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 91S? 
 
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 United use 
 
 i reilrond, eastern 
 - r fron the sec- 
 1. or
 
 UNIVERSITY OF CALIFORNIA 
 AT LOS ANGELES
 
 >TH CONGRESS, HOUSE OF REPRESENTATIVES. ( Ex. Doc 
 
 3d Session. 
 
 No. 25. 
 
 , 
 UNION PACIFIC EAILROAD, EASTERN DIVISION. 
 
 FROM THE 
 
 SECRETARY OE THE INTERIOR, 
 
 IX AXaWER TO 
 
 resolution of the House of Representatives of December 5, 1868, transmit- 
 \ting report of special com mix* toner, relative to the examination of that 
 wood and the Sioujc City and Pacific railroad. 
 
 pl'ARY 6, 1869. Referred to the Co nrniltee on the Pacific Railroad and ordered to be 
 
 printed. 
 
 DEPARTMENT OF THE INTERIOR, 
 
 Washington, D. C., January 6, 1869. 
 | SIR : Pursuant to the House resolution of the oth instant, I have the 
 )nor to transmit herewith copies of the reports of the special comuiis- 
 mers on the Union Pacific railway, eastern division, and the Sioux 
 ty and Pacific railroad. No other report on any of the branches of 
 Union Pacific railroad has been received since the date mentioned 
 the resolution. 
 
 I am, sir, very respectfully, your obedient servant, 
 
 O. H. BROWNING, Secretary. 
 
 | Hoi). SCHUYLER COLFAX, 
 
 Speaker of the House of Representatives. 
 
 WYANDOTTE, KANSAS, 
 
 December 4, 1868. 
 
 SIR : The special commission having completed their report of the 
 animation of the Union Pacific railroad on the 23d of, November, and 
 warded the same, set out on the 24th for this place, to examine and 
 port upon the Union Pacific railway, eastern division. The health of 
 e of the commissioners did not permit him to make this examination, 
 d it was therefore undertaken by the two members whose names are 
 d to this report. We deemed it proper to do so, constituting', as we 
 d, a majority of the commission. 
 
 Wyandotte was reached on the 25th of November, at which place we 
 et the general superintendent of the road, and as the company ?s offices 
 [ere at Lawrence^ ^ye^ijepgired ix*,t}{at jJlacti the; ^m&d&yr, :71>e'fore- 
 on of the 2<>th w<- *\'u\t iii looking ovw 4:ile *eps aiid profiles, aikl in 
 e afternoon we set out with a speeiaitram, accompanied by the general 
 
 45900$
 
 r.Mn.N PACIFIC i; \II.KOAK EASTERN DIVISION. 
 
 superintend lit. for llir \\eM end ,,!' the truck. I'.efore dark we li;i<l exam- 
 ined ;is I'iir ;is Waiue^o. (iL'.l, miles from l.;i\\ leliee; lillt the tniill kept oil 
 
 t<> Fort lla\ s. and stopped "their till morning. On the -7th \vc examined 
 
 the road to the \\est end of the Hack ;iii.l let limed to Fort Ilil.vs to stop 
 o\er night. On the L'Sth \ve completed I he e\;iliiili:it ion by daylight back 
 
 to Wamego, iind returned to Lawrence, remaining there over Sunday. 
 
 On the JtOth of Novemlier \\ e complete. I the elimination east to tin- 
 State line, the initial point of the road. There had l>cen some snow on 
 tin* track, luit it had disappeared, so as to leave us a good view of the 
 road lied, and where it remained in the Hides of the cuts it but served 
 to illustrate, in a moderate wa\, the effects of wind-drifts, the wind hav- 
 ing been from the south. We returned to Lawrence to complete our 
 study of the maps and profile-. \-<-., and prepare our report, and \\e were 
 aided in every way desired by the officers of the road. 
 
 The extent and character of the road is such that no division of it will 
 be necessary in making our report upon it, and, preserving nearly the 
 same order in considering the different parts of it, as we did of the one 
 previoush reported on, we proceed first with the 
 
 GENERAL AND DETAILED LOCATION, GRADES, AND CURVATURE. 
 
 The north side of the valley of the Kaw river is much more favorable 
 than the other tor the road, because the bottom lands are broader and 
 more continuous on the north side than upon the opposite one. The road 
 is therefore properly located on the north side all the way to the junction 
 of the Smoky Hill and Iti-publican Forks. 
 
