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 20
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The Susquehanna or Tide Water Canal is partly in Pennsylva- nia, commencing at Wrightsville, opposite Columbia, and con- tinuing down the west side of the Susquehanna river to Havre de Grace in Maryland. By means of this canal a communication is effected between the eastern division of the Pennsylvania canal and the tide water of Chesapeake Bay. Canal 50 feet wide, 5 feet deep ; locks with double chamber, admitting the passage of two boats at the same time, or of a raft 170 feet long and 16 wide. Length 45 miles : descent 233 feet.
Conestoga Navigation, a series of dams and locks on Conestoga creek, from the city of Lancaster to the Susquehanna river. Locks 100 by 22 feet : length of navigation 18 miles : descent 62 feet.
Codorus Navigation, an improvement by dams, locks and canals 14
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GEOGRAPHY OF PENNSYLVANIA.
on Codorus creek, from the borough of York to the Susquehanna river. Length 11 miles.
Bald Eagle and Spring Creek Navigation, from the West branch State canal at Lock Haven in Clinton county, up the Bald Eagle and Spring creeks to Bellefonte in Centre county. Length 25 miles, 19 of which are finished. Lockage 183 feet.
Monongahela Navigation, an improvement extending up that river to the Virginia line : unfinished. Length about 40 miles.
Mahoning Canal, 8 miles of which are in Pennsylvania, extends from the Beaver division of the State canal, near Newcastle in Mercer county, up the valley of Mahoning river into the State of Ohio, and connects with the Ohio and Erie canal at Akron in Portage county, Ohio. Length 85 miles.
RAIL ROADS. In the city of Philadelphia and the incorporated districts adjoining, there are several short rail roads laid for the purpose of connecting the larger works of this kind which ap- proach the city in different directions, and to distribute their con- veniences and advantages of business more widely over the city and districts.
City Rail Road extends on Broad street from the Columbia rail road at Vine, to the Southwark rail road at Cedar or South street, one mile; with a branch down Market street from Broad to Third street, and thence down Third and Dock streets to the city warehouses near Dock street wharf. Length 1} mile.
Southneark Rail Road, from the City rail road at South street down Broad to Prime street, and thence by the latter to the Dela- ware above the Navy yard; nearly two miles. A branch of this road, half' a mile in length, extends up Swanson to Cedar street near the wharf.
Northern Liberties and Penn Township Rail Road branches from the Columbia rail road and passes down Willow street to the Delaware, connecting with the Germantown and Norristown, and also with the Philadelphia and Trenton rail roads. Length 14 mile.
Philadelphia and Trenton Rail Road extends from Philadelphia by Frankford, Holmesburg and Bristol, to Morrisville, opposite Trenton, on the Delaware. Rails are laid across the bridge into Trenton, forming a communication with the rail road from Tren- ton to New York. Length about 28 miles.
Philadelphia and Wilmington Rail Road connects with the South- wark rail road at Broad and Prime streets in Philadelphia, crosses the Schuylkill by a viaduct at Gray's ferry, passes through Ches- ter in Delaware county to the state line, and thence to Wilmington in the state of Delaware, where it joins the Wilmington and Sus- quehanna rail road to Baltimore. Length 27 miles.
Philadelphia, Germantown and Norristown Rail Road, 17 miles in length, extends on the eastern side of Schuylkill, by Manayunk, to Norristown in Montgomery county. About three miles from the city, a branch leaves this road and proceeds to Germantown, 3 miles.
West Philadelphia Rail Road, undertaken with a view to avoid
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the inclined plane on the Columbia rail road west of Schuylkill, extends from that river opposite the city, below Market street, north-westward, uniting with the Columbia rail road about 8 miles from the Schuylkill. It remains in an unfinished state. The highest grade is nearly 57, and the average grade 43 feet per mile.
Valley Rail Road, from the Philadelphia and Reading rail road on the west side of Schuylkill, near Norristown, up the valley, to intersect the Philadelphia and Columbia rail road cast of Down- ingtown, about 31 miles from the city. Length 20 miles. Maxi. mum grade 352 feet per mile. Road unfinished.
West Chester Rail Road, extends from a point on the Philadel phia and Columbia rail road, 22 miles from the city, to West Chester, about 10 miles.
