USA > Pennsylvania > A gazetteer of the state of Pennsylvania : a part first, contains a general description of the state, its situation and extent, general geological construction, canals, and rail-roads, bridges, revenue, expenditures, public debt, &c. &c. ; part second, embraces ample descriptions of its counties, towns, cities, villages, mountains, lakes, rivers, creeks, &c. alphabetically arranged > Part 7
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The sluice gates, 12 in number, are of cast Iron, having each a surface of 2 square feet, are connected by pieces of yellow pine timbers, which rise above the surface of the water, and may be raised or lowered by means of screws. The sluice gates and machinery are surrounded by strong frame work to guard the whole from injury by ice freshets and floating timber The sluice house is con- nected with the western shore by a bridge, raised beyond the utmost height of the water in the reservoir, so that the gates may be regulated with ease and safety at every stage of the water.
The water from the reservoir passes through a substantial stone lock on the east side into the canal. When at its greatest height the lift of the lock is 10 feet, but it diminishes as the water is drawn off, and may be reduced 10 feet without effecting the communication with Pine Grove. When filled, the reservoir forms a lake which covers between 700 and 800 acres, an object of equal beauty and utility.
The western Division is 33 miles, 4 chains in length, to which must be added 60 chains of pool and towing patlı. The descent of 208} feet is made by 39 locks.
From Pine Grove the company have constructed a rail way through a gap of the Sharp Mountain to the coal region; and they anticipate that at no distant day the supply of coal from this source will compete with that from the Schuyl-
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CANALS.
kill. The company are also of the opinion that the capacity of the canal may readily be made adequate to transmit for some years the commerce of the Sus- quehannab which is adapted to that mode of conveyance. Boats of 40 tons burthen have passed through their locks, but the boats' ordinarily and advantageously navigating the canal do not excecd 25 tons burthen.
The total amount of tonnage for one year, ending 1st November, 1831, was 59,970 tons, yielding $59,137,21.
The works of the Schuylkill Navigation Company consist of a series of canals and pools, which extend from Fair Mount, at Philadelphia, to Mill Creek, at Port Carbon, in Schuylkill county, a distance of 110} miles. The company for execut- ing this important work was incorporated under the Act of 8th March, 1815. and being required by the act to commence operations at each end of the route simul- taneously, their labours were nearly useless, until the whole line was made navi- gable in 1826. The canals extend 63 and the pools 47 miles. The pools upon this and even upon Lehigh river, where the canals are larger, have been forced, by their increase depth, and width to yield greater facililities to the passage of boats, than the canals, and regrets are entertained that dams and pools had not been adopted to the greatest possible extent. Thirty four dams upon the Schuylkill create pools and supply canals for the whole line. A tow path runs sometimes on the left and sometimes on the right bank. The dam at Fair Mount, we have already described (See Philadelphia.) And all the other dams on the river afford sites for water works as at Manyunk, Conshehocken, Nor- ristown, Phoenixville, &c. &c. and yield increasing incomes to the company. The descent in the river is overcome by 29 locks, which is 80 ft. long, and 17 broad. The canals are generally 36 ft. wide, and 3 ft. deep. In some places wider and deeper, and in a few passes for short distances, they are not more than 30 ft. It is said to be the most arduous and expensive enterprize yet achieved by individual efforts in our country. The lockage is nearly equal to that on the New York canal. Much rock excavation, embanking, and the first tunnel at- tempted in the Union, were executed. Very considerable difficulties, and great expenses were occasioned by the fissure in the limestone rock over which much of the canal has been carried. Indeed, such appeared the probability of the con- tinuance of those difficulties and expenses, that the company have determined to abandon a section of the canal above Reading, and to resort to the rivers. The cost has been about $2,600,000; and the dividend for the year 1832, will be about 9 per cent.
The Delaware and Hudson Canal partly in the State of New York and partly in the State of Pennsylvania, owes its origin to some enterprising proprietors of coal lands in the upper part of the Lackawaxen, river valley, in Luzerne county, who were desirous to find a market for this mineral in New York. It has been made principally by New York capital. It commences at the Hudson River, at the' mouth of the Roundout, and thence runs to the Delaware River the distance of 59 miles to Port Lewis. On this section are 60 lift locks, and one guard lock of hammered stone, laid chiefly in hydraulic cement. There is also an aqueduct, over the Neversink River 224 feet in length, upon stone piers and abutments ; one over the Ronudout, entirely of stone, upon two arches, one of 60 and the other of 50 feet chord ; and ten others of various dimensions, upon stone piers and abut- ments, over lateral streams; 15 culverts of stone, and 93 bridges, having stone abutments and wing walls.
