at J. Mcllvaine's on the summit of the hill; thence descending the western slopes of Rays Hill, crossing the land of George Ritchie and Oliver Ramsay to the land of Henry Coolidge, where the line turns by a 3 1/2 degree curve into a tangent laid along the slopes of tributaries of branches of the Raystown branch of the Juniata at a high elevation, south of the abandoned turnpike crossing Mountain Church Road off the turnpike proper.) reaching Ray's Hill Post-Office (1/2 mile east of Breezewood.) at the 82nd miles, there crossing the State road (Route 30. 1/2 mile east of Breezewood.) at Simon Nycum 83 miles from Harrisburg, and descending along the slopes of the heads of the Raystown Branch by a line of easy curviture and tangents of moderate length over the side hills cut by deep ravines, reaching and crossing the deep valley of Brush Creek on the land of Matilda Baird (East of Ritchey and Leader Road. In the hills between the Juniata River and the Turnpike.) at the 87th mile from Harrisburg; thence passing through a spur between Brush Creek and the raystown Branch of the Juniata, the line reaches the side hills of the Raystown Branch, (Across the Juniata River as seen from Route 30.) and crosses the deep ravine of Gray's Run at the 89th mile from Harrisburg on the land of Henry Leader; thence following the foot slopes of Clear Ridge by a line of easy curvature and short tangents to a point on the bank of the Raystown Branch 1 1/2 miles east of Everett; thence crossing the Raystown Branch (Everett Golf Course.)and a bend of the valley to a second crossing of the Raystown Branch near the Cemetery; (Everett Cemetery.) thence following the south side of the Raystown Branch, passing south to the County Bridge (Everett and Earlston east end bridge.) at station 420+6, 92 miles from Harrisburg, thence still folowing the south side of the Raystown Branch,

the line passes through the lands of the Everett Iron Company close to its furnaces; thence still following the Raystown Brance it reaches the gap of Tussey Mountain at a point 94 miles from Harrisburg oppposite Mount Dallas, a station  at the terminous of the Huntington and Broad Top Railroad and the commencement of the Bedford and Bridgeport Railroad. underneath the track of which our line passes, our grade being sufficently below it to enable us to bridge it over our tracks; thence still following the south side of the Raystown Branch to a point on the land of William Hartley at station 325, where it crosses to the north side of the Raystown Branch  and follows that side hills to Station 286, 94 1/2 miles from Harrisburg; thence the line crosses to the south side of the Raystown Branch and follows it to the land of Lutz's heirs (Lutzville Mill and buildings still standing.) at Station 238, where it again crosses the Raystown Branch to the north side and follows that side opposite Black Oak  Ridge to Station,174 on the land of George Smouse, Jr., (At the end of Smouse Road.) there again crossing to the south side of the Raystown Branch (Site of Sewer Plant.)and following it to Station 114+30 where it again crosses to the north side of the Raystown Branch at the foot of Dunning's Mountain (Just east of the present Sheetz Service Station on Route 30.) and follows it to Station 80+40, there again crossing the Raystown Branch near the bridge on the land of the Bedford and Chambersburg Turnpike Company; (Bridge piers can still seen from the Pennsylvania Turnpike on both shores of the Juniata River.)

thence the line follows the foot slopes of Evit's Mountain on the south side of the Raystown Branch to and into the town of Bedford at the 100th mile from Harrisburg; thence passing through the town of Bedford over the broken ground along the south side of the Raystown Branch, crossing Cumberland Valley Run just west of the town, (Creek is seen just west of the Fort Bedford Museum.) and curving to the right the line is laid along the flats of the Raystown Branch to the land of Valentine Steckman; thence curving to the left through the land of Walter Gilson at the 102nd mile from Harrisburg, the line follows the valley on the land of Henry Weber, (Friendship Village Campground.) on a long tangent and thence curves into the land of Mrs. Elizabeth Moses, opposite the hamlet of Wolfsburg; (Crossing old Route 30. at the present site of Bedford Ford.) thence following the steep hills at the foot of Wolf's Mountain on on the land of Cathrina Wolff, close to the Raystown Branch, the line passes into the land of James Sill at the 105th mile from Harrisburg; thence into the land of Dr. Gump, opposite the village of Napier; (End of Depot Station Road, off Route 31 west of the split of highway 31 and route 30. Jean Bonnet Tavern.) thence along the flats of the valley on the land of Asa Stuckey to the land of Theodore Kinton; thence again into the land of Asa Stuckey and the land of James Mortimore, crossing the main road to Bedford (At the intersection of the road leading from highway 31 to the Manns Choice Campground) on the 107th mile and the Bedford and Bridgeport Railroad and the Raystown Branch of the Juniata on the 108th mile, (Just inside the Manns Choice Campground.) passing into the land of Jacob Clark, John A.Beltz and John Nycum, the line again crosses the Raystown Branch on the land of John A. Hershiser; thence crossing the flats of the valley on the land of John Rudy and William Egolf, the line turns to the left around the base of the Dry Ridge and crosses the road to Shellsburg (At intersecting split of highways 31 and 96.) at the 110th mile from Harrisburg on the land of Soloman Egolf's heirs; thence again crossing the Raystown Branch the line passes into the land of Henry Kerr and follows the flats of the valley on a long tangent through the lands of George Williams; thence deflecting into the land of Andrew Turner and Emanuel Turner and crossing the main road to New Buena Vista; thence still following the flats of the valley to the land of William Colvin at the 113th mile from Harrisburg, crossing into the land of Joseph Mowry the main road to New Buena Vista; and the land of William Mowry, and Henry Mowry, near the house (The Mowry house is still occupied but the grade was to be south of the buildings while the turnpike is to the north.) of the latter at the 113th mile; thence passing through the land of Fred. Hillegass, George Hillgass, Mrs. Elizebeth Hillegass, Jacob Corley and Francis Smith at the 116th mile, crossing the Raystown Branch on the land of Alvin Boylan and following up the old channel of the stream to the land of Lewis Hillegass; thence crossing to the land of Francis Smith, David Manges, Mrs. Hester Hart, Jacob Hillegass and Joseph Lohman at the 118th mile; (This point west through New Baltimore, the South Penn would be seen along the base of the hills and climbing to the St. Johns Church south of the Pennsylvania Turnpike.) thence into the land of Albert E. Fyan crossing the Raystown Branch near the Juniata Mill and Distillery of A. E. Fyan, crossing the mill race and the boundry line between Bedford and Somerset counties

(Somerset County)

and reaching the southern side-hill near the base of Dry Ridge, crossing a small tributary of the Raystown Branch of the Juniata on the land of Sylvester Topper; thence passing throught the buildings and over the land of Adam George (Though planned for demolition by the railroad, this barn belonging to Adam George is still standing on the exact spot it was since the survey of the railroad. The house is also standing.)and the land of Francis Luken and near St. John's Church, opposite the village of New Baltimore, at the 119th mile from Harrisburg; thence following the foot slopes of the Dry Ridge, ascending on our maximum grade through the land of Bernard Wolfhope, John B. Gillespie and Henry Felton, passing the mouth of Breastwork Run (Just west and outside of the town where an open grate bridge is standing.) and the mouth of Deeter's Run, which flowing from the north here unite with Three Lick Run, and forms the Raystown Branch of the Juniata, on the 120th mile from Harrisburg; thence following the valley of Three Lick Run still along the base of Dry Ridge to and across Lewis's Run;

thence to and across Mount Healthy Run, (Lower Commissary Road.) 123 miles from Harrisburg; thence passing through the land of Albert P. Hillegass, John M. Topper and Luther Hillegass, the line reaches the summit of Three Lick Run; then passing through a depression in Topper's Ridge, it reaches and crosses a tributary of Deeter's Run at Joseph Sarver's (Sarver Church site.) on the 126th mile; thence cutting through Simon Krysinger's Ridge, (124.0 Mile Marker on the Pennsylvania Turnpike.) the line deflects to the left, curving around the northern slopes of White Horse Spur, passing its extreme northern point on the 128th mile from Harrisburg;