Philadelphia and Reading Rail Road, connects with the Colum bia rail road, at the foot of the inclined plane, on the west side of Schuylkill near Philadelphia, and thence extends up that river, by Reading, to Pottsville in Schuylkill county, thus opening a line of communication between Philadelphia and the Schuylkill coal region. Being connected with the rail roads which extend from the various mining districts to the river, it will afford a means for the conveyance of coal to the city at all seasons. The whole line, from Pottsville to Philadelphia, is composed of levels and descend ing grades, which gives great advantages to the descending trans portation. A locomotive engine of II tons weight has conveyed from Reading to the Columbia rail road near Philadelphia, at a single load, 101 cars with a gross burden of 423 tons, at an average speed of JO miles to the hour. A part of this load consisted of 2002 barrels of flour, weighing 190 tons. There are three tunnels on this road : one at Flat Rock, 8 miles from the city, 960 feet in length; another near Phomixville of 1932 feet; and the third near Port Clinton, 1600 feet. Near the second tunnel, about 30 miles from Philadelphia, the road crosses to the east side of the river by a neat and well built viaduct, 288 feet in length and 24 feet above the water. Length from the Columbia rail road to Reading 54 miles: from Reading to Pottsville 36 miles. A branch, 5 miles in length, designed for the transportation of coal to the Delaware, leaves this road at the Falls of Schuylkill and crosses eastward to the Delaware river at Richmond, about three miles above Phila- delphia.
Little Schuylkill Rail Road. From Port Clinton, at the junction of the two main branches of Schuylkill above the Blue mountain, this road extends up the Little Schuylkill to the Tamaqua coal mines, near the south side of the Broad mountain. Ascent 406 feet: length 23 miles.
Mine Hill and Schuylkill Haven Rail Road, extends from Schuylkill Haven, up the West Branch of Schuylkill, to the coal mines in the neighbourhood of Mine Hill. Length of road and branches, 20 miles.
Mount Curbmm Rail Road, begins at Mount Carbon, a mile below Pottsville, passes by that town up Norwegian creek to the
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GEOGRAPHY OF PENNSYLVANIA.
commencement of the Danville and Pottsville rail road, and thence extends by branches to several coal mines. Length 7 miles.
Schuylkill Valley Rail Road, commences at Port Carbon, where the Schuylkill navigation terminates, and passes up the Schuylkill through the coal region to Tuscarora, a distance of 10 miles. It has many branches, extending to various coal mines, the collective length of which is 12 or 15 miles.
Mill Creek Rail Road, from Port Carbon to the mines about Mill creek, 4 miles, with branches amounting to 5 miles.
Danville and Pottsville Rail Road, leaves the Mount Carbon rail road about 3 miles above Pottsville, crosses the Broad Mountain by a summit 1014 feet above the level of the Susquehanna at Sunbury, and continues across the valley of Mahanoy creek, and over the dividing ridge between that stream and Shamokin creek, down which it proceeds to Sunbury on the Susquehanna. On this road there is a tunnel 700 feet long, and seven inclined planes, one of which is 1650 feet in length, with a rise of 345 feet. Chain cables are used on these planes instead of ropes. The eastern section of this road is completed to Girardville, 14 miles from Pottsville. A tunnel 2500 feet long has been cut through Bear Ridge, on the Girard estate, for the purpose of obtaining coal. The western section of the road is completed from Sunbury, 21 miles, to the new town of Shamokin, where there are extensive coal mines, and a furnace for smelting iron with anthracite. Total length 44} miles. A branch, 7 miles in length, is contemplated to be made to Danville, on the North branch of Susquehanna.
Little Schuylkill and Susquehanna, or Catawissa Rail Road, extends from the termination of the Little Schuylkill rail road at Tamaqua, across the dividing ridge between the waters of Little Schuylkill and Catawissa creek, and thence down the valley of the latter stream to the town of Catawissa on the North branch of Susquehanna, about 35 miles. This road is unfinished.
It is proposed to extend it from Catawissa to Williamsport in Lycoming county. A branch, 12 miles in length, extends from this road near the summit north of Tamaqua, down the valley of Quakake, to the Beaver meadow rail road near the Lehigh.
Mauch Chunk Rail Road, from the coal landing at Mauch Chunk to the summit mines, 9 miles. Ascent 936 feet; highest grade 133 feet per mile. There is also a rail road of 5} miles, from Mauch Chunk to the company's coal mines on Room Run. Ascent 534 feet.
Beaver Meadow Rail Road, from Parryville on the Lehigh, 6 miles below Mauch Chunk, up the river to the mouth of Quakake creek, and thence up that stream to the Beaver meadow mines; 20 miles.
