Lacon, June 30th, 1886
B. F. Booker, Esq.,
Engineer in Charge of Surveys,
Kansas City to Chicago
Dear Sirs
I take pleasure in submitting to you the following report of a preliminary survey from
Plainfield to Lacon, Ill., run in accordance to your instructions to adhere as closely as possible to a
straight line between those points and now here to have a maximum grade exceeding 0.8 ft. per
Station or 42.24 per mile.
Starting at a point on the recently constructed grade of the Aurora & Joliet RR. just east of the
town of Plainfield the line was run in a southwesterly direction (as indicated on the map I send
you) through Plainfield Twp. of Will County - through Na-An-say, Seward, Lisbon, Big Grove and
Nettle Creek townships of Kendall Co., thence entering La Salle Co. at the southeast corner of
Miller Twp. the line runs down Kickapoo Creek and parallel to the Illinois River on the north side
of same to Marseilles in Nanlins Twp. Entering the southeast corner of Rutland Twp. the line
crosses the Illinois river and bearing somewhat north of west for about 3 miles ascends the bluffs
on the south side of the river, thus passing through Fall River Twp. and crossing Covel Creek
close to the south line of Sec. 31 - Entering Farm Ridge Twp. we cross the Streator branch of the
C B & Q RR in Sec. 1 at grade, thence run on a straight course to a point on the Vermillion River
near the center of Farm Ridge P.O. Thence through Vermillion, Eagle and Richland Twps to
Lostant in Hope Twp. At Lostant we cross the main line of the Illinois Central RR. at grade and
keeping south of Little Sandy Creek enter the southeast corner of Putnam Co. and pass though
Magnolia Twp. leaving Magnolia village about a mile to the north entering Marshall Co. we
follow Sandy Creek to within 1 mi. of the Illinois River thence southwesterly to the center of Sec.
26 in Lacon Twp. This portion of the line being in Roberts, Hopewell and Lacon Twps.
Crossing the Illinois River a second time at Lacon we enter Steuben Twp. crossing the
Chicago Rock Island & Pacific's Peoria branch at grade and passing through Sparland, run nearly
due south for 2-1/2 miles along the bluffs, entering what is locally known as Big Hollow and
making a horseshoe bend enter the upper drainage of Grinlet Creek, following which in a northerly
and northwesterly direction we finally attain the summit of the divide between Illinois River and
Senachwine Creek, at a point between Sections 5 and 6 and then connect with Mr. Carpenter's
line from Keokuk eastward at a point about in the middle of Sec. 6 (Sta. 4915-67 (Corrected) of
this line being equal to Station 6146-50 of Mr. Carpenter's line).
This gives as the total distance between Plainfield and the junction point 93.099 miles and
total distance - Plainfield to Keokuk 209.510 miles. As I have before advised you there are two
breaks in the line as run. One of about 520 stations from Lisbon to the southeast corner of Miller
Twp. and the second from Station 278 of the Kickapoo Creek line to the south side of river at
Marseilles, a distance of 180 stations.
These portions of the line can only be treated in a general manner but there are no very
questionable points connected with them and the cost of these portions can be closely
approximated by a comparison with other similar portions of the line.
For reference the following table of distances, grades and general elevations are herewith
introduced. -
Distances
Plainfield to Plattville 11.93 Miles -
Plattville to Lisbon 5.49 "
Lisbon to Marseilles, N. End Bridge 18.39 "
N. End Bridge to CB&Q crossing 7.60 "
CB&Q crossing to Farm Ridge 5.00
Farm Ridge to Lostant 11.00
Lostant to Magnolia 6.74
Magnolia to Lacon East end bridge 16.40
East End Br to Sparland 1.70
Sparland to Sta.6146-60 Carpenter's line 8.85
Total 93.10
TOTAL LENGTH OF MAXIMUM GRADES
Distance Max. Grade
Plainfield to Lisbon 920 Sta. 265 Sta.
Lisbon to Kickapoo Creek - -
Kickapoo Creek 278 Sta. 119 Sta.
Marseilles to Summit 220 Sta. 200 Sta.
Summit to Farm Ridge 490 Sta. 60 Sta.
Farm Ridge across Vermillion River 182.5 Sta. 150.25 Sta.
Vermillion R. to Lostant 403.5 Sta. 62 Sta.
Lostant to Magnolia 340.0 Sta. 77.5 Sta.
Magnolia to Sandy Creek 280.0 Sta. 209.0 Sta.
Sandy Creek to Lacon 547.0 Sta. 169.0 Sta.
