Plainfield, Ill. Aug. l, 1886
B. F. Booker, Esq.,
Engineer in Charge of Surveys -
Chicago to Kansas City,
Keokuk, Iowa.
Dear Sir:
I have the honor to report the completion of the preliminary survey of the line from Station 0
(the junction with Mr. C. S. Carpenter's line, at a point about 10 miles S.W. of Henry) to Streator,
Ill. The end of my surveyed line is opposite the passenger depot of the Chicago, St. L. & W. Ry. at
Streator, a distance of 38.96 miles, thence to Chicago, via the constructed C. St. L & W.; it is 88.3
miles farther to the proposed new Wisconsin Central depot at Chicago or a total of 127.26 miles
from Station 0 to Chicago.
The first 13 miles of this line was run with considerable care, it being intended as a
preliminary location. The curves are fitted about as they should be and are but few places where I
would make any appreciable alteration. It may appear at first that the grade is laid very low in the
summit cut at Station 150, but this is almost unavoidable for two reasons - 1st between Station 250
and 260 the line follows the crest of a narrow jutting point or ridge which is not wide enough to
accommodate the base of a fill much deeper than is now shown and second, the fact that any
additional distance we might have to make at the bottom of our grade would throw the line largely
out of direction from the course up Sandy Creek and this distance would over-balance all we might
save at the summit.
Taking the Clear Creek route, this consideration might not have so much weight, however, and
to meet this case, it might be well to try a line with the grade 5 or 6 feet higher. The line from
Station 150 to 350 follows along the slopes of steep earth bluffs which are frequently broken by
deep but short ravines.
The location I have made was at the supposition that all embankments would be made from
cuts and so far as I could judge from the profile I tried to lay this line so that excavations and
embankments would balance.
Iron pipes would in the majority of cases be all sufficient to carry the drainage of these ravines
but some masonry would be required and an additional expense would be incurred on account of
the long haul on stone from Henry but the places are easily accessible and the haul would probably
not amount to more than the handling of the large quantities of timber necessary to bridge these
holes. So on the whole I deem it the wisest plan to construct the necessary culverts first and then
build embankments from excavations.
An estimate of the quantities on this section of the line would show excavations to be in excess
but I did not feel warranted at this time to make the estimate and the revisions it would likely
entail.
Across the Crow Meadows we get a heavy fill. To keep farther north would lighten this only
to make heavier work in crossing the divide between there and the Illinois River.
We run just through the south side of Henry where right of way is inexpensive and still close
enough to accommodate the business interests of the town.
My crossing of the Illinois River is not the best on account of the lake which is on the east side.
This can be avoided by keeping 1200' to the north. The crossing itself will show on the profile
about the same. Entering the Sandy Creek drainage the line soon crosses to the North side of the
creek, where it remains until it leaves the creek all together just south of Magnolia.
With the exception of 2-1/2 miles of maximum grade (0.8 per station) and heavy work out of
the creek it is a very fair line as regards general direction and expense.
In leaving Sandy Creek, a 0.6 grade could be easily obtained towards Streator. This would
however, make a slightly longer line. From Station 1130 to the Vermillion River we can obtain a
tangent of nearly 16 miles in length. Our preliminary runs down the county line road but the located
line should properly be laid 700 or 800 feet south of this road.
This would admit of getting through on this tangent without damaging any but one unimportant
house and giving a profile equal to the present one.
The crossing of the Vermillion River cannot be bettered without going a quarter of a mile south
where a remarkably favorable crossing presents itself, but it is so far out of direction I did not
deem it suitable for our purpose. South of Streator the line passes directly through the developed
coal fields and keeping just south of the thickly settled portion of the city as well as south of a very
rough ravine we make intersection with the C. St. L. & W. RR., 600 feet south of the "Wabash"
crossing and 3415 feet south of their depot (C. St. L & W.).
I cannot at this time enter much detail - but regarding the important structures of which there
are several on this line, I would say that at Coal Hollow, where there I have noted 690 feet iron
trestle the line crosses very nearly at right angles and there will be but little difference in the
lengths of posts on opposite sides of the same bent. Masonry foundations on the bottom will be
solid. Higher up we can get good safe foundations at the depth of 6 to 8 feet.
Crow Creek should have at least 50 feet clear span with 60 feet pile approach at each end if of
wood. The grade over the Illinois River is not high enough to admit of a deck bridge. The bottom
is gravel to depth of 40 to 60 feet. Good ground to hold piles on which to base masonry. The chain
of lakes on the east side of the river indicates that the river once ran through there and the
contingency of the river ever resuming this old channel should receive some considerable thought
before determining fully on the location and length of the bridge. As a result of some inquiries I
find that dimension stone is delivered at Henry on cars at $7.00 per yard and rubble at $10.00 per cord.
At Big Sandy Creek there should be a clear span (either wood or iron) of at least 100 feet. It
would be a 2-1/2 mile haul on the stone from Henry. Little Sandy should be crossed with a 60'
span Howe truss with 45' pile approaches. At the Illinois Central RR. an overhead crossing can
be readily obtained also over the C & A branch at Munster.
The Vermillion River will require a 200 foot span with 670 ft. of wooden trestle approach.
Foundations on the west side are secure and on the east side I think that rock can be reached just
below the bottom of the river.
In this report I have tried to present the most important features of the line to your attention but
even this I could only do in a most general way, still I hope you will find the information sufficient
for all purposes of a preliminary estimate.
I am Sir
Yours very respectfully
(Signed)- Horace Ropes
Locating Engineer
Volume 12 Splinters page 70 - 72 transcribed in altered form for the web by Matt Lee.
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