thence following the eastern slope of Deeter's Run it curves to the right, crosses the main ravine of Deeter's Run, (Just outside the east portal of the Allegheny Tunnel.) and reaches the eastern slope of the Allegheny Mountain on the land of Daniel Wyant's estate at the end of the 128th mile where the line turns into a tangent on a course of north 56 degrees 35' (The South Pennsylvania Railroad Tunnel is just to the right (North) of the existing Turnpike Tunnels.) west, which extends to a point on the western side of the Allegheny Mountain (west portal of the Allegheny Tunnel) at Station 151+26, near a tributary of Stony Creek on the land of Solomon Engle on the 130th mile; thence curving to the left (At the 122.0 mile marker on the Pennsylvania Turnpike.) and passing into the land of Jacob Kimmel on the northwest side of a tributary of Stony Creek, the line follows the flats to Station 134+63; thence a short tangent to Station 128+16; thnce curving to the right through the land of Aaron Shoemaker, the line crosses the road leading to Roxbury, which lies three miles south of our line, at Station 105+53; thence on a tangent across the lands of George Boyer, John Glessner, Abram Landis, Sr., Joseph Kimmel, Josiah Kimmel and Jonathan Kimmel to and across Stony Creek (South of the turnpike on highway 160.) at the end of the 132d mile, curving to the left through the land of Levi Ringler, (Now north of the Turnpike.) and crossing the road Shanksville and the road to Roxbury, the line passes into the land of Jacob M. Knepper and Michael Flamm, near the district school-house (School still exist but was moved to the Ringler farm building.) on the land of D. Walker; thence into the land of William Walker, John S. Snyder, John H.Snyder, David Schrock, Moses Yoder and Oliver Leeser, crossing several tributaries of Stony Creek and reaching Negro Mountain at the Shanksville road (now named Dominion Road) on the land of Josiah Weigle; thence passing Negro Mountain (Tunnel is located 400 feet to the north of the Turnpike at the 116.0 mile marker.) at the 136th mile from Harrisburg with a tangent, the line enters the headwaters of Kimberlin's Run on the land of Solemon Baer; thence to the slopes of Kimberlin's Run on the land of William Will, crossing the main branch of Kimberlin Run on the land of Daniel Keller and several roads leading to the village of Fairview; thence into the land of Daniel Kimmel (Yellow Vynal sided House just north of the turnpike on Glade Pike (highway 31.).) and crossing the Glade Pike into land and through the barn of Michael Weyand; thence still following the slopes of Kimberlin Run through the land of James Marshall and Samuel H. Shober to the Glade Pike, which we cross near the poor-house at the 140th mile from Harrisburg; thence passing through the county farm (Laurel Highlands State Correctional Institute. Just north of the Somerset Service Plaza.) and the land of Samuel Trent, Jacob Lenhardt and Anthony Ash, crossing tributaries of Cox's Creek on the land of Anthony Ash; thence on the land of Henry Fox, Samuel Fox, Alexander Hunter and Augustus Long and the road to Somerset, (passing through) land of Jacob Fike and three roads leading to Somerset passing into the land of John C. Schrock and crossing the Somerset and Cambria Railroad, (Geiger station, Somerset County, Pennsylvania.)(site where the B&O Railroad acquired the South Penn in 1904)  two miles north of the town of Somerset and 143 miles west of Harrisburg at and elevation of 64 feet above its track; thence following the high ground on the land of John H. Schrock, George C. Cobaugh and Valentine Blough, crossing tributaries of Cox's Creek on the land of George C. Litchty (Zehnerville.) and a road leading to Somerset; thence into the land of J. Bowman, crossing the main road from Somerset to Sypesvile; (Highway 601.) thence passing over a summit called Boit's Summit into the land of Peter Miller,

crossing another tributary of Cox's Creek on the land of Urias Trent; thence to the land of Cyrus Stahl, crossing the main road leading from Quemahoning Valley (Husband Road.) to Somerset; thence into the land of William Weller one-eighth of a mile west of the church at the 147th mile from Harrisburg; thence passing into the land of Jeremiah Folk, Harrison Gohn and William Stahl, curving around the heads of the south fork of Quemahoning Creek on the land of William Stahl and Moses Freidline to Quemahoning Ridge, (Quemahoning Tunnel along side the Pennsylvania Turnpike at mile marker 106.5.) crossing which by a direct line on the land of Henry Coleman, the line reaches and crosses other tributaries of Quemahoning Creek on the lands of Jacob Maust and Jerimiah Shaullis to Adam 's Summit on the land of Elias P. Adams; thence following the dividing ground between waters of Quemahoning Creek and Miller's Run a tributary of Laurel Hill Creek, through the land of B. and J. Reams, (Reams Lumber Mill.) Uriah Saylor, Isaiah Bell, Margret Saylor and Joseph Gastiger, (Pittsburgh, Westmoreland & Somerset Railroad split site.) crossing headwaters of Miller's Run on the land of John Barndt, George Geisel and John Kimmel, Crab Run on the land of Henry Shaullis, Gardner's Run on the land of Jacob Shaullis, Sand Spring Run on the land of Jonathan Miller, Hickory Flat Run on the land of David Gardner, (East slope of the Laurel Mountain.) Clear Run on the land of Jonathan Miller at the eastern slope of the Laurel Hill and the north fork of Clear Run on the land of Jonathan Miller; thence curving into ravine (Mile marker 101.5 on the Pennsylvania Turnpike.) of the main branch of Clear Run, the line enters upon a tangent (Just over the east bound lanes south of the now abandoned section of the Pennsylvania Turnpike leading to the abandoned Laurel Hill Tunnel.) at the end of the 155th mile, which is extended over the Laurel Hill (Laurel Hill Tunnel.) through the land of David and Samuel Hetzer crossing the County Line between Somerset and Westmoreland counties at the crest of the Laurel Hill

(Westmoreland County)

(Several branch lines were to be built in this Westmoreland County. See: Latrobe branch, Jacob's Creek branch, Indian Creek branch. Also See: Youghiogheny to West Brownsville, West Brownsville to West Virginia State Line and State Line to Wheeling branch.  The last three branch lines mentioned were a part of the original route previously known as the Harrisburg and Western Railroad which (according to the map) was to travel from  Stair's Mill to Wheeling West Virginia. (Russell A. Love)

West Portal Laurel Hill Tunnel

and passing into the land of Isreal Hoover 156 1/2 mile from Harrisburg; thence passing into the land of Anthony Knupp, Elias Knupp and Emanuel knupp and the western slope of the Laurel Hill the line curves gently down the right hand slopes of a tributary (the cliff like shelf seen above the west bound shoulder of the turnpike.) of Indian Creek, passing through the land of Daniel Kuhns and curving to the right (Passing the bend of Felger Road. Deloreme maps label this road as the "South Penn Road".) along the western face slopes of the Laurel Hill north-wardly through the lands of James and William Grove and William Beistel; thence turning a semicircle to the left, (Horse Shoe Curve.) the line is extended southwardly along the Laurel Hill slopes crossing headwaters of Loyalhanna Creek on the land of James and William Grove (2nd time) ; David Freidline, John A. Ross, John Snyder and a road leading to the town of Ligonier on the land of Lester Lenhardt (Highway 381. north of the Pennsylvania Turnpike bridge) and William Grove; thence passing around the slopes at the heads of other tributaries of loyalhanna Creek to the summit at William Beistel's at the end of the 162nd mile, passing through which to the land of Henry Miller and Simon Snyder, the line crosses the road leading to the village of Jones' Mill on the land of Frederck Ulery and Jerimiah Shafer and headwaters of Indian Creek on the land of Moses Horner, George Bruner and Elizabeth Jones to Jones' Summit on the land of William Wise and Henry Hoyman at the end of the 166th mile from Harrisburg; thence following the slopes at the headwaters of Four Mile Run (Grade can still be seen north of the turnpike.) to Davis Summit,again passing into the Indian Creek tributaries at the village of Donegal, 168 miles from Harrisburg; thence passing Donegal Summit and crossing the Pittsburgh and Somerset Turnpike at Fleiger's Summit; (Gap immediatly west of the Donegal, Turnpikke Interchange.) thence following the headwaters of Four Mile Run to a pass in the Chestnut Ridge, and crossing Clay Pike (Turnpike maintenance building seen on west bound (north) side of turnpike.) to Latrobe and Mount Pleasant, the line follows down the valley to the main branch of Jacob's Creek, a tributary of the Youghiogheny River, passing Stair's Mill (Named Freeman's Falls.)at the 171st mile from Harrisburg;

(Stair's Mill to Wheeling West Virginia.)

