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 22
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Waste Weir
288 00
Bridge
200 00
Culvert of 12 feet span at Trieshhaugh's Mill stream 975 00
Puddling on do 35 00
5 locks of ten feet lift each a 450 dolls. - 22,500 00
4 tenements
800 00
57,487 51
SECTION 12th.
From No. 313 to No. 339-1206,2 poles.
In this section is presented a case where it would pro- bably be advisable to construct a canal on the left side of the Nescopec. The creek from 317 to 323 passes along rocky steeps which would render it necessary, were the line continued on the north side to construct a canal in its bed. Were the south side of the Nescopec adopted, the creek would be crossed by an aqueduct between Nos. 315 and 318 of the line traced and recross- ed in the same manner at No. 324 at the head of John Wharton's bottom. The estimate has been made for an embankment in the creek and a protection wall on the line traced, but it is believed that the improvement above suggested would make a line more direct, and some- what diminish its cost.
From '323 to 329, the line is continued on the north side of the creek through the lands of John Wharton and Enos Leidy, on ground sufficiently favourable for a canal with one exception, which occurs a short dis- tance below Samuel Smith's residence. It will be ne- cessary at that point to construct a canal in the bed of the creek by embankment and paving.
Grubbing and clearing 125 00
18,490 yds. of excavation a 9 cts. 1664 10
1892 80 11,633 yds. do a 12 cts. 1395 96
72,339 yds. of embankment at 15 cts. - 10,850 85
82,361 yds. of do - a 20 cts. - 16,472 20
13,310 yds. of protection wall and pavement of inner slope of canal a 80 cts. 10,648 00
3 bridges a 200 dollars 600 00
Waste weirs 576 00
6 locks of 10 feet lift each a 450 dolls. 27,000 00
5 tenements at 200 dollars 1000 00
70,332 11
SECTION 13th.
From No. 339 to the North Branch Canal.
This section will generally be formed by embanking on alluvial land, at the foot of the creek hills as far as Jacob Bittenbender's. Materials at some points are difficult to procure. For 110 perches farther, a canal will be formed by very easy excavation of the abrupt banks of the Nescopec, and wheeling the earth excava- ted, into the bed of the creek. At No. 352 near the village of Nescopec, it will be judicious to cut through a point of land by which a line of canal would be strai- tened, and earth afforded for the bank of a basin at Nes- copec. The cost of this excavation, as well as that for a culvert pit and changing the course of stream from Bowman's mill, is included in the estimate for embank- ment; the earth excavated being used in forming a ca- nal.
The base line with which the Susquehanna would be crossed at Nescopec is 3,28-100 higher than that of the North Branch Canal. This difference of level may be provided for by giving to the last arch of the acque- duct a diminished span and such a construction, as will admit of its use for a lift to this extent; or by substitu- ting for this arch two hewn stone arches, and construct-
72
LEHIGH COAL. AND NAVIGATION COMPANY.
[JANUARY
ing on them a lock of substantial hewn stone masonry. The estimate is made for the former plan, which would not be as eligible but more economical than the se- cond.
21,393 yds. of excavation a 6 cts, 1283 58
29,663 do of embankment a 15 cts. 4449 45
30,808 dlo do-" - a 17 cts. 5237 36.
232 00
580 yds. of puddling at acqueduct a 40 cts. 6544 yds. of protection wall a 80 cts.
5135 20
A 9 foot culvert to pass water from Bow-
man's mill
650 00
Puddling on do 25 00
250 00
Waste weir
288 00
-10 foot lock and tenement
4700 00
Acqueduct across the Susquehanna, 8 piers estimated 25} feet high, average length 43 feet, average width 14} feet facing stone hewn to close and square joints and beds, in regular courses alternately header and stretcher, in no case of less volume than 12 cubic feet, and averaging at least 14. The stone of each course to be bolted to that next below it. Cutting of stone estimated for each pier 7331 feet (side and edge) or 58,648 feet at 9 cents
5278 32
20 tons of cramps and bolts at › 95 dollars per ton
1900 00
4800 lbs. of lead at 5 cents per lb.
