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 21
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These statements furnished by the report, present the most flattering prospects of the revenue the state will derive from the Columbia and Philadelphia rail road, and add fresh inducements to accelerate its construction. Surely it cannot be seriously asked of this state, encoun- tering so large an expenditure to construct the work, to part with so large an amount of revenue; for most certainly it is openly avowed in the report, that the Baltimore and Susquehanna rail road, if constructed, would inevitably enjoy the trade intended to be con- ducted on the rail road to Philadelphia.
Nor is this all that is asked of the state to give away. It has long been a subject of complaint by the city of Baltimore, that the citizens of this state, who carry their produce to its market, invest the proceeds of the sale of that produce in purchasing merchandise in Philadelphia -attracted there, no doubt, by a better market. This trade is a rich prize coveted by the city of Baltimore, and which it is one object of the Baltimore and Susque- hanna rail road to secure to that city.
"The remaining 1170 arks were ladened principally Far be it from the committee to censure or condemn with flour and whiskey for the Baltimore market, and | the vigorous efforts and enterprise of the state of Mary-
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CANAL DOCUMENTS.
[JANUARY
land to secure to the city of Baltimore the great and in- creasing trade of the Union. In their opinion they are the offspring of an enlightened and commendable policy. Is it not then equally a wise and commendable policy in the state of Pennsylvania to direct the trade of its own state to its own commercial city, with the happy locality of being enabled to give it that direction within its own territory? It is a part of the Pennsylvania system of in- ternal improvement, and your committee are not aware' of the occurrence of any untoward circumstance to pro- duce a change of that system.
The citizens of York, who are so desirous of availing themselves of the advantages which they propose to reap, by having the whole trade destined to be transport- ed on the Pennsylvania canals to pass through its terri- tory, can offer no equivalent for the losses every other part of the state would suffer from giving its trade such a direction; and they cannot, therefore, with any justice, complain of the refusal of the state to grant the prayer of their petitioners.
Nor can the citizens of Baltimore have any just cause of complaint at the refusal of this state to make so great a sacrifice of interests to contribute to the advancement of their prosperity. An occasion is fresh in the recol- lection of the members of this body, when, on a favour being asked of the legislature of this state by the citizens of Baltimore, as a condition of granting it, a favour was asked of them in return, which was peremptorily refused. When the Ohio and Baltimore rail road company pre- sented their magnificent scheme of improvement to this body, and asked of the legislature of this state permis- sion to pass through the territory of Pennsylvania, with a view to construct a rail road to the Ohio to intercept the trade of that immense region and conduct it to the city of Baltimore, it will be recollected that in this body a condition was proposed to the grant of this privilege, viz. that the Baltimore and Ohio rail road company should secure to this state the right of intersecting their rail road at any point in the state of Maryland. When this condition had received the sanction of this body the commissioners of the Baltimore and Ohio rail road who attended here to urge their claims, indignantly refused to accept an act of the legislature of the state, with a condition which they alleged would be utterly destruc- tive of their whole project. The arguments they pre- sented in justification of their refusal to accept an act with such a condition, were-that their project was in- tended exclusively for the benefit of the city of Balti- more, that the immense expenditure which the execut- tion of so stupendous a work would involve was to be defrayed by the citizens of Baltimore and. the state of Maryland; that if the privilege was granted by the com- pany to this state to intersect the Baltimore and Ohio rail road at any point within the territory of Maryland, it would put it in the power of the city of Philadelphia, at a trifling expense, to reap all the benefits of their im- provement, made with their money, at an enormous ex- pense, and thus to deprive Baltimore of that very trade which it was the object of the rail road to conduct to the city; and that rather than submit to such a condition, which would be destructive of their project, they would avoid the territory of Pennsylvania, and pursue a devious course through the state of Virginia. At a sub- sequent session, the legislature, yielding no doubt con- viction to these arguments, and believing that it might be unreasonable to require of the Baltimore and Ohio rail road company to give to this state a right of inter- secting their improvement, which would, according to their representations, enable this state to reap the fruits of their labours and expenditures, gave its assent to the company to pass their rail road through the territory of Pennsylvania, without reserving as a condition of this assent the right of intersection, so obnoxious to the com- pany. This condition may be considered in some de- gree analogous to the present application to the legisla- ture to give its assent to the act incorporating the Balti- more and Susquehanna rail road company, with some
circumstances more favourable in the contrast to this state, to whom the application is made.