Lacon to Summit 508.0 Sta. 309.0 Sta.
GENERAL ELEVATIONS
Summit between Nettle Creek and Illinois River 273.0
Illinois River at Marseilles (Water Lev.) 78.5
Top of Bluffs at S. Marseilles 259.0
Covel Creek (Water Lev.) 181.0
Farm Ridge Summit 302.0
Vermillion River (Water Lev.) 135.0
Summit 1 mile E. Lostant 330.0
Lostant 300.0
Magnolia 280.0
Summit of grade to Sandy Creek Elev. 280.0
Bottom of grade to Sandy Creek Elev. 130.0
Illinois River to Lacon (Water Lev.) 49.0
Summit at Varna 315.0
Summit at Themius Creek 344.0
Summit of Bluff Line 328.0
Regarding this line more in detail, I would call your attention to the following points -
Between Plainfield and Lisbon my present line swerves some to the southward. This was
done with a view of avoiding the several branches of Aux Sable Creek which come in on the north
side and which I feared would give me broken country. I find however, that in this I made a
mistake, the south side of Aux Sable Creek being flat and low, while the land north presents quite
as even a surface with the advantage of better drainage and the largest of the streams indicated on
the map will not require a pile bridge exceeding 60 ft. in length.
A line running as shown by the red dotted line will be the proper location through that section
and aside from the bridge across the DuPage River, which should be 150' span and a short stretch
of maximum grades over a sand ridge 4 miles west of Plainfield there will not be any expensive
work. Also passing so close to the villages of Plattville and Lisbon, it will be reasonable to look
for considerable aid from those places. At DuPage River there is rock within 16 feet of bottom.
Stone for masonry can be easily delivered by rail from Joliet via Aurora and Joliet RR.
The alignment from Plainfield to Lisbon will consist of 2 or 3 long tangents broken by very
light curves. From Lisbon west there were 520 stations which I did not run. The line would cross
several branches of Nettle Creek, but beyond a slightly undulating grade line and the above
mentioned crossings, which are quite insignificant there is nothing worthy of note about the line
and I think a tangent can be readily run.
From the head of Kickapoo Creek we commenced running a maximum grade line down the
creek to get into the valley of the Illinois River. This creek is decidedly crooked and as the bottom
falls more rapidly than the 0.8 grade much of the rough work which shows on the profile is
unavoidable. I think it will be found desirable to run 2 or 3 - 8 curves on this portion of the line.
The excavation will probably be all earth, for while rock creeps out in places, near the bottom, it
is not likely to occur above our grade line.
The heavy work at Station 220 to 260 can be much improved especially with sharper curves.
From the point where the creek leaves the bluffs to the south side of river opposite Marseilles
there is another break in the line of 180 stations for which estimates may be used on a profile
similar to that from station 260 to 280 of Kickapoo Creek line. The rest of the distance will
average 5 ft. exc. and emb. Four 18' arches will be required, a swing bridge (skew) 90 ft. long
over the Illinois and Michigan Canal; also an iron bridge 700 ft. long at Marseilles.
To pass through Marseilles, it would be necessary to occupy Washington Street for a mile or
so. The bridge over the Illinois would be just west of the county bridge. The river at this point has
a rock bottom and presents no difficulty in the way of getting solid foundations for piers and abutments.
At South Marseilles it was necessary to vary considerably from a direct course in order to
overcome the 180 ft. difference in elevation.
We spent one day in retracing the line of the old Pekin and Southwestern RR and found they
had used a grade of about 70 ft to the mile.
Our location was made to fit the dotted grade shown on the profile but raising the grade line 5
ft across the bottom and allowing for angles which can be thrown out, we can locate a line on the
higher grade, as supporting ground can be easily had and perhaps with this line we can turn sharply
to the left at Station 167 and thus avoid the heavy fills and cuts beyond as well as improving the
direction of the line.
There are no indications of rock along these bluffs. The material seems to be largely clay and
when wet may have a tendency to slip, hence I would deem it best to avoid side hill embankment
as much as possible, taking a surplus of exc. to allow the roadway to be all on natural ground.
At Covel Creek we examined three crossings all quite close to each other and still very
perceptibly better than any of the intermediate ground. Their positions are indicated on the map.
On my return I shall use the one which proves to be most nearly in direction. One 100 ft. span
should be all that is necessary. Piles could probably be driven without trouble. At Vermillion
River we spent 5 days running 4 different lines, but only two of these proved to be suitable crossings.