 If the objective point of the road be regarded as Denver City, we com- 
 missioners have not the information for determining whether the Repub- 
 lican or the Smoky Hill Fork furnishes the best location; but as the law 
 authorized the location up the latter, and this was selected, it is pre- 
 sumed to be the better, and it undoubtedly is so, for making an extension 
 of the line to the head of the Arkansas river or to New Mexico. .The 
 road is then located in the valley of the Smoky Hill Fork, as high up as 
 Salina. The elevation attained here is 1,203 feet above the sea level; 
 the distance from the initial point is 185 miles, and the elevation there 
 COO feet. At Salina the road leaves the main valley to avoid the great 
 southerly bend made by the Smoky Hill Fork, and goes up the valley of 
 Spring creek to its source. The first summit reached has an elevation 
 of 1,.V>0 feet. The road then descends 65 feet, to cross Alum creek; it 
 a>eends the next ridge loan elevation of 1,583 feet, and then it descends 
 85 feet to cross Clear creek; it again ascends a ridge to an elevation of 
 1,001' feet, and then descend* 130 feet to regain the Smoky Hill Fork at 
 Fort Barker, where the elevation is 1,472 feet above the sea. The line 
 between this last point and Salina is generally direct, but it has a great 
 deal of cm A at ure and high grades, the maximum grade each way being 
 74 feet per mile. 
 
 Fort Harker is 1'is miles from the initial point. The Smoky Hill Fork 
 has not here the same wide bottom lands which charactcri/ed it at Salina. 
 It is crooked and shut in with higher banks, which apparently increase 
 in height as you go westward. The road, therefore, follows the stream 
 only IL' miles above Fort Harker, and near Cow Creek station turns oft 
 to the north to gain the ridge between the Smoky Hill and Saline Forks. 
 The maximum grade ascending is W feet per mile, and the line reaches 
 an 
 Hay: 
 Hay' 
 
 point.
 
 UNION PACIFIC RAILROAD, EASTERN DIVISION. 
 
 The road continues in the valley of Big creek, west of Fort Hays, for 
 about 10 miles, and there again ascends to the ridge between the Smoky 
 Hill Fork and the Saline Fork. This is done with a maximum grade of 
 58 feet per mile. The highest point the road reaches is on this ridge at 
 Monument station, and is there 3,276 feet above the sea, and 385J miles 
 from the initial point. 
 
 In order to reach Fort Wallace, on the Smoky Hill Fork, the road again 
 leaves the ridge and descends to the north fork of the Smoky Hill Fork, 
 at which place the track terminates, 405 miles from the initial point. 
 The maximum grade in this last descent is 66 feet per mile. -Fort Wal- 
 lace is distant some 12 miles from the present terminus. These three 
 descents from the main ridge to reach Forts Barker, Hays, and Wallace, 
 greatly injure the road in regard to grades. The difference of level 
 between the termini is 2,352 feet. The sum of the ascents made going- 
 west is 4,529 feet, and the consequent ascents going east are 2,177 feet. 
 The length of the straight line is about 350 miles. The road itself is 
 405 miles. 
 
 There are 4.88 miles having grade between 70 and 75 feet per mile; 
 there are 4.17 miles having grade between 60 and 70 feet per mile; there 
 are 19.85 miles having grade between 50 and 60 feet per mile; there are 
 15.09 miles having grade between 40 and 50 feet per mile; there are 32.46 
 miles having grade between 30 and 40 feet per mile; there are 59.49 miles 
 having grade between 20 and 30 feet per-mile; there are 84.12 miles 
 having grade between 10 and 20 feet per mile; there are 135.13 miles 
 having grade between and 10 feet per mile; there are 49.81 miles level. 
 
 The following is a list of stations and distances: 
 
 Name of station. 
 
 Miles. 
 
 State Liue 0.0 
 
 Armstrong 1.0 
 
 Muncy 6. 5 
 
 Secondine 1.7 
 
 Edwards'ville 3. 7 
 
 Tiblow 3.5 
 
 Lenape 5. 9 
 
 Stranger 4.6 
 
 Fall Leaf 4.2 
 
 Lawrence and Leavenworth Junction 5. 2 
 
 Lawrence 1.8 
 
 Buck Creek 6. 9 
 
 Williamsville 2. 5 
 
 Perry ville 3.3 
 
 Medina 1.5 
 
 Newman 2. 6 
 
 Grantville 5. 1 
 
 Topeka 6.7 
 
 Silver Lake 10.6 
 
 Cross Creek 5. 4 
 
 St. Mary's 7.6 
 
 Wamego 13.2 
 
 St. George 6.5 
 
 Manhattan 7.8 
 
 Ogden 11.2 
 
 Fort Riley 6. 1 
 
 Junction City 2. 9 
 
 Chapman's Creek 32. 
 