240 00
589 yards of masonry to each pier, or 4712 yards in 8 piers foundation -- materials and building a $5 20 cts. per yd. 24,502 40 Continuation of piers above - 'bottom on each side acque- duct; 16 butresses contain- ing 18 cubic yards each= 288 yards range work and coped, a 5 dolls. per yard 1440 00 Abutments & wings 2963 yds. of masonry, range' work, & buttresses and wings coped, materials, foundation and building a 3 dolls. 50 per yd. 10,370 50 Superstructure, including por- tion resting on abutments 1250 feet long. 1st, 1150 feet beginning at Nescopec, 16 feet by 16 in the clear, ac- queduct trunk being 6 feet deep; remainder 3,28-100 deeper and adapted to a lift of that amount-the whole work framed in the strong- est manner of wood & iron. . 1st. 1150 feet a 35 dollars per foot, 40,250 00
Remaining 10 feet, including gates a 60
6,000 00
Sheet piling and planking at ends of acqueduct
450 00
$90,431 22
90,431 22
Towing bridge and paving at entrance of North Branch Canal
113,169 81
SUMMARY.
Section 1st.
2d.
111,681 15 122,899 05 75,873 06
3d.
٠٠ ٢ ٨
4th:
99,505 05
5th.
-
6th.
7th.
-
76,569 85
8th.
97,843 74
9th.
-
70,974 49
10th.
31,845 50
11th.
57,487 51
12th.
70,332 11
13th.
113,169.81
- Add for Engineer and superintendance, 13,000 00
1068,895 34
Deducting from this amount the estimated expense of lockage, the deep cut and tunnel, acqueduct. and feeder ($643,940 27-100) leaves 424.955 7-100 for the cost of all other works on the canal, or an average of 11.804.31-00 per mile on 36 miles.
It will be observed that damages to proprietors and fencing have not been estimated. The amounts of each will be small. The former could not of course be ascertained, and the latter may be avoided except in a few cases by a purchase of the slips of land cut off be- . tween the canal and the Nescopec.
It should be remarked, that a diminution of the lifts of locks and a separation of contiguous locks, would at many points produce considerable savings in the labour requisite to form a canal. Such savings would however be attended with a very great diminution of its value. The number of officers required to attend to the canal when finished, would be increased, and one of its most material. disadvantages, the number of locks to be passed through, be augmented.
All which is respectfully submitted.
MONCURE ROBINSON.
Jan. 5th, 1829.
Civil Engineer.
LEHIGH COAL & NAVIGATION COMPANY.
Report of the Board of Managers of the Lehigh Coal and Navigation Company, presented to the Stockholders, January 12th, 1829.
The period having again arrived when it becomes the duty of the Managers to lay before the Stockholders an account of their operations during the past year, they undertake the task with cheerfulness, notwithstanding their labours are not so near completion, nor can they be accomplished with an expenditure so limited, as was at first anticipated.
It will be recollected that nearly the whole line of improvements was put under contract in the year 1827, and considerable progress was made in the work. The operations of the winter were chiefly confined to rock excavation, and preparations of the line. The freshets of the Spring were not favourable for obtaining the lumber contracted for on the Delaware, and some addi- tional expense was in consequence incurred. Provid- ing in good 'season, the necessary quantity of hydraulic cement, was a work requiring all the energy of the act- ing manager, who had not only to erect kilns to burn it in, but also to build and employ mills to grind a quantity but little short of 200,000 bushels. Some of the most difficult sections of the Canals were early abandoned by the contractors, and a few even before they were com- menced; they have however been all re-let, some of them upon terms considerably augmented; and are now far advanced to completion.
488 00 In the month of July the managers were invited by the canal commissioners of the state, to attend a confer- ence at Easton, on the subject of uniting the Delaware division of the state canal, with the improvements of the company on the Lehigh; in discussing this matter, diffi- culties presented, which it was believed could best be adjusted, by an amicable arrangement between the States of Pennsylvania and New Jersey, respecting the use of the waters of the Delaware for feeding the canals 87,011 28 | which either State may desire to supply from this abun-
40,702 74
1,055,895 34
Bridge
23
LEHIGH COAL AND NAVIGATION COMPANY.
1829.]
dant river, and the subject was therefore postponed for future agreement.
The managers visited the whole line of improvements on the Lehigh in the month of August, and were well pleased with the progress and appearance of every part of' the work.
The transportation of coal to market, was prosecuted with good success until the drought in September, when the boating was nearly suspended for about two months; this was occasioned by the difficulty of procuring, in a low stage of water, a sufficient quantity of lumber for the wants of the improvements, and the boat building establishment. Notwithstanding this embarrassment, there has descended the river during the season, upwards of 30,000 tons of coal, which, with about 9,000 tons re- maining over from 1827, have been sold, excepting a fair stock now on hand in New York and Providence, and a moderate amount of fine coal in Philadelphia .- When it is remembered that in addition to our own, the supply from other coal districts has been much increas- ed, and that the market is still barely supplied; ample evidence presents of a great and growing demand.
