Keokuk, Iowa, Sept. 20, 1886
B. F. Booker, Esq.,
Engineer in Charge of Surveys
Kansas City to Chicago.
Dear Sir:
I have the honor to submit to you the following report on the preliminary location from Henry
to Chicago, so far as completed up to date.
This location properly commences about 10 miles southwest of Henry at a Junction with
Station 0 of a location made westward by C. S. Carpenter but that portion from Station 0 to Station
346 has already been reported upon in connection with a line run from Henry to Streator and I will
not review it here.
Starting then with Station 346 at a point 3500' west of Crow Creek we will now consider the
line to Station 1785 which is on the summit of the high ridge east of the Vermillion River and at a
cross road known as "Bunker Hill".
For general direction this line closely approximates to a preliminary line run by Mr. P. F.
Randall in 1883. Between Crow Creek and Henry there is a ridge 50 ft high which necessitates
about 50 of curvature to avoid excessive work.
We cross the Peoria Branch of the CRI&P just outside of the town limits of Henry and the line
passes to the north of that town.
I have thrown the line somewhat out of direction to approach to within a reasonable distance of
Henry. A more careful study of the situation with a definite knowledge as to the feeling of the
citizens as to granting right of way might prove to be to our advantage to swing even a little further
south and occupy those streets.
There is no better point offering for an overhead crossing of the CRI&P than the one chosen
here, but in case it should be deemed better to build embankment and pass overhead, the line might
better be laid tangent from 471+ to 585+ and throw out the 130' curve at Station 520 as on either
line the station grounds would be so far from town that 2 or 300 feet more or less would not make
much difference.
For this case, however, which is perhaps exceptional, I would recommend the present location
with a grade crossing. Then the depot could be located just at the head of the main street about 6
blocks from the business portion of the town and close to the crossing. As Henry is a place of
sufficient importance for all trains to stop at, this grade crossing would not entail the usual disadvantages.
At the Illinois River we varied from Mr. Randall's line a little to take advantage of a small
draw but it is not of sufficient size to reduce the long gravel cut on the west side appreciably, but it
is the best place to be found in that vicinity. At this crossing, the river is about 8000 ft. wide at
ordinary low water and on the east side, there is about 4000 ft. of Lake and swamps, which are all
submerged 8 to 10 feet at high water periods. This bottom wherever sufficiently firm is covered
with a growth of large timber (sycamore, cottonwood, etc.) Which will render any structures
across the bottoms reasonably safe from drifting ice, etc.
I have noted 1 - 360' draw span, 2 - 150' spans, 1 - 200' span over the river proper and 1080'
of iron trestle in 60' spans or bents across Saw Mill Lake. This latter might perhaps be more
economically spanned with 100' spans as the foundations will have to be on piling and the
pedestals will extend 12 or 14 feet above the surface.
Rock is purported to be from 40 to 60 ft. below low water at this point. The river is 22 ft. deep
in the deepest place. Across the bottoms I should judge there was an alluvial deposit of 8 or 10
feet and then I believe the sub-stratum to be gravel.
Following up Clear Creek I found the upper portion of the ravine a close fit for a 0.8 grade and
I had to support somewhat on the steep sides. I found a very good line, however, well away from
and above the creek so as to be safe from high water and with but 2 crossings of the creek which
will require 1 - 60' span and 1 - 80' span respectively.
From the head of Clear Creek I laid a tangent direct for Tonica with a view of passing through
the south portion of the town. The point where this crosses the Illinois Central is the best offering
for an overhead crossing but the same reasons for which I recommend a grade crossing at Henry
will apply with almost equal force to this place.
At the Vermillion River I believe I have the best line attainable having availed myself of all
possible opportunities for lowering the grade as well as getting the shortest crossing.
This point will require 1040' of bridging as follows - 1-200' span and 840 ft. of trestle.
The river bottom here is one ledge of solid limestone. This stone does not seem to work very
well, but in the abutments of the road bridge, which have stood 15 years, it seems to weather quite
well and be of a durable nature. It would doubtless do well for all rough and unexposed masonry.
The supply for ½ of the masonry of this bridge might be obtained right there.
While this location is all practically where it should be, I have in one or two instances where
slight changes suggested themselves as improvements, availed myself of your advice to make notes
to that effect on the profile rather than consume the time necessary to revise the line.
I would especially recommend that the tangent across the rolling country east of Vermillion
River be swung at 1648+ so as to be 150' L. at 1759+.
This line like previous ones I have run this summer, traverses a rich and populous farming country.
At Henry there is no other town of importance except Tonica which has a population of 1500,
some good stores and quite a large manufacture of wagons and carriages.
Lowell - population 150 and Vermillionville, population 75, are old townsites laid out on
opposite sides of the Vermillion River.
What is said to be the 3rd vein of the Streator Coal measures crops out in the bluffs at this point
and is from 32 to 40 inches thick.
The natives all concur in the opinion that this coal is some of the finest of soft coal. It is
comparatively close to the surface and can be readily mined either by shafts or drifts.
Excellent varieties of clay exist in abundance and 3 tile and pottery works are continually in
full blast at Lowell and Vermillionville.
A deposit of fine gravel about ½ mile from the line at Lowell might be utilized but it would be
expensive to get a branch line to it on account of rough country.
The gravel at Henry is of excellent quality and in such shape that pits could be readily opened
and worked to great advantage.
Trusting that this report may meet your approval, I am Sir
Yours respectfully
(Signed) Horace Ropes
Locating Engineer.
Addendum
The saving in distance on my line over Mr. Randall's preliminary is as follows:
Ropes Randall Difference
East Bank Illinois River to Tonica 801.37 810.50 9.13
Tonica to Vermillion River 226.13 234.00 7.87
Vermillion River to Bunker Hill 146.50 150.00 3.50
Total saving in stations of 100 ft. = 20.50
Volume 12 Splinters page 104 transcribed in altered form for the web by Matt Lee.
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