 Detroit 6. 5 
 
 Abeline 5.9 
 
 Intermediate 
 distune^. 
 
 Total 
 distance. 
 
 Mites. 
 0.0 
 1.0 
 
 7.5 
 
 9.2 
 
 12.9 
 
 16.4 
 
 22. 3 
 
 28.9 
 
 31.1 
 
 36. 3 
 
 38.1 
 
 4f.O 
 
 47. 5 
 
 50.8 
 
 52. 3 
 
 54.9 
 
 60.0 
 
 . 66. 7 
 
 77.3 
 
 82.7 
 
 90. 3 
 
 103.5 
 
 110.0 
 
 117.8 
 
 129.0 
 
 133. 1 
 
 138.0 
 
 150.0. 
 
 15G.5 
 
 162. 4
 
 I M<>\ I'M IFIC KAII.Rn.M), EASTERN DIVISION. 
 L\xt of xtnt'umx it ml ilixtmin-K Continued. 
 
 Name of station. 
 
 Intermediate 
 distance. 
 
 Total 
 distance. 
 
 
 : - 3.8 
 
 166.2 
 
 Solomon 
 
 5.2 
 
 171.4 
 
 Saliua 
 
 1:1.7 
 
 i-:>. i 
 
 Bavaria 
 
 8.6 
 
 U>3.7 
 
 Hock Spiinp . 
 
 10.6 
 
 204. 5 
 
 
 J3.6 
 
 JI-. 1 
 
 Ellsworth 
 
 4.7 
 
 222. * 
 
 Cow Creek 
 
 11.2 
 
 234.0 
 
 Wilsou's Creek 
 
 5.0 
 
 339.0 
 
 Bunker Hill . 
 
 1:5.4 
 
 2;'>2. 4 
 
 
 11.6 
 
 w,4. o 
 
 Walker . 
 
 10.2 
 
 874.9 
 
 Hays . 
 
 14.4 
 
 286.6 
 
 Ellis . 
 
 13.4 
 
 302.0 
 
 Ogallah . . ... 
 
 15.5 
 
 317.5 
 
 Park's Fort . 
 
 11.5 
 
 329. 
 
 Coyote .. . .. . ..... 
 
 11.0 
 
 340.0 
 
 Buffalo . . . 
 
 11.0 
 
 351.0 
 
 Grtnnell . . .. 
 
 13.0 
 
 :?>4. o 
 
 Carlyle ... 
 
 11.0 
 
 :<?'). o 
 
 Monument . .... 
 
 10.5 
 
 386. 6 
 
 Gopher. .... 
 
 12. 
 
 :;;/. r> 
 
 Sheridan . .. ... . 
 
 7.5 
 
 405.0 
 
 
 
 
 We conclude these remarks on the general location by saying that the 
 whole line bears evidence of the unsettled purposes which have operated 
 in determining it. The change of direction from the original design. of 
 going up the .Republican Fork, if made with the view of ultimately 
 reaching New .Mexico or the head-waters of the Arkansas river, should 
 have prevented the construction beyond Salina, until the best line, all 
 things considered, was found for passing the ridge between the Smoky 
 Hill fork and the Arkansas; whether by following the Smoky Hill Fork 
 up to the most southern part of the bend, and then leaving it; whether by 
 keeping the line as it now is as far as Ellsworth, and then crossing over 
 to the Arkansas ; whether by continuing the route as now built to the end 
 of the track, and then crossing over to the Arkansas; or, whether by 
 taking and keeping the ridge between the Smoky Hill Fork on the south, 
 and the Saline and Republican on the north, all the way till the sources 
 of the Smoky Hill Fork were turned. 
 
 Besides the uncertainty in regard to the ultimate termination of the 
 road, and which must have prevented the building of it on the best 
 location, the hostility of the savages rendered it very difficult to make the 
 necessary surveys and examinations. 
 
 Without, however, knowing all the reasons that controlled the present 
 location, it is yet apparent that the road is not located so as to take full 
 advantage of the capabilities of the country, and as a through line its 
 commercial value is less than it should have been. 
 