Previously surveyed as the Harrisburg and Western Railroad.

(This following section was the original intended route of the South Pennsylvania Railroad as it was attached to the above section. It was rejected by William H. Vanderbilt in favor of the Pittsburgh Branch found further on in this book. This route was actually surveyed as the Harrisburg and Western Railroad which predates the South Pennsylvania Railroad. The actual Harrisburg and Western Railroad survey maps were found in the South Pennsylvania Railroad files in the State Archives in Harrisburg. I have viewed this map but could not get a decent copy to post. However it does show the railroad grade leading south through several different locations but ends just near the small community of Zollarsville in Washington County, just south of Bentleyville, Pennsylvania. (Russell A. Love.)

thence descending with a grade of 52 8/10 feet per mile along the left hand slope of Jocob's Creek Valley for two miles; thence the line curves to the left to and along the slopes of Chestnut Ridge, passing a summit in a projecting spur in the foot slopes, into the headwaters of Mount's Creek; thence passing into the eastern slopes of that valley the line follows it to a tributary called White's Run, crossing with a spur jutting out from the foot slopes of the Chestnut Ridge, the line crosses it and also Mount's Creek to the River Hill between Mount's creek Valley and the Youghiogheny River at a point about one mile north of Connellsville, passing the River Hill by a short tunnel and the Pittsburgh and Connellsville Railroad by an overhead bridge, the line reaches the Youghiogheny River and crosses it at an elevation of 102 feet to its western side; thence the line croses the Pittsburgh McKeesport and Youghiogheny Railroad at an elevation of 80 feet, strikes the river hill and passes it by a short cut into the valley of Allen's Run, a small tributary of the Youghiogheny which heads one and a quarter miles from the river near Fort Hill. From the river hill it is practicable to make connection with the grade of the Pittsburgh, McKeesport and Youghiogheny Railroad by a branch on a descending grade of 40 feet per mile two miles in length, reaching that road at a point opposite Broadford, 55 miles south of Pittsburgh and 194 miles west of Harrisburg.

From the Youghiogheny River to West Brownsville.

From the Valley of Allen's Run the line passes over Newmeyer's summit, one mile west of New Haven, into the valley of Opossum Run, ascending which and running through the village of Lesenring and the works of the Connellsville Gas and Coal Company, parallel to a branch line owned by the Baltimore and Ohio Railroad Company, the line continues westwardly up the valley on a grade of 52 8/10 feet per mile to Henderson's Summit, proposed to be passes by a tunnel 1,300 feet long; thence the line passes into the headwaters of Bute's Run, descending Bute's Run to near Horton Stewart's; thence it turns to the right and passes through Boyd's Summit into the valley Boland's Run, descendig which at the rate of 52 8/10 feet per mile to the land of Elijah Hill near the junction of Boland's Run with the Big Redstone Creek, it follows the northern side hills of the Redstone Creek valley to a point near  Tippecanoe and there crosses the Redstone Branch of the Pennsylvania Railroad at an elevation of 34 feet and Redstone Creek to the southside of the valley, which it follows to a point on the land of Johnson Noble where it recrosses the creek and the branch of the Pennsylvania Railroad to the north side follows down the valley, cutting off some bends of the creek, to its junction with the Monongahela River near the railroad bridge one mile north of the city of Brownsville; thence crossing the Monongahela river at an elevation of 60 feet, the line strikes the western side-hills of the river and turning to the left passes through the back part of West Brownsville at a point 212 miles west of Harrisburg.

West Brownsville to the West Virginia Line.

Leaving West Brownsville the line continues along the gentle slopes of the Monongahela Valley for a distance of 7 1/2 miles, from which point, ascending Fish-Pot-Run with a grade 52 8/10 feet per mile, it passes through the summit of Fish-Pot-Run into a tributary of Ten Mile Run Creek called "Plum Run" which it follows for two miles; thence persuing a westwardly course over rugged ground into the valley of Ten Mile Creek, one mile above Zollarsville, and following it with easy grades and levels passing through Ten Mile Village, Hackney's, Lindley's Mills and Prosperity to a point 2 1/4 miles above the village of Prosperity, whence an ascent is made at the rate of 52 feet per mile for 2 1/4 miles to Post's Summit, which it is proposed to pass by a tunnel 1,250 feet in length to the waters of Buffalo Creek; thence ascending a tributary of Buffalo Creek to its summit, which it is proposed to pass by a tunnel 800 feet long, into the valley of Lindley creek, a tributary of Robinson's Fork of Wheeling Creek; passing from the valley of Robinson's Fork through a summit at McCleary's the line reaches the headwaters of the main branch of Middle Wheeling Creek, which it descends with a grade of 52 8/10 feet per mile to a point on the State Line between Pennsylvania and West Virginia 254 1/2 miles from Harrisburg.

State Line to Wheeling.

From this point a line has been located down the valley of Middle Wheeling Creek in Ohio County, West Virginia, to Elm Grove, where crossing the Hempfield Branch of the Baltimore and Ohio Railroad it enters the valley of Wheeling Creek and is laid along the north side of it for 2 1/2 miles; thence the line makes four crossings of Wheeling Creek, passing a suburb of Wheeling called "Fulton," traversing the Peninsula, a tract of rolling ground enclosed by a loop of the Creek, and passing by means of a tunnel 1,500 feet long to the banks of the Ohio River, at a convenient point from which the line can be turned northwardly to the site of the eastern abuntment of the proposed new bridge over the Ohio River, 95 miles from Stair's Mill and 265 1/2 miles from Harrisburg, and also southwadly into the business portion of the City of Wheeling.

(William H. Vanderbilt decided to put this next section into operation instead of the Stair's Mills  to Wheeling branch or what was previously surveyed as his Harrisburg and Western Railroad line. He decided this only after many Pittsburgh Industrialist invested in this new line called the South Pennsylvania Railroad. (Russell A. Love)

Pittsburgh Branch.

The following is a description of a location made for a branch line from a point on the main line above described, near Stair's Mill,(Freeman's Falls.) northwestwardly through Westmoreland and Allegheny Counties to a connection with the Pittsburgh, McKeesport and Youghiogheny Railroad, near Port Perry. This line descends the western slope of the Chestnurt Ridge on a grade of one foot per 100 feet.

South Pennsylvania Railroad's most dangerous location.