The whole quantity of coal shipped coastwise by the company from their wharves in Philadelphia during the past year, is about 23,000 tons, exceeding by several thousand tons the estimate of our business for that pe- riod, submitted by the Chamber of Commerce of this city, to the committee of congress on the breakwater. It may be gratifying to the stockholders to know, that the fine or refuse coal besides being used for burning of lime, has lately been found to answer, even better than large coal, for generating steam, and has been pur- chased in considerable quantities for that purpose.
Several important discoveries have recently been made, which tend to demonstrate the advantageous po- sition and extended range of the Mauch Chunk Coal fields: leaving us without a shadow of doubt, that no operations, however expanded, can possibly exhaust them for ages yet to come.
The rail road continues an effective auxiliary to the business of the company, and being located upon a plane descending in the direction of the load, and requiring no expensive or complicated machinery in its use, ap- proximates in facility of transit to a small canal, and whenever an enlarged business shall require the con- struction of another track: the peculiar advantages pre- senting for its location, will insure its effect to be fully commensurate with the most extended prospects of trade.
The report of the engineer will exhibit the progress of the improvements on the Lehigh, and what still re- mains to be done; from which it will appear, that the whole can be completed in the early part of next sea- son: and will then furnish a navigation from Mauch Chunk to Easton, made up of 37 miles of canal and 10 miles of slack water pools, having 5 feet depth of wa- ter, and a well constructed towing path the whole dis- tance. The canals are 60 feet in width on the top wa- ter line, with locks 22 feet wide and 100 feet long, and fed at eight separate points by substantial dams across the river. These besides furnishing an ample supply of water for all the purposes of navigation, will also afford important water-power in advantageous positions, espe- cially the one at Easton, which has already begun to at- tract the attention of manufacturers.
When these magnificent improvements are comple- ted, nothing will remain, but the finishing the Delaware division of the Pennsylvania canal, to enable this com- pany to come into the market with an ample supply of coal, of the first rate quality, and at the most reduced price. And when it is recollected how much of the Delaware canal is already excavated and under contract, no reasonable doubt can exist that the whole might be completed in the course of the present year. And if the legislature shoukl hesitate about making the neces- sary appropriation, their fears might be dispelled by a knowledge of the fact, that tonnage is already waiting VOL. III. 10
sufficient, at a moderate rate of toll, to produce a hand- some income to the state. And surely improvements of a similar character elsewhere, could not be more ef- fectually promoted, than by spcedily finishing a division of canal, that would at once demonstrate the wisdom, and profit of such investments.
Your managers might here expatiate upon the pros- pects of advantage to arise from the completion of the Morris canal, and from several other important works, intended to connect with the improvements on the Le- high, which, beside increasing the profits of the com- pany, would greatly swell the revenue of the state upon the Delaware division of their canal; among these may be mentioned the proposed connection of the Susque- hanna with the Lehigh through the valley of the Nesco- pec, and the Delaware and Raritan canal. The former has been recently surveyed by a skilful engineer ap- pointed under the authority of the state to explore the district of country lying north of the Blue Mountain, and between the Susquehanna and Delaware; and we have had the satisfaction to learn, that his opinion is de- cided in favour of this route, as the only practicable lines in this region, where sufficient water can be brought to the summit to supply a canal of any importance ; and that here an abundance can be obtained, and no serious difficulty presents to making the improvement. Believ- ing as we do that this channel would furnish the best outlet for the trade of the North branch of the Susque- hanna, and equally convenient with any other now made, or which can hereafter be made for the trade of the West branch, we are fully persuaded that the strong- est inducements exist for its construction; whether this should be done by private companies, or by the state, is perhaps an important question : if the state should desire to make it, no difficulty ought to be presented by the company, respecting their right to improve that part of the upper grand section of the Lehigh not necessary to perfect their arrangements in the neighbourhood of Mauch Chunk. But whether this connection be made or not, we presume that sufficient evidence exists to justify the Stockholders in the settled conviction, that nothing but steady perseverance and energy are requi- red, to crown their own enterprize with complete suc- cess.
The report of the Acting Manager and of the Trea- surer are herewith submitted.
