The Register of Pennsylvania : devoted to the preservation of facts and documents and every other kind of useful information respecting the state of Pennsylvania, Vol. III, Part 18

Author: Hazard, Samuel, 1784-1870
Publication date: 1828
Publisher: Philadelphia : Printed by W.F. Geddes ;
Number of Pages: 440

USA > Pennsylvania > The Register of Pennsylvania : devoted to the preservation of facts and documents and every other kind of useful information respecting the state of Pennsylvania, Vol. III > Part 18

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the Susquehanna, as far as the Danville bridge, in order to ascertain what facilities or difficulties would present themselves in the way of a connexion with this town.

Extensive parallel surveys and examinations, were made at different points, in determining on the trace above described. These resulted in the conviction, that no other lines crossing the Mahanoy valley were worthy of consideration, besides those a sketch of which has been briefly given above. The results arrived at were, however, far from satisfactory, and it was resolved to trace a line around the sources of the Lesser Mahanoy and Mahanoy creeks, to the head of the Cattawissa, and thence down this stream, to ascertain how far such a line might avoid the objections in those traced.

The experimental lines which were accordingly tra- ced, resulted in the certainty, that from summit C. before mentioned as the most depressed point of the Broad Mountain, a railway is practicable along the Northern slope of that mountain, rising from ten to twenty feet per mile to the head of the Mahanoy creek, and the di- viding ground between this stream and the Little Schuyl- kill; from this point a railway would be carried perfectly level to the most depressed point in the dividing ground, between the Little Schuylkill and the south branch of Cattawissa. Here it must descend 600 feet by inclined planes in something less than four miles, after which it would be carried on a descent, commencing at 273 feet per mile and gradually diminishing to 13 feet per mile at the end of nineteen miles farther; thence to the town of Catawissa, a railway might have a nearly uniform de- scent of 13 feet per mile.

Summary of Preceding Lines.

The whole length of a line commencing at dam No. 1, of the Schuylkill navigation, crossing the Broad moun- tain at the head of Rattling run, the Mahanoy at the forks, and ending at Sunbury, is 46 miles 253 chains.

That of a line crossing the Broad mountain at summit C. and passing thence along the northern slope of the same to the forks of Mahanoy, and thence as preceding line to Sunbury, is 49 miles 70 chains.

That of last described line terminating at Catawissa, is 58 miles 13 chains.

It remains to compare this last line with the most ad- vantageous trace which would cross at the forks of the Mahanoy. This is believed to be decidedly that cross- ing the Broad Mountain at summit C. of course so far corresponding with the line to Catawissa. It will be useless then, in a comparative view, to go farther back than this point.

1st. As to elevation to be overcome. This between letter C. and the summit of the Catawissa line, is 151, 49 feet. Between letter C. and the culminating point, beyond which a line falls to Sunbury, is 445,7 feet; ma- king a difference to trains of wagons going to the Sus- quehanna of 294,21 in favour of the Catawissa route .- To produce going from the Susquehanna to the Schuyl- kill, this difference would be increased, by the differ- ence in elevation between the surface of the North Branch canal, opposite Catawissa, and that of the pool at Sunbury, or by about 36 feet.

2d. As to graduation. The Catawissa route in being adapted to locomotive engines, appears to present itself on very favourable ground. But for a rail road which would be a common highway, and on which horse pow- er would be employed, its advantages in this respect would not counterbalance its increased length.

The merits of a line terminating at or near Danville, have been left out in the preceding comparison. Such a line would not be as advisable for a public highway as the one terminating at Sunbury, in consequence of the amount of stationary power which -would in this case be required on each side of the Shamokin hill .- But were a line of railway executed to Sunbury, it might be advisable to construct a single railway to the North Branch of the Susquehanna river at or near Dan- ville, on which transportation should be effected by in-

CANAL DOCUMENTS.

[JANUARY

dividuals or a company .- The business of the road might in this case be so arranged, as that trains of wagons should be in readiness to leave the Susquehanna at the time that returning trains would reach the foot of the Shamokin hill. The horses might be there unhitched, employed to draw up to the School-house summit in two loads, wagons going to the Schuylkill, and these last in descending into the Shamokin valley be made to lift up returning trains. The horses would then proceed with the trains going to the Schuylkill whilst those returning to' the Susquehanna would run down to the river by their own gravity on a continued inclined plane. The saving in distance by this branch to so much of the trade of the North Branch canal, as might be arrested by the railway where it first touched the river, would be about 18 miles.