(The Allegheny Mountains was always considered a treacherous chain of mountains for any form of travel, especially for trains. The Pennsylvania Railroad had their weak spot at what is best known as the area between the city of Altoona and the Allegheny Summit which is near Gallitzin, Pennsylvania. The South Pennsylvania Railroad had their weakest spot in the area of the west slope of the Chestnut Ridge. This is found between the Pennsylvania Turnpike's 83.0 - 88.0 mile markers.(Russell A. Love)

Begining at a point on the main line, Stair's Mill, (Freeman's Falls.) 171 miles west of Harrisburg, the line curves to the right and follows the right bank of the valley of Jacob's Creek along the western slopes of Chestnut Ridge for four miles; thence turning to the right up Maginnis' Run one mile; (To the small community of Alice.) thence curving to the left, crossing Maginnis' Run (Utilizing a 1/2 mile long by 100 foot high stone viaduct?) to its western side; thence passing through Johnson's Summit into a tributary of Jacob's Creek, following which for a short distance and curving to the right, the line passes through Brush Ridge to and across the valley of Brush Run on the 177th mile from Harrisburg; thence passing to Byer's Run Summit and crossing the Hecla branch of the Southwestern Pennsylvania Railroad twenty-nine feet above its grade, (Some of this SWPRR. grade can still be seen to the north or west bound lanes at the 80.0 mile marker on the Pennsylvania Turnpike.) on the 178th mile from Harrisburg; thence crossing tributaries of Big Sewickley Creek to Wilson's Run Summit on the land of Henry Rumbaugh; (Still in the Rumbaugh family.) thence passing down Ruff's Run, a tributary of Wilson's Run crossing it at the 185th mile; thence following the valley of Wilson's Run to Paintersville, crossing the Southwestern Pennsylvania Rairload at an elevation of forty-two feet above its rails, and crossing the Big Sewickley Creek; thence the line ascends a tributary of Big Sewickley Creek, passing a summit on the land of B. F. Miller; thence curving into a tributary of Stony Run it ascends the valley of Stony Run passing through Centerville to the head of Stony Run at Fulton Summit; thence passing into a tributary of Little Sewickley Creek, descending which the line crosses the main branch of little Sewickley Creek at the village of Arona; (70.0 mile marker on the east side or west bound lanes of the Pennsylvania Turnpike.) thence passing a break in the side hills of the valley of Little Sewickley Creek the line passes up the tributary (Last section of the South Pennsylvania Railroad that is followed by the Turnpike is located at the 68.6 mile marker on the Pennsylvania Turnpke just east of the Irwin Interchange.) of it to Allhouse Summit; thence it passes the high dividing ground betwen the waters flowing into the Little sewickley creek and those flowing northwardly into Brush creek' traversing that dividing ridge and crossing several roads leading to Irwin's  Station, it passes over Wallace Summit at the 194th mile from Harrisburg; thence crossing a small stream flowing north into Brush Creek, also the Youghiogheny Railroad, a branch of the Pennsylvania Railroad, (Hauhntown.) at an elevation of forty-two feet above its track, the line is extended to Long's Summit, crossing it near the school-house and the road leading to Stewartsville; thence it descends the east branch of Long Run, (Lincoln Way (Road).) along its northern slopes to the county line between Westmoreland and Allegheny counties

(Allegheny County)

on the land of Robert Robinson on the 198th mile from Harrisburg; thence the line still follows the northern slopes of the valley of Long Run to and across Jacks's Run at Sampson's; (Intersection of route 48 and Lincoln Way) thence ascending the western branch of Long Run to its summit, a remarkable depresson forming a pass through the river hills at White Oak Level (White Oak Borough.), passing through which the line reaches the headwaters of Crooked Run, (Pennsylvania Avenue and Highway 148.) a tributary of the Monongahela River, descending which it crosses the main valley of Crooked Run at the 202nd mile and cuts through the ridge between Crooked Run and the Monongahela river; thence curving to the right to the eastern slopes of the valley of the Monongahela at an elevation of 70 feet above the grade of the Pittsburgh and Connellsville Railroad the line follows the side hill descending nearly parellel with the Pittsburgh and Connellsville Railroad and the Pittsburgh McKeesport and Youghiogheny Railroad. to a point near the village of Port Perry where the line crosses the Baltimore and Ohio Railroad Company's Pittsburgh and Connellsville Railroad at an elevation of 20 feet above its grade, the Pittsburgh, Virginia and Charlston Railroad, 19 feet below its grade and reaches the grade of the Pittsburgh McKeesport and Youghiogheny Railroad near the east end of Turtle Creek Bridge at a point 11 miles from Pittsburgh at an elevation of 34 feet above low water of the Monongahela river, (Across the River from Kennywood Amusement Park.) the total distance from the point of divergence at Stair's Mills being 38 miles, and from Harrisburg, 209 miles.

(A short cut of 5 1/2 miles along the Chestnut Ridge. (Russell A. Love)

An alternate line upon a descending grade of two feet per 100 feet laid along the western slope of the Chestnut Ridge on the 171st mile, the line descends along the slopes of the Chestnut Ridge to and across Maginnis' Run through Johnson's Summit and Brush Ridge to the western side of Brush Run on the 177th mile from Harrisburg, where it connects with the line above describes and follows it to Port Perry, the distance being 5 1/2 miles shorter than by the line upon the descent of one foot per hundred between the same points hereinbefore described.

Hagerstown and Baltimore Branch.

(A branch line dividing off the main line just outside the east portal of the Tuscarora Mountain Tunnel to make connection with the Western Maryland Railroad in Hagerstown, Maryland. (Russell A. Love)

Diverging from the main line at a point 56 miles west of Harrisburg, near the eastern portal of the Tuscarora Mountain Tunnel, the line is located along the eastern slopes of the Tuscarora Mountain, pursuing a southerly course on a descending grade of 47 feet per mile, to a point on the flat lands of Conococheague Valley, two miles north of Richmond Furnance; thence it follows the valley to a point opposite a spur of Tuscarora Mountain called "Cape Horn" where it deflects into a southeasterly course at a point about one mile north of the village of Loudon (Crossing route 30.); thence the line follows the valley to the village of Bridgeport; thence to a point near Church Hill and opposite the village of Mercersburg; thence continuing down the valley of the west branch of Conococheague Creek to a point about four miles north of of the State Line between Pennsylvania and Maryland; thence the line follows a southeasterly course to and across the State line, 28 miles from the point of commencement at Tuscarora Junction; thence the line pursues a southeasterly course for a distance of 8 miles to a intersection with the Western Maryland Railraod at Hagerstown, 36 miles from Tuscarora Junction, or 183.5 miles from Port Perry, equal 194.5 miles from Pittsburgh.

Latrobe Branch

(This branch was most likely a coal branch line in that it intended only to reach the St. Clair Coke Works owned by Henry Clay Frick. This site was located east of Latrobe, Pennsylvania along the Pennsylvania Railroad line at the Sauxman's Run site. It's quit possible (though no written proof of this is found) that passenger service might have been planned for this line as it would have made connection with the Pennsylvania Railroad in Latrobe. Also making a connection with the Ligonier Valley Railroad in Latrobe. The Ligonier Valley Railroad would have given passengers access to the town of Ligonier, Pennsylvania.  While the Pennsylvania Railroad would have given passengers access to the many other communities along the Pennsylvania Railroad routes. (Russell A. Love)

A branch has also been located, diverging from our main line at a point at Wilson's Run Summit; thence turning northward, it descends the valley of Byer's Run to the Hecla Coke Works, at the junction of Byer's Run with Hurst's Run, 2 miles from the main line; thence crossing Hurst's Run and the Hecla branch of the Southwest Pennsylvania Railroad, and curving to the westward the line continues along the east side of the valley and enters the the Big Sewickley Valley at a point 4 miles from the starting point. The line here deflects to the northeastward (Turning right) and follows up the Sewickley Valley until it reaches the mouth of Trauger's Run, the north fork of Sewickley Creek; thence entering the valley of Trauger's Run, (Turning left) the line follows the same , parallel with and on the east side of the Youngwood and Latrobe branch of the Southwest Pennsylvania Railroad, and passes the works of the United Coal and Coke Company, at a point 6 15/100 miles from our main line; thence it extends to Trauger's Station, the present terminus of the Youngwood and Latrobe branch of the Southwest Pennsylvania Railroad, a distance of 7 2/10 miles from our main line; thence ascending the east slope of Trauger's Run to Hugus Summit the line passes to and across the heads of Nine-Mile Run to Huffman's Summit in the divide between Nine-Mile Run and Monastery Run; from this summit the line follows down the east slope of Monastery Run for 3 3/4 miles and reaches the flats of the Loyalhanna Creek 15 1/4 miles from our main line; thence crossing Loyalhanna Creek and passing east of the borough of Latrobe the line croses the Ligonier Valley Railroad and turning to the northward runs parallel with it for a quarter of a mile; thence the line, bearing to the east, comes in close proximity to the Pennsylvania Railroad at the rock cut east of Latrobe, passing which it enters the valley of Sauxman's Run, continuing up the west side of it to a point 18 8/10 miles from our main line, crosses Sauxman's Run and terminates at the St. Clair Coke Works.