By order of the Board of Managers, JONATHAN FELL, President.
January 12th, 1829. The Acting Manager Reports:
That the rail road to the Company's Mines, notwith- standing it was put up in such an expeditious manner, and was the first made of such a magnitude in our coun- try, continues to answer the desired purpose, although it has been subject to some modifications and alterations. Since we have reduced the velocity of travelling from 12 to 15 miles an hour down to 5 to 7 miles an hour, our horses and mules, which in the former rate got and kept sick, in the latter continue healthy, notwithstanding their regular daily work is 35 to 45 miles per day; and so strong is their attachment to riding down, that in one instance, when they were sent up with the coal waggons, without their mule waggons, the hands could not drive them down, and were under the necessity of drawing up their waggons for the animals to ride in.
We have made, during the past year, 44 coal wag- gons, and 13 mule waggons (each to hold three or four mules.)
We have brought from the mines 33,150 tons of coal, of which 30,111 tons have been shipped.
We have built 13} miles in length of coal boats, and procured the following lumber for boats, viz.
Sawed lumber, 2,972,215 feet.
In logs, 1,000,000
We have also procured for the navi- gation from above Mauch Chunk, of sawed lumber, 2,581,783
14
LEHIGH COAL AND NAVIGATION COMPANY.
[JANUARY
And in logs from above ditto, And from below ditto,
1,908,129 2,600,000
Total quantity of lumber procured the past year, 11,062,127
Sawed lumber on hand at Mauch Chunk and Pine Forest,
1,171,000
Logs on hand at Pine Forest, 1,300
During the past year we have erected a lodging house for the tavern, two stories high; 30 by 100 feet; it is pebble dashed, and contains 37 rooms of convenient size. We have erected at the mines, a dwelling house for the superintendant and a school house for that settle- ment. We have also explored the district in the vici- nity of the great coal mine, and fixed upon a central si- tuation whereon to erect a steam engine for the purpose of drawing up the waggons loaded with coal to the sum- mit of the rail road, from whence they will descend by their own gravity to Mauch Chunk. From this engine station, a convenient connexion can be made with a point to which the waggons will also run by gravity, not only out of the great coal mine already opened, but also from those which may hereafter be opened within a range of two miles.
I have the further satisfaction to add, that our exami- nations for discovering where the coal approached near enough to the surface, so as to quarry it in our usual way, that there is abundance of coal sufficiently near the surface for this purpose, at the present summit, from whence it will descend from the quarry to Mauch Chunk by gravity alone.
It is with heartfelt satisfaction that I view the pros- pect of finishing the ascending navigation this season, which I expect will be realized, without a doubt, and thus put an end to the demands of the coal business on the forest as a necessary part of its existence.
Perhaps some remarks on our experience with our rail road, on which has been transported upwards of 60,000 tons, may settle the question, with some of our stockholders, who have doubted the policy of canalling the valley of the Lehigh, in place of making a rail road. I, therefore, now give the cost of transportation on our rail road, and also on the Erie canal; data for the latter I obtained from the superintendent of the east -di- vision of the Erie canal, and also from a gentleman largely engaged, for three years, in the making of hy- draulic lime or cement, and transporting it on 152 miles of this canal: both are given without tolls or repairs of road or canal.
Cost of transportation on our rail road, for the year 1828.
Mules and horses cost,
1} cent. per ton a mile.
Hands, 1} do. do.
Repairing wagons, 2-3 do. do.
Oil for do.
1-5 do.
do.
Total 3 53-100 cents per ton a mile, full load one way, and the whole cost di- vided into the distance one way only.
Cost of transportation by the Eric Canal.
For bouts of 40 tons burthen, 1 cent per ton a mile :. full loads one way and returning empty. Calculated as per the rail road.
Calculating on same data as above, on a boat of 67 tons, such as will be adapted to the Delaware canal, will cost seven-tenths of a cent per ton a mile: and for a boat of 134 tons burthen, adapted to the Lehigh canal, & cent per ton a mile; the latter being less than one- sixth the cost per mile, as per our Rail road, notwith- standing the favourable circumstances attending that Rail road.
A Rail road, well made, is attended with little ex- pense for repairs and decay, at first : but all its essential parts begin, though slightly, to decay at its existence; and its decay gradually increases to its final annihilation.
A canal is attended with expensive breaches, &c. in
the first instance, but every repair makes the work bet- ter, and most of its constituent parts are as durable as time.
