USA > Washington DC > Washington DC > Historical sketches of the ten miles square forming the District of Columbia : with a picture of Washington, describing objects of general interest or curiosity at the metropolis of the Union. > Part 25
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This section commences 440 yards below the junction of Casselman's river with the Youghhagany; it follows the right side of the valley to the Monongahala, and thencefto Pittsburg, along the right bank of this stream.
'The ground on the left of the Youghagany is nearly of the same kind as that on the right; the distance and descent the same for either bank; however, the right bank deserves the preference, on acenunt of exposure, and of its receiving the main tributaries of the stream; it will not require, across tho Youghagany, two aqueducts, which would otherwise become indispensable, should the sanal follow, the left side of the valley.
Eastern Portion, Summit Level, Wertern Portion,
Dollars.
29 210
.
376
Chesapeake and Ohio Canal.
- This section will be supplied with water by the Youghagany and its tributaries; and since the Eastern end must rely chiefly upon the Youghagany, Casselman's river, and Laurel Hill run, we will first present the results of the gauging of the streams, made in 1825 and 1826, during the month of July.
Cubic Feet:
Casselman's, at its mouth, July 20th, 1825, per second, 40
Laurel Hill run, at its mouth, July 20th, 1825, - - 7 Youghagany river, above the mouth of the Casselman's, July 21st, 1825, 70
Cubic feet per second, 117
Casselman's, at its mouth July 20th, 1826, per second, Laurel Ilill run, do 26
46
Yonghagany river, above the mouth of Casselman's July 20th, 1826, - 104
Cubic feet per second, 176
These results, though obtained at a time of low water, yet cannot be deemed as the minima of what these streams can afford: when measured, they were not at their lowest stage. Therefore, we assume but 70 cubic feet per second, as the minimum of water yielded by these three streams taken to- gether, at the driest epoch of the year.
The Youghagany, guaged at other points, has given, in 1825, the following results:
Cub. ft. Cub. ft. July 24th, at the Ohiopile Falls, per see'nd 155 red'ed to 100 August 2d, at Connelsville, - 129 do 100
September 20, ut i's month - 200 do 150
The stream, though very low when measured, was not, however, at its lowest stage; but the season was uncommonly dry, and the above reductions may be considered as minima.
To these resources of running water, we must add the fol- lowing reservoirs:
Cubic Yards.
Indian creek,
-
210,370
Mountz creek, -
-
-
-
323,889
Jaro! 's creek, -
-
356,857
Big Sowiekly creek, -
-
1,750,180
Danbar,
.
. 214,464
2,855,760
377
Chesapeake and Ohio Canal.
In which may be added the reservoirs which might be formed in Casselman's river and Laurel Hill run valleys.
We must remark, that the feeders from all these reservoirs will be very short, their length varying from half a mile to four miles only.
Having pointed out the means upon which we have full reli- ance to feed this section of canal, we shall show their distri- bution at the same time as we describe the successive subdivi- sions of said sections.
Subdivision 1st. From the Western end of the Middle Section to Connelsville.
Distance, 273 miles-descent, 432 feet-54 locks.
"Chis subdivision begins about one quarter of a mile below the mouth of Casselman's river. The bottom of the canal is placed here four feet above the level of low water in Cassel- man's river, in order to afford the greatest advantage in taking a feeder from this stream, and also in using the most favora- ble ground below.
In the course of the first three miles, the ground becomes gradually more difheult, until it assumes the rocky and steep appearance which is so peculiarly the character of the Yough- agany in so many parts of its upper course. To this difficulty of the ground, must be added those arising from the necessity of keeping the canal above the freshets, whose elevation varies from 13 to 16 feet.
The ground continnes unfavorable as far downas the Old Sult Works, seven miles from the beginning of this subdivision, where the line pursues, for a short distance, some favorable ground. But it becomes, almost immediately, thrown upon a steep hill side, covered with love rocks, and which contin- Des for three miles further, to Ohio pile Falls.
These falls form one of the most remarkable features of the Youghageny, and are formed by the river breaking through the rocky base of the ridge of Laurel Hill. The difficulty it has found in forcing this obstacle, is plainly indicated by tho sudden bend which the river here makes, and the rough ap- pearance of the channel it has carved out. It is most fortu- nate that the line of canal can, by means of a moderate cut, 283 yards long and 183 feet deep, avoid pursuing the bank of this rugged channel. This deep cut across the neck of the bend of the river, has, besides, the advantage of shortening the line by one mile and a half.