The case may be stated thus: The state of Pennsylva- nia has projected, and is now carrying into execution, an enlarged and comprehensive system of internal im- provement, designed to furnish to its citizens the advan- tage of a cheap transportation and an easy access to market; and to make its own city that market; to fos- ter its commerce, which, ever grateful, repays the fa- vours conferred on it, and this great work, involving an immense expenditure, is to be constructed at the ex- pense of the state; and it is asked of the legislature to give to a rival city the privilege of intersecting these great improvements at a point within its own territory, for the purpose of conducting the trade from Philadel- phia to Baltimore, to enable that city to reap the benefits of the system of internal improvement executed at the expense of this state, and to deprive the state of the re- venue derived from the trade of its own commercial city, and of the large amount of tolls which it is confi- dently anticipated will be derived from the great line of communication from Middletown to the city of Phila- delphia.
The city of Baltimore having refused then to this state the right of intersecting within its territory a great line of communication projected by that city, for the pur- pose of directing to it the trade of the union, most cer- tainly can have no just cause of complaint, at the refusal of this state to give to that city the right of intersecting its great improvements within the territory of Penn- sylvania, for the avowed purpose of drawing to Balti- more the trade destined to be conducted to the city of Philadelphia.
From every view of the subject which your committee have been able to take, having a proper regard for the interests of the commonwealth, and a sincere disposition to accommodate the inhabitants of York, they can ar- rive at no other conclusion than that it would be doing an act of injustice to a large portion of the citizens of the state, and an injury to the interests of the state, to grant the act prayed for by the petitioners. They therefore offer the following resolution:
Resolved, That to give the assent of this state to the act of the general assembly of Maryland, incorporating the Baltimore and Susquehanna rail road company, would be doing injustice to a large portion of the citi zens of this commonwealth, and an injury to the inter- ests of the state, and it would be therefore inexpcdient to grant the prayer of the petitioners.
PENNSYLVANIA CANAL DOCUMENTS. Report of MONCURE ROBINSON, Civil Engineer, on the Susquehannah and Lehigh Canal.
TO THE CANAL COMMISSIONERS OF PENNSYLVANIA. Gentlemen,
I have the honour, in continuation of my report* presented on the 5th ultimo, to offer to your honourable Board a more minute description, and an estimate, of the proposed Susquehanna and Lehigh Canal, accom- panied by a plan and profile of the same. It has been found on laying down the lines traced along the Nesco- pec valley, that the length of a canal as stated in the report above mentioned, might be reduced as much as 3 2-3 miles, by five tunnels, varying in length from fifty to one hundred and five poles, and two crossings of the Nescopec. These changes are delineated in the plan herewith presented. In two cases, they would not it is believed be attended with a material accession of ex- pense, and the inconveniences of tunnels and an in- creased expense might perhaps be justified in the other cases by the reduction in the length of the canal. These modifications of the line are therefore mentioned as subjects to which the attention of a locating engineer should be directed in the event of an execution of the work.
* See Register, p. 54,
69
CANAL DOCUMENTS.
1829.]
The following estimate is submitted for a canal on the . line traced in carmine in the map. The dimensions as- sumed, 40 feet wide at top-water mark, 25 feet wide at bottom, and five feet deep; locks as on the Delaware division of Pennsylvania Canal, 90 feet by 11 in the clear; to be constructed of substantial masonry lined with plank. The lining so arranged as to admit of being removed and replaced without deranging the ma- sonry, except where stone favourable to hammering can be had, in which case the lining to be dispensed with, and a hammered face laid in water-proof cement to be adopted in its stead.