It remains to consider the Catawissa valley in its most interesting aspect, not only as a line of communication with the head of the Schuylkill navigation, but as pre- senting in connection with the Little Schuylkill the most direct feasible route from the North Branch of Susque- hanna to Philadelphia, and by way of Quakake valley a very direct route to the Lehigh. Examinations were made of these branches only so far as to settle the gene- ral question of practicability. It having been intended to return to them, in the event of completing in time other surveys which were deemed more important. It would require a more complete examination than was made, and statistical facts of which I am not in posses- sion to determine how far a railway along the Catawissa valley with branches as suggested from its summit, would be justified by the business it would command. That such a railway would command a very considerable trade, and a more extensive and varied business than any other line of railway between the North Branch of the Sus- quehanna and the Delaware there is no doubt.

By its branches it would accommodate much of the anthracite district on the Lehigh, the whole of that on the Little Schuylkill. the Mill creek and the Mahanoy: By the same branches supplies of provisions would be most conveniently and cheaply furnished from the fertile country on the Susquehanna to the mining districts on the waters of the Lehigh and Schuylkill. Produce, which it would be an object to transport quickly to Phi- ladelphia, and the greater part of the returning mer- chandize, would probably be conveyed by the Catawissa valley, and in the event of a temporary interruption in the navigation of the Susquehanna division of Pennsyl- vania canal, this line of railway by offering in such a contingency both the Lehigh and Schuylkill canals, would present a most valuable resource to the trade of the North and West branches.

It should be observed before leaving this subject, that the execution of a line of rail road along the Catawissa creek, need not involve the execution of more than one of its branches in the first instance, and that this rail road might be for the greater part of its length a single rail road. If transportation was effected by locomotive engines, this would be equal to any business which could for some time reasonably be anticipated, and by placing transportation, as in this case it should be placed, in the hands of a company, it would be easy so to regulate the business of the road, as to avoid the meeting of trains of wagons except at fixed crossing places.

From the Catawissa and Little Schuylkill summit, a line of levels was carried, and a critical examination made along the whole of the dividing ground between the North Branch of Susquehanna, and the Lehigh, as far north as the Wilkesbarre and Easton turnpike; and more minute examinations made in relation to two lines of railway which have been proposed, the one by way of Black creek and Little Schuylkill, and the other be- tween Wilkesbarre and the Lehigh. Each of the pro- posed lines presents very great difficulties. An cleva- tion of 1829 feet above tide in the one case, and 1834 feet in. the other, must be overcome. Neither of the routes admits of an advantageous profile, and each would

be very circuitous in proportion to the length of a di- rect line between its points of termination.

The next in order of field duties performed, was an 4 examination of a route by the way of the Nescopeck and Lehigh with a view both to a canal and rail way.

A full examination of the whole dividing country between the North branch of the Susquehanna and the tributaries of the Delaware, commencing at the head of the, Schuylkill, and continued as far north as the sources of the Lehigh; is conclusive of what had been before believed, that no route presents facilities for the construction of a canal deserving of consideration with the exception of the valley of the Nescopeck. One branch of this stream heads within two miles of the Le- high, at the point where the Lehigh affords a sufficient volume of water at all seasons, for a lock and dam na- vigation. Our examinations were commenced at the most depressed point between the two streams, and di- rected in the first instance to ascertaining what supply of water could be commanded on a summit level.

Assuming for our base a level 14 feet Jower, a line was traced up the valley of Wright's creek until the sur- face water of this stream was cut by it; thence across the gently sloping country which separates Wright's creek and Pine run, and crossing this stream was traced around the bluffs of the Lehigh, and up the valley of Bear creek to a point at which this last stream can be conve- niently taken in. These streams were guaged above the points where they were intersected, at a time when they were said to be very low, and at points which ad- mitted of a satisfactory measurement of their volume. They were found to furnish.

Wright's creek, per minute 407.5 cubit feet.

Pine run, per do 201.3

Bear creek per do, 1425.3

On an aggregate supply of 2034.1

This handsome supply of water, with the certainty that it could be materially increased by the construc- tion of reservoirs on Bear creek, (for which very fa- vourable situations present themselves, ) and that the whole volume of the Lehigh might be commanded by a continuation of the feeder line, placed the subject of an adequate supply of water at rest, and returning to BM. S. 1. our point of beginning, the survey of a line of canal was commenced.

