USA > Pennsylvania > A geography of Pennsylvania : containing an account of the history, geographical features, soil, climate, geology, botany, zoology, population, education, government, finances, productions, trade, railroads, canals &c. of the state : with a separate description of each county, and questions for the convenience of teachers : to which is appended, a travellers' guide, or table of distances on the principal rail road, canal and stage routes in the state > Part 19
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If the system of public works undertaken had been less exten- sive in the beginning, and had been confined at first to the main line between Philadelphia and Pittsburg, with the addition of the Delaware division ; and these had been constructed with a strict regard to the public interest alone, and managed afterwards with prudence and economy, the favourable anticipations of the people would doubtless have been realized. But in order to obtain votes in the legislature for the commencement of the main lines, it was deemed expedient to push the improvements into every practicable part of the State, that as many as possible should partake of the expected benefit. The consequence has been the lavish expendi- ture of millions on lines as yet unproductive ; while a system of management directed by party politics, and the employment of countless swarms of public agents as a reward for political ser- vices, without due regard to their character or qualifications, have not only absorbed the whole revenue derived from the finished
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lines, but have brought the State annually in debt for their main- tenance.
From 1828 to 1836 repeated loans were authorized and heavy appropriations made for the prosecution of the public works to completion. Not content, however, with the enormous amount already undertaken, new surveys were directed and the com- mencement of further extensions ordered. Among these was "a rail road from the borough of Gettysburg, to cross the route of the Baltimore and Ohio rail road, and connect with the Chesapeake and Ohio canal at some point in the State of Maryland at or west of Williamsport." Two hundred thousand dollars were appro- priated for the commencement of this work, which was imme- diately begun.
This career of lavish expenditure and continual extension was at length checked. The alarming increase of the State debt, the enormous excess in the cost of completing many of the works above the estimates of the engineers, and the failure of the finished lines to support by their tolls the annual charges on them for re- pairs and expenses, became subjects for serious consideration. Those who had from the first doubted the expediency of under- taking such a gigantic scale of improvement, became decidedly hostile to the further extension of the system, while its warmest advocates were discouraged at the prospect before them. The public voice called for a retrenchment of expenditures, and the operations were prosecuted on a reduced scale. The work on some of the lines was suspended, and was only continued on those which were necessary to complete certain connexions, or those which were deemed likely to afford immediate advantage from completion.
The present deranged condition of the State finances, and the utter prostration of the credit of the commonwealth have now put a stop to the further prosecution of the public works. The time has come for serious consideration upon the means of extricating Pennsylvania from her present embarrassed condition. No remedy can be devised but that of taxing the people; and even taxation, so long as the public improvements are so managed as not to sus- tain themselves, will be ineffectual unless increased from year to year. A more economical superintendence of our canals and rail roads, or their transfer from the State to individuals or companies, seems to be imperatively demanded by the public interest. By such a transfer, on fair terms and under proper regulations, the State would be at once relieved from a heavy burden, while the people would still have the use and advantage of the public im- provements as fully as at present.
But notwithstanding the present gloomy prospect of our finan- cial affairs, and the heavy debt incurred by the commonwealth in the construction of her rail roads and canals, it should not be for- gotten that the advantages to the people in the increased value of their property and the creation of facilities for trade and transpor- tation, together with the expenditure among them of large sums
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of public money, have far more than counterbalanced the burden of moderate taxation. Without the means of transportation on the public works, our agricultural, commercial, manufacturing and mineral resources would never have been developed as they now are ; and the countless millions gained by the people, through the establishment of the public improvements, would cause the public debt to sink into insignificance if compared with the value of the advantages resulting from them.
In order to contrast the former times and facilities with the pre- sent, it may be mentioned that before turnpikes were constructed it required a good team of five or six horses from eighteen to twenty-five days to transport from 2,500 to 3,500 pounds of goods from Philadelphia to Pittsburg. On the completion of the turnpike across the mountains, the load of a wagon was increased to 6,000 or 8,000 pounds, and the trip was made in twelve or fifteen days. The price of carriage varied from three or four to thirteen cents per pound, the latter being paid for several loads soon after the peace with Great Britain. Since the construction of our rail roads and canals, any quantity of merchandise and produce can be transported between Pittsburg and Philadelphia, Baltimore or New York in six or seven days, at an average price, each way, of less than one dollar per 100 pounds, or one cent per pound; and the passage for travellers by canal and rail roads between Pittsburg and these cities is now made in two, three or four days, at less than half the former expense by the stage.