SECTION 1st. From the Lehigh to No. 7-576,6 poles long.
This section commences at the Lehigh five perches below the mouth of Wright's creek. One hundred and thirty poles of the section present favourable ground for a canal. A large part of the remaining distance is on rocky and unfavourable ground, at the foot of Maple Ridge. It will be judicious, in this part of the section, so to adjust base lines, as to afford but little excavation. This, however, must be encountered at locks, and at the head of levels, and will generally prove to be rock, at a depth of 12 or 15 inches. Near the end of this sec- tion the feeder from the Lehigh is received.
The estimate for this item is made for a feeder having a bottom width of 14 feet as far as Pine Run, and thence to the Lehigh, at the mouth of Bear creek, of 10 feet, a fall of one foot per mile; and banks 53 feet high. The ground for an estimate has been considered as present- ing similar difficulties with that over which an experi- mental feeder line was traced. This may or may not be the case, as the great reduction in the summit level would place a feeder line much nearer to the Lehigh than that traced. This particular item may therefore be considered as doubtful.
Grubbing and clearing 768 75
11,539 yards excavation at 10 cents 1153 90 30,432 do. do. a 13 cents - 25,214 do. do a 13 cents 3277 82 3956 16 80,330 yards of embankment, a 16 cents 12852 80 - 10 feet culvert across Yager run 737 50
20,033 yards embankment a 16 cents 3202 28
3740 yards rock excavation, a 60 cents 2244 00 6728 40
9612 do. do. do.
a 70 cents
3100 yards lining, a 25 cents 775 00
3680 yards puddle a 40 cents 1472 00
273 00
5 feet culvert, containing 130 yards, a $2 10 Waste weirs
576 00
Feeder line, including dam across Lehigh, wastes at Wright's creek and Pine run, guard gates, and basin at junction with canal
18860 00
Bridge
200 00
13 loeks of 10 feet lift, and one of 9 feet. a 450 dollars 62550 00
Additional cost of 3 combined locks, a $300 9000 00
3 Tenements for lock keepers 600 00
111,681 15
SECTION 2d.
From No. 7 on Lehigh side of summit, to No. 10 on Sus- quehanna side; 326,9 poles long as traced, but may be reduced by the tunnel to 309,6 poles.
This section comprises only the tunnel and deep cut- ting on summit level. The estimate for rock excavation encountered in each is made for sand-stone of the same character throughout-and the expense of its excava- tion increased of course only by the additional expense of removal from greater depths, and to a greater dis- tance.
Grubbing and clearing - 370 00
15391 yards of excavation, a 15 cents 2308 65
6935 do. do. a 25 cents 1733 75
17330 yards rock excavation, a 1 dollar - 17330 00 8082 yards do .. a $1 20 9698 40
Tunnel. 175 poles or 2887.5 feet long, Greatest width 18 feet-greatest height 16 feet.
Excavation-9 cubic yards, per running foot a $2 40 cts - 62,370 00
Excavation of shafts, and con- neetions with tunnel for rais- ing excavated stone, 690 cubic yards, a $2 30 cts -
1,587 00
Raising water and draining Centering
4,350 00 450 00
Arching and lining partially 1450 running feet of tunnel, and ex- cavating for same, 2 cubic yards per running foot: lining' being dressed to good beds and joints, and laid in water-proof cement, a $5 75 cts. per yard 16,675 00
Masonry of towing path, large hammered stone substantially coped and secured to rock, 1443 cubic yards, a $3 75 per yard - 5,411 25
Masonry at entrances to tunnel, 205 cubic yards, a $3 per yd. 615 00
Aggregate
91,458 25
91,458 25
122,899 05
SECTION, 3d.