 In the details of the location then- is too much curvature: the grade 
 is generally laid too near the ground, and follows too closely the undu- 
 lations of the natural surface. A little cutting at the high points and 
 lilling at the low ones, slight changes in the location, and a little more 
 work, would have easily kept down the grades along the Kaw river to 
 .'10 feet pel 1 mile, which grade should not have been exceeded on this part
 
 UNION PACIFIC EAILROAD, EASTERN DIVISION. 5 
 
 of the road. Cheapness of first construction seems to have been the 
 ruling idea, although it seems as if in some places a better road could 
 have been secured without increased expense. What is best to be done 
 to the road depends very much, west of Salina, upon what is to be the 
 future western terminus and destination. If the road is to be extended 
 to form a line reaching to the settlements at the base of the mountains, 
 or to be part of a through line to the Pacific, much of its location 
 requires a thorough overhauling, and parts of it probably must be aban- 
 doned. To reduce the grades west of Salina to 30 feet per mile, in the 
 present location, would require a very considerable outlay ; but in case 
 the road should ever have a first-class business, this reduction is so 
 desirable that it might be well worth examining whether, to obtain it, the 
 location should not be changed so as to keep in the valley of the Smoky 
 Hill, even at the disadvantage of increasing the distance, or in some 
 other way avoiding the objection to the present line. Had the route 
 been designed originally to reach the valley of the Arkansas, the course 
 of the lower portion of the bend in the Smoky Hill Fork appears favor- 
 able for so doing, and the obtainment of low grades might have not been 
 at any material sacrifice of distance. To determine intelligently all the 
 questions involved in the location west of Salina, on the supposition that 
 the road is to be extended, requires extended surveys, and much infor- 
 mation not within our reach, and we have, therefore, confined ourselves 
 to a consideration of the road located as it is, in making our estimates 
 for completing it. If, however, the western terminus of the road is to 
 remain where it is, it might be questionable propriety to expend much 
 upon it, unless it be to reduce the higher grades to 60 feet per mile, and 
 thus make that the ruling grade on this part of the line, and by slight 
 changes in the location at some points to reduce the curvature. 
 
 East of Salina, however, no question of western terminus will in any 
 wise affect the location, and changes with a view of improving the grades 
 and alignment may be made with entire confidence that, whatever be 
 the ultimate termination of the road, the full commercial value of the 
 outlay will be realized. Some very objectionable grades, as high as 72 
 feet per mile, and some unnecessary curves, occur on this part of the line, 
 and changes should be made so as to diminish the curvature and secure 
 the easy ruling grade of 30 feet per mile. 
 
 The line can be shortened two and a half miles opposite Lawrence and 
 three-fourths of a mile opposite Topeka by continuing the road direct along 
 the bottom lands and cutting off the detours made to reach the stations 
 opposite these places. 
 
 ROAD-BED. 
 
 The road-bed was designed to be 13 feet wide in embankments, and 
 15 feet wide in the cuts, but it often falls short of these dimensions. 
 The embankments are generally too narrow and will require widening 
 before ballast can be properly applied, and having mostly been built with- 
 out leaving any berme, this widening will require more labor than would 
 otherwise have been necessary, as the existing ditches will have to be 
 filled up and new ones made. The banks should be increased in width 
 to a minimum of 14 feet on top, and the cuts to 16 feet at the bottom. 
 There are on the whole line about 75 miles of cuts of different depths. 
 The length of embankments above 3 feet in height are as follows : 
 between 3 and 6 feet, 84 miles ; between 6 and 9 feet, 9.34 miles ; between 
 9 and 12 feet, 3.45 miles ; between 12 and 15 feet, 1.27 mile ; between 15 
 and 18 feet, 0.33 mile ; between 18 and 21 feet, 0.2 mile ; between 21 and 
 24 feet, 0.25 mile ; between 24 and 27 feet, 0.25 mile.
 
 6 I \I<>\ I'ACII'lc |{.\II.i;n\|, KAMT.KN IUVIS|iN. 
 
 (KOSS-TIES. 
 
 The ties are uf double timber, proper si/.e and good quality generally- 
 The number is in some cases less than it should In-, but will probably 
 average about 2,300 per mile. A small addition made to the number of 
 ties will place the road in this respect in good condition. 
 
 TRACK-LAYING AND BALLAST. 
 