Hazelton Rail Road, branches off from the Beaver meadow road and leads to the coal mines near Hazelton; 8 miles.
Lehigh and Susquehanna Rail Road, constructed by the Lehigh Coal and Navigation Company, from Whitehaven on the Lehigh to Wilkesbarre on the Susquehanna, where it connects with the
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North Branch Canal. It has one tunnel and three inclined planes. Length 193 miles.
Carbondale and Honesdale Rail Road, connected with the Hud- son and Delaware canal navigation on the Lackawana, extends from Honesdale in Wayne county to the coal mines near Carbon- dale in Luzerne. Length 16} miles. The summit on Moosic mountain, an elevation of 912 feet, is passed by means of inclined planes.
Pine Grove Rail Road, from the Union canal navigation at Pine Grove in Schuylkill county, to the coal mines, 4 miles; to which may be added the Lorberry and Swatara rail roads to other. mines in the same region, 8 miles.
Lykens' Valley Rail Road, from Millerstown on the Susque- hanna, along the north side of Berry's mountain to the Wiconisco coal mines at Bear Gap in Dauphin county. Length 16 miles.
Williamsport and Elmira Rail Road, completed from the West Branch canal at Williamsport, up Lycoming creek to Ralston, 25 miles; and thence to extend northward to Elmira in the State of New York, where it will connect with the Chemung canal. Total length 73} miles.
Blossburg and Corning Rail Road, from the bituminous coal region at Blossburg in Tioga county, to the Chemung canal at Corning in the State of New York; 40 miles; part finished.
Harrisburg and Lancaster Rail Road, leaves the Philadelphia and Columbia rail road near Lancaster, and extends by Mountjoy and Portsmouth to Harrisburg, where it connects with the Cum- berland Valley rail road. Near Elizabethtown is a tunnel of 850 feet. Highest grade, 42 feet to the mile; but generally less than 35. Length 36 miles.
Cumberland Valley Rail Road, commences at Harrisburg, and crossing the Susquehanna, continues westward by Carlisle, New- ville and Shippensburg to Chambersburg in Franklin county. The bridge by which this road crosses the Susquehanna is a beautiful structure, having the rail road laid upon the flat roof, with carriage ways beneath. Length of road 52 miles. A route for a rail road to connect with this, and to extend from Chambers- burg to Pittsburg, has been surveyed.
Franklin Rail Road, connects with the Cumberland Valley rail road at Chambersburg, and thence proceeds southward by Green- castle to the state line, which it crosses and extends to Hagerstown in Maryland. Length about 20 miles. It is intended to continue this road to the Potomac, to intersect the Chesapeake and Ohio canal.
York and Wrightsville Rail Road, extends from the western termination of the Philadelphia and Columbia rail road, across the Susquehanna to Wrightsville, and thence westward to York, 13 miles, where it intersects the Baltimore and Susquehanna rail road. It is proposed to continue this road to Gettysburg in Adams county.
Baltimore and Susquehanna Rail Road, proceeds southward from York, up the valley of Codorus creek to the Maryland 14*
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GEOGRAPHY OF PENNSYLVANIA.
line 18 miles, and continues thence to Baltimore. Whole length, 56 miles.
Summary.
Length of State canals 848 miles. | Length of State rail roads 118 miles.
of Company canals 432 66
"' of Company rail roads 602
Total length of canals 1280 miles.
" of private rail roads to mines, &c. - 75
Total length of rail roads 795 miles.
Turnpike Roads and Bridges .- Pennsylvania is distinguished for the number and excellence of her turnpike roads, which tra- verse the surface of the State in every direction, and extend their several branches to the most remote districts. They have been nearly all constructed by incorporated companies, and though few of them have ever yielded dividends equal to the interest on the cost of construction, and most of them little more than sufficient to keep them in repair, yet they should not be considered as an improvident and wasteful expenditure of capital. The advantages resulting to those portions of the State which they connect and through which they pass, from increased facilities of travelling and the transportation of produce and merchandise, the additional value which they consequently give to the lands adjacent to them, the easy and direct communication afforded by their means be- tween different sections of the country, previously separated by impassable mountains or impenetrable wilderness, have altogether far exceeded in value the cost of all the turnpikes in Pennsylvania.
These roads are usually constructed of a bed of broken stone, from one to two feet thick, having a convex surface so as to per- mit the water to drain off freely, and sufficiently wide to allow the passage of two or three carriages abreast. On each side of this artificial road is another track, commonly called the summer road, which is made on the natural soil, and being generally smoother than the stoned road, is usually preferred when the ground is dry. On the steep mountain sides the turnpikes ascend by a winding series of regularly graded slopes, seldom exceeding three or four degrees, no angle exceeding five degrees being permitted by law.