From No. 10 to No. 47-905,8 poles.
This section is along the northern slope of Maple Ridge, which is frequently steep and rocky. To avoid excessive rock excavation, the line is thrown often into embankment. The amount of this last is increased by that necessary to pass Yager run, which is crossed by the line in this section.
Grubbing and clearing . 1472 00
36,400 yards excavation, a 11 cents - · 4004 00
Puddling on do. 32 00
12,571 yards of rock excavation, a 60 cents Waste weirs 7542 60 576 00
9 locks of 10 and one of 8 feet lift at $450 44100 00
3 tenements 600 00
75,873 56
SECTION 4th. From No. 47 to No. 99-1372,4 poles long.
This section continues along the northern slope of Yager mountain, which is sometimes very rocky. It will be necessary to form a canal by partial rock exca- vation and embankment. Sometimes the mountain slope is of loose rock, and steep, in which case it will be most judicious to form the canal of those loose stones and line it. Occasional spurs and hollows increase the amount both of excavation and embankment:
Grubbing and clearing 2172 00
46,720 yards of excavation, a 14 cents 6540 80
56,901 yards do. often small rock, a 20 cts. 11380 20 4216 yards of rock excavation, a 60 cents, 2529 60
7825 do. do a 70 cents, 5477 50
74365 yards of embankment, a 15 cents, 11154 75
28195 do do. a 20 cents, 5639 00
2558 yards of puddle, a 40 cents 1023 20
12800 yards of lining, a 25 cents 3200 00
Waste weir
288 00
11 locks of 10 feet lift each 49500 00
3 tenements 600 05
99,505 05
SECTION 5TH.
From No, 99 to No. 130-1171,4 poles long .. This section, in the first eighty-five perches, crosses the Nescopec at a point believed to be the most favour-
-
.
70
CANAL DOCUMENTS.
[JANUARY
able for this purpose. The line afterwards continues on ground varying in declivity from 3º to 25°. On either, very gentle slopes, or the steeper portions of the line, a canal would be constructed by excavation, and rock both detached and solid, will be met with. - At one point five perches of vertical wall will be required, and some blasting be encountered. A stream, Wenn's run, subject to considerable rises, is crossed between sta- tions 118 and 119; and in the last sixty perches a point of ground, 18 feet above our base must be cut through, in order to avoid a considerable bend of the creek in this distance.
The same level is maintained throughout this section. 9105 yards rock excavation a 50 cents 4552 50 Grubbing and clearing 548 91 11752 do. do. a 60 cents 7051 20
18,831 yards of excavation, at 11 cents 2071 41
2005 do. (new channel for Nescopec) 10 cts. 200 50 47,658 do. a 13 cents 6195 54
93,435 yards embankment, a 15 cents 14015 25
783 45 1741 yards of slope wall, a 45 cents . Waste weir < 288 00
Six foot culvert at Utlinger's Spring Run - 415 00
Arch of 14 feet span across Panther Run 1460 00
Culvert at Indian Run 10 feet arch, and por- tion under canal of cast iron, in conse-
quence oflow level of canal at this point 1610 00
Puddling over arch at Panther Run and at culverts 82 00
3 bridges, two at $200 each, and one at Ber- wick and Lehigh turnpike. a $300 700 00
8 locks of 10 feet lift each, a $450 36000 00
4 lock tenements 800 00
76,569 85
SECTION 8th.
From No. 216 to 254-1006,9 poles.
With this section commences a marked difference in the character of the Nescopeck valley. The shores of the creek which have been before sloping, become often alluvial bottoms, or abrupt and precipitous cliffs. At the beginning of the section, and at 182 poles farther, (in order to avoid considerable curves in the line where the Nescopec impinges itself against cliffs, ) it will be advisable to construct in the bed of the creek, filling up to bottom, a part of the space between the towing-path and hill. At the other points in the section of a similar cha- racter embankments in the bed ofthe creek, and protec- tion.walls will be preferable. Sometimes these embank- ments will occupy nearly the whole channel of the creek, but in such cases the necessary width for the Nescopeck may be obtained by procuring the materials for the embankments from the opposite flats.