 The track has been laid on the bare road-bed, without having the latter 
 previously prepared by a covering of ballast to receive it. The fastenings 
 are the old style wrought iron chair, now almost universally discarded 
 for either the iish point or tor an improved chair of greater strength and 
 bearing surface. On curves the rails were not bent to conform with tin- 
 curve. With these exceptions, the track appears to have been well laid; 
 but from, want of ballasting material its surface has not been well main- 
 tained. 
 
 With a few slight exceptions, there is no ballast on the road ; and from 
 the nature of the material constituting the road-bed full ballast will be 
 required on the whole line, and the material for it is exceedingly scarce 
 and must in most cases be transported a considerable distance. This 
 will make it expensive to ballast this line, more so than roads in general. 
 
 CULVERTS AND BRIDGKES. 
 
 The total number of culverts and bridges on the line which are con 
 sidered permanent is 203, of w r hich there are 17 Howe truss bridges, 
 having an aggregate length of 2,612 feet, and three straining beam trusses. 
 whose total length is 196 feet. The truss bridges appear good and 
 well proportioned, except the Howe truss across the Kaw river, in which 
 the suspension rods are of inadequate size, rendering them liable when 
 loaded to a strain of nearly 16,000 pounds per square inch of section, 
 which is too great. 
 
 Of these L.M) bridges, 16 stand on permanent stone abutments and piers. 
 and four on wooden trestles. Of the latter is the bridge over the Kaw 
 river, at the eastern end of the road. Stone work will be required to 
 replace the wooden supports of these bridges. The remaining is.! per 
 manent structures are stone culverts, or open culve-ts with stone abut 
 ments and short timber girders. Some of these are not well constructed, 
 and must be rebuilt, allowance for the probable expense of which is 
 made in our estimate. 
 
 Of temporary structures there are 450, of which 187 will he supplied 
 with box culverts, small arches, or abutments with short girders. Of the 
 remaining L'U.') there are 105 trestle bridges varying from L'O to .">( feet 
 in length, and 158 are from 50 to 470 feet in length. They must all be 
 supplied with permanent stone arches or abutments, and trusses to suit 
 the various openings, and the embankments extended to the abutments. 
 
 EQUIPMENT, ETC. 
 
 The motive power and rolling stock of this company consists of L". 
 locomotives, L'l passenger cars, 10 baggage, mail, and express cars. I'll' 
 box freight cars, 432 flat cars, 108 stock cars, 72 hand cars, 7 boarding 
 cars. 
 
 The locomotives are well constructed, etlicient machines, and thecars 
 as good as those. on other good roads. The number of locomotives and
 
 UNION PACIFIC RAILROAD, EASTERN DIVISION. 7 
 
 cars appears to be nearly or quite sufficient to meet the present require- 
 ments of the business of the road, but it must, under any circumstances, 
 be increased as the business increases, and if the road were opened to 
 the base of the mountains or to the Pacific coast the equipment required 
 to operate the 405 miles now built would have to be largely increased. 
 The shop room, engine houses, and other accommodations for the care, 
 maintenance, and repair of the motive power and rolling stock are inade- 
 quate to meet present as well as future wants. They are at no point suf- 
 ficient for present purposes, and considerable expenditure is required 
 immediately for this purpose. 
 
 Water stations are erected at intervals of about 15 miles, but the 
 tanks are all too small, and sometimes indifferently constructed. At 
 the stations located on the ridge between the Smoky Hill and Saline 
 Forks, water is generally obtained by wells, some of which are about 
 125 feet deep. In one instance (Bunker Hill station) water has not yet 
 been reached at this depth. The difficulty of obtaining water on this 
 ridge may have some weight in not making the location continuous upon 
 it. Windmills are employed to pump the water into the tanks in many 
 places. The capacity of the tanks should be at least doubled or trebled, 
 and other improvements made. 
 
 STATION BUILDINGS. 
 
 The road is not sufficiently supplied wjth station buildings ; some of 
 them are of a very creditable character, but others are inferior, and at 
 some points they are entirely wanting. Additional outlay for this pur- 
 pose will be required. 
 
 SIDINGS. 
 
 The sidings are sufficient for present nse, and unless the road be 
 extended, will probably answer for some time ; but with a good western 
 terminus, the side tracks on this part of the line must be increased. 
 
 RAILS. 
 
 The rails are of American manufacture, and the pattern is good and 
 sufficiently heavy. 
 
 FENCES. 
 