It is not, however, in the construction of canals and rail roads alone that the funds of the State have been invested. Extensive appropriations have been made towards improving the navigable channels of many of our rivers and large streams; to the making of roads and the building of bridges; while subscriptions have been liberally made on the part of the commonwealth to the stock of rail road, navigation, turnpike and bridge companies. From many of these little or no dividend is received, but still the people have the benefit of their use.
STATE CANALS. - The Delaware Division of the Pennsylvania Canal connects with tide water at Bristol on the river Delaware, 20 miles above Philadelphia, and thence extends up the course of that river to Easton at the mouth of the Lehigh, where it joins the navigation of the Lehigh Company. It is 40 feet wide, 5 feet deep, and has 23 locks 90 feet long by 11 feet wide, from 6 to 10 feet in height : total lockage 164 feet. Length of canal 60 miles : cost $1,374,744. Total revenue to 1840, $586,515 : expenditures to same time $638,831 .*
Eastern Division. - This canal commences at Columbia, the western termination of the Philadelphia and Columbia rail road, and extends along the eastern bank of the Susquehanna river to
The revenue is the amount of tolls received up to the year 1840; and the expenditures are made up of repairs, salaries of agents and other ex- penses necessarily attendant upon the operation of the works to the same period.
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GEOGRAPHY OF PENNSYLVANIA.
Middletown, where the Union Canal is connected with it, and where there are also outlet locks into the Susquehanna. From this place it still pursues the eastern side of the Susquehanna, passes through Harrisburg, and continues to Duncan's Island, near the mouth of the Juniata, where it connects with the Juniata division, and also with the Susquehanna division of the State canals. It is 40 feet wide at top, 28 at bottom, and has locks 90 feet long and 17 wide ; the total rise is 95 feet. Length 43 miles ; cost $1,734,958. Revenue to 1840, $1,047,826; expenditures, $422,805.
Juniata Division .- At Duncan's Island is a dam across the Sus- quehanna for the purpose of supplying the eastern division with water, and a neat and substantial bridge has been erected by the State, having on one side a tow path, by means of which canal boats cross to the western side of the river. Here the Juniata division commences, and continues up the valley of the Juniata to Hollidaysburg in Huntingdon county, where it meets the eastern termination of the Allegheny Portage rail road. There are 17 dams on this route, and about 16 miles of slack water navigation. The canal is of the same dimensions as the eastern division ; the locks are of the same length and 15 feet wide. Ascent of lockage from Duncan's Island to Hollidaysburg 576 feet; distance 130 miles ; cost of canal $3,437,334. Revenue $491,104; expendi- tures $592,180.
Susquehanna Division .- This canal connects with the Juniata division at Duncan's Island, and extends along the western bank of the Susquehanna, up that river to Northumberland at the junc- tion of the North and West branches, where it unites with the North and West branch divisions. Ascent 86} feet: length 39 miles : cost $867,874. Revenue $141,730 ; expenditures $314,253.
North Branch Division .- Commencing at Northumberland, this canal follows the course of the North branch of Susquehanna to the mouth of Lackawana, in Luzerne county, above Wilkesbarre. There is a dam across the river at Nanticoke, and the upper end of the canal is supplied with water from the Lackawana. Lock chambers 17 by 90 feet: total lockage 112 feet: length 73 miles : cost $1,491,894. Revenue, $63,559 ; expenditures $390,624.
North Branch Extension .- This division is in an unfinished state : it was intended to effect a communication with the New York State improvements by connecting it with the Chenango canal, and thus to afford a northern outlet for the coal and iron of Pennsylvania into a region which might furnish salt and gypsum in return. From Lackawana it follows the course of the North branch to Athens in Bradford county, near the northern line of the state. The cost of work done on this Extension to December 1, 1841, amounted to $2,348,276; estimated cost of work remaining to be done $1,298,416 ; total estimated cost $3,646,692. Length of canal 90 miles ; lockage 193 feet.
West Branch Division .- Leaving the Susquehanna Division at Northumberland, this canal extends up the West branch of Sus- quehanna, passing by Milton, Williamsport and other towns, to
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Farrandsville, in Clinton county, reaching the bituminous coal region in that neighborhood. Ascent of lockage 138 feet ; length of canal, including slack water, 75 miles; cost $1,708,579. Re- venue $60,859 ; expenditures $333,738.
