To build this new double-track railroad across 350 miles of a mountainous State, the engineers studied two points--grade and curvature. Distance was no object, for speed is the very last attainment of heavy tonnage movement. The new route consisted in part of the enlargement of the old routes, and in part of the construction of brand new line. It started east from Pittsburgh, where the great Brilliant cut-off had been built to relieve the tremendous terminal freight congestion, and followed up the valley of the Alleghany River on the route of the West Penn Road, a Pennsylvania property. The main line of the Pennsylvania comes east from Pittsburgh up the valley of the Monongahela for a distance, and then across country to Blairsville Intersection, 50 miles east of Pittsburgh, where it is intercepted by the low-grade freight route. From Blairsville to Gallitzin, the road winds through the narrow and forbidding Conemaugh Valley most of the way. It twists itself through the slender defile of Packsaddle. A dozen years ago or more, when the Pennsylvania's engineers were ordered to four-track the original double-track through that narrow defile in God's great world, they shook their heads dubiously; then--after the fashion of engineers--they went ahead and did it. When the order came for two more tracks in the same narrow pass, they placed them there, although they had literally to blast out a shelf on the side of the fearfully steep mountainsides for the low-grade line. Just beyond Gallitzin, where the Pennsylvania pierces with two great tunnels the very summit of the Alleghanies, the low-grade line takes its own course once more, breaking farther and farther away from the main line, and for long sections following the trail of the long-since abandoned Portage Railroad. The day is coming when Gallitzin Tunnels are to be left high in the air. The Pennsylvania's officers tell you that frankly. "We have plans for a six-mile tunnel, to be handled by electric motive-power already made," said one of them, just the other day, "and every year we wait, that tunnel grows longer, the approaching grades less and less. It will cost money--money into millions of dollars--and it will earn 10 per cent on the investment."