1

Sixth Annnal Report of the Superintendent of
Graduation, Masonry, and Construction of
the Baltimore and Ohio Railroad.

OFFICE OF THE SUPERINTENDENT OF THE
BALTIMORE AND OHIO RAILROAD.
Ellicott's Mills, Md., 1st Oct., 1835.

TO PHILLIP E. THOMAS, Esq.,

President of the Baltimore and
Ohio Railroad Company:

}

28 631 1094 during the last two

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.

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.

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 FerThe first two miles and ten poles ary. round the Narrows, occasioned by the lower and upper Points of Rocks, and the last two miles, beginning east of Miller's Narrows, 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 $42.21 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. 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 Praft 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, rea perceived that the average aggregate cost" pectively.

Graduation and Masonry of the Baltimore

and Ohio Railroad.

The 6th Division of this road extends

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 fect chord each, over the Frederick turnpike road, and Ellicott's branch.

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 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,

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

One across the west fork of the Patap ||laid, at a gross cost of $47,353.49, inclu-||experienced and faithful agent, Mr. Jona sco river, near Marriottsville, of one arch sive of the cost of all materials, (except the than Jessop, by whom it was most satisof 40 feet chord. prime cost of the rails,) their inspection, factorily conducted to its completion. transportation, 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 commuBut the prime cost of 22 tons of rails, the nity as the efficient superintendent of the Seven of 1 arch each, of 20 feet chord, quantity used on a mile, at $45 a ton, or repairs upon the Frederick and Boonsboro' viz: across Gwynn's run, Robert's run, $990 a mile, must be added to $3,561.25, turnpike. He continued to manage this Caton's branch, a branch opposite the Union which shows the actual cost per mile section in the most satisfactory manner, factory, Piney run, the Tuscarora, and les-to have been $1,551.25, inclusive of the until his lamented death, which occurred ser Catoctin creeks. cost of nearly, if not al, the turnouts late in the month of November, 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 It is due to the memory of Mr. Watson $783.12 84-100 a mile, owing to the in-for me to state, that a more faithful and convenience of obtaining stone of suitable competent agent could not have been secharacter, and the rapidity with which the lected. Afer an intimate intercourse with work was executed. The second track him as a manager of public works for more may be laid at a less average cost. than seventeen years, I am enabled to say that, during all that period he conducted himself in the most exemplary manner, both as a gentleman and public officer.His industry, energy and unremitting attention to the duties confided to him were rarely equalled and could not be surpassed. His veracity and integrity were as unimpeachable as his fidelity was unquestionaGraduation and Masonry of the Lateral Rail ble. He was generous almost to a fault, road to Washington City.

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

One across Clagget's branch, of 15 feet

span, superstructure of wood.

Three 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.

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.

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 man

This heavy work has been very recently put under contract. It is expected that it 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 Washing-ner by which he fell, his death must always be remembered with feelings of unfeigned perstructure of wood, both of whom are ton, and the City Division, which en is at regret and sorrow. well known to the Company as contract-the basin of the city canal at 6th street west, in Washington, which has yet only been the 8th section of the 2d division was conors of skill, energy, and fidelity. The management of the graduation of 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 St., 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 ny 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 specifully referred to.

Railroad from Baltimore to the "Point of| Table B No. 4, exhibits in detail the
Rocks." The sleepers were procured in several sections, the names of the con-
the immediate neighborhood of the work. tractors and others by whom the work was
The plan upon which the work was exe-performed, the prices, quantum of earth
cuted is fully set forth in the accompany-handled on each section, &c. From this
ing paper Z. The horse path was paved table it appears that the whole quantum of
in such places where the railway was in earth removed and supplied on these seve-
contact with other roads, and particularly ral divisions, inclusive of 32,727 1-2 yards
in the street of Berlin, at Weverton and at of rock, which occurred on the 1st section
Harper's Ferry Narrows, at which latter of the 1st division, and was the only rock
places its site is also that of the Frederick met with in the excavations of the whole
and Harper's Ferry turnpike roads. The line, was 1,991,352 cubic yards, which was
remainder was Macadamised in the best handled at a cost of $664,530.08, or at the
manner, with stone of the hardest quality, average cost of 33 37-100 cents a yard,
reduced to particles not exceeding four inclusive of the grubbing, clearing, and
ounces in weight. Twelve miles and 119 transportation.
5-10 poles of first track, and 295 80-100|
poles of second track and ten turnouts were

The 1st section of the second division was placed under the management of that

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 charac ter and ccst of the several structures, &c. With the exception of the "Tho nas Viaduct," across the Patapsco river, the masonry was generally commenced, simulta neously, with the graduation of the divis ions. That stupendous structure was begun on the 4th of July, 1833, and completed by its energetic contractor, Mr. John Mc Cartney, of the State of Ohio, on the 4th of July, 1835. The beautiful and imposing design of that viaduct, was furnished by B. H. Latrobe, Esq., Civil Engineer, and the designs of all the other structures on this road were prepared by my assistant Mr. Robert Wilson, who superintended the construction of all the masonry. whole quantum built, is shown by the last table referred to, to have been 46,906 3-4 perches, of 25 cubic feet to the perch, at a cost of $275,167.21, or an average cost per perch, of $5.86 62-100.