 No snow fences have been built, and no cattle fences of consequence. 
 Outlay will be required for both these objects. 
 
 The following is an estimate of the probable expenditure which will 
 be required to render the 405 miles already built " equal to a fully com- 
 pleted first-class railroad. 7 ' It is made on the supposition that the road 
 is to be extended and opened for through traffic to the Pacific coast, 
 and exhibits the expenditures required for labor on the 405 miles we 
 examined, and for the equipment required to work this part of the line. 
 It is as follow s: 
 
 Estimate, 
 
 For increasing 1 width of cuts to 16 feet and embankment to 
 
 14 feet at a minimum throughout the entire line ,.,,.-.., $260, 000 
 
 For changes in location to reduce curvature and improve 
 
 alignment 240, 000 
 
 For reducing heavy grades between State line and Law- 
 rence at Gaither's, Stranger Fall Leaf, and Sarcoxie 
 bluffs and other points 57, 000
 
 8 UNION PACIFIC RAILROAD, KA.STKRN DIVISION. 
 
 For reducing undulations in grades and relieving grades 
 
 west of Salina 8170, 000 
 
 For 40,000 additional cross tics to supply deficiency, in dud* 
 
 ing reiiio\ ;il of old tics and placing new in track 32, 000 
 
 For eight abutments and two pier foundations for Howe 
 truss bridges, already erected, including excavation, 
 
 piles, grillage, and si-curing with rip-rap 15,000 
 
 For .',<>00 yards of masonary in abut incuts and piers, as 
 
 aboye. at' *15 54, 000 
 
 For replacing stone culverts of defective construction uo, ooo 
 
 For replacing 187 temporary wood culverts with stone box 
 
 culverts or stone abutments and short girders, at $500. . '.'">. 5oo 
 
 For replacing 105 temporary trestle bridges of less than 
 
 50 feet length, each with permanent structures, at $700. 73, 500 
 For replacing 158 temporary trestle bridges of 50 to 470 
 feet length with permanent structures, including founda- 
 tions, at $1,000 158, 000 
 
 For ballasting, including transportation, lifting track, 
 placing material, surfacing track, and curving rails, 405 
 
 miles, at $1,300 per mile 520, 500 
 
 For snow fences 30, ooo 
 
 For cattle fences 50. ooo 
 
 For 50 additional locomotives, at $14,000 Too, ooo 
 
 For 15 passenger cars, at $6,000 '. 90, 000 
 
 For 10 baggage, express, and mail cars, at $2,800 us, ooo 
 
 For 400 box freight cars, at *!MM) ::t;o, 000 
 
 For engine houses, turn-tables, machine shops, blacksmith 
 
 shops, &c., and for tools and machinery for same 550, 000 
 
 For additional water stations, and machinery for raising 
 
 water 75, 000 
 
 For additional station buildings 70, ooo 
 
 Total 8, >5:, 500 
 
 We repeat, in closing this estimate, that the propriety of much of this 
 exp'-nditure is contingent upon the extension of the road to a proper 
 western terminus. Were it to be built no further than it now is, much 
 of the estimated outlay tor additional equipment would not be required. 
 and perhaps even part ot that tor improving the location and alignment 
 and grades inight be ot doubttul propriety. 
 
 TELEGRAPH LINE. 
 
 The telegraph poles are erected along the line of the road as tar as 
 built, and seem well put up, but are rather too slender. Two wires are 
 stretched on them from the eastern terminus west to Kllswortli. and 
 thence to the west end of the track a single wire is stretched. Tele- 
 graph stations are occupied sufficient for the present operations of the 
 road. 
 
 The foregoing report we believe completes the specific duties required 
 of us in regard to the Union Pacific railway, eastern division. 
 We are, very respeet fully, your obedient servants. 
 
 ' (I. K. WABREN. Brwei .!//. Gen. U.S.A., 
 J. BLJCKENSDEEFEB, .In.. r/n7 Knyineer, 
 
 United *sv<^/.s Xjiecial P. R. R. Commiuionen, 
 Hon. O. H. BROWNING, 
 
 of the Interior.
 
 UNION PACIFIC RAILROAD, EA&TERN DIVISION. 9 
 
 CHICAGO, ILLINOIS, 
 December 15, 1868. 
 