Two side cuts, or lateral canals, extend from the West branch Division : one to Lewisburg in Union county, about half a mile, and the other to Bald Eagle creek near Lock Haven in Clinton county, three and a half miles in length.
The Sinnemahoning Extension is a continuation of the West branch canal to the mouth of Sinnemahoning creek, a distance of about 36 miles above Farrandsville. It is in an unfinished state, the work having been suspended in 1839.
Wiconisco Canal. This is an unfinished work extending along the east bank of Susquehanna, from the dam at Clark's Ferry, near Duncan's Island, to Millersburg at the mouth of Wiconisco creek, a distance of twelve miles, with an ascent of 35 feet. Cost of work done, about $300,000; amount required to complete it $81,836. By an act passed July 13, 1842, this canal was transferred to an incorporated company, reserving the right to the State to reclaim it after twenty years, upon paying to the company the amount ex- pended by them in its completion.
Western Division. At Johnstown, (the western termination of the Allegheny Portage rail road,) the Western Division of the canal commences and continues down the Conemaugh and Kiskiminetas to the Allegheny river. Crossing this river near the mouth of Kiskiminetas, the canal passes along its western bank to Alle- gheny city, opposite Pittsburg, where it again crosses by a beauti- ful aqueduct, and is continued through Pittsburg to the Mononga- hela river. There are ten dams on the route, and upwards of twenty miles of slack water navigation on their pools. Below Blairsville the canal passes through a tunnel eight hundred and seventeen feet in length. Descent by lockage 471 feet; distance 105 miles; cost $2,964,882. Revenue, $887,013; expenditures $889,834.
The Beaver Division extends from the town of Beaver on the Ohio, up Beaver river to the Shenango, and thence up that stream to the head of slack water navigation. about six miles above New- castle. Length 31 miles: ascent 132 feet : cost about $700,000. Revenue $10,924; expenditures $139,082.
At the mouth of Mahoning creek, a little below Newcastle, this division is intersected by the Mahoning canal, which extends into Ohio, and at Akron intersects the Ohio and Erie canal of that State. The Beaver division is but a part of an extended line of canal, intended to connect the Ohio river, by way of Conneaut lake, with lake Erie.
The Erie Extension, an unfinished work, divided into the She- nango and Conneaut lines, commences at the head of the Beaver division above Newcastle, and extends northward to the town of Erie. The ascending lockage, from the Shenango pool near New- castle to the summit at Conneaut lake, is 287 feet ; and the descent thence to lake Erie, 510 feet. The level of Conneaut lake is 419
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feet above low water in the Ohio, at Beaver, and the surface of Lake Erie 91 feet lower than the Ohio. Length of the Erie Ex- tension 105 miles ; cost of work done about $3,000,000.
The French Creek Feeder, a navigable canal, 27 miles in length, extends from French creek above Meadville to the Erie Extension at Conneaut lake; and with this is connected the Franklin line, which reaches from the aqueduct, seven miles below Meadville, where the water in the feeder is on a level with Conneaut lake, to Franklin on the Allegheny river. Descent of lockage 128 feet : length 22 miles. Cost of canal and feeder about $900,000. Reve- nue $4,767 ; expenditures $133,979.
Recent acts of the legislature have authorized the transfer of the North Branch and Erie Extensions, the latter including the Bea- ver division, to incorporated companies, for the purpose of having these works completed without further expense to the common- wealth.
STATE RAIL ROADS. The Philadelphia and Columbia Rail Road commences at the intersection of Vine and Broad streets in Philadelphia, crosses the Schuylkill by a viaduct about two miles from the city, and pursues a western course by Downingtown and Lancaster to Columbia on the Susquehanna, a distance of 82 miles. Here it connects with the Eastern Division of the Penn- sylvania canal.