(The report also mentions a Monastery Coke works line located just off this Latrobe Branch. However I am mostly interested in the main lines and decided to omit this as well as other coal and coke branch lines from my book. If you would like a copy of this complete report please do not hesitate to get in touch with me.)

Indian Creek Valley Branch

(This line is located just outside the west portal of the Laurel Hill Mountain Tunnel and follows the opposite side (south bank) of Indian Creek from where the Pennsylvania Turnpike is today. Later a portion of this line was used by the Baltimore and Ohio Railroad to reach the many logging camps in that valley, southward to the mouth of the Youghiogheny River. See Benjamin F. G. Kline, Jr. Logging book, Steamwinders in the Laurel Highlands.  (Rusell A. Love)

Description
Of a Lateral Line from the Main Line in Westmoreland County, Via the Indian Creek, to the Youghiogheny River.

This lateral line deflects from the main line
on the western slopes of the Laurel Hill, in Westmoreland County, and running thence in a genral southwesterly direction and with grades of 52 8/10 feet per mile, reduced on curves, follows the valley of Indian Creek to its mouth where it crosses the Youghiogheny River to its westernside; thence it follows the western slopes of the Youghiogheny River in a northwestrly direction, with grades of 24 feet per mile, to a junction with the Pittsburgh, McKeesport and Youghiogheny Railroad, at a point near New Haven (Connellsville), in Fayette County, a distance of 39 miles.

Jacob Creek Line.

(This branch is similar to the previous "Stair's Mill to Wheeling West Virginia brach" However it follows close but not exactly on that route. It was intended for this line to make only a connection with the Pittsburgh, McKeesport and Youghiogheny Railroad to Pittsburgh. (Russell A. Love)

The Jacob's creek location diverges from the main line before described at Stair's Mills on the western slope of the Chestnut Ridge; thence it descends, in a general westerly direction, one of the tributaries of Jacob's creek, to a point just east of Laurelville; thence after making a detour around the headwates of Sulphur Springs Run and developing to the north around the Laurelville Spur of the Chestnut Ridge the line is laid in a southwesterly direction, crossing a small number of tributaries of Jacob's creek near their sources, to the headwaters of Green Lick Run. To this point the grade descends at a rate of 58 feet per mile, reduced on curves; thence deflecting in a westerly direction, and keeping generally on the divide between the waters flowing north and those flowing south, the line gradually descends at 52 8/10 feet per mile, until it reaches the valley of Jacob's Creek, opposite Scottsdale; thence it follows the valley of Jacob's Creek, on grades of nowhere exceeding 52 8/10 feet per mile, crossing the creek at times to avoid becoming tortuous, and near its confluence with the Youghiogheny River, crosses the latter stream to the west side, where a connection is effected with the Pittsburgh, McKeesport and Youghiogheny Railroad.

Deeters Run Branch Line

(This branch is found just outside the east portal of the Allegheny MountainTunnel. Except for the fact that you should pay more attention to driving, you just might see a valley to the left just as you reach the curve traveling west before entering the tunnel at the 123.5 mile marker. (Russell A. Love)

Located from Deeter's Run, in Somerset County, via Deeter's Gap, Bufffalo Creek and Castleman River to New Haven (Connellsville), in Fayette County.

Leaving the main line as herein before described at the eastern side of Deeter's Run, the line ascends Deeters Run on a grade of 79 feet per mile to its headwaters, where it turns to the westward and passes via Deeters Gap, in the Allegheny Mountain by a cut 75 feet in depth; thence the line is laid along the western slopes of the Allegheny Mountain in a general southwestwardly direction and falling at the rate of 52 8/10 feet per mile, reachs the waters of Buffalo Creek; thence continuing its descent at the same rate of grade and passing to the town of Berlin, it reaches the bottom of the valley of Buffalo Creek, where the falling grade is reduced to 26 4/10 feet per mile, and a short distance further on, crosses the Baltimore and Ohio Railroad and the Castleman River, descending with that stream on a grade of 26 4/10 feet per mile, near Pinkerton's Bend. At this point, to avoid a long detour, the line crosses the Castleman River to its northerly or right hand bank, passing a ridge which forms Pinkerton Bend by a tunnel, and thence again crossing the Castleman River, returns to its southerly side hills; thence continueing along said side hills with the same grade of 26 4/10 feet per mile, making a detour at White's creek to avoid a very high crossing of that stream, the line reaches a point opposite Confluence, where turning to the west, it crosses te Youghiogheny River to its western slope; thence the line is laid along the western slopes of the Youghiogheny River valley, with descending grades, varying from 13 to 24 feet per mile, to a point opposite Falls City (Ohiopyle); thence crossing the Youghiogheny River, passing the ridge at Falls City (Ohiopyle) by an open cut and again crossing the Youghiogheny River, the line once more reaches the western banks of the river; thence it follows along the western banks of the Youghiogheny, with a grade 26 4/10 feet per mile , softened on curves to Laurel Run, opposite Indian Creek, whence the grade is reduced to 24 feet per mile and so continues to the town of New Haven (Connellsville) where a junction is made with the Pittsburgh, McKeessport and Youghiogheny Railroad,a distance of 75 miles from place of beginnig on Deeter's Run.

 Description Of The Profile Of The Gradients On The Main Line And Pittsburgh Branch.

(This section explores the gradients of the run from Harrisburg to Pittsburgh. The following may seem like it is repeating itself but it is actually reviewing the alignment in the topic of exploring the ascents and descents of the grade. It is also important in that some of this information is providing more landmarks as well that are not found in the beginning of the railroad report. (Russell A. Love)

The system of gradients is controled by undulations traversed by the line hereinbefore described, the most economical rates being adopted to overcome the mountain summits at the least cost for construction, maintenance and operation. These gradients are in all cases reduced on curves in proportion to the rate of curvature, so as to make the compound resistance due to gradient and curvature the same as the due to gradient alone upon tangents.

From Harrisburg westwardly to the base of the Allegheny Mountain, one mile and a quarter east of New Baltimore, a distance of 118 miles, the maximum and ruling grade ascending westwardly is one per cent.(equal to 52 8/10 feet per mile) It here has attained an elevation of 1,363 feet above tide level.From the base of the mountain to its summit the rate of asscent is 1 8/10 per cent.(equal to 95 feet per mile), which is used for (10)ten miles, attaining an elevation of 2,308 feet above tide; thence across Somerset County, the Laurel hill, Chestnut ridge and Westmoreland County and Allegheny Counties, a distance of 81 miles, the maximum and ruling grade used in ascending westwardly is again one per cent to the terminus at Port Perry on the east bank of the Monongahela River, at an elevation of 737 feet above tide.

From Port Perry, eastwardly to Wilson's Run Summit at the base of the Chestnut Ridge, at an elevation of 1,172. 1/2 feet above tide, a distance of 30 miles, the maximum and ruling grade ascending eastwardly is 52 8/10 feet per mile; thence to the summit of Chestnut Ridge at an elevation of 1,815 1/2 feet above tide, the rate on the alternate line hereinbefore described is 105 feet per mile for 5 1/2 miles; thence to the base of Laurel Hill at an elevation of 1,0757 above tide a distance of 7 miles, the maximum rate is 26 4/10 feet per mile from the base of Laurel Hill to its summit, at an elevation of 2429 feet above tide,a distance of 6 1/2 miles the rate is 105 feet per mile; thence to Everett at an elevation of 1,015 1/2 feet above tide, a distance of 64 miles, the mazimum rate is 26 4/10 fet per mile; thence to Ray's Hill, at an elevation of 1,444 feet above tide, a distance of 10 miles, the rate is 52 8/10 feet per mile; from Rays's Hill to the crossing of Conococheague Creek, at an elevation of 812 feet above tide a distance of 29 miles, the maximum grade is 16 feet per mile; thence to the Kittatinny Mountain, at an elevation of 1,070 feet above tide, a distance of 5 miles, the maximum grade is 52 8/10 feet per mie, and from the Kittatinny Mountain to Harrisburg, 46 miles, the maximum grade is 16 feet per mile.