Our canal, it is believed by our engineer, will be pas- sable by the Seventh month (July) next It is calculated for boats of 134 to 150 tons burthen; all the locks, aqueducts, culverts, &c. are laid in hydraulic lime. The ponds connecting the canals are cleared out in the channel fifty feet in width and five feet deep, and all the tow paths along them are faced with a permanent slope wall. In the whole · line I know of no part on which money is expended for ornament, but inasmuch as we were sure of a large transportation on it, money has been expended to make it substantial, that might have been avoided, if the desire had been more to come within the original estimate of the engineer, than to have made a substantial and permanent work.
In the driest weather of last autumn, our Engineer, Canvass White, was on the summit between the Nesco- peck and Lehigh, and at the Lehigh where it was pro- posed to take the water out for the supply of the canal to Nescopeck and the Susquehanna; and his opinion was given, that there is an abundant supply of water for the summit; and since then, M. Robinson, a skilful engineer, appointed by the state commissioners to exa- mine the grounds for a canal or rail road from the head waters of Schuylkill and Lehigh, or Broadhead Creek, to the river Susquehanna, has examined those grounds, and I learn that the result of his examination is, that of all the lines proposed, there is but one adapted for a ca- nal navigation, and that one is by the Nescopeck to the Lehigh; and here by resorting to a tunnel of only 175 poles in length, and a dam, only 10 to 13 feet in height, across the Lehigh at the mouth of Bear creek, the river Lehigh will flow into the summit. When it is recol- lected that this is the only line for a water communica- tion north of the Blue mountains, that can connect the Susquehanna with the Delaware and Philadelphia, and that the produce of the West Branch of the Susque- hanna can get as cheaply this way as any other, and all on the North Branch of the Susquehanna, cheaper, to Philadelphia, and thus be tributary to the Lehigh canal, and the Delaware division of the state canal, the stock- holders of this company, and the public at large, will know ere long how to appreciate it. The Neseopech and Lehigh canal is calculated to correspond with the Delaware section, for boats of 67 tons burthen, and will cost for transportation from Berwick to Mauch Chunk, from the best data I can get, about one-third as much per ton a mile as on our rail road; this, added to the ad- vantage of a continuous voyage, in the same boat and: same superintending hands, (and no transhipment) from. the extreme ends of the Susquehanna canal to Philadel- phia, will, I presume, settle public opinion on the man- ner of passing the ridge of land between the waters of. Susquehanna and the Delaware.
All which is respectfully submitted,
JOSIAH WHITE, Acting Manager. Philada, 1st mo. 12th, 1829.
EXTRACT FROM THE ENGINEER'S REPORT.
To the President and Managers of the Lchigh Coal and Navigation Company.
Gentlemen,
The work for perfecting the Lehigh navigation has progressed with as much rapidity as could be expected under the various difficulties which have been encoun- tered through the season. Although much has been done, yet some part of the work is not so forward at this time as was contemplated, when the last report was made to the Board. Various causes have combined to retard the operation of the contractors. The difficulty of procuring the necessary quantity of lumber and ce- ment, in the early part of the season, occasioned consi- derable delay, with the locks, dams, aqueducts and cul- verts. The long duration of the spring freshets pre-
75
LEHIGHI COAL AND NAVIGATION COMPANY.
1829.]
vented the excavation of the lock pits, at the head of the pools; and the rock and gravel in the bed of the ri- ver, below the outlet locks.
Another great difficulty has been the scarcity of good Iabouring men, or the instability of this class of people. The extensive public works now in prosecution in this State, and elsewhere, raised the wages of labourers during the best working part of the season much above the prices formerly paid, and made it very difficult, and frequently impossible, for the contractors to keep a force adequate to their jobs at all times. The high wages demanded, and other causes, compelled a num- ber of the contractors to abandon their jobs; these re- quired considerable time to be re-let, and, generally, at an advanced price.
The migratory disposition of the labourers operated injuriously to the contractors in various ways, for they would not be urged at work beyond their own inclina- tion; knowing that their services were in demand, they would take up a line of march at the least sup- posed provocation: under this state of things, not as much work is performed by the same number of hands, as when they are plenty and employment scarce. The work has suffered a good deal from this cause, besides adding very much to the costs, for many parts of it, in- cluding the principal part of the towing paths, and the sections abandoned, required to be let for execution un- der the then existing difficulty of procuring men, and he high price of labour.
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