The Schuylkill viaduct is 984 feet in length, and besides the rail road track has also a way for carriages and foot passengers. Im- mediately west of this, the road ascends by an inclined plane 2,805 feet in length, with a rise of 187 feet, on which cars ascend and descend at the same time by being attached to an endless rope moved by a stationary engine of 60 horse power, situated at the head of the plane. From this the road gradually ascends to a point near the intersection of the West Chester rail road, about 22 miles from the city, where its elevation is 543 feet above tide wa- ter. Passing this summit, the road descends 293 feet to the Bran- dywine viaduct near Downingtown, at a grade of 29 feet to the mile. It then rises, and after crossing the West Brandywine near Coatesville, ascends the North Valley Hill, at Mine Ridge Gap, by a grade increased on both sides of the summit for about three quarters of a mile, to 45 feet per mile. From this summit the road descends into the Lancaster valley,-passes the city of Lancaster, and descends to the Susquehanna river by a new route of six miles, descent 35 feet per mile, constructed to avoid the inclined plane formerly used near Columbia.
Some of the viaducts over the large streams crossed by this road are handsome and expensive structures, particularly those at Valley creek and West Brandywine : the latter is 835 feet in length, and 72 feet above the water. Those over the Big and Little Conestoga creeks are respectively 1,412 and 804 feet long. The highest em- bankment is 80 feet, and the deepest cuttings from 30 to 40 feet.
The motive power on this road is furnished by the State, and a toll is charged for it in addition to the road toll. The locomotive engines used for the transportation of freight, are capable of draw-
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ing upwards of 100 tons each, exclusive of the weight of cars, en- gine, &c., or nearly 200 tons in all, at an average speed of ten or twelve miles per hour. Those used for drawing the passenger cars move with a lighter load and greater velocity.
This road was first opened for use in April, 1834. Cost $3,983, 302. Revenue to 1840, railroad tolls $1,205,419, motive power tolls $824,919: expenditures, road $585,343, motive power $862, 074, locomotives, ropes, &c., $436,579.
Allegheny Portage Rail Road. This road commences at Holli- daysburg, the western termination of the Juniata canal, and cross- ing the Allegheny mountain by the summit at Blair's Gap, de- scends to the valley of the Conemaugh, down which it proceeds to Johnstown and there meets the Western Division of the Penn- sylvania canal. On this road there are ten inclined planes, num- bered from Johnstown eastward, and eleven "levels," or graded lines of road, the inclination of which is generally from 10 to 15 feet to the mile, except that between Johnstown and the first plane, where it is about 24 feet, and that between the eastern plane and Hollidaysburg, where the maximum is 52 feet. The summit at Blair's Gap is 2,325 feet above the level of mean tide; the ascent from Hollidaysburg to the summit is 1,398 feet in a distance of ten miles, and the descent to Johnstown 1,171 feet in a distance of 263 miles. There are five inclined planes on each side of the summit ; the longest being No. 8, or the third one west of Holli- daysburg, which is 3,117 feet in length, with a rise of 307} feet; and the shortest, No. 3, the third east of Johnstown, 1,480 feet in length, rising 130} feet.
At the head of each inclined plane are two stationary engines of about thirty-five horse power each, which move the endless rope to which the cars are attached. Four cars, each loaded with a burden of 7000 pounds, can be drawn up at once, and as many let down at the same time; this operation can be performed from six to ten times in an hour. An ingenious contrivance, called a safety car, is attached to the rope below the road cars, which stops them in case of accident to the rope or fastenings. But one of the stationary engines is used at a time; the other be- ing provided in order to prevent delay from accidents or repairs. On the short levels between the planes, horses are used for drawing the cars ; but on the longer ones locomotives are preferred.
A viaduct over the Conemaugh, about eight miles east of Johns- town, is much admired for its boldness and beauty of design and execution. It is a single arch of 80 feet span, at a height of 70 feet above the water of the stream. In order to pass through an abrupt ridge near the head of the first plane east of Johns- town, a tunnel has been constructed 901 feet in length, 20 feet wide, and 19 feet high within the arch. The entrances have orna- mental façades of cut stone, and the tunnel is arched with stone for 150 feet from each end, beyond which the rock is sufficiently solid to form a roof.
This road was opened for use in March, 1834. Length 36} miles. Cost $1,783,176. Revenue to 1840, rail road tolls $413,
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GEOGRAPHY OF PENNSYLVANIA.
504, motive power $443,480 : expenditures, road $293,135, mo- tive power $539,507, engines, ropes, &c. $122,236.