The

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

The "Thoinas Viaduct" over the Patapsco 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.

run.

One, of one arch of 18 feet, over Deep

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.

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;

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 scandling 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 conmore 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 esti which 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 exten ling 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, sub'racting 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 gradurail. Where the flat rail was used, (and itation and masoary before shown to be was only used because there was not a suf- $7,943.11 the actual cost of all the work, Table B No. 6, presents a full view of ficient supply of the edge rail) small strips has fallen short of the gross estimated cost, the cost of the graduation and masonry of scantling 4 × 2 inches, were first spiked the sum of $57,002 44: and if but a very separately, and aggregately, on each sec- to the scantling which had been laid for the moderate allowance be inade for the excess tion and on the whole line, and shows the reception of the edge rail. These strips of distance actually constructed over that whole length of the line from the point of were necessary to allow the rail to be estimated, it may very reasonably be asdeflection from the Baltimore and Ohio laid over the centre of the scantling be- sumed, that the whole actual cost of the Railroad, to its present terminus at the neath them, and also to make up the dis-road will be less than the whole estimated Pennsylvania Avenue in the city of Wash- parity in depth or thickness, between the cost, by the sum of at least $60,000. ington, to be, 30 miles and 112 poles, and two kinds of rail. It is found to make a The rails where laid on the 1st division— the aggregate cost to have been $939,697 very good Railway. They can be easily on the 2d, and 3d, sections of the 4th divi29, or at the average rate per pole lineal of removed when a further supply of the deep sion, and on the city division, by Mr. Ben$96.75 63-100, orp er mile $30,962.01 rail is obtained, if it should be then thought janin Cornelius, Mr. James Giddings, 9-10. The superintendence and all other expedient to do so. laid them on the 2d, division, and Mr. John contingent expenses amounted to the sum of The whole cost of these 35 miles and P. Cowman, laid the 3d division, and the $19, 475.93, which added to the above sum 238 poles of Railway thus laid, and of 1st section of the 4th division. All the of $939,697.29, produces the sum of $959, 12 1-2 turnouts, including the cost of lumturnouts were inserted by Messrs. Reuben 173.22 as the entire cost of the gradua-ber, chairs, screw bolts, spikes, and the cost Aler, and Jesse Hay. tion, masonry, superintendence, and all con- of ail other material (except the prime cost of tingent expenses of this road, which is at the rate of $98.76 16-100 per lineal pole, or of $31,603.73 12-100 per mile.

and

One, of 8 feet chord, in the District of Columbia.

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 about 1-4 of a mile more distance, has been graduated, than was included in the estimate.

Construction of the Lateral Rrailroad to
Washington City.

Expenditures.

the rails) inspection, trasportation, distribu-
tion, workmanship, superintendence and ali The whole amount expended by me in
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 hun-
43 expended for suitable implements, sheds, dred and thirty-eight dollars and thirteen
and workmanship, necessary to straighten cents. This large sum has been applied
the rails and dress their ends, is included.as follows, viz:
The prime cost of the edge rail is assumed To the graduation of the
at $50 a ton, and 63 tons are estimated to
Balt. & O. R. R.
the mile, which makes $3,150 a mile as To the masonry on ditto,
the prime cost of the rails of a single track. To the payment of the
This sum being added to the above, gives,
$7,531.96 1-2 as the entire cost of a mile
of single railway on this road, inclusive of the
cost of 12 1-2 turnouts, or for the whole dis-
tance which has been laid, viz: 35 miles
and 238 poles the gross sum of $269,220.67.

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 130 43-100 poles. The aggregate length of 1st and 2d track is then 35 On the remainder of the second track, miles and 238 poles. These Railways fewer turnouts will be required, than have were partly formed of scantling and partly been inserted; the transportation of the maof 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 mile 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.

To the payment of the
right of way, and da-
mages generally on

that road.

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

$863,140.74 372,497.01

40,396.44} $1,276,034.19

$26,417.023

$21,013.56