Port Lewis is less than a mile from Carpenter's point, formed by the junction of the Neversink and Delaware rivers, at which point the States of New York and New Jersey corner on Pennsylvania, and from this town there is a view of the territory, of three States, and of the Delaware River, and of the fertile valley of the Neversink.
From this point the line of the canal is carried up the east side of the Delaware, to a point opposite the mouth of the Lackawaxen River, where a dam has been thrown across the Delaware, by means of which the canal is fed, and boats cross the river. From McCarty's point formed by the junction of the Lacka- waxen and the Delaware, it ascends the valley of the former, 25 miles to the forks of the Dyberry, where the canal terminates at the thriving village of Hones-
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INTERNAL IMPROVEMENTS.
dale, Wayne co. On the Delaware section of 22 miles, there are wooden locks, and on the Lackawaxen section of 25 miles, are 37 locks of the same descrip- tion. These locks are secured by a substantial dry stone wall, and so constructed that the wooden lining can be taken out and replaced, without disturbing the rest of the lock. The whole distance from Roundout to Honesdale is 108 miles ; in which there are 103 lift and two guard locks. Honesdale is elevated 1000 feet above the tide water at the Hudson. The canal varies from 32 to 36 feet in width upon the water line, and is 4 feet in depth. The locks are 76 feet in length, be- tween the gates, and 9 feet wide. The boats which ply on the canal carry from 25 to 30 tons.
From Honesdale a rail road leads to Carbondale in Luzerne co. distant 16 miles, overcoming an elevation of 855 feet. This road is constructed of timber, and pla- ted with iron, and upon the elevations and passing over the levels, the coal cars are drawn up and let down by means of five stationary steam engines, and three self-acting or gravitating planes. The cost of this great work exceeds two mil- lions of dollars. In the year 1831 the company delivered at Roundout 41,475 tons coal. The product of their labours for 1832 bids fair to be much greater.
The Chesapeake and Delaware Canal though not in Pennsylvania, is a Pennsyl- vania work connecting the Estuiaries of the two great Rivers of the State, and en- abling her merchants to carry to their proper market a large portion of the pro- duce of the valley of the Susquehannah .*
This work has cost a much larger sum than was anticipated. The estimate of the board of examining engineers being $1,354,364,64, and the actual cost, $2,201, 864,03.
Having thus noticed the chief works of internal improvement which have been executed by joint stock companies, it remains for us to give a concise view of the system adopted and pursued by the State herself.
The first legislative effort toward the establishment of a general system of inter- nal improvement, was by the act of 27 March, 1824, authorizing the appointment of three commissioners to explore a route for a canal from Harrisburg to Pitts- burg, by the waters of the Juniata and Conemaugh rivers, and by the west branch of the Susquehannah and Sinnemahoning with the waters of the Allegheny-and also the great valley of Chester and Lancaster counties-and a route from a point on the Schuylkill river in the county of Schuylkill, thence by Mahanoy creek, the river Susquehannah, the Moshanon or Clearfield and Black Lick Creeks, the Cone- maugh, the Kiskiminitas and Allegheny rivers to Pittsburg. We know not what proceedings were had under this act, but it is apparent, from the next sub- sequent one, that public opinion not only approved the measure, but encouraged a great extension of it. The preamble to the act of 11th April, 1825, asserts that the establishment of a communication between the eastern and western waters of this state and the lakes by means of navigable streams and canals, would advance our Agriculture, Commerce, and Manufactures, would unite in a common interest the great natural divisions of the State, and would in the end be an important source of revenue to the Commonwealth. That the less interests of the State re- quire that this great and important work, should be the property of the Common- wealth, and that the Commonwealth ought to embark in it with that zeal and en- ergy that is best calculated to carry it into effect .- And therefore the act provides for the appointment of five canal commissioners, and directs them to explore and report, upon the following routes,-one from Philadelphia through Chester and Lancaster counties, and thence by the west branch of the Susquehannah, and the waters thereof to the Allegheny and Pittsburg,-also from the Allegheny to Lake Erie ;- one other from Philadelphia by the Juniata to Pittsburg, and from thence to Lake Erie; one other from the city of Philadelphia to the northern boundary of the State, towards the Seneca or Cayuga Lakes; one other through Cumberland and Franklin counties to the Potomac river ; and one by the Conecocheague or Monocosey and Cenewago to the Susquehannah-and the best route through the
* It was the wish of the author to give a full description of this canal, but the limits of the work will not admit it.