The durability and smoothness of a turnpike depends much upon the kind of stone with which it is made. Those rocks which readily disintegrate or crumble by pressure and friction, such as coarse, soft or loosely cemented sandstones, are not well adapted to this purpose. Limestone, when not too soft, makes an excel- lent road if broken small ; and on some of our best turnpikes has been conveyed many miles for making or repairing the roads in districts where other stone, of inferior quality, is convenient and abundant. In general, those rocks which have a compact texture, and are tough rather than hard, if broken sufficiently small to form a compact bed, make the best and most pleasant road.
The Philadelphia and Lancaster turnpike, 62 miles in length, is said to be the first road of this kind undertaken in the United States. It was commenced in 1792 and finished two years after- wards, at a cost of about $465,000. Other turnpikes have since
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INTERNAL IMPROVEMENTS.
been connected with it, forming a continuous line across the State throughout its whole length, from Trenton on the Delaware to the State of Ohio on the west, a distance of nearly 350 miles. Nu- merous other turnpikes intersect this main line, leading off from it in different directions, and again branching out and intersecting others, so as to form a network of communication to every part of the commonwealth, and rendering the most remote districts of comparatively easy access.
The common roads are under the care of supervisors elected by the voters of each township, and are kept in repair by a tax laid upon the inhabitants. It is the custom in many townships for those who prefer it to work on the road to the amount of their tax, Deing duly notified by the supervisor when and where their ser- vices will be required. Bridges over small streams are erected at the expense of the townships; but if the estimated cost of a re- quired bridge appears to be larger than a township should reason- ably bear, the court, grand jury and county commissioners may, on application, direct it to be built by the county.
The number and excellence of the bridges in Pennsylvania is a frequent subject of remark by travellers. It would be useless for us to attempt a particular notice of the vast number erected at the expense of the several counties, over the streams within their limits ; many of them being substantial and well built structures, costing from $20,000 to $50,000. Those across the Delaware, Susquehanna, Allegheny, Monongahela and others of our large streams, amounting in number to 70 or 80, have been mostly built by incorporated companies ; and many of them are so distinguished for excellence of construction and ingenuity of combination, as well as scientific boldness and beauty of design, that it may well be doubted whether any other part of the world can compete with Pennsylvania in the art of building wooden bridges.
What public improvements were recommended by a committee of the Legislature in 1791 ? When was the first act passed on the subject, and what was authorized by it ? What was directed by the act of 1825 ?- And of 1826 ? When was the internal improvement fund established, and of what does it consist ? What was authorized by the law of 1827 ?- Of 1828 ? What is said of the public sentiment then existing in favour of internal im- provements ? Why have these favourable anticipations not been realized ? How was money obtained for the prosecution of the public works ? What at length checked their further extension ? By what means could the state be extricated from embarrassment ? What is said of the benefits derived by the people from the public works ? In what other improvements beside canals and railroads have the funds of the State been invested ? Describe the extent of each of the following divisions of the State canal, and men- tion such other particulars respecting them as you can remember. Dela- ware division. Eastern division. Juniata division. Susquehanna division. North Branch division. North Branch extension. West Branch division. Sinnemahoning extension. Wiconisco canal. Western division. Beaver
division. Erie extension. French creek feeder. What is the extent of the Philadelphia and Columbia rail road ? Describe the Schuylkill viaduct and the inclined plane. What other particulars can you mention of this road ? How is the motive power furnished, and what is said of the loco- motive engines ? Describe the Allegheny Portage R. R. How many in-
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GEOGRAPHY OF PENNSYLVANIA.
clined planes has it, and what is said of them ? How are the cars drawn up and let down the planes ? What is said of the Conemaugh viaduct and the tunnel ? For what purpose was the Gettysburg rail road intended ? Where do the works of the Lehigh Company commence, and what is their extent ? The Lackawaxen canal ? The Schuylkill navigation ? The Union canal ? How is its summit supplied with water ? Describe the Tide water canal. Conestoga navigation. Codorus navigation. Bald Eagle and Spring creek navigation. Monongahela navigation. Mahoning canal. What three rail roads in Philadelphia are mentioned ? Describe the Philadelphia and Trenton rail road. Philadelphia and Wilmington. (And each of the other rail roads mentioned.) What is the total length of State canals ? Of company canals ? Total length of canals in the State ? Of State, company and private rail roads ? What is said of the turnpikes of Pennsylvania ? By whom mostly made ? What have been the advan- tages resulting from them ? How are they constructed ? What kinds of stone are best for making these roads ? What is said of the Philadelphia and Lancaster turnpike ? What line of turnpike extends the whole length of the State ?. How are the common roads kept in repair ?- Small bridges erected ? What is said of the larger bridges across the rivers ?