Both are indicated on the map, but the south one is so far out of direction that it could properly
be used only in connection with some other line.
I carefully examined the river for 8 miles and I feel confident we have the best crossing
available. One 100 ft. span, 810' viaduct, 75' deepest place.
Two of the trial lines were run with a view of getting a low grade crossing but the fall is too
much to render this at all possible.
From Vermillion River a tangent can be laid direct to Lostant and from there again to a point
one mile south of Magnolia without encountering expensive work of any kind.
From Magnolia down into the Sandy Creek bottoms there is some rough work. The present
profile can be largely bettered however, and this route is undoubtedly the best, if not the only one
by which to reach Lacon.
I tried a line down Broadus Run but found it impracticable. We approach close to the town of
Lacon, the river crossing being located about 1500 ft. north of the road bridge. I have found it
necessary to give a great deal of time to the west side of the Illinois River at this point. The summit
being a ridge parallel with the river about 3-1/2 miles west with an elevation of 290 feet above the
river thus rendering it necessary to find an outlet which would give us considerable additional distance.
I first tried Themius Creek which is certainly the best of two creeks, the other being Gimlet
Creek. The result is shown by the profile. The line obtained was very crooked and notwithstanding
the fact that I swing the line to make all the distance possible I could not get sufficient to let me down.
On the profile I show in a general way, the results obtainable with 0.8, 1.0 and 1.15 grades.
The 0.8 ft. grade is obviously impossible.
The 1.0 ft. grade is just sufficiently steep to reach the CRI&P track which I consider a
governing point in the grade, but is too high above the creek bottom about midway from the summit
down. This portion might possibly be fitted to the bluffs but only by the use of sharp curvature - 8
and 10 curves - and even then heavy work would be unavoidable.
It is doubtful if a good line can be obtained down Themius Creek with less than a grade of 60'
per mile. The only alternative to this is a line along the bluffs as shown on my map. This admits
using an 0.8 grade, but gives extremely heavy work, with horrible alignment.
It seems to me more than probable that we can get a cheaper and more direct line (saving 3 or
4 miles of distance between Lawn Ridge and Magnolia) by crossing at Henry.
About the river crossing either at Lacon or Henry, I would say that there is no apparent
advantage in either case. In both cases there are wide, low river bottoms to cross. Rock is 40 to 60
ft. below bottom but the ground is coarse sand and gravel, affording excellent ground to hold pile foundations.
The country which this line crosses is of the best in Illinois. It is with the exception of the
bluffs of the Illinois and Vermillion Rivers, all highly cultivated and very productive. The owners
as a rule are well to do and have valuable improvements.
From Plainfield to Marseilles the shipments would be largely stock and grain and our location
would enable us to command the largest share of the produce of that section.
Marseilles has a fine water power and considerable manufacturing is done there, notably straw
paper and agricultural implements.
South of the Illinois River, in addition to the grain and stock there would be another factor of
business in the shape of coal which exists abundantly at a depth of 250' to 300'. In conjunction with
the coal veins are beds of most excellent fire clay.
Deposits of clay suitable for brick and tile manufacture also occur at many places along this route.
Timber suitable for ties and piles does not exist in any quantity - neither is there any rock
suitable for masonry nearer than Joliet.
Along the river both at Marseilles and Lacon I have noted stone structures because of the easy
delivery of stone from Joliet either by water or rail.
Elsewhere I have presumed that timber would be first used and subsequently replaced by stone
and iron.
I think the feeling towards the road is generally quite favorable. Individuals there are who
would surely oppose it all they could, but all the little communities such as Magnolia, Lostant,
Lisbon and Plattville would gladly welcome the enterprise and lend considerable aid.
Marseilles with its facilities for manufacturing could afford to give considerable and I think
could be waked up enough to treat the enterprise well.
I have run this line with a view of getting the most information about the country in the shortest
time and with the understanding that a more careful line would be immediately run back, hence I
have not given the same care to making the line continuous in one direction that I otherwise would.
Offsets have been freely made, pieces of branch or side lines have been patched into
corresponding places in the main line and full maximum grade lines have usually been run from the
summit down and then joined to the main line. This renders the notes rather complicated for office
and should you desire to plot the line you had better advise me to send you corrected copies.
Present lack of time prevents my going into detail as I shall in future reports on my revised line.
I remain, Sir,
Yours most respectfully,
(signed) Horace Ropes
Loc. Engineer
Volume 12 Splinters page 61 thru page 67 transcribed in altered form for the web by Matt Lee.
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