A feeder is proposed to be taken from the river a little above the falls, for which the localities are very favorable;
378
Chesapeake and Ohio Canal.
but the line of canal, by pursuing the most advantageous ground, has to descend, within the short distance of one mile, 96 feet; which circumstance will oblige to locate the locks too near to each other for presenting ponds of sufficient extent between them. Several plans suggested themselves to obvi- ate this inconvenience. First, to have the intervening ponds suficiently wide to admit the easy passage of two boats at once; and to supply these ponds and the locks by means of a waste weir parallel to then course. Second, to have lateral reservoirs to receive the contents of adjoining locks, and to transmit it respectively to the second lock below. Third, to make the ponds liable to have the level of their waters varied from two to three feet, and thus making them perform the functions of locks A close examination, when locating the Jine, will determine which of these means deserves the pre -. ference. The two first will cause a greater consumption of water than usual; but as a feeder is to be immediately int: o- ducre above, for the purpose of supplying the next level be- low, this consumption is not, in this case, to be taken into con- side raticn.
Below the Ohiopile Falls, the ground continues difficult, for about 9 miles, to Indian creek. On this distance, the canal is mostly to be carried along a steep bank, in part supported by walls, and excavated through ruck. The descent is also rapid, being about 160 feet, and requiring 20 lecks.
Indian Creek is to be crossed by an aqueduct; it will afford a valuable supply of water, for securing which a feeder and reservoir are proposed.
The ground from Indian Creek to Connelsville, 7 miles, is still difficult, but more varied in its character than above: it will necesstiate, alternately, steep hill side cutting, much of which is rock, and some expensive walling, interspersed with sonie pieces of moderate cutting.
A basin is proposed at Comelsville, on the level of the ca- nal, for the accommodation of the trade of this place; its com- munication with the river is established by means of locks.
This subdivision is supplied with water by the Youghagany shove the mouth of Casselmen's river, by Casselman's river and Laurel Will run: at the Ohiopile Falls it receives a new supply from: the Youghagany ; at Indian dreck it will also, when necessary, receive a supply from the reservoir formed above the mouth of this creck.
From the det iled estimate, bereto annexed, the estimated cost of this subdivision amounts to $1,515,436 59.
370
Chesapeake and Ohro Canal.
Subdivision 2d. From Connelsville to Sewiekly creek. Distance, 274 m's-descent, 144 f't-18 locks From the beginning of the Section 542 576
Before arriving at Connelsville, the line may be said to have completely passed the range of the Western ridges, and the face of the country undergoes an entire change. The banks of the river, however, do not so suddenly lose the character they bear above, but it continues to offer a succession of simi- far, though gradually decreasing difficulties, for some distance below. This subdivision will, therefore, like the portion above Connellsville, require, for almost its whole distance, strep side cutting and walling alternately; it will, conseqrent- ly, be expensive.
Mountz's ereck, one mile, and Jacob's creek. 17 miles be- low Connelsville, will afford a valuable supply of water for this subdivision; but & resort to the river is still considered necessary, and provision is made to effect this & little below Mountz's creek.
The two creeks here above mentioned are to be crossed by aqueducts, which, owing to the great breadth of the valleys, will require, at their ends, considerable embankments
The estimated cost of this subdivision amounts to $1,306,- 425 95.
Subdivision 3d. From Sewickly creek to the mouth of the Youghagany.
Distance, 163 miles-descent, 8 feet-1 lock. From the beginning of the
Section, 714 584 73
This subdivision offers a larger portion of easy cutting than the preceding, but will still require a large portion of side cutting, and walls to pass round the bluffs. These subdivi- sions are numerous, and though none individually is of great extent, yet they form, together, a length of several miles of expensive works.
As Mckeesport is at the junction of the Youghagany and Monong. hala, a basin is proposed there for the accommoda- tion of the trade of the latter stream.
