen box and platform cars on the line of road and in transit between Hannibal and St. Joseph. CONSTRUCTION MATERIAL. The vice-president informs me that the railroad iron, chairs, and spikes delivered, in transit, and provided for, will be sufficient to reach a little beyond the 100th meridian, say 250 miles from Omaha. The general superintendent informed me that ties on hand and paid Under contract on the line of road of the first 100 miles.. Under contract on the line of road of the third 100 miles, being red Estimated to be delivered from contractors' lands at three different Total.... Being sufficient ties for the construction of over 250 miles of road. 116, 900 134, 000 35, 000 80,000 100, 000 15,000 170, 000 650, 900 The company is still put to serious inconvenience for the want of railway connections to and from the east. I am pleased to be able to report that these difficulties will be obviated next year certainly. Most of the railroads through Iowa, pointing to connections with the Union Pacific, are making more or less progress, while some are pushing ahead with commendable vigor. The Cedar Rapids and Missouri River Railroad Company, under the active management of John J. Blair, esq., of New Jersey, have put their entire work from Boonesboro (its present terminus) to the Missouri river under contract; a force of fully 1,500 men, with sufficient teams, is now employed upon the work. All of the grading on the first forty miles west of Boonesboro will be completed by the 10th of July. This embraces some of the heaviest work on the line. The bridge over the Des Moines river, 840 feet, including its approaches, 1,000 feet in length, is completed, and the track is laid 5 miles west of Boonesboro; 520,000 ties contracted for and being delivered, and 8,800 tons of iron, sufficient for 120 miles of road and sidings, on hand at the Des Moines river and in transit. For this intelligence I am under obligations to W. W. Walker, esq., chief engineer. I confidently believe that this work, with its energetic management and its abundance of means, can reach the initial point of the Union Pacific within the next twelve (12) months. The Mississippi and Missouri railroad is about passing into new hands, who have the ability, and whose interest will be manifestly, to reach the Missouri river at the earliest day possible. The Burlington and Missouri River Railroad Company, I am informed, have a large force at work constructing westward. I am also informed that the Des Moines Valley railroad is making rapid progress and is confidently expected to reach the city of Des Moines within a few months. The American Central railway, recently organized, or rather reorganized, is, I am informed, under contract from Fort Wayne, Indiana, to the Missouri river, to be completed to New Boston, on the Mississippi river, in three years from the 1st of January, 1866, and from thence to the Missou i river within two years thereafter. I am informed by Willis Phelps, esq., who, with his associates, is constructing the Council Bluffs and St. Joseph railroad, that they expect to be able to complete their road within this year, if some of the legal difficulties on the Missouri portion of the line can be overcome within a short time. The ties for the entire road are provided and one-fifth of the iron is in transit. I could not learn of much progress being made westward on the Dubuque and Sioux City railroad. I herewith append a small map showing the probable connections at an early day of the several lines through the State of Iowa with the Union Pacific railroad. The lines will be feeders as well as receivers of a trade and business of no ordinary magnitude. I think the question of the future business of the road merits our earnest consideration. The entire nation has a substantial interest and investment in it, and every section completed opens up new fields for improvement, and from whence new sources of revenue may be derived. It has been assumed that the tonnage westward will be largely in excess of the tonnage eastward. This theory, I am convinced, will not be practically sustained, after the great through line is fairly opened for business and in successful operation. The cheap iron ores of Lake Superior, costing at the mines, say, three dollars fifty cents per gross ton, are transported by rail to the lake; thence by water say 600 miles, and by rail say 200 miles, (in all about S80 miles,) costing on an average ten dollars per ton, including everything, at points, for extracting and working the same; feeding a great number of blast furnaces; yielding 66 per cent. of pure pig-iron, worth at this time say forty-two dollars ($42) per ton; supplying more than one-half the metal consumed by all the rolling-mills of northeastern Ohio and western Pennsylvania, and all of this trade has been created since 1858 or 1859.* I am informed that the copper mines of New Mexico are now being succesfully worked. The ores are smelted, the cost of mining and smelting being about five cents per pound, the copper taken to Guaymas, Sonora, a distance of about 500 miles of land carriage, at a cost of seven cents per pound, thence to our eastern seaboard or Europe, at a cost of one cent per pound, thus making the *For this information I am indebted to James J. Bennett, esq., who has been largely in terested in the iron business of Pennsylvania and Lake Superior. |