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AMERICAN RAILROAD JOURNAL.

Philadelphia Central R. R.

The route for this new line from Baltimore to
Philadelphia has been surveyed and will be per-
manently located in a short time. The new road
will leave the Philadelphia, Wilmington and Bal-
timore line at Stemmer’s run, thence passing
through the twelfth and eleventh districts, it will
cross the Belair road at Mr. Brooks’ and the Gun-
powder river at Mr. John Fox’s saw mill. It
will prove of immense advantage to that section
of our country in developing the fine water power
found there, and lining the streams with mills and
factories.-—Towsontawn Union.

. Western Maryland R. R.

The annual meeting of the stockholders of this
company was held at Westminster on the 18th
inst. Three directors were elected to serve for
the ensuing year, viz: Nathan Engler, Augustus
Shriver, and Granville S. Haines. The directors
elected are those who acted in that capacity for
the past three years, are the friends of Captain
Robert Irwin, president of the company, and his
re-election for another twelve months is thus
secured. Prior, however, to the hour of voting, a
resolution was offered by Captain Irwin, to the
effect that the recent act of the Legislature, au-
thorizing the Mayor of Baltimore to appoint two
directors upon the part of that city in said road,
who, after being confirmed by the City Council,
shall represent Ba.ltimore’s interests therein, was
unanimously accepted. The appointees under this
resolution are Samuel McCubbin and John W.
Randolph, Esqs. They hold their oflice for one
year from date.

The annual report of the president, including
the reports of the superintendent and treasurer,
was read to the meeting. It shows the business

and financial condition of the road for the past
year. In brief stands as follows:

Gross earnings   . . . . . . .. ....$105,1'31 66

Cross expenses:
Operating road .. ..  ..$57,854 75
Construction    10,585 58
Tools for engines and cars, V
and roads and shops .  2,083 39
$70,523 72
Residue      .. $34,607 92
By the treasurer’s report it is shown
that the gross receipts, including the
residue of last year, are .. .. . . .. . $128,542 81
And his disbursements .. .. .. .. .... . 120,332 96

Residue, Sept. 30, 1865 . . . . . . .. . $8,209 85

Through freights on produce have fallen off
somewhat, yet the increase on passengers over the
previous year amounts to $20,309 69, which pro-
mises well for the future of this work as it pro-
gresses. There are evidences also of an increase
henceforward in freight tonnage.

The president in his report strongly and earn-
estly advocates the extension of the road to Ha-
gerstown. In view of this fact he shows enough
money, wanting only about $200,000, has already
been guaranteed in the way of endorsements and
subscriptions, to justify putting the work under
contract. In reference to the obtaining of the
comparatively small sum, either from Baltimore
in her corporate capacity or from individuals, he
has no doubt. It would make altogether over
$1,100,000 guaranteed toward the extension ;
enough almost, if not entirely, to complete the
work.

He also advises against all “ entangling alli-
ances” calculated to interfere inrany way with the
legitimate objects ahd purposes of this truly
Maryland enterprise——that no combination be per-
mitted to wrest itfrom the exclusive management
in the future, as in the past, of those who would
have its uses subservient to citizens along its line
and to the present stockholders. J

 

 

The report also speaks favorably of the Gwynn’s
Falls road, likewise of a third track on the North-
ern Central, from the Relay House to Bolton de-
pot, and finds no objection to laying a track to
Canton. It is in favor of all enterprises which
may tend to enhance trade and prove of conveni-
ence to the people. An independent road from
the Relay House to Baltimore, which will obviate
the dependence of the Western Maryland upon
the Northern Central, as at present, is strongly
urged as an unavoidable necessity.

Steam Traction Engines on the Plains.

We published in our last an article on the-Over-
land Traction Engine Company of this city, the
object of whose organization is the transportation
by steam power of trains of wagons across the
plains between the Missouri River and the Rocky
Mountains upon the ordinary roads of the coun-
try. Since then we have read the report of A. P.
Robinson, Esq., who has been engaged this sum-
mer in exploring a section of the country imme-
diately south of the Platte River for the purpose
of determining the practicability of adopting these
engines upon or near the present main line of
travel. The points of departure for the transpor_
tation to Denver City and its vicinity as well as
for the North Platte and the countries west of the
Rocky Mountains are : Kansas City, Leavenworth
City, Fort Leavenworth, Atchison, St. Joseph, Ne-
braska City and Omaha. From Kansas City a
direct route extends to Denver City via Fort_ Riley
and the Smoky Hill Fork, but owing to the dim.
culties with the ‘Indians and to the absence of
Government protection this route has not been
used to any considerable extent. From all the
points named, however, routes extend to the
Platte River centering in the neighborhood of
Fort Kearney, from which station one general
road is adopted as far as Post Junction, a mili-
tary post on the Platte about 85 miles east of
Denver. From this post to Denver are two routes,
one called the “cut off,” forming a chord to the
great bend of the Platte, while the other follows
the general course of the river.