The only lateral supply of water for this subdivision, is from the reservoir above the mouth of Sewickley creek, and it be- comes necessary to resort to the Youghagany again, in order to meet the deficiency which otherwise would be felt on the subdivision to Pittsburg. To fulfill this object, a dam is pro- posed across the Youghagany, at a favorable point, three
$80
Chesapeake and Ohio Canal.
miles above its mouth. This dam will require a considerable height, and therefore locks must adjoin it, that the navigation of the stream should not be injured by the works of the canal, but rather be benefitted by them.
The estimate of this subdivision amounts to $741,569 64.
Subdivision 4th. From the mouth of the Youghagany to Pittsburg.
Distance, 14 miles-descent, 35 feet-5 locks. From the beginning of the
Section, 854 619 78
This subdivision is generally located through favorable ground; however, some side excavation will still be necessa- ry, and a deep eut, near Pittsburg, of about three miles in length and 15 feet of average depth, is Indispensable to avoid a line yet more difficult and expensive.
This subdivision is almost entirely dependent on the Yough- agany, above Mckeesport, for its supply of water; the streams crossed by the canal aford so little water during the dry sea- son, that no reliance can be placed upon them.
According to the documents hereto annexed, the estimate of this subdivision amounts to $606.891 60.
Summary of the Western Section.
Distance. Descent Number : Estimate. of Locks.
Mls. Yds 85 440
Feet. 619
78
Dollars. 4,170,223 79
Here ende the description of the several Sections of the Chesapeake and Olo Canal, and whose General Summary is as follows:
Distance ..
Ascent and Number Descent. of Locks
Am'nt of the Estimate.
Mis. Yo. 186
Fiet. 578! 1961 6191
74 246
Dollars. 8,177,081 05 10,028,122 86 4.170.223 78
85
440
TS
341 1450
$15%
398
22,375,427 69
Hastern Section, Middle Section, Western section
70 1010
381
Chesapeake and Ohio Canal.
The foregoing description shows that the Chesapeake and Ohio Canal presents nearly all the characteristics which con- tribute to render a work of this kind very expensive, viz: an extraordinary amount of lockage; a long tunnel, passing un- der a very elevated ridge; walling unusually frequent along the whole line; extensive portions of deep cutting; excavation of rocky ground, and side cutting, predominating from one end of the canal to the other. The tunnel and lockage alone, form, together, the four-elevenths of the whole expense; and if, from the total estimate, we take out the tunnel, and reduce the lockage to 1200 feet, (which may be deemed an usual amount for such a distance,) the estimate would then amount to about sixteen millions of dollars only, notwithstanding the other difficulties to be overcome, and the accommodation of trade along the valleys of th Potomac and Youghagany.
We will also observe, that the Middle Section alone, whose length is but 70 niiles, or one-fifth of the whole length of the line, will cost (according to the estimate) 10 millions of dol- lars, or the five-elevenths of the whole expense: whilst the Eastern and Western Sections, whose lengths form together the four-fifths of the whole, will cost but 12 millions ot dol- lars, or the six-elevenths of the whole esti ate.
We consider, however, as fortunate, that these two expen- sive articles, extra lockage and tunnel, should be found both heated upon a section which, after new investigations, and mature reflections, might prove to be advantageously super- seded by a rail way. Indeed, the inexhaustible mities of coal found in the lower parts of the valleys of Wills' creek and Casselman's river, seem to point out to us, as a means to avoid this expensive Middle Section, the expediency of a rail way, with either locomotive engines, or stationary steam en- gines used as lifting power.
We must also observe, that this section will be wanted but after the completion of the Eastern and Western Sections; which two last, bringing Washington and Pittsburg within 70 miles of land communication, would soon point out, by their results, what should be the most expedient mode of connect- ing them. Perhaps, then, a smooth road, with an rasy graduation, would at first, be resorted to, from the month of Casselman's river to Cumberland; or should a great amount of trade warrant it, a rail- way might be adopted. In this lat- ter case, which we deem the most probable, the revenue of the Eastern and Western Sections would not only afford the.
:
382
Chesapeake and Ohio Canal.
usual interest of the capital employed in their construction, but also have a surplus fund with which a rail-way might be erected.
Therefore, we are decidedly of opinion, that, for the pre- sent, the expense relating to the Eastern and Western Sec- tions ought, exclusively, to be taken into consideration; that the sum of about twelve millions of dollars, to be expended for their construction, will create the means and afford the resources to procure to the work the mode of completion most adequate to its object.