 Sm: Having completed our examination of the Union Pacific railway, 
 eastern division, we proceeded to examine the Sioux City and Pacific 
 railroad, arriving at the south end of that line, where it connects with 
 the extension of the Chicago and Northwestern road, about six miles 
 west of the Missouri Valley station, on the 8th of December. From this 
 point, accompanied by the assistant superintendent and auditor of the 
 road, with a special train we passed over the line to Sioux City, exam- 
 ining all, except twenty miles, the same day. The next day we returned 
 to the south end of the road, and continued westward to the crossing of 
 the Missouri river. The river was at this time closed with ice. Previously 
 a ferry-boat had been used, and we were informed it was designed to 
 keep open a passage and maintain the ferry during the winter. The 
 construction of the line from this point westward to Fremont, we were 
 advised, is being prosecuted with energy, the grading being mostly done, 
 and about 17 miles of the tract laid. Two locomotives are on the west 
 side of the river. 
 
 Being advised that all the work done on the west side of the Missouri 
 was in an incomplete state, and that the company did not expect us to 
 examine that portion of the work, we decided to proceed no further. 
 
 There had been a very severe snow-storm, with a large fall of snow, for 
 several days, the snow being on an average probably 18 inches deep, but 
 it was so generally blown from the track on account of the grade being 
 laid high enough to permit this, that we could see and inspect the road- 
 bed very well. 
 
 This road, beginning at Sioux City, has a very direct coiirse, the 
 direction being on an average south 20 east, for 69 miles. It then turns 
 due west, and, in a distance of three and a half miles, reaches the bank 
 of the Missouri nearly opposite to De Soto. It is designed to cross the 
 Missouri at this point and proceed in as direct line as practicable to 
 Fremont, uniting there with the Union Pacific railroad. In regard to 
 'the general location it may be said that if the design be to secure a 
 western connection with the Union Pacific railroad for eastern roads 
 centring at Sioux City, on the most direct and practicable line, the course 
 taken seems not well calculated to effect this object, being for a distance 
 of about 70 miles nearly at right angles to the direct route, and this neces- 
 sarily makes a great increase in distance. But as we understand that the 
 government has assented to the location as it is, we shall confine our 
 report to the details of the road as built on the eastern side of the Missouri 
 river. 
 
 The location from Sioux City to the junction with the branch of the 
 Chicago and Northwest road is quite direct, with but very little curvature, 
 well chosen to secure the occupation of the highest portion of the bottom 
 lands, and devoid of high grades. At Sergeants Blufi's is a cut through 
 a point made to avoid the washing banks of the Missouri river, and here 
 there is a grade each way of 53 feet per mile, extending in all about iiine- 
 tenths of a mile, which is the maximum grade on the line, the other por- 
 tions of it differing but little from a level. Our opinion is that the proper 
 working of the road will require this grade at Sergeants Bluffs to be 
 reduced, which can be done at moderate expense. 
 
 The road-bed is good, the embankments being generally from 14 to 16 
 
 feet wide on top, and the cuts 20 feet wide at the base. A good berm 
 
 has been left on each side of the embankments, and the grade is well 
 
 elevated above the natural surface, thus rendering it exempt from over- 
 
 H. Ex. Doc. 25 2 459004
 
 10 INIMV PATH ' RAILROAD, EASTERN DIVISION. 
 
 flow, securing a dry track, and freedom from liability to be obstructed 
 b\ ^uowdrit'ts. 
 
 The fir* are good, (tf durable timber, proper dimensions, and used in 
 sullicieiit quantity : and the track is well laid with lish-plate fastenings, 
 full spiked and well surfaced, but placed on the bare road bed. 
 
 The mils are of American mannfact lire, of good quality, and weigh 
 ."(> pounds to the yard. 
 
 For hdllntit there is no good material contiguous to the line. A line 
 sand is found in drifts in several places, which will make tolerable bal- 
 last, but having the defect of drifting in high winds, it will, if used. 
 require frequent renewal. As it is, however, the only material available 
 for the purpose, it will have to be used. Very little ballast has been 
 put upon the roads, and the entire line will have to be supplied. 
 
 BRIDGES. 
 
 There are three permanent wooden Howe truss bridges of an aggregate 
 length of 420 feet. They are of good quality and well proportioned, 
 except some of the suspension bolts on the long spans, which are of 
 inadequate size near the ends of the span. These trusses are supported on 
 trestles with pile foundations, and piles for permanent stone abutments 
 have been driven. 
 