A line was traced from BM. S. 1. along the valley of Wright's creek to the Lehigh, and from the same point along the valley of the Nescopeck to a point of junction with the North branch canal 96 feet below the bridge at Berwick. The distance from S. 1. to the Lehigh is 2.23 miles, and descent 209.217 feet. From S. 1. to the North branch canal, the distance is 35,05 miles, and descent 829.284 feet, making the whole length of canal traced 37.28 miles, and the whole fall to be overcome bothı ways 1038.501 feet.

The survey made was altogether topographical, with-" ont any assumption of base lines, which with the limi- ted knowledge previously possessed of the country, must generally have varied from that which would prove most advisable, and have been unnecessarily em- barrassing. A review of the field notes, topographical sketches and slopes of ground, presents the following . as the most advisable profile of a canal.

The summit should be reduced 70 feet by means of a tunnel of 175 poles in length, and a deep cut for a short distance at each end. The Lehigh may in this case be commanded at the mouth of Bear creek by a dam 12 feet high, and a feeder not exceeding 5.12 miles in length. The fall still to be overcome to the Lehigh is 139.217 feet, and the descent to the North branch canal 759.284 feet. The descent to the Lehigh would be effected by locks of ten feet lift with inter- vening basins. At one point, however, (the falls of Wright's creek) three ten foot locks wust be com- bined, (of course double locks resorted to) in conse- quence of the rapid fall in the ground at this place,

CANAL DOCUMENTS.

1829.]

which would render it very difficult to construct basins. On the Susquehanna side of the summit level, contigu- ous locks and basins (in one instance as many as five) may generally be obtained as far as the mouth of the little Nescopeck, without any material accession of ex- pense. Beyond this point it will be necessary often to construct a canal in the bed of the Nescopeck, and eco- nomy will recommend the lowest level which regard to the safety of the canal may admit; of course the fall in this part of the canal must generally be effected by de- tached locks.“

The connexion with the north branch canal, will be made by an aqueduct 1230 feet long, and elevated 20 feet above the water of the river. The difficulties in the construction of a canal arise,

Ist. From rock excavation. The fecder line traeed by us would not certainly be the one adopted in the event of a very material reduction of the summit. But a great deal of rock must necessarily be encountered 'i a feeder line, whatever may be its profile. The tun- nel must be perforated through red sand stone, and a farge proportion of the deep cutting at each end, will 'consist of the same: the lock-pits must generally be excavated in the same kind of rock, and in excavating the intervening basins it will often be found.

Between the western termination of the summit le- vel and the point at which the canal trace crosses the Berwick turnpike, a canal might be formed along the rocky declivities which frequently present themselves, by embankment. It will be judicious, however, in such cases to encounter much rock In preference to forming the canal entirely or in a very great degree on steep slopes.

2dly. In long stretche sof embankment and slope wall. Between the summit level and Berwick Turnpike the sections of a canal would be often combined excavation and embankment; but below this point, the concave shores of the Nescopeck creek present every where either perpendicular cliffs, or a naked surface of rock. As far as the mouth of Black creek, a canal would be formed most conveniently at such points, by excavating a new channel for the Nescopeck in the opposite flats, occupying its bed, and protecting this natural canal by an embankment and slope wall, of sufficient height to guard against the freshes of the creek. Below the mouth of Black creek, the increased width of the Nes- copeck will render it necessary to form the canal un- der similar circumstances, by embanking in the channel of the creek. The earth for this purpose will be ge- nerally obtained from the opposite flats, and though they in a great degree consist of sand, with a very slight mixture of loam, will be sufficient for forming a canal, provided a due degree of weight be given to an embankment. This would be most advantageously fur- nished by constructing the outside of the embankment of loose rock presenting a larger, or smaller cross 'scc- tion in proportion to the height of the bank. On this loose rock a slope wall would rest, and the inner part of the bank would be secured against abrasion by a pavement.

3dly. In the connexion with the North Branch canal. The aqueduct contemplated for this purpose, would consist of arches of timber supporting a wooden trunk, and resting on stone piers. The piers of such a struc- ture should be crected of large and well jointed stone, secured by carefully breaking joints, and occasional cramps. The wooden superstructure must necessarily be framed in the strongest manner, and will involve a considerable expense in iron bands and bolts.