Statements of the grades on the main line and Pittsburgh branch, and the reasons for them more in deatil, are as follows:

South Pennsylvania Railroad Susquehanna River Bridge

Commencing at Harrisburg, the first ascending plane is at the rate of 37 feet per mile and extends across the Susquehanna River to its west bank. The reason for this ascent is the necessity of crossing immediately on reaching the western shore of the river, the tracks of the Northern Central Railroad at sufficient elevation to pass its trains underneath our railroad and also to reach the plateau on the west side of the river, which is 50 feet above the grade of our initial point at the Lebanon Valley Railroad on the east side of the river. Having attained the elevation of this plateau,

South Pennsylvania Railroad Terminal and Yards on the
Walton Farm

a slight ascending plane is laid through the Walton farm, the site of the company's future terminal station grounds, where the tracks for making up trains, storing cars, and engine houses and repair shops, etc., will be most conviently placed.

Lemoyne to Shiremanstown

After passing these grounds, the light ascending grade of 10 1/2 feet per mile is continued to the high ground at the public road near Frederick Sheeley's; thence the grade descends at the rate of 15 8/10 feet per mile to the level of the Harrisburg and Potomac Railroad cut, and continues at that level to cross the brook just west of it,; thence the grade ascends at the rate of 0.88 feet per 100 to the high ground at M. Bettner's, and thence descends at the rate of 15 feet per mile to the depression at Landis',

Shiremanstown, Mechanicsburg along Simpson Street

near Shiremanstown; thence ascending at the rate of 32 feet per mile to the high flat at Mrs. J. M. Halderman's thence running on a level plane to Mechanicsburg, through which the grades are slightly undulated to conform to the undulations of Simpson street as they now exist;

Dillsburg Branch of the Cumberland Valley Railroad

thence the grade descendsat the rate of 15 feet per mile to a level plane elevated sufficiently above the Dillsburg branch of the Cumberland Valley Railroad to enable us to pass over its track by a bridge 22 feet above the grade of that road;

T. V. Chambers Gap

thence descending at the rate of 15 feet per mile to reach the higher ground at Jesse Bucher's; thence westwardly, maintaining this elevation with very slight undulations, to a point near the gap through the Trap Rock Ridge at T. V.(U.) Chambers';

County Property

thence ascending at the rate of 32 feet per mile to the high ground at the road on Adam Sirrer's land; thence descending at the rate of 15 feet per mile to the county properety at the end of the 17th mile from Harrisburg;

Cumberland Valley Railroad Tracks

thence the grade ascends at the rate of 0.65 feet per 100 to the crossing of the main track of the Cumberland Valley Railroad, which we bridge over at an elevation of 22 feet;

City of Carlisle

thence descending at the rate of 0.32 feet per 100 to the level of Hanover street in the city of Carlisle; thence level to near West street;

West side Carlisle

thence ascending at the rate of 0.70 feet per 100 to the high land at A. W. Bentz; thence descending at the rate of 15 feet per mile to the depression at S. William's thence with a slight undulation at the rate of 15 feet per mile to the low ground at James Greason's;

Plainfield

thence ascending at the rate of 0.80 feet per 100 to the higher ground of James Elliott's near Plainfield; thence descending at the rate of 16 feet per mile to the low ground at Thomas Kerr's at the end of the 26th mile from Harrisburg;

Newville

thence ascending at the rate of 0.4 feet per 100 to the end of the 27th mile; thence at the rate of 0.7 feet per 100 to the high ground at John Kost's; thence descending at the rate of 16 feet per mile to the low ground at Morrel's thence level over the flats on the south side of the Conodoguinet Creek on the 29th mile;

Brandy Run

thence ascending at the rate 0.8 feet per 100 to the high ground J. Barrick's; thence at the rate of 0.6 feet per 100 to the high ground at Joseph Hasler's; thence at the rate of 0.9 feet per 100 to and across Brandy Run and westwardly to the beginnig of the 36th mile, whence the rate of 0.55 feet per 100 is used for 2,000 feet,

Blue Mountain and Kittatinny Mountain Tunnels

and then the rate of 0.86 feet per 100 along the foot slopes of the Blue Ridge to the end of the 39th mile; thence the rate of 0.90 feet per 100 is used to near the end of the the 44th mile to attain the elevation necessary to pass through the Blue Mountain and cross the valley of Gunther's Run (Trout Run) the grade being softened through Blue Mountain tunnel to 0.80 feet per 100 to the end of the 45th mile. Crossing Gunther's Run (Trout Run) and to the middle of the Kitatinny Mountain the grade is 0.10 fet 100, a rate sufficient to drain the eastern half of the Kittatinny Mountain tunnel;

Amberson Valley

thence the grade descends westwardly at the rate of 0.20 feet per 100 to the side hills of Amberson Valley on the 47th mile; thence it descends at one foot per 100 for four miles in order to reach the proper elevation for crossing Conococheague Creek near the west end of the 51st mile; thence the grade is level to near the end of the 52nd mile at the crossing of the creek;

Path Valley

thence it ascends along the western side of Amberson Valley at the rate of 0.90 feet per 100 to the beginning of the 57th mile to attain the elevation necessary to pass the Tuscarora Mountain by a tunnel;

Tuscarora Mountain Tunnel

thence the grade is at the rate of 0.10 feet per 100 to the middle of Tuscarora Mountain Tunnel, at the rate sufficient to give good drainage to the eastern half of the tunnel,

Tuscarora Mountain west side

and thence descends at the rate of 0.20 feet per 100 to the beginning of the 58th mile; thence at the rate of 0.30 feet per 100 to the middle of the 60th mile at a proper elevation for crossing Little Augwick Creek Valley; thence level to the end of the 60th mile;

Burnt Cabins

thence ascending at 0.40 fet per 100 for a quarter of a mile, and thence at 0.90 feet per 100 to the middle of the 62nd mile; thence descending at 0.30 feet per 100

Sheepskin Hollow

to near the end of the 65th mile at the crossing of Sheepskin Hollow; thence ascending at 0.40 feet per 100 to the end of the 66th mile; and thence at 0.60 and 0.30 feet per 100to the end of the 67th mile;

Fortune Teller Run(176.0 mile marker Pa. Trpk)

thence descending at the rate of 0.30 feet per 100 to the crossing of Fortune Tellers Run at the end of the 68th mile;

Laidig Valley

thence ascending at the rate of one foot per 100 to the middle of the 70th mile; thence with lighter grades and levels to the end of the second division at the end of the 71st mile; thence at the rate of .06 and 0.23 feet per 100 to the end of the 72nd mile;

Sideling Hill Mountain

thence at the rate of one foot per 100 to the end of the 75th mile to attain elevation at Sideling Hill;

Sideling Hill Tunnel

thence at the rate of 0.80 feet per 100 half way through Sideling Hill tunnel at the middle of the 76th mile;

Railroad Arch Trail

thence descending at the rate of .02 feet per 100, along the slopes of Oregon Valley to attain elevation at Ray's Hill

Ray's Hill Tunnel

this grade being extended half way through Ray's Hill tunnel at the middle of the 81st mile;

Mountain Church Road Crossing and Breezewood

thence descending at .02 feet per 100 to the end of the 81st mile; thence, still descending, at the rate of one foot per 100 with occasional reductions below that rate,

High Ground East of Everett

to reach the valley of the Raystown Branch, the Juniata River, on the 91st mile;

Juniata Valley

thence the grades are level or undulating within the limit of  0.30 feet per 100 along the valley of the Juniata,

Bridgeport & Bedford Crossing, Mount Dallas

being placed low enough to pass under the Bridgeport & Bedford Railroad opposite Mount Dallas, and at sufficient elevation for bridging the river where it is crossed by the line, this system being continued to the end of the 98th mile; thence ascending at the rate of one foot per 100 to the midle of the 99th mile, to attain elevation to cross the Bedford & Bridgeport Railroad;