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INTERNAL IMPROVEMENTS.
county of Bedford to connect the route of the proposed Chesapeake and Ohio ca- nal with the Juniata route above named.
In August 1825, a convention of the representatives of the friends of internal improvement was holden at Harrisburg. It consisted of 113 members delegated from 46 counties. This respectable body declared " that the improvement of the Commonwealth would be best promoted, and the foundations of her prosperity and happiness most securely established, by opening an entire and complete com- munication from the Susquehannah to the Allegheny, and Ohio, and from the Al- legheny to Lake Erie, by the nearest and best practicable route, and that such a work is indispensably necessary to maintain the character and standing of the State and to preserve her strength and resources !
By the act 25th Feb. 1826, to provide for the commencement of a canal, to be constructed at the expense of the State, to be styled the " Pennsylvania Canal," the canal commissioners were required immediately to locate and contract for making a canal, &c. from the river Swatara, at or near Middletown, to, or near a point on the east side of the river Susquehannah opposite the mouth of the river Ju- niata ; and from Pittsburg to the mouth of the Kiskiminitas-and as soon as they should deem it expedient and practicable to construct a navigable feeder of a canal from French Creek to the summit level at Conneaut Lake, and to survey and lo- cate the route of a canal from thence to Lake Erie. By art of 9 April, 1827, the canal commissioners were required to locate and contract for making a canal up the valley of the Juniata, from the eastern section of the Pennsylvania canal, to a point at or near Lewistown ; another up the valley of the Kiskiminitas and Con- emaugh, from the western section to a point at or near Blairsville ; another up the valley of the Susquehannah, from the eastern section of the Pennsylvania ca- nal to a point at or near the town of Northumberland ; also commence operations on the feeder from French creek to the summit level at Conneaut lake, and to con- tract for so much as might be adapted to either of the routes in contemplation, for connecting the Pennsylvania canal with Lake Erie, and to cause an examina- tion to be made from the mouth of French creek, by way of Waterford, to the bay of Presqueisle, and from Conneaut lake to lake Erie. And in case it should appear after due examination, that a canal could be construced between a point at or near Philadelphia, or at Bristol or any intermediate point between Bristol and the head of tide water, and a point at or near the borough of Easton ; then to locate and contract for making a portion of such canal. By this act al- so, directions were given to ascertain the practicability and cost of an entire nav- igable communication between the west branch of the Susquehannah and the Allegheny river-and the location and cost of canals, from Northumberland up the north branch of the Susquehannah to the state line-from the western section of the Pennsylvania canal, near the mouth of the Kiskiminitas to a point on lake Erie, by the Allegheny river and French creek, at or near the borough of Erie- from the city of Pittsburg to the said point on lake Erie, by the route of Beaver and Chenango-to survey and estimate the route for a canal, and also a railway, with locomotive or stationary engines from Philadelphia through Chester and Lancaster counties, so as to connect by the nearest and most eligible route with the eastern section of the Pennsylvania canal-to survey, &c. a route down the Brandywine river, to a point north of the Delaware state line, thence across the dividing ridge, between said river and Chester creek, thence down the same to the river Delaware-and for a portage or railway across such ridge-to ascertain the practicability and cost, of connecting the north branch of the Susquehannah and the Lehigh rivers, by means of a canal or railway-to survey the east and west sides of the Susquehannah river to the Maryland line, and report on the practica- bility of extending the canal to such line-to survey and report on the practica- bility of a canal along the valley of the Delaware, from Philadelphia or Bristol, &c. to Carpenter's point-to survey and make estimates for a canal through the valleys of the Conedogwinet, Yellow Breeches, and Conecocheague creeks, with a view to the connection of the Susquehannah and Potomac ; to view the ground from the west end of the Harrisburg bridge to the borough of Chambersburg, in the coun- ty of Franklin, and from the west end of the Columbia bridge, through York and Gettysburg to Chambersburg, for the purpose of constructing a rail-road-to ex-
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amine the proposed ronte of the Schuylkill and Delaware canal, through the dis- trict of Southwark, and report whether it will form a necessary link in the line of the Pennsylvania canal.