A dam and tow-bridge by which it has been proposed to form this connexion, would not be advisable for the following reasons.

tion to what it wanted of this height, and to the activity of trade on the Nescopeck line, and would be therefore inadvisable.

How far such a dam would effect the line of canal, or the river flats, above Berwick, I am possessed of no facts to determine. It would certainly present the fol- lowing disadvantages.

The Berwick bridge would be endangered from ac- cumulations of drift wood and ice against its arches; the entrance to the North Branch canal would require an expensive guard lock and protection walls, spacious locks must be placed in the dam to pass arks and rafts. The expense of lockage on the Nescopeck canal be in- creased by a lift of 8 feet, and the amount of lockage to boats passing from the Nescopeck up the North branch canal, or descending the North branch and entering the Nescopeck canal be augmented 16 feet.

It remains to mention the most formidable obstacle in the way of the canal. This is unquestionably the lock- age. In addition to the rise in the Nescopeck valley, and the fall from the summit level to the Lehigh, that of this last stream between Wright's creek and Mauch Chunk (597 feet) is to be added in estimating the cost and comparative value of this route.

The field notes and topographical sketches taken with a view to a canal, furnish, also, the facilities and difficulties of the Nescopeck and Lehigh route, with a view to a rail road. In a more depressed. summit than that of any other route, it certainly presents one impor- tant advantage, which is counterbalanced.

1st. By the difficulties arising from frequent cliffs of rock on the Lehigh, and the lower part of the Nesco- peck. This circumstance combined with the irregular fall in the latter stream, would render the grading of a rail road along a considerable portion of the route a mnat- ter of much difficulty.

2d. By the indirectness of the route, whether in rela- tion to the North, or West branch of the Susquehanna.

It will be observed, on reference to the map of Penn- sylvania, that after having arrived by a rail-way at the mouth of Wright's creek, we are within 13 miles of the borough of Wilkesbarre. Produce then, descending the Susquehanna river, or North branch canal, must tra- vel to Berwick by the canal or river, and 37 28-100 miles additional by a rail-way, tò attain a point which it could reach in about 15 miles, by a well graded turnpike road. An ordinary turnpike would under such circum- stances compete very advantageously with a rail-way, and at any rate the advantages of the latter improve- ment would not be sufficiently decided to justify its being made. -

In relation to the West Branch trade a line by way of the Nescopeck valley would be about 18 miles longer than one by way of Catawissa creek.

These remarks apply also to the proposed Nescopeck and Lehigh canal, with the difference only in favour of the canal as a superior improvement, and that it avoids a change in the mode of conveyance.

The field labours of the season were concluded by examinations, with a view to a connexion between Broadhead's -creek and the Lackawanna. It has been thought that such a connexion might be effected either by a canal or rail-way, by two routes. The one passing up the valley of Roaring Brook, crossing the Lehigh and Tobyhanna rivers, near their source, and descending abruptly from the table land in which these streams rise to the valley of Broadhead's creek. The second leaving the valley of Roaring brook at a point where it ap- proaches the west branch of Waullenpaupack, crossing the dividing ridge between the two streams, and after- wards retaining a level until a descent can be effected into the Broadhead's creek valley.

.The result of the examinations made with regard to the first route was unfavourable. A great elevation, (1900 feet above tide) must be.overcome, and much difficulty encountered in crossing the Lehigh and Toby . It would require a dam 17 feet high, or one which would raise the surface of the river 143 feet, at the Ber- wick bridge, to place it on a level with the lower level of the canal at this place. A dam lower than this would operate as a drain on the North branch canal, in propor- hanna rivers. A considerable fall of snow which oc-

GREENE COUNTY.

EJANUARY

curred when the levels had progressed to within a short distance of Mr. H. W. Drinker's, prevented any exami- nations being made with instruments, with a view to the second route. A reconnoissance of a part of the. ground necessarily to be traversed, made in company with Col. Porter of Easton, Judge Coolbaugh and Mr. Drinker, commissioners under the act incorporating the Delaware and Susquehanna canal and rail road company was not as satisfactory as had been hoped. It is believed. however, by the commissioners, and it is. thought very probable, that the elevation to be overcome by this route would not be within 300 feet of that to be overcome by a route crossing at the head of the Lehigh. Other opi- nions of these gentlemen are explained in a letter to the undersigned, which is herewith annexed.

All which is respectfully submitted.

MONCURE ROBINSON, Civil Engineer.