Bridgeport & Bedford Railroad Crossing, Narrows Gap

thence descending at the rate of 0.30 feet per 100 to the 100th mile at Bedford

City of Bedford to Manns Choice

at the end of the Third Division; thence the grades are level or ascending witin the limit of 0.50 feet per 100 along the Raystown Branch of the Juniata River, at a sufficient elevation to clear the high water, to the middle of the 105th mile; thence at the rate of 0.70 feet per 100 to the middle of the 107th mile; thence level or gently descending to the beginning of the 109th mile , at the crossing of the Raystown Branch near Manns Choice;

Mann's Choice to the top of the Allegheny Mountain Tunnel

thence level or gently ascending within the limit of 0.50 fet per 100 to the beginning of the 116th mile; thence at the rate of one foot per 100 to the 118th mile; thence ascending at the rate of 1 8/10 feet per 100 to attain the elevation of the Allegheny Mouuntain at the end of the 128th mile; thence at the rate of 0.70  feet per 100 to the middle of the Allegheny Mountain tunnel;

West Portal Allegheny Mountain Tunnel

thence descending at the rate of 0.20 feet per 100 to the western portal of the Allegheny Mountain tunnel at the end of the 129th mile;

Stony Creek Crossing

thence descending at the rate of 0.50 feet per 100 to the crossing of Stony Run on the 132nd mile, at the west end of Forth Division;

Negro Mountain, Quemahoning and Laurel Hill Tunnels

thence ascending at the rate of o.90 feet per 100 to the Negro Mountain tunnel at the end of the 136th mile; thence descending at the rate of 0.50 feet per 100 through Quemahoning tunnel to Adams' Summit at the end of the 149th mile; thence level to the middle of the 150th mile; thence ascending at the rate of 0.90 feet per 100 to the middle of Laurel Hill tunnel on the 156th mile; thence descending at the rate of 1 foot per 100 to the west portal of Laurel Hill tunnel at the middle of the 157th mile;

West Slope, Laurel Hill Mountain to Donegal

thence descending at the rate of 2.03 feet per 100 to near beistel's Summit at the 163d mile; thence undulating at the rate of 0.50 feet per 100 to the end of the 165th mile; thence ascending at the rate of 0.90 feet per 100 and 0.33 feet per 100 to the end of the 166th mile, at Jones' Summit, the end of the Fifth Division' thence the grade descends at the rate of 0.50 feet per 100 for 3,000 feet; thence level for 1,800 feet; thence ascending at .08 feet per 100 for 3,500 feet, passing through Davis Summit to Donegal

Donegal to Wilson Summit (Chestnut Ridge)

thnce descending at 0.72 feet per 100 for 1,000 feet, the line crosses Fliger's Summit (Cut just west of the Donegal Turnpike Interchange) on a level of 1,40 feet in length too the end of the 168th mile; thence ascending at 0.80 feet per 100 for 3,800 feet to Chestnut Ridge, at an elevation of 1,815 1/2 feet, above tide; thence descending at 0.72 feet per 100 for 7, 250 feet into a tributary of Jacob's Creek; thence descending at one foot per 100 for 59,600 feet to the western side of Brush Run near the west end of the 182nd mile; thence level for 1,300 feet; thence ascending at 0.04 feet per 100 for 2, 100 feet thence level for 900 feet; thence descending at one foot per 100 for 18,300 feet to point near Wilson's Run on the 187th mile;

Wilson Run to Painterville

thence along the valley of Wilson's Run at 0.25 feet per 100 for 5,700 feet to the middle of the 188th mile; thence level for 700 feeet; thence ascending at 0.40 feet per 100 for 3,900 feet; thence descending at 0.07 fet per 100 for 2,400 feet to a point near Painterville on the 189th mile,

at the crossing of the South West Pennsylvania Railroad and the main branch of Sewickley Creek; thence level for 1,300 feet; thence ascending at one foot per 100 for 8,700 feet,

New Stanton to Arona

passing New Stanton to Ben Miller's Summit on the 191st mile; thence descending at o.70 feet per 100 for 3, 200 feet; thence level for 1,500 feet to Stony Run; thence ascnding at one foot per 100 5,350 feet to Fulton's Summit; thence level for 1,000 feet to near the west end of the 193rd mile; thence descending at one foot per 100 for 5,500 feet to the west end of the 194th mile; crossing the Little Sewickley Creek Valley near the village of Arona;

Arona to Wallace and Painter Summit's

thence level for 1,500 feet; thence ascending at 0.01 per 100 for 4,300 feet to near the west end of the 195th mile; thence ascending at one foot per 100 for 8,900 feet to Allhouse Summit on the middle of the 197th mile; thence ascending at 0.06 feet per 10 for 5,100 feet; thence level for 7,000 feet, passing through Wallace Summit to Painter's Summit at the end of the 200th mile;

Painter Summit to White Oak Level (Hahntown)

White Oak Level to Port Perry, Turtle Creek Bridge

Port Perry

 thence descending at one foot per 100, passing Long Run Summit and down the Valley to a tributary of Long Run for 28,000 feet to a point on the 205th mile near Jacks Run; thence level for 1,000 feet; thence ascending at 0.50 feet per 100 for 4,500 feet to the summit of White Oak level on the 206th mile;
thence descending at one foot per 100, crossing Crooked Run and over the Pittsburgh and Connellsville Railroad at a height of twenty two feet, and under the Pittsburgh, Virginia & Charleston Railroad twenty feet below it, and connecting with the Pittsburgh, McKeesport & Youghiogheny Railroad, near the village of Port Perry, a short distance east of Turtle Creek Bridge at a point 11 miles from Pittsburgh.

South Pennsylvania Railroad Estimates of Cost.

The following tables exhibit a statement of the estimted cost of the whole line from Harrisburg to Port Perry:

---

If graded for double track throughout the estimated cost of gradation, masonary, iron bridges and viaducts is	$11,617,234.50
Superstructure, 418 miles main track and 10 miles of sidings; 428 miles at $9,000 per mile	3,852,000.00
Making the total cost	$15,469,234.50

Break down of cost for the Fencing, Station Houses, Terminal depot, Engine Houses, Right of way and depot grounds, General expenses.

---

Gradation, masonry and superstructure	$15,469,234.50
Fencing 209 miles x 2 each side	133,760.00
Station houses, water stations, siginal and tool houses	200,000.00
Terminal depot and shops on west side of Susquehanna River. and Port Perry	400,000.00
Engine houses, shops, turn tables etc. at central depot	250,000.00
Right of way and depot grounds	250,000.00
General and engineering expenses	850,000.00
Total	$17,552,994.50

The South Pennsylvania Railroad's expected income and expenses of shipping, passengers and freight to Harrisburg.

Assuming the number of freight trains going eastwardly per day to be 30, the saving per day on the shorter line being $5.50 per train would be $165, which multiplied by 313, the number of working days in a year, gives $51,645, the total savings per anum on east-bound freight traffic.

Assuming the number of passenger trains going eastwardly per day to be 10, the savings per day on the shorter line at $5.50 per train would be $55, which multiplied by 313, gives $17,215, the total savings per annum on east-bound passenge trains, which added to $51,645, the total savings per annum on eastbound freight traffic, makes $68,860 the total savings per annum on east-bound freightand passenger traffic.

The cost of moving the 30 loaded freight trains per day from Port Perry through to Harrisburg on the shorter line would be $8,085, which multiplied by 313, gives $2,530,605, the total cost of transportation over the line per annum.

Assuming the west-bound tonnage to be one-fourth of that going east, the system of gradients would require no extra power to be used in its transportation, until the foot of the Allegheny Mountain is reached near New Baltimore. The locomotive power used to bring the through trains east will be sufficient to take back the loaded and empty car, except on the plane ascending the Allegheny Mountain, where a single pushing engine will be required to advance each train of 19 loaded cars or 57 empty cars from the base of the mountain to the summit, a distance of 10 miles, from which point a single engine can take each train without assistant power through to the coke and coal regions of Westmoreland County or to Port Perry.