 Of temporary trestle bridges there are 56, supported on piles, and 
 having an aggregate length of 9,388 feet; stone abutments must be 
 supplied for the Howe truss bridges, and permanent structures are 
 required to replace the temporary trestle work. 
 
 EQUIPMENT. 
 
 The motive power and rolling stock consists of six locomotives, four 
 passenger cars, one baggage, mail, and express car, three caboose cars, 49 
 box cars, 30 flat cars, 15 coal cars, 19 hand cars, and five special cars 
 used in construction, &c. 
 
 These are all of good quality and equal to those on the best roads. 
 They are probably sufficient for present business, but must be largely 
 increased when connections with the eastern and western roads are 
 made. 
 
 Permanent water stations are erected at Sioux City, River Sioux, and 
 Missouri Valley, with tanks of sufficient size and with wind-mills to raise, 
 the water, which is found abundant a few feet below the surface of the 
 bottom land. There is also a temporary water station, with small tank, 
 at Sloan. Some additional water tanks will be required on the line to 
 meet the future business. 
 
 Good station buildings with ample side tracks for the passage of trains 
 and the transaction of business at the station are constructed at nearly 
 all the points required, but a few additional ones will be needed. The 
 company having a perpetual lease of the branch of the Chicago and 
 Northwest roads, six miles in length, intend working it in connection 
 with their road, and are erecting their principal shops at the junction of 
 the branch with the Chicago and Northwest roads. Station buildings 
 will be needed at this point. 
 
 There are no fences to speak of on the road. Cattle fences will be 
 required, but snow fences will not. 
 
 The following is the estimated expenditure required to complete and 
 fully equip so much of this road as lies east of the Missouri river, ready
 
 UNION PACIFIC RAILROAD, EASTERN DIVISION. 11 
 
 for business when the line is opened through to its connection with the 
 Union Pacific railroad : 
 
 For increasing the width of narrow places on embankments to 
 14 feet on top, and for reducing grades at Sergeant's bluffs to 
 
 30 feet per mile $20, 000 
 
 For six abutments, foundations for Howe's truss-bridges, already 
 erected, (piles already driven,) including grillage and ripraps, 
 
 at $1,000 6, 000 
 
 For 3,650 yards bridge masonry for abutments as above, at $15 . 54, 750 
 For supplying 40 trestle bridges 8,500 feet long with permanent 
 stone abutments and piers and girders or trusses, including 
 
 foundations, at $3,000 120, 000 
 
 For supplying 16 short trestle bridges with permanent stone 
 
 culverts, at $600 9, 600 
 
 For ballasting, including transportation, lifting track, placing 
 
 material, and surfacing road 73 miles, at $1,300 94, 900 
 
 For 8 additional locomotives, at $14,000 112, 000 
 
 For 3 passenger cars, at $6,000 18, 000 
 
 For 3 baggage cars, at $2,800 8, 400 
 
 For 85 freight cars, at $900 76, 500 
 
 For additional engine-houses, machine-shops, and for machinery 
 
 and tools for same 50, 000 
 
 For additional station buildings 12, 000 
 
 For additional water stations 7, 500 
 
 For cattle fences 30, 000 
 
 Total 619, 650 
 
 It will be seen that we have not included an estimate of the cost of 
 the bridge across the Missouri < river, and the approaches to it, which 
 will have to be built to secure an adequate connection of Sioux City with 
 the Union Pacific railroad. 
 
 TELEGRAPH LINE. 
 
 The telegraph line is substantially and well built along the line of the 
 railroad. 
 
 The conclusion of the report completes the duties assigned to us. 
 Very respectfully, your obedient servants, 
 
 G. K. WARRED, 
 
 Brevet Major General United States Army. 
 J. BLICKENSDERFER, JR., 
 
 Civil Engineer. 
 Hon. O. H. BROWNING, 
 
 Secretary of tJw Interior.
 
 UNIVERSITY OF CALIFORNIA, LOS ANGELES 
 
 THE UNIVERSITY LIBRARY 
 This book is DUE on the last date stamped below 
 
 Form r.-n 
 23m -2, '43(5205) 
 
 THE LIBRARY 
 
 UNIVERSITY OF CALIFORNIA 
 LOS ANGELES
 
 Lithomount 
 
 Parnph/et 
 
 Binder 
 
 GayJordB,-os. ( I n< 
 
 Makers 
 
 Stockton, Calif 
 '" W. 21. 1908 
 
 HE 
 2705 
 1869 
 E2