By act of 24th March, 1828, the commissioners were requested to locate and contract for making canals-from the commencement of the Pennsylvania canal at the mouth of the Swatara, to Columbia in Lancaster county ; from Lewiston to the highest point expedient and practicable for the canal on the Juniata; from a point at or near Northumberland to the Bald Eagle on the west branch ; from Northumberland to the New-York state line on the north branch ; from a point at or near Taylor's Ferry to Easton ; and from Blairsville to the highest point expedient and practicable for a canal on the Conemaugh : to locate but not to contract for, a canal from Easton to Carpenter's Point, where a junction may be made with the Deleware and Hudson canal; to locate a route for a rail road across the Allegheny mountain to connect the Juniata and Conemaugh sections of the Pennsylvania canal, and to contract for the completion thereof. To locate a rail road from the city of Philadelphia through the city of Lancaster to Colum- bia on the Susquehannah, and from thence to the west end of the borough of York ; to survey the valley of the Monongahela from Pittsburg to the Virginia state line; the valley of the Susquehannah from Columbia to the mouth of the Conestoga river, with a view to improve the navigable communication ; to make surveys, &c., from Huntingdon through Woodcock valley and Bedford ; and by the head waters of the Allegheny to Johnstown in Cambria county, and with a view of connecting these streams by a canal or rail road ; to survey, &c., from Lewis- town by the Kishcoquillas creek and through the valley of that name to the town of Huntingdon ; to survey, &c., from same point on the Schuylkill canal to a point or points on the Susquehannah river between Catawissa and Sunbury, with the view of connecting these points by a rail road ; to make further surveys of the valley of the Allegheny from the mouth of the Kiskiminitas to the mouth of the French Creek, with a view to make a canal, or slack water communication for steam or other boats.
By the Act of 23d April, 1829, the Commissioners were required to locate the route of a suitable navigation either by canal, or by canal and slack water be- tween the city of Pittsburg or the mouth of the Kiskiminitas and the borough of Erie ; to improve the navigation of the Monongahela river from the city of Pitts- burg to the Virginia state line ; at such line and in such manner as the Legisla- ture might thereafter direct.
Having thus stated in the most concise manner possible the whole extent of the Pennsylvania system of internal improvement, we proceed to exhibit with the same conciseness the extent of the works which have been effected. We request the reader will travel with us over the several routes, and attend to our remarks and illustrations as we proceed.
Commencing, then, at Carpenter's Point on the Delaware, or rather at Dun- ning's Ferry, 2ª miles above the point where the river is 415 feet wide. It is pro- posed here to erect a dam 10 feet high upon a foundation of smooth slate rock, within 15 chains of the Hudson canal, with which the Delaware canal may be readily connected ; thence to follow the valley of the river a distance of 70 miles to Easton. This route is attended with much labour and many difficulties. Bluff rocky mountains run close to the shore, rendering expensive embankments in the river necessary; and the bottom land is very undulating, requiring also heavy embankments and frequent and deep excavation. The descent in the whole line is 268} feet, and the whole expense is estimated at $1,430,669. 17 .* No portion of this line has yet been commenced, but the line has been located with the view of a connection with the next described line.
The canal from Easton to Bristol commences in a dam raised 10 feet high at the mouth of Lehigh river ; at Easton, thence it follows the valley of the river to
The statement above is from the survey of H. G. Sargent, in 1827. A second survey, by Maj. Douglass, gives the length of 66 6.10th miles, and cost for canal and locks, 9 feet wide, $776,798, 80, and for canal and locks, 11 feet, $885,502. 10.
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Morrisville; thence by an inland route to Bristol on the Deleware. The whole distance as reported by the Engineer, is 56 miles, and the lockage or descent 170 feet. Estimate of cost for a canal, 5 feet deep, $686,596. 77. The whole of this line has been excavated, and the distance appears to be 59 3-4 miles.
It would seem that it ghas been unwisely located and very unfaithfully executed, and that a fatal error has been committed in attempting to supply its whole length from the Lehigh river. Other feeders have since been introduced, viz .: one for conveying into the canal the waters of Durham creek is 1890 feet long and 12 feet wide at the bottom ; and another near Lumberville, introducing the waters of Milton creek, is 1509 feet long ; and a wing dam has been erected at Well's Falls, with a water wheel to supply the canal with water from the combin- ed locks near New Hope to Bristol. The Canal Commissioners in the report of 21st Dec., 1830, state the amount of expenditure at $1,178,,385. 61 ; and in their report of 15th Dec., 1831, add, that $97,330. 51 had been expended in repairs, &c. Since that period very large sums have been laid out upon this section, and one boat only laden with coal has passed through its whole length. At Bristol a large and commodious basin has been made for accommodation of the boats, &c., doing business upon the canal.
