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 24

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 24

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The cross section of the Chesapeake and Ohio Canal will be found, on comparison with that of the Erie canal of New York, to exceed the latter by nearly 120 p.cent. An excess leading to an advantage, the undersigned are prepared to show, much exceeds in value the amount of its actual cost, since the most satisfactory experiments have demonstrated, that a boat adapted to the locks of both canals can be impelled on that of a greater volume at the same velocity, with a force one-third less than that required on the smaller canal; or, in other words, that by the enlargement of the cross section of the Che- sapeake and Ohio Canal beyond that of the Erie Canal, an advantage has been gained for the former much more than equivalent to the entire consumption of time by a lockage of more than 3200 feet. And this would be true were a minute per foot allowed, for passing through a series of locks of that aggregate lift. But when it is reflected, that by very recent improvements in the con- struction of locks, that time is reduced one-half at least, this advantage becomes of yet greater magnitude. It is demonstrable, by the force of experiment, that after completing the continued navigation, so long contem- plated, from the City of Washington to Pittsburgh, which will be afforded by a canal not differing material- ly in length from that which connects Albanywith Lake Erie, though very greatly in lockage, a given tonnage may be transported in the former at 20 per cent. less cost, for carriage merely, than on the latter, so as more to atone for the difference of cost, and therefore of tolls, between the two canals, arising from the expensive tunnel and lockage of the broader and deeper canal.

To realize all the benefit to be derived from this con- sideration, from the superior dimensions and inner pavement of the Chesapeake and Ohio Canal, is one of the objects of the present memorial, by which the un- dersigned seek to obtain an explicit recognition of the powers of the Chesapeake and Ohio Canal Company, to substitute the boats for the bridges, where the latter might be required on the canal, in consequence of the difficulty of conducting a pathway beneath it.

By leaving the surface of the water unimpeded by any superstructure, not only steam power, but sails may be used to great advantage upon the Chesapeake and

- 1829.]

COAL TRADE, FOR 1828.

Ohio Canal, as they are used in like manner, on the canals of the Forth and Clyde, in Scotland. When steam is not used, as in relation to boats of heavy bur- den drawn by horses, the occasional sail spread to a favoring wind, will enable the boatmen to refresh their horses by carrying them on board, so that when put to the draft again, they will travel with renewed vigor and increased speed.

But the time may not be remote, when steam may su- percede, on such a canal, the use of any other moving power; and it is for the wisdom of an enlightened legis- lature to guard against any permanent obstruction to its easy application.

Another end is also designed to be procured by this in- stitution, security and comfort to the traveller.

It is known that many lives have been lost on the canals of New York by the erection of bridges across them. Such bridges must be very low on the inclined plane, or roads leading to or from them, so steep as to be alike laborious and dangerous to ascend. A low bridge necessarily occasions a low pitched boat, with a single deck, and a roof which no passenger dare stand upon, without encountering continually recurring ha- zards, from the bridges under which he is to pass. From such a boat, exposed to the direct action of the sun's rays, the current of air is excluded, by the canal banks, while every noxious winged insect is attracted towards it by the stagnant atmosphere in its vicinity. A boat, on the contrary, unobstructed by bridges, may be lifted, by a second or third story, above the banks of the canal, so that the traveller will be regaled by currents of fresh air, and an unobstructed prospect of the country around him, and find ample accommodation for exercise by day and quiet repose at night. All this too he will have added to increased velocity and perfect .safety, espe- cially if the steam boat be used to tow the passage boat. The undersigned are confident of obtaining a velocity of one hundred and fifty miles a day, for the passage boats of their canal, if no impediment be thrown in their way by bridges. They therefore ask to be relieved from any supposed necessity of constructing them; and in lieu of them, to be allowed to establish ferries, or public roads, and to enter into a reasonable composition with the proprietors, where estates are divided by the canal line, to supply a boat for their use, when needed, or to purchase or require the slip of land cut off from any large tract by the canal, and afterwards to hold, sell, let, or otherwise dispose of it, on such terms, as to exclude the necessity of any pass way over the canal.

Regarding the preceding as a single purpose, involv- ing several means for its perfect attainment, without private injury, the undersigned beg leave to add, that since the charter of the Company was completed, they have conceived it expedient, and such has been the unanimous sentiments of the stockholders to release the restraints imposed, on the sale, or letting of water pow- er, along the margin of the canal. .

