Russell Crump's Archive

Selections From The Splinters

September 17, 1899.
Mr. E. P. Ripley,
President, Chicago.

Dear Sir:

In reply to your messages of September 14 asking for certain estimates:

KANSAS, OKLAHOMA CENTRAL & SOUTHWESTERN RY.

A. Approximate cost of constructing the K.O.C.&S.W. Ry. From Havana,
Kansas, to State Line of Kansas south of Caney, 6.6 miles, would be $81,550, or $12,356 per mile. This on basis of using heavy iron bridges and masonry where necessary. For wooden bridges and piers substituted, the cost would be $79,550, or $12,053 per mile.

B. Portion of this line at present under construction between Kansas State
Line and Owasso, distance 56.5 miles. Estimated cost, including $150,000 purchase price, $733.850, or $12,988 per mile. Amount expended on this line as shown by books of Auditor to June 30, 1899, $96,868. (Nearest dollar).

C. Approximate cost of extending the K.O.C. &S.W. Ry. Form end of
proposed construction at Owasso, to a point about two miles north of Allen, Choctaw Nation, where a line would probably diverge to reach the coal fields near McAlester. Distance 104.1 miles. Approximate cost, including heavy iron bridges and masonry at all important streams, and including $150,000 for a permanent bridge across the Canadian River,, resting on caissons sunk to rock, $1,802,550, or $17,315 per mile. If wooden piers and wooden bridges are substituted for iron and masonry to build as first stated, the approximate cost is $1,589,550, or at the rate of $15,269 per mile.

D. From proposed division point near Allen to proposed division point at foot of heavy grade northeast of Chimney Mounds, at which point a branch line would probably diverge to the southeast to reach the coal fields in the vicinity of Coalgate, and which possibly might be extended northwest from Coalgate to McAlester, avoiding the building of the branch line near Allen. Distance 19.6 miles. Approximate cost with heavy iron bridges and masonry at all important streams, $250,850, or $12,800 per mile. If wooded bridges and piers are substituted for masonry and steel, estimated cost is $241,850, or $12,340 per mile.

E. From point of diversion of proposed Coalgate branch at foot of heavy grade to Dougherty, 39.2 miles. Approximate cost with heavy iron bridges and masonry at important streams, $701,300 or $17,890 per mile.If wooden bridges and piers are substituted for steel and masonry, approximate cost will be $669,200, or $17,070 per mile.

F. Modification of ãEä making Pauls Valley the terminus instead of Dougherty. Distance 39.5 miles. Estimated cost iron bridges and masonry at important streams, $693,350, or $17,550 per mile. If wooden bridges and piers are substituted for masonry and steel. Estimated cost will be $670,250, or $17,000 per mile.

G. Proposed branch line leaving K.O.C. & S.W. about two miles northwest of Allen, Choctaw Nation, thence running in an easterly direction to McAlester. Distance 42 miles. Approximate cost based on other lines in same vicinity, $701,400 with masonry and heavy iron bridges, and $651,400 if wooden bridges and piers are used. This line has not yet been surveyed, and its location depends largely on the examinations now being made of the coal fields.

H. Proposed branch line from point at foot of heavy grade northeast of Chimney to Coalgate, and thence northwest to McAlester. Approximate distance 72 miles. Approximate cost based on lines in same vicinity, $1,130,000 with masonry and heavy iron bridges, and $1,030,000 if wooden bridges and piers are used. The building of this line would depend on whether the coal fields in the vicinity of Coalgate are sufficiently good to justify going there as well as to McALester. In this event, it would be better to build the long line and connect both fields with the main line at the foot of the heavy grade, than it would to build two separate branch lines, one to serve Coalgate and one to serve McAlester, as the number of miles to build and operate would be only two miles greater, and the east grades which would be obtained on the long line would, ti ti believed, more than offset the difference in distance. Twenty miles of this branch line could be utilized if it should ever be desired to extend south to reach Sherman or Bonham, Texas.

In addition to the above, not less than $150,000 should be provided for short branches to caol mines. Of the above, the Rock Island would probably have one-half interest in F. 39.5 miles, and H. 72 miles toatl 111.5 miles, at an estimated cost of using masonry and iron bridges of $1,823,350, Rock Islandâs share of which would be $911,675, or in cvase it should be found not desirable to go to Coalgate, the Rock Island would probably have a half interest in D, F and G, 101.1 miles, at an estimated cost, including masonry and iron bridges, of $1,645,600, the Rock Islandâs share of which would be $822,800.

I. Pauls Valley and Chickasha. The Rock Island have been making surveys on this line, but I have not yet received any estimates from them, and can only give you those made from a hurried reconnaissance of Major Marvin. Grades on this line will be very light, not more than 6/10 of 1%. There will be a very considerable amount of bridging, as the Washita River is very crooked and it will be necessary to cross and re-cross it. Approximate distance 52 miles. Approximate cost $641,000 with masonry and heavy iron bridges, and $591,000 with wooden bridges and piers.

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Note: In the previous estimate made on this line? I estimated the cost a $541,000,
but have added $100,000 more on account of increased cost of labor and materials since former estimate was made.

The above estimates do not include any allowance for ballast or for important
shops and machinery which it would be desirable to provide for. Particularly if the line from Havana to Dougherty should be completed and used as a through line, and not less than $600,000 should be set aside for this purpose.

DISTANCES, GRADES, CURVATURE, ETC.