PART II .- OF THE SEVERAL COUNTIES.
1. ADAMS COUNTY.
THIS county is bounded on the north by Cumberland, east by York, west by Franklin, and south by the State of Maryland. Population, 23,044.
The face of the country is rather hilly. Along the north-western border is the elevated range called the South mountain ; and many hills and ridges of trap rock traverse other parts of the county.
Adams county has no large streams. Marsh creek, Rock creek and other branches of the Monocacy which flow southward into Maryland; and Bermudian and Conewaga, in the eastern part, are the principal creeks. These afford many excellent mill seats, and many of them are used as such : the county may be said to be well watered.
The geological features of this county are diversified. A belt of lime- stone passes through the south-eastern corner, from near Hanover in York county, by Littlestown, nearly to the Maryland line, where it runs to a point, being overlapped by the middle secondary red shale and sandstone. This latter formation prevails over the greatest portion of the county, being broken, however, in many places by ridges and dikes of trap rock, which form rough and rocky hills. In the upper portion of the red shale form- ation, near the base of the South mountain, is a belt of calcareous conglo- merate, similar to the famous variegated Potomac marble, which in some places would yield blocks susceptible of a fine polish. It occurs in great variety and beauty near the village of Fairfield or Millerstown. The South mountain, with its protruding ridges, consists chiefly of a hard white sand- stone, accompanied by a variety of curiously altered rocks, highly interest-
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ADAMS COUNTY.
ing to the scientific geologist. Native copper, together with the blue and green carbonate of this metal, occurs in the South mountain-and epidote, asbestus, zeolite and other minerals are found here. Iron ore occurs in several parts of the county, but is not much used.
The soil is of three kinds, partaking of the nature of the several rock formations. 1. The limestone in the south-eastern part of the county, and a narrow belt near the base of the South moun- tain. This is very productive and well adapted to agriculture. 2. The soil of the red shale formation. Where this red shale has been altered by the influence of the protruded trap rock in its vi- cinity, and changed to a bluish colour, the soil is clayey and heavy, unfavourable to vegetation and not much valued for agri- culture. In low and wet situations, however, it produces tolerable crops of grass. But where the rock retains its natural red colour the soil is more fertile, and with proper improvement and the ju- dicious use of lime and other manures, may be rendered highly productive. In many places, where the rock lies near the surface, the summer crops suffer much from drought. 3. The small patches and belts of soil arising from the disintegration of the trap rocks. This is a good soil, and if well farmed and manured is very productive, being considered nearly equal to that of the lime- stone.
The climate is similar to that of the other southern counties of Pennsylvania. The mean annual temperature is 51.36° Fahren- heit ; that of the winter 290 ; of summer 73º. The thermometer seldom sinks below 0° during winter, or rises higher than 91º or 92° during summer. The greatest cold which has been known to occur here is 23° below 00; and the greatest heat 95° or 960. Winter usually sets in about the middle of December, and spring opens about the middle of March. The maximum temperature occurs near the middle of July, and the minimum about the middle of January.
Gettysburg is the county town, situated rather in the southern part of the county, between Marsh and Rock creeks. It is 114 miles from Philadelphia, 52 from Baltimore, 24 from Chambers- burg, and 32 from Hagerstown. Population 2,000. Its private dwellings are neat and substantial, though not expensive. The court house and public offices are of brick, and sufficiently com- modious for the public business of the county. There are seven churches, which are mostly good buildings : one Presbyterian, one Lutheran, one Union, one Methodist, one Independent, one Roman Catholic and one African. The buildings belonging to the Pennsylvania College, and to the Lutheran Theological Seminary, are large and beautiful edifices, and being favourably situated pre- sent a splendid and imposing appearance.
Adams county contains a number of flourishing villages, the principal of which are Petersburg (York Springs,) Littlestown, Abbottstown, Berlin, Oxford, Fairfield (Millerstown,) Hampton, Hunterstown, Mummasburg and Heidlersburg.
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