Our instructions being to plan a canal from tide water in the Potomac to the head of steam-boat navigation in the Ohio river, we had not to take into consideration either rail ways or any other substitute for the difficult and expensive sections of the canal: therefore, no operations in the field, no investiga- tions in the closet, have been made in relation to such an al- ternative. And, indeed, had even our instructions demanded snch inquiries, the want of time and the limited means at our disposal would have prevented us from be- towing upon the subject the full and mature consideration to which it is so de- servedly entitled. However, we do not hesitate anticipating that a rail way from the month of Casselman's river to Cum- berland, will bear, as to expense and time, a favorable com- parison with the Middle Section above described,
We recommend, therefore, for a canal from tide water, in the Potomac, to the head of steam-boat navigation in the Ohio, the route and plan here above described; and we submit, res- peetfully, to consideration, the expediency of making the surveys and investigations necessary to ascertain, as accurate- ly as practicable, the comparative merits of a railway and a canal for the section of route from Cumberland to the mouth of Casselman's river.
Before closing this part of the report, we must mention the officers to whom have been entrusted the arduous and respon- sible task of performing the surveys and levellings upon which the foregoing plan has been predicated,
The surveys and levellings of the banks of the Potomac, from the mouth of Savage down to tide water. have been ex- euted by Lieut. Col. J. J. Abert, Topographical Engineer, assisted by William H. Swift, Lieutenant Artillery, J. Vail, Lieutenant Infantry, J. Macomb, Lieutenant Infantry, J. K. Findlay, Lieutenant Artillery, N. B. Bennet, Lieutenant Ar- fillery, HI. A Wilson, Lieutenant Artillery. These gentle- men have suffered much in consequence of the usual sickness
ยท
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385
Chesapeake and Ohio Canal.
of the valley of the Potomac during the warm season; and it is owing to their perseverance and activity that the preparato- ry surverys were completed in due time. All the strcams emptying into the Potomac have been guaged by this survey- ing brigade. The memoir of Lieut. Col. Abert, and all his maps and profiles, are annexed to this report.
The surveys, levellings, and guaging of water, relating to the Eastern portion of the middle section, by Deep creek, as also to the middle section, from Cumberland to the mouth of Casselman's river, have been performed by Captain Wm. G. M'Neill, Topographical Engineer, assisted by Captain De Russy, Artillery, Wm. Cook, Lieutenant Artillery, R. E. Hazzard, Lieutenant Artillery, J. N. Dellahunty, Lieutenant Artillery, J. M. Fessenden, Lieutenant Artillery, and W. G. Willams, Lieutenant Infantry. As already stated above, Captain M'Neill has, also, been intrusted by the Board with the investigations relating to the tunnel at Flaugherty's.
The memoirs of Captain M'Neill, and his maps and pro- files, accompany the present report: they do the greatest credit to Captain M'Neill and his assistants.
The Western portion of the middle section by Deep creek; the whole line of canal through the valley of the Youghagany, from Deep creek to Pittsburgh; the experimental line thro' Briery mountain, have been surveyed, levelled, and investiga- ted, by the late James Shriver, Esq. assisted by Messrs. S. Williams, Asa Moore, and Joseph Shriver.
The memoir, maps, and profiles, referring to the field operations, and various investigations made by this surveying brigade, are annexed to the present report: whilst they will confer honor upon the memory of the deceased, they will re- fect due credit upon his able assistants. Very early, J. Shriver had been extremely zealous and sanguine as to the national work forming the subject of this report: his exertions have been great and valuable during the preliminary investi- gations, and his talents would have been highly useful during the exceution of the work. But, when in the State of Indi- ana, and performing duties connected with improvement through this State, James Shriver fell a victim to the sickness prevailing during the summer months; thus our Department has lost a very efficient officer; the community a very useful citizen.
Lieutenant Wm. G. Williams, and Lieutenant Wm. B. Thompson, of the infantry, have been employed for some months in the office of the Board, where they have rendered useful services,
384
Chesapeake and Ohio Canal.
Lieutenant Jefferson Vail, infantry, has been also employ- ed with the Board: his industry and assiduity have been of great service:
We are indebted to Colonel I. Roberdeau for the zeal wrk which he has assisted us in furnishing valuable information af- forded by the Topographical Bureau under his charge.