From Bristol, a line has been surveyed, terminating at Kensington, near Phil- adelphia. It runs from the former along the turnpike road to the Nashawiny creek, thence crossing the turnpike it passes between the turnpike and river, to the place of termination. The distance is 17 miles, and the estimated cost for a five foot canal is $200,799,10. No portion of this line has been excavated, and it is not hazarding much to say, will not be, whilst vessels may float from Bristol to Philadelphia in one tide, on the broad bosom of the Delaware.
The communication from Philadelphia westward, by the improvements on the part of the Commonwealth, is by a rail way, which runs through the counties of Philadelphia, Montgomery, Delaware, Chester and Lancaster to Columbia, on the Susquehannah, and there connects with the great central line of canal and portage, leading to Pittsburg. The whole line from the intersection of Vine and Broad streets, pursuing the old canal line, and crossing at Peter's farm, to the end of the canal basin at Columbia, is 81 miles-5 miles only, longer than the present turnpike road. From Vine and Broad streets to the foot of the Schuylkill inclin- ed plain, the distance is two miles and two thirds. The foot of the plain is 47 feet 9 in. above mean high tide, and the railway runs nearly on that level from Philadelphia to that place. The Schuylkill plane is 2714 ft. long, and its elevation from foot to head is 18 ft. The plane at Columbia is 1914 feet in length, and has an elevation from foot to head of 90 ft. The surface in the canal basin at Columbia, is 237} ft. above mean high tide in the Schulykill at Fair Mount, and 19 ft. 4 inches above low water mark in the Susquehannah. At the heads of the inclined plains at Schuylkill and Columbia, it is intended to station steam engines of from 90 to 50 horse power. The line of location of this railway seems unparallelled for its facilities and advantages. The highest point on the line is at the gap of Mine Ridge, thirty miles east of the basin of Columbia. But by a cut of 314 feet, for a short distance this is reduced 560 ft. above mean high tide, to 327} above the head of the plane at the Schuylkill, and to 233 feet above that at Columbia. Although the cutting on the location is generally light, except at the gap mentioned, yet the elevation will not on any part of the distance be- tween the head of the place at Schuylkill, and the head of the place at Columbia, a space, of 77 miles exceed 30 ft. to the mile in either direction, being less than one third of a degree. "In practice," say the Canal Commissioners in their report of December, 1830, it will be found that a locomotive engine with 20 tons of lading will travel the whole distance from Columbia to Philadelphia in a day of 10 hours. The rise in the direction of the greatest trade from the head of the place at Columbia to the summit of Mine Gap Ridge, is about 233 ft. ; the rest of the distance is nearly level or descending. A good Pennsylvania waggon horse, will, on this railway, convey ten tons a distance of 27 miles per day with ease.
The Schuylkill river at Peters' island, is crossed by a viaduct of stone, 980 feet long, which is also intended to be a road bridge for travellers. Many other exten- sive viaducts are formed on the route. But we believe the most remerkable are
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INTERNAL IMPROVEMENTS.
those over the Great and Little Conestoga crecks; the first 1400 feet in length, and 23 in breadth, standing on 10 piers ; and the second, on the plan of Mr. Burr's bridges, is 40 feet above the surface of the water, and about 1000 feet in length. The whole line of this road is constructed on the plan of the latest improvements in rail roads, and in the most substantial manner. The commissioners in their report of December 15, 1831, declare their belief that 17 miles of single track, from the Schuylkill westward, and 12 and a half miles from Columbia eastward, will be laid by the first day of May next, and may be extended for the whole line by the 4th day of Dec. next ; and that the entire work, which will consist of a double track, can be completed in two years : and they estimate the whole cost at $2,297,120 21, being equal to $28,173 63 per mile.
From Columbia the reader will now betakc himself with us to the eastern division of the Pennsylvania canal, which mounts the eastern bank of the Susquehannah from Columbia to a point opposite to Duncan's island, then crosses the Susquehan- nah by a towing path bridge, and terminates at the outlet lock of the Susquehannah division, at Duncan's island. There is a feeding dam across the river here, 1998 ft. long, 8 1-2 ft. high, with a base of 30 feet, composed of strong timbers cubbed to- gether ; running through Lancaster and Dauphin counties, a distance of 42 miles and 85 hundredths of a mile. This portion is divided into two sections." The first, 183 miles in length, lies between the town of Columbia and the Swatara river. Ten miles of it have been completed, and the remainder is expected to be finished during the year 1832. The prominent works on this part of the line, are an aqueduct over the Swatara, 300 feet long and 18 feet wide, with a road bridge attached to it ; two outlet loeks of 10 ft. lift each, and 100 by 174 feet in the chambers, to connect the basin at Columbia with the river Susquehannah; and two lift locks, overcom- ing a fall of 16 feet.
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