The cost of transportation of a west-bound freight train of 19 loaded carsor 57 empty cars on th eshorter line would be $203.50, plus the cost of the pushing engine used in the ascent of the Allegheny Mountain, which would be $10.00, making in all $213.50,which, multiplied by 15, the number of trains required per day, gives $3,202.50, the total cost per day; this multiplied by 313 gives $1,002,382.50, the total cost per annum on the west-bound freight trains.

The cost per annum of returning the empty cars to Port Perry in 15 cars each per day would likewise amountto $1,002,382.50, which added to $2,530,605, the cost per annum of transportation of east-bound freight trains, as hereinbefore stated, would amount to $3,532,987,50, the total cost per annum of moving the east-bound tonnage, when it shall have reached the volumeof traffic assumed as a basis of this statement.

Assuming the total number of freight and passenger trains going westwardly per day to be 40, there would be a saving due to the 5 1/2 miles of shorter distance on the western slope of the Chestnut Ridge of $1. per train mil, or $5.50 pe trai, which multiplied by 40, gives $220, the saving per day, which multiplied by 313, gives $68,860, the saving per annumon west-bound freight and passenger traffic. This added to the saving on the shorter line per annum of $137,720.

According to the foregoing estimates, the tonnage of through east-bound freight per annum would be 7,136,400 tons, and that of through west-bound freight, 1,784,100 tons. The earnings resulting therefrom, at the assumed rate of three-fourths of a cent per ton mile, would be as follows:

---

On 1,784,100 tons eastbound freight		$10,891,930.50
Less transportation cost		$  3,532,987.50
net earnings		$  7,358,943.00
On 1,784,100 tons west-bound freight	$2,722,982.62
Less transportation cost	$1,002,382.50	$  1,720,600.12
	Net freight earnings per annum	$  9,079,543.12
Add net earnings of passenger trains carrying each 100 passengers at average rate of $5.00 each		$  2,164,450.00
Mails and express		$     200,000.00
Total Earnings		$11,443,993.12

This is only a small fraction of what is in the report. I have more information but decided that if you really want it all, than please contact me to get the whole report.

Operation of the South Pennsylvania Railroad

Upon completion of the whole line with double track throughout the pratical working of the system of grades as hereinbefore described will be as followes:

If the line upon the maximum grade of one foot per 100 between Port Perry, and the top of Chestnut Ridge should be adopted, 2 locomotives (each with its tender weighing 83 tons) can take a train of 38 cars, each car weighing 10 tons, and each loaded with 20 tons of freigh, making in all 1,140 tons, from Port Perry to the top of Chestnut Ridge; thence a single engine can take 38 cars to the foot of Laurel Hill; thence with the aid of 2 pushing engines of the same power this train of 38 cars can be advanced to the top of Laurel Hill; thence a single engine can take the same train to a point near Everett, 119 miles from Port Perry, whence with the aid of a single pushing engine the train can be advanced to the summit of Ray's Hill' thence a single engine can take the train of 38 cars to the crossing of the Conococheague Creek in Amberson Valley, where a pushing engine will be required to advance it to the summit of Kittatinny Mountain; thence a single engine can take the same train through to the terminaus in the city of Harrisburg, a total distance of 209 miles.

---

Cost to move 38 cars fully loaded from Port Perry to Harrisburg.

Train with regular single engine at $1.00 per train per mile	$209.00
1 aux engine ascending from Port Perry to Chestnut Ridge	76 miles at .50 per mile, $38.00
2 aux engines ascending slope of Laurel Hill and returning west to Beistel Summit  13 miles x 2	26 miles at .50 per mile, $13.00
1 aux engine ascending from Everett to Ray's Hill Summit and returning west to Everett	20 miles at .50 per mile, $13.00
1 aux engine from Amberson Valley to Kittatinny Summit and returning to Amberson Valley	10 miles at .50 per mile, $05.00        66.00
Total cost of transporting of train , Port Perry to Harrisburg	$275.00

Comparison charts showing the savings the South Pennsylvania Railroad was to have over the other two major Railroads.

(More charts are found in the1884 railroad report. I only submitted a few. The other charts are just as convincing that the South Pennsyvania Railroad was going to be shorter than the other two major railroads in every comparisons.)

---

Destination	Railroad	Miles
From  New York To Pittsburgh	South Pennsylvania Railroad	396.70
	Pennsylvania Railroad	444.00
	Baltimore & Ohio Railroad	526.75

---

---

---

Destination	Railroad	Miles
From Philadelphia to Pittsburgh	South Pennsylvania Railroad	327.40
	Pennsylvania Railroad	353.00
	Baltimore & Ohio Railroad	436.00

 

Destination	Railroad	Miles
From Baltimore to Pittsburgh	South Pennsylvania Railroad via Hagerstown branch.	282.00
	Pennsylvania Railroad via Northern Central Railroad	333.30
	Baltimore & Ohio Railroad	342.00

Finally the South Pennsylvania Railroad was not going to be satisfied with the commercial side of the transportation route. They had done a complete study as to where it would be best to get passengers to ride their trains. The following chapter explores how they had planned on accomplishing this.

Connection with the City of Pittsburgh.

(Finally the South Pennsylvania Railroad had not planned on ending its line at the Port Perry site. They had plans on continueing their line to reach the city of Pittsburgh at William H. Vanderbilt's newly acquire Pittsburgh and Lake Erie Railroad Line which had a station located on the Southside (west bank) of the Monongahela River at what is best known today as Station Square. (Russell A. Love)

From the South Pennsylvania Railroad at Port Perry to Pittsburgh is eleven miles via the Pittsburgh, McKeesport and Youghiogheny Railroad. This line terminates in Birmingham on the southwest bank of the Monongahela River, near the west end of the new bridge. It is too remote from the center of Pittsburgh and Allegheny City, and to difficult of access to be able to attract much local travel in competition with the Pittsburgh and Connellsville Railroad, which has an admirably accessible terminal passenger and freight station on its eastern side of the river in the city, or with the Pennsylvania Railroad, with its admirable depot in the heart of the city. It is of the greatest importance to the South Pennsylvania railroad that a terminal station should be secured for it on the eastern side of the Monongahela River, right in the city. This can best be accomplished by the construction of a line down the east bank of the Monongahela, from North Homestead through Hazelwood to the old Pittsburgh Gas Works, and thence to the block on the south side of Smithfield street opposite the Monongahela House. A less costly way would be to build an extension of the Pittsburgh, McKeesport and Youghiogheny Railroad from its Birmingham terminus eastwardly across the Monongahela River into the City of Pittsburgh on a line parellel with and on the upper end of the piers of the new bridge. These piers, I am informed, are sufficiently long and strong to carry an iron railroad bridge without interference with foot and wagon traffic of the present bridge.

(Acquiring property on the South Side of Pittsburgh. (Russell A. Love)

Several blocks of lots can be purchased on favorable terms at this eligible place for depot and terminal station grounds. By the formation of a separate company for the purpose of acquiring this property and making the improvements in the interest jointly of the South Pennsylvania Railroad Company, the Pittsburgh, McKeesport and Youghiogheny Railroad Company, the Pittsburgh Lake Erie Railroad Company and the Lake Shore Railroad and other companies, the desirable arrangement can be taken up and carried out at any time within the next two years.

Respectfully submitted

   Oliver W. Barnes
    Consulting Engineer.

---

---

This book is completely reprinted in the DVD that I have made. It permits you to enlarge all the documents so they can be better seen at full scale.

Many more maps of the South Pennsylvania Railroad are available and I do feel that the making of this book was a great way for you to get interested in what is still out there in the Pennsylvania woods. Whether you visit it with me or whether you use these maps and devices to see it for yourself, I hope you will get in touch with me to let me know what your thoughts are.

Thank You

Russell A. Love

southpennrailroad@yahoo.com

southpennrailroad.com

© southpennrailroadproductions

© copyright 2009