The Gettysburg Rail Road was intended to effect a communica- tion between the Pennsylvania improvements and those of Mary- land, by connecting with the Baltimore and Ohio railroad, and also with the Chesapeake and Ohio canal. A company having been incorporated to make a rail road from Wrightsville, opposite Columbia, through York to Gettysburg, connecting at its eastern end with the Philadelphia and Columbia rail road, the State under- took to continue the road from Gettysburg westward to Maryland. After expending more than $700,000 on the eastern end between Gettysburg and the summit of the South mountain, the work was suspended. Most of the mountain sections consisted of deep cut- tings, high embankments and expensive tunnels, which yet remain in an unfinished condition, as a monument of useless public ex- penditure.
2. Canals and Rail Roads constructed by companies.
Lehigh Navigation. The improvements constructed by the Le- high Coal and Navigation Company, consist of a succession of canal and slack water navigation, numerous dams being built across the river, forming navigable pools, and between these, canals of various lengths complete the communication. These works connect with the Delaware Division of the State canal at Easton on the Delaware, and thence extend up the Lehigh river by Beth- lehem and Allentown to Mauch Chunk, at the eastern termination of the great southern anthracite coal basin. The canals are 60 feet wide at the water line, 45 at bottom, and 5 feet deep ; locks 100 feet long and 22 feet wide, capable of passing boats carrying more than 100 tons : dams from 300 to 564 feet long, and 8 to 192 feet high. Distance 46} miles, with a rise in lockage of 353 feet.
From Mauch Chunk the same system of navigation is prolonged up the river to Whitehaven, 242 miles ; and thence to the falls at Stoddartsville, 13} miles, is a descending navigation by artificial freshets, used chiefly for bringing down lumber. Distance from Mauch Chunk to the northern termination of the works 384 miles. Ascent 936 feet. The locks above Mauch Chunk are of the same length as those below, and 20 feet wide : one of them has a lift of 30 feet, and can be filled or emptied in 25 minutes. On this upper division of the work are 20 dams, from 14 to 38 feet high, and from 187 to 375 feet long. Total length of the navigation 84} miles.
The Lackawaxen Canal, constructed as an extension of the Delaware and Hudson canal into Pennsylvania, enters this State near the mouth of Lackawaxen, and extends up that stream to Honesdale in Wayne county, where it connects with a rail road to the Lackawana coal mines at Carbondale. Length 25 miles ; lockage rise 187 feet from the Delaware to Honesdale, which is B70 feet above tide water.
Schuylkill Navigation .- Commences at Fair Mount dam, near Philadelphia, and is continued up the Schuylkill by Norristown
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and Reading to Port Carbon in Schuylkill county ; thus opening a communication between the city and the heart of the Schuylkill coal region. It was commenced in 1815 and completed in 1826. This work, like the Lehigh navigation, is a series of pools formed by dams across the river, with intervening short lines of canal, sometimes on the east and sometimes on the west side of the river, which is crossed several times on the route. Near Reading it is intersected by the Union canal, and thus has a communication with the Susquehanna, and with the State canals of the interior. Length of navigation from Philadelphia to Port Carbon 108 miles, of which 58 is canal and 50 slack water. The longest line of canal on the route is 22 miles, called the Girard, the upper end of which is 5 or 6 miles below Reading. Width of canal 36 feet at top, 22 at bottom, and 4 feet deep. Locks 80 by 17 feet : total ascent 610 feet.
Union Canal .- This line of navigation passes from the Schuyl- kill near Reading, westward up the valley of Tulpehocken creek to the summit between the head waters of that stream and those of the Quitapahilla, a branch of the Swatara. It then descends the Swatara to its mouth, at the Susquehanna near Middletown. A branch of this work, 23 miles in length, serving the double purpose of a navigable canal and a feeder, extends up the Swatara northward to Pine Grove in Schuylkill county, from which rail roads are made to the coal mines of that region. Near the gap by which the Swatara passes through the Blue mountain, a large dam is constructed which forms a pool or reservoir several miles in extent. The feeder on the Swatara being lower than the sum- mit level of the canal near Lebanon, water wheels have been erected, which are now aided by steam engines, for the purpose of raising the water by forcing pumps, from which it is conducted in a trunk several miles to the main canal. Near the town of Lebanon are also steam works by means of which a partial supply of water is obtained. From the commencement of this canal on the Schuylkill to the summit level is 414 miles ; ascent of lockage 311 feet. The summit level is 7 miles long, and 498} feet above tide water. From this to the Susquehanna is 33¿ miles ; descent 2083 feet. Width of canal 36 feet, depth 4 feet : locks 75 by 8} feet. Length of canal 82 miles.
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