& Having in several places to resort to the main river or water they, therefore, ask of your honorable body permission to sell or let, for prescribed manufacturing uses, any surplus water, which they may conduct by feeders into the canal, for that purpose, as well as that which unavoidably gains admission, and the present charter allows them to let. It will be seen, that Penn- sylvania has, with judicious foresight, conceded, what is now asked of your honourable body, and which, if granted, will be used in the spirit of its concession, without injury to the navigation of the canal.

For similar reasons, to promote the public benefit, cheapen the cost, and embrace the profit of their work, they ask the permission to sell, or let, on the heavy em- bankment, which they may find it necessary to form, for the moles or piers adjacent to their basins upon or at

the termination of their canal, sites for houses of every description.

(Signed, )

C. F. MERCER, Pres. Ch. and Ohio C. C. W. SMITH, ANDREW STEWART, PETER LENOX, FREDERICK MAY, PHINEAS JANNEY,

Directors.

COAL TRADE FOR 1828.

We have taken considerable pains, and devoted the principal part of several days to the collection of infor- mation respecting the coal trade during the last year; and are now enabled, by the politeness of the gentlemen engaged in that business, and the facilities afforded by them, to present the following statement and calcula- tions. Our chief object when we commenced the task, was to ascertain the consumption of coal in the city, which we believe has not been before attempted, and which we think we have accomplished as nearly as can be effected. For this purpose we have applied to every person engaged in that business, that we could hear of, and from their information we have drawn up the state- ments relating to that part of the inquiry. We have intended to be correct, and if we are not so, it has not been for want of exertion ; and we shall esteem it a favour, if we are wrong in any particular, to have the error pointed out and it shall be corrected .- The amount of the coal business this year would have been much greater, had not the streams been so much reduced by the drought which prevailed in September, as to prevent boating for nearly two months. From the preparations which are now making for prosecuting this business, the quantity to be brought to market the next season, will, probably, considerably exceed that of the past; as will also the consumption of coal; it being now ad- vantageously employed to some extent, in kitchens, and steam engines in addition to the ordinary use in houses. We haveadded a comparative table of the progress of the trade from its commencement to the present time, which affords a highly encouraging anticipation of its future importance to this state.

Coal shipped at Mount Carbon per Re- port of the Schuylkill Navigation Company of 5th inst.

Tons. Cut. 47,284 15

Of which, it appears by thic weekly re- turns of the Company's agent at Mt. Carbon, there were destined for

Phoenixville, 1157

Pottstown, 613

Reading, 629

less reshipped 157

at Reading, -

472

Norristown, 331

French Creek, 172

Moorehall, 26

Orwigsburg, 4.9

Ilopewell landing, 2

Manayunk 161

Catfish Island,

Birdsborough, 11

Pigeon creek, 119

Unionville, 53

Hamburg,

189

COAL TRADE, FOR 1828.

[JANUARY

Amount bro't over, 47,284 15

Outlet of St. Vincent Canal, 18

Plymouth guard Lock, 45

Montg'y. Poor house, 36

3468

Leaving for Philadelphia,

43,816 15

Coal received by Lehigh Com- pany, do do from Beaver Mea-

30,111

dows,

168

30,279

Whole quantity received as above at Phila- delphia

80,916

Shipped as above

46,195

On hand per estimate of holders at this time, viz:

Of Schuylkill

1834

Of Lehigh

1716

3,550

Of which were received by

Who shipped

J. R. & J. M. Bolton . 53603

1898

J. Harman, Jr .. 3489

1576

J. Stoddart, (N. Am. Co. ) 11934

8054

J. W. Wynkoop ..

1910

508

Jno. Shippen & Co.

1705

1444

D. Wentz & Co. 1635

J. Donley, (Susq Coal).

253

none

Robert Fleming.

2500

2200

Morris & Johnson.

4598

1217

New York Co. 4673.

4160

Jos. Haines. . 3282

1935

S. Wetherill & Sons. 101

none

41,440

23,039

Lehigh Coal and Naviga-

tion Company .. . .. .30,111

23,156

Agent of Beaver Meadow 168

none

Total vessel

.503

71,719 Total 46,195 Sh'd.

On hand, as above, 1828

9,197

$485,496 price of six dollars, is -

And of the river business 5,844, at $6,

35,064

Unaccounted for,

2,376

Total Anthracite Coal Business,

$520,560

COMPARISON WITHI FORMER YEARS.

IMPORTS.

EXPORTS.

Years.

Lehigh.

Schuyl- kill.

Total Tons.

Value at $6.

Lehigh.

Schuyl- kill.

Total.

Value at $6

Vessels employed.