Philadelphia, Dec. 4, 1828.

We lately addressed a circular letter to gentlemen in each county town in the state, requesting informa- tion relative to the interior, and are much gratified in receiving.already,communications from several in reply. One was presented in a late number, and we have now the pleasure to insert 3 more-one from a gentleman in Adams, another from Green county, and the third from Jefferson county; and we hope soon to be favored with similar information from the other counties addressed. .

GREENE COUNTY.

Greene county, originally included in that of Washing- ton, was erected and organised on the ninth day of Fe- bruary, 1796, and is bounded by the county of Washing- ton on the north, by the river Monongahela on the east, and by the state line between Pennsylvania and Vir- ginia on the south and west, nearly 40 miles in length, and 24 in breadth. The territory of this county is of a kind greatly diversified, from the most fertile vallies to the poorest ridges; it is delightfully watered by streams of the most beautiful kind; no country on earth can be better watered with streams and fountains, of the purest kind. Its principal streams are in number six, namely, Dunkard, Big Whitely, Little Whitely, Muddy, and Ten Mile creeks, all which empty into the Monongahela river, and Wheeling creek, which empties into the Ohio at Wheelingtown; all those streams, together with Fish creek, which also empties into the Ohio, are of the largest size of streams under the denomination of creeks, take their rise and issue from the hills in the western part of this county, and not far from each other. In the vicinity of those streams, and along their meanderings, are some of the most delightful vallies in Pennsylvania, abounding in the most luxuriant vegetation; until lately covered with timber of every description known in Penn- sylvania, of a most magnificent growth, and not long since the retreat of the solitary Indian, and beasts of the forest, but at present the charming abode of as enter- prising and strong minded a race of men as belongs to the state, not entrammelled with unnecessary forms or ceremonies, either in their religious or civil duties; their minds partake of and are strongly imbued with those principles of rational liberty which such a state is calcu- lated to produce. The population of this county, al- though in their manners apparently rough and uncouth, are, in general, possessed of masculine strength of un- derstanding, sentiments of the most extended hospitali- ty, feelings of the purest benevolence, and without any formality or pomp would seem to comprehend and un- derstand their rights and duties almost intuitively. Be- tween the streams, all of which run east and west, and after leaving the vallics, the country rises into ridges, covered with immense quantities of timber of the most valuable kind; the northern sides of those ridges are

composed of a deep and rich soil capable of producing corn and grass to a most bountiful extent; the southern sides not so rich or so fertile, but better calculated for wheat or rye. The western part of this county might be considered too hilly for an agricultural country, but, no doubt, (at a day not far distant) will afford extensive profits to the herdsman and cultivator of the vine. Few counties of the same extent and population produce and send to márket larger quantities of stock of every de- scription: this appears to be the most profitable mode of farming in this county, to convert as much of the land as practicable into meadow and pasture for the raising of stock, which. can be taken to market at a small ex- pense; and to this method the farmers of this county have generally turned their attention ; but when our Baltimore and Ohio rail road, and Chesapeake and Ohio canal come to be completed, a different system may be adopted. Greene county has no iron works, at present, in operation within its limits, formerly both a forge and furnace were in operation near the mouth of Ten Mile Creek, but, from some cause unknown to the writer, have been suffered to go to decay. Iron ore is said to abound both on Dunkard and Ten Mile, but as iron works are numerous in the neighbouring county of Fa- yette, the people of this county have sustained no incon- venience from the want of an iron making establish- ment within her own borders; hence, probably, the cause of none existing in this county. A very large and extensive woollen factory in Clarksville, near the mouth of Ten Mile creek. was in full operation during the late war, and for some time afterwards, but for some years back has languished and declined: lately, how- ever, it has changed masters, and seems to have started with fresh vigour, and under the auspices of a judicious tariff, is likely to prosper. On all the different creeks are mills and other machinery (some of the first rate) sufficient for all the purposes of the county.

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The Register of Pennsylvania : devoted to the preservation of facts and documents and every other kind of useful information respecting the state of Pennsylvania, Vol. III, Part 18

Author: Hazard, Samuel, 1784-1870 Publication date: 1828 Publisher: Philadelphia : Printed by W.F. Geddes ; Number of Pages: 440

Author: Hazard, Samuel, 1784-1870
Publication date: 1828
Publisher: Philadelphia : Printed by W.F. Geddes ;
Number of Pages: 440