Between Fort Kearney and Denver City are
various fords by which routes diverge to the
North Platte, Fort Laramie, Fort Collins, Bridgers
Pass, and so on to points west of the mountains.
The stages, however, run by way of Denver, and
their entire travel is carried from Post Junction,
southwest to that city, and thence northward /via

Golden City and Central City to Fort Collins, the ,

whole distance around to the latter point being
about 170 miles, while an excellent route exists
running direct from Post Junction up the Platte
to the mouth of the Cache le Poudre. River, and
up that stream to the Fort the whole distance
being only about 70 miles. By inspection of the
map it will be seen that the distance is less from
Nebraska City to Denver City, than from any of
the other points named on the south of the Platte
River. The direction of the Missouri River is
northwest and southeast, and mathematically a.
point on this river due east of Denver must be
nearer to that city than points lower down. By a
right line there would be but little difibrence be-
tween Omaha and Nebraska City, but Omaha lies
above the mouth of the Platte, and consequently
any route from that city must either cross the
Platte by a difficult and expensive bridge, or a
dangerous ford, or follow its meanderings on the
northerly side and cross the Loup Fork, the North

Platte and other streams, involving also expensive

Z_ A
bridges; or bad fords. Fording is besides at
times absolutely impossible. The Platte has no
tributaries of consequence on the south side, and

month, and Beaver Creek about 100 miles from
Denver, which have any water in them at all.
These are both small streams, easily bridged. The
others are merely dry sandy beds crossed with-
out trouble. For a distance of 75 miles west of
Nebraska City the present stage route crosses
many streams which take their rise near the Platte
and run southward; but the divide between their
sources and the Platte may be followed, furnishing
a nearly level route to Fort Kearney, crossing
only one of the streams named (Salt Creek.) This
is the route of the old California trail, and it is
still used to a great extent for heavy loads, al-
though for the great majority of the trains the
stage line is adopted on account of the saving of
distance. Unlike the process of locating our
eastern roads which to avoid undulation must fol-
low the vallies, the engineer on these great
prairies, to find level roads must follow these
divides.

The country for 75 miles west of Nebraska City
s a. rolling prairie capable of cultivation, well
Watered by the various streams running south-
ward, on the immediate banks of which there is
.a considerable growth of timber. Beyond this
the country becomes arid and dry. Timber dis-
appears and no streams are found until the Platte
is reached at Nebraska City junction, about 43
miles east of Fort Kearney. It is at this point
that the direct stage route and the old California
trail join.- Following this latter route to this
point not a grade exceeding 3 feet per 100 need
be encountered, and not a particle of grading is

Nebraska City. For this distance a new road in-
volving a trivial amount of work will be required.
The Platte River is a shallow stream varying from
a half mile to one mile in width with a quicksand
bed, and is full of islands of all shapes and
sizes. These have generally more or less timber
and bushes upon them, but not a particle of wood
is found upon the main land until arriving 0 within
50 miles of Denver City. The river meanders
through a bottom of variable width sometimes as
great as 20 miles. This bottom is bordered by
"an undulating ridge called “the bluffs” varying
from 50 to 100 feet in heighth. Back from the
bluffs is a dry undulating plain covered with a
sparse growth of grass and weeds. The entire
descent in the Platte from Denver City to its
mouth is about 3,000’ feet, (or less than 5 feet per
mile) very uniformly distributed. N o difficulty is
therefore experienced in the selection of a route
substantially level except at special points where
ravines are met with, or where the river has
washed away the bottom lands and encroached
upon the bluffs. These in a few cases as at
“ O’Fallon’s Bluff,” and at Fremont’s Orchard, are
washed down into perpendicular faces of cement-

sary to take to the plains south of them.

Indeed for most of the way this higher ground
would furnish a magnificent road, the only neces.
sity for adhering to a route nearer the river being
for the purpose of obtaining grass and water.

The soil of the bottom lands is an. alkaline clay,

during a great portion of the time there are but A
two, viz., Salt Creek within about 20 miles of its

required except upon the first four miles from -

ed sand more than 100 feet high, and it is neces ,