1820

365

2190

1821

1,073

6438

1822

2,440

14,640

73 723

438 4,338 19,530

1824

9,541

57,246

3,255

3:255

1825

28,393

5000

33,393

200,358

13,520

5,000

18,520

111,120

150

1826

31,280

16,767

48,047

288,282

12,769

11,596

24,365

146,190

200

1827

30,305

31,360

61,665

369,990

13,000

21,004

34,004

204,024 277,170

320

1828

30,111

47,284

77,395

464,370

23,156

23,039

46,195

503

But as the quantity on hand is so small, and will probably be all sold before the winter is past, we add it again - 3,550

Making the city consumption during the passing season

34,721

And for the use of the towns &c. along the river -

5,844

503 vessels have been employed this season in the coasting coal trade, viz :

From Schuylkill .. .

.235

By Lehigh Company from Del ...

.268

The value of the City Coal business, esti- mating 80,916 Tons at the average

Total received at Philad. 80,916

83,292 15

It is probable that the quantity not accounted for has been disposed of at some of the towns on the way, as it frequently happens, that boats which clear at Mount Carbon for Philadelphia, do not proceed on to the city, but dispose of their cargoes elsewhere. One gen- tleman informed us that he knew this to be the fact with respect to about 400 tons-and as but 161 tons were originally destined to Manayunk, which must re- quire a supply of at least 5 or 600 tons, it must have re- ceived it in this way,-and so also have probably other towns.

Total from Schuylkill and Lehigh this season at Philadelphia, Do. on hand and remaining over from 1827-8,

74,095 =15

of Schuylkill 50-Lehigh 9147 9,197

Total supply for Philadelphia,

83,292 15

49,745

Sold for consumption in the city 31,171

It appears by the last report of the Schuylkill Navigation Company, that the amount of Tolls received from Coal in 1828, was 46,242 dollars, while those from all other articles than Coal, amounted to only 40,969 dollars

Printed every Saturday morning by William F. Ged- des, No. 59 Locust street, Philadelphia; where, and at the Editor's residence, in North 12th st. 3d door south of Cherry st. subscriptions will be thankfully received

Price five dollars per annum payable in six months after the commencement of publication-and annually, there- after, by subscribers resident in or near the city, or where there is an agent. Other subscribers pay in advance;

5,823

34,938

1823

THE

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

EDITED BY SAMUEL ILAZARD.

VOL. III .- NO. 6. PHILADELPHIA, FEB. 7, 1829. NO. 58.

PENNSYLVANIA RAIL-WAY.

Desirous of presenting in one number the parts of Major Wilson's two reports on the Rail-way from Co- lumbia to Philadelphia, which, will be most interest- ing to our readers generally, we have omitted, in most cases those, portions which enter minutely into the cal- culations of embankment and excavation necessary on each section of the road. The remaining portions will, we have no doubt, be read with much interest at the present moment.

Report and estimate on the survey of the Pennsylvania Rail-way, from Columbia to the Gap,by JOHN WILSON, Engineer.

To the board of canal commissioners of the state of Pennsylvania.

GENTLEMEN,

Agreeably to instructions received from the secretary of the board in April last, I repaired to Columbia, in Lancaster county,for the purpose of locating the Penn- sylvania rail way, and have now the honour of submit- ting the following report, with plans and estimates of the location and formation of twenty-nine miles of the road.

As the termination of the twenty-ninth mile, from the head of the inclined plane at Columbia, (see position A, on the accompanying map, ) approaches near to the deep excavation, in the Gap of Mine ridge, and having in my last year's report, designated the summit at Henderson's as the point separating the eastern from the western di- vision of the rail-way, I shall therefore, in the present re- port, confine myself solely to the leading facts connect- ed with the western division, and the location of its route, as delineated on the accompanying map.

Preparatory to the commencement of the location of the rail-way, various examinations were made and exper- imental lines traced; & having considered it important to the line, that the inclined plane & steam power should be located near its place of beginning, it was found practi- cable to effect that object from the position C, (see map) near the cast end of the Columbia bridge, and which may be designated as the place best suited for the ter- mination of the Pennsylvania canal. But as the exten- sion of the line through the town of Columbia, along the margin of the Susquehanna river, to a point (marked B) at the southern extremity of the town, offered a more favourable position, from whence the engine plane could be traced, I therefore commenced at that point the lo- cation of the plane, and determined its length to be a- bout six-hundred and sixty yards, and height ninety feet.

As it was found impracticable at the commencement of the survey to trace the precise line on the margin of the river