Grubbing and clearing 260 00
66,651 yards of excavation a 13 cts. 8664 63
36,445 yds. of embankment a 17 cts. 6195 65
30,652 yds. of do a 20 cts. 6130 40
3440 do excavation of loose stones a 20 cts. 688 00
1090 do lining a 25 cts. 272 50
8622
do of rock a 55 cts. 4742 10
8375 do of do a 70 cts. 5862 50
4182 do of Vertical Wall a 62 cts.
2592 84
2951 do of protection wall a do
1829 62
Six foot culvert to pass a small stream crossed in course, 336,337 392 50
Puddling on da 25 00
Waste weir
288 00
Two bridges
400 00
13 locks of ten feet lift each a $450 · 58,500 00
5 Tenements
1000 00
87,011 28
SECTION 7th.
From No. 173 to No. 216-1121,9 poles.
9981 58
20,905 do. do. at 16 cents 3344 80
-
2200 00
5500 yards of detached rock, at 40 cents 6751 yards of rock, a 60 cents
4050 60
2 culverts of 9 feet span each, at Spring Run, 952 50
4 foot culvert at Woodring's Run 305 09
Changing course of Woodring's Run -
50 00
Puddling over culverts
53 00
Waste weirs 576 00
Feeder trom Nescopec at Station 161, com- prising guard gate and dam . -
1100 00
3 bridges, 2 for farms, and 1 at Conyngham's mill
650 00
11 locks of 10 feet lift each, a $450 - 49500 00
3 lock tenements, a $200 each -
600 00
.
40 feet span; voussoirs, coping, facing of parapets and abutments, hewn stone; re- mainder of structure, rubble masonry with hammered face
7630 00
3 arches of 9 feet span each across Wenn's
1325 00
run -
Puddling on aqueduct and culvert
90 30
40,702 74
SECTION 6th. From No. 130 to No. 173-1367,9 poles.
This seetion is generally on steep ground, but not rocky as far as No. 150 at Conyngham's Mill. For 205 poles next beyond this stream, the line is carried over an alluvial formation between the Nescopec and Spring Run, which falls gradually to the latter stream, rendering necessary successively extra-excavation, and embank- ment between locks. Two culverts, and a double em- bankment of eighty perches long, are required to pass Spring run. Between this stream and the end of the section, rock evcavation will be encountered, and a cul- vert and low double embankment be required across Woodring's Run.
Grubbing and clearing 501 00
131,468 yards of excavation, at 10 cents 13146 80
71,297 yards of embankment, at 14 cents
515 00
215 yards walling, a 70 cents .
150 50
Waste weir
288 00
Waste weir on wall, (platform and bridge) Crossing Nescopec creek by an aqueduct of
180 00
16,308 yards embankment, a 16 cents
2609 28
4270 yds. excavation, detached rock, a 40 cts. 1708 00 9334 05
16,971 yards rock, a 55 cents
46,957 yards of excavation, a 10 cents - 4695 70
744.20 do. do. a 12 cents 8930 40
16,860 do. do. (deep cut) a 16 cts. 2697 60
countered by such a centre line as would afford within the limits of a canal an amount of materials equal to its construction. Utlinger's Spring Run, Panther Run, and Indian Run, passed in this section, require culverts, and Panther Run a double embankment, forty-eight perches long and 14 feet high. The section ends twelve poles below the Berwick and Lehigh turnpike.
Grubbing and clearing 345 00
97,843 74
SECTION 9th. From No. 254 to 270-975, 8 poles.