The following comparative table of physical characteristics of present operated
line from Kansas City via Emporia, Florence and Winfield to Dougherty, and from Kansas City via Southern Kansas to Havana and proposed extension of K.O.C.& S.W. to Dougherty, is submitted:

Comparison of phisical characteristics K.O.C.& S.W. with main line via Florence,
Winfield and Purcell:

: K.C. via Florence : K.C. via S.K. to
Items : and Winfield to : Havana & K.O.C.& S.W.
: Dougherty : ti Dougherty
Distance in miles 447.0 miles 408.2 miles
Ascent north 4399 feet 4745 feet
Ascent south 4414 feet 4760 feet
Degrees curvature 7369 Degrees 8112 Degrees
Sum of ascents and decents per mile 21.9 feet 23.2 feet
Degrees curvature per mile 16.5 degrees 19.8 degrees

Average of Div. Ruling grade south bound 0.79 0.78
Average Div. Ruling grade north bound 0.79 0.79

From the above it will be seen that the only advantage gained is a savings of 35
miles in distance, and the disadvantage of about 345 feet in the sum of the ascents. This latter, however, is more apparent than real, as these differences in ascent are largely made up of many small ascents which do not appreciably affect traffic. Should the line be diverted to Pauls Valley and no branch built to Dougherty, the distance saved over present line would be only 13,.5 miles, while the comparison as to curvature and grades would be about the same as given in above table.

SURVEYS, ETC.

The K.O.C.& S.W. Ry. Is located to the crossing of the St. Louis & San Francisco
Ry. Near Mingo, 62 miles from State Line. Preliminary surveys have been made from there to Dougherty, including alternate line to Pauls Valley, and party is now at work on line from a point near Allen to McAlester.

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It will probably require 1% grades on this line adverse to the coal traffic in order to reach McAlester at a moderate cost, but I am in hopes of concentrating this grade within a few miles even if we are obliged to exceed 1% in order that the rest of the line may be brought down as low as 7/10 or 37 feet per mile. The grades from State Line to Dougherty and also to Pauls Valley, nowhere exceed 7/10, or 37 feet per mile south or west-bound, per mile is used. In order to get a suitable sub-division point at the foot of this grade, it would be necessary for assistant engines to traverse about 8 miles of track.

In connection with the surveys, it must be stated that the possibilities of this
country have been by no means exhausted, and I am still in hopes of effecting a very considerable improvement between Allen and Dougherty of Pauls Valley.

EASTERN OKLAHOMA RAILWAY

A. Now located and under construction, Guthrie Junction to Stillwater, via mouth of Stillwater Creek, 49 miles. Cost with wooden bridges and wooden piers, except masonry piers on pile foundations for Cimarron River, $604,500, or $12,337 per mile. Cost if fifteen 40 and 60 foot girders are substituted for short wooden spans, $616,500.

B. Stillwater to Pawnee, 24 miles, at $12,000 per mile, $288,00. Cost if five 40
and 60 foot girders are substituted for small wooden bridges, cost will be $345,000.

C. Pawnee to Bliss, 27.5 miles. Cost with wooden bridges and piers, $342,000. If plate girders are substituted for five small wooden bridges, cost will be $345,000.

Total lenght of line Guthrie Junction to Bliss, 100.5 miles.

Grades between Guthrie Junction and Stillwater, 49 miles, 5/10 of 1% or 32 feet
per mile. Grades between Stillwater and Pawnee not yet determined. Preliminary indicates that 1%, or 53 feet per mile, will be necessary. Grades between Pawnee and Bliss, 1% with heavy cut at Summit.

Note: It might be desirable to increase the length of this line 20 miles by
following the valley of the Arkansas river for a greater distance. Such a line would control more of the business of the Osage Indian Country and would secure better grades for a greater distance. Objection is that a competing line might come in between main line and proposed detour.

D. Guthrie to Kingfisher. One-half of line equals 17 miles. Estimated cost $11,500 per mile, or total of $195,500. Rest of this line to be built by the Rock Island. Estimates are derived from preliminary survey made by local company at Guthrie. Have not had this line carefully examined yet.

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E. Proposed extension down the valley of the Cimarron and Arkansas Rivers form a point near the mouth of Stillwater Creek to a junction with the K.O.C.& S.W. line on the south bank of the Arkansas River, crossing the line of the St. L. & S. F. Ry. Near Red Fork. Distance 77 miles. Estimated cost $12,500 per mile, of $962,500. This line has only been hurriedly examined, but will pass through firtle valleys and have low grades and would develop the coal fields in the Creek Nation. Distance from Guthrie to coal fields form 100 to 113 miles.

KANSAS & SOUTHEASTERN RAILWAY

Length 9.07 miles. 0.81 mile of track has been added onto this line. The grading
has been completed and a number of additional waterways planned for and ordered built. There will also be some damage claims to settle owing to insufficient waterways as originally constructed. Estimated cost of putting this line in order, including money already expended, $6,000.

BLACKWELL & SOUTHERN RAILWAY

From terminus of Kansas & Southeastern Railway to Tonkawa, 16.1 miles.
Estimated cost $139,900, including masonry and Howe truss span for bridge over Chikaskia River which has not yet been completed. There has been expended on this line, according to books of Auditor, to June 30, 1899, $7,400, leaving balance of $132,500.

Grades on this line 7/10 of 1% or 37 feet per mile.

HANOVER RAILROAD

5.87 miles main line and 0.57 mile spurs and switches. Total estimated cost $59,090, which included $4,500 for freight on materials, and $3,041 for right of way, and $2,200 for incidentals. Among expended to June 30, 1899, as per books of Auditor, $11,890; balance $47,200.

Very respectfully,

(Signed) James Dun

Chief Engineer.

V.E.O. Topeka
Sept. 16, 1941
File 7100-F

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