Lieutenant John Farley, artillery, has drawn, from the man- uscript maps and profiles, on a large scale, accompanying th"? report, the reduced map and profile whose engraving is here- to annexed.
Before closing this report, we beg leave to submit some general considerations upon the national importance of this work, with a view to compare the expense of its crection, with the benefits to be derived from it.
GENERAL CONSIDERATIONS.
- The public works of the moderns differ essentially in their construction from those erected by the ancients: these bestow- ed much magnificence and grandeur on their edifices. In those times, large and unemployed populations, large masses reduced to servitude, by war or conquest, afforded, then, such powerful means of execution, that ceonomy was not an essen- tial point to be consulted: indeed, to wage war and to greet , public works, appear to have been the chief occupations et those ancient nations, among whom civilization had attained a considerable degree of improvement.
The situation of the moderns is different: with them, the subdivision of labor among the different branches of industry. the abolition of slavery, or the progressive amelioration of the state of servitude where it does exist, in restoring to man huis dignity and his liberty of action, have attached to his labor a value which is identified with his moral and physical existence. Fennomy has, therefore, become an essential object in the e- scetion of monuments consecrated to public prosperity, and besides the conditions of durability and experience, it is also required that the efforts made should be in due proportion with the useful results obtained. These conditions being tul- filled, such monuments justly become the objects of national pride: combined with civil and political institutions, science, literature, naval and millitary achievements, they form a union of glory around which all the sympathies of the country are rallied, are strengthened, and are perpetuated, Thus do ve
385
Chesapeake and Ohio Canal.
see all the enlightened Governments favoring such undertak- ings; they well know that, in the age of illumination and of rapid amelioration in which we are placed, all that which con- tributes to national glory, and promises certain and material advantages, should receive a prompt and judicious execution. For the Union, such is the Chesapeake and Ohio Canal.
This great undertaking has no equal, in any country, either in relation to the works of every kind which its construction will require, or to the immense political, commercial, and mi- Hitary advantages which will result from its execution. It is a work Irely. national; and if, on the one hand, it is beyond the means, always limited, of private enterprise, so, on the other it is too essential to the prosperity, the harmony, and the greatness of the Union, for its execution to be deferred, with- out neglecting advantages which will far exceed the expense into which it will necessarily lead. It is not, in fact, because a work demands a large sun for its execution, that it is cost- Jy, but only when the capital employed to create it is beyond all proportion to the usefid results to be obtained. It is, therefore, the relation between this capital, and these results, which is to be taken into consideration. The extent of the first, however great, becomes entirely indifferent, when, on the other hand, the resources of the nation are equal to its at- tainment
Considered under this point of view, the Chesapeake and Ohio Canal, notwithstanding the great first cost which it will require to receive such an execution as is suitable to its object, may, with full and entire confidence, be considered as not ex- pensive, in relation to the immense advantages, of every kind, which it offers. This position we will now attempt to denion- strate, beginning by its physical advantages; that is to say, those susceptible of being estimated' by the standard of mo- nov.
When a nation undertakes a work of great public utility, such as th it under consideration, the revenue is not the essential ob- jeet for it to take into consideration: its views are of a more elevated order: they are all, and, it may be said, exclusively, directed towards the great and general interests of the com- munity. These interests are principally to bring into contact and relation, distriets which are ramirally separated, either by great distance, or by physical obstacles; to connect countries deprived of natural outlets, with those where these exist; to create for the products of the sod and of industry, a value which they do not possess, from the want of a market, and
686
Chesapeake and Ohio Canal,
from the too heavy expense of transportation; to increase, progressively, the quantity of these products, by the facility of exchanging them with distant countries; to encourage by these incans, and enliven agriculture; to support and increase manufacturing establishments; to vary the class of producers, and bring it near to the class of consumers; in fine, to aug- ment both pruduction and consumption, by the ficility of transporting products from sections where they abound to those where they are deficient.
When these national interests are satisfied, the principal ob- ject for which the work is undertaken is accomplished; and the final advantage derived from the canal, and which would be ah essential point to a company, becomes, in this case, of merely secondary importance for the nation. We will, there- fore, in the first instance, endeavor to estimate the physical and national advantages which it appeaas to us must result im- mediately from the accomplishment of the great work before us; and next, we will take into consideration the secondary ob- ject, that is to say, the probable revenue of the canal.
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