The line is traced in the beginning of this section and at four other points along naked and abrupt cliffs of rock. The opposite shore of the creek presents in each instance, a body of alluvial land resting on a foundation of gravel. The most advisable course will be to exca- vate a new channel for the creek foiming with the ma-
This section passes mostly along ground having a de- clivity, frequently as much as 28º, and not often less than 12º. The line was kept as low as it could be without admitting locks of a less lift than 10 feet. The trace adopted, encounters frequently rock excavation; and renders necessary much embankment; but avoids an enormous amount of the former, which would be en -! terials thus obtained a guard bank between the old and
2060 yards lining, a 25 cents
71
CANAL DOCUMENTS.
1829.]
new channel, and converting the former into a secure and capacious canal. It will be necessary to protect the guard banks by very secure pavements or slope walls; the materials for which will be procured partly from the rocky shores of the creek, and partly in excavating new channel. The ground intervening between the points above described, presents in general, ordinary excava- tion and embankment, but occasionally red sand stone. At No. 257 would be a very convenient point to take in water from the Nescopec, the expense of which is there- fore included in the estimate of the section.
Grubbing and clearing 235. 00
19,776 yds. of excavation a 12 cents
2373 12
1775 do of do a 13 cents
230 75
43,218 do of embankment a 14 cents
6050 52
78,976 do . of embankment earth obtained in changing creek channel a 20 cts. 15,795 20
3765 yards of rock excavation a 70 cts. 2635 50
12,698 do of protection wall a 80 cts. 10,158 40
Waste weirs 576 00
3 bridges at $200 each
600 00
Taking in water from Nescopec
520 00
Six locks of ten feet lift each, and one of eight feet, (at No. 257) a $450
30,600 00
Six tenements a 200 dollars 1200 00
70,974 49
SECTION 10th. From No. 279 to No. 291-431,7 poles.
This section passes through George Shelheimer's farm and extends to the forks of Nescopec and Black creek. A canal for nearly the whole length of the section must be formed on the line traced by embankment. A part of this will occupy the bed of the Nescopec and should be protected by a slope wall.
Grubbing and clearing 210 00
5450 yds. of excavation a 12 cents -654 00
54,686 do. of embankment a 15 cts. 8202 90
5824 do. do à 20 cts. 1164 80
1190 do. of rock a 70 cts.
833 00
2366 do. of protection wall a 80 cts.
Bridge
200 00
Waste weir
288 00
4 locks of 10 feet lift each
18000 00
2 tenements
400 00
31,845 50
SECTION 11th. From No. 291 to No. 313-934.5 poles.
This section commences immediately below the junc- tion of Black creek with the Nescopec. For a large part of the section a canal would be formed by embank- ing in the bed of the creek, and guarding by a protec- tion wall. The increased width of the Nescopec for- bidding, except at a single point the appropriation of its whole bed and the forming an entirely new channel. "Triesbaugh's mill stream is passed at 391 perches from the beginning of the section. It will require a 12 foot culvert.
The materials for embanking in the Nescopec in this and the ensuing section, may be procured from the al- luvial lands which offer themselves opposite to each of the difficult points on the stream. The earth they afford is not favourable for heavy embankments, being gene- rally sand, with a very slight mixture of loam. It may however be made to answer, if a part of the bank next the slope wall is formed of rock or large gravel.
A tunnel from No. 304 of this section to a point a few rods beyond No. 317 of the following section, would produce a saving of 470 poles in the length of a canal. This change in the line connected with that proposed in the next section, would very much improve it, and be attended with no material accession of cxpense.
Grubbing and clearing
-
125 00
3024 yds. of excavation a 9 cts. 272 16
12,489 yds. do a 11 cts.
- 1373 79
50,904 yds. of embankment a 12 cts.
- 6108 48
13,378 yds. of do a 16 cts.
2140 48
60,144 yds. of do at 20 cts.
12,028 80
13,301 of protection wall and pave- ment of inner slope of canal a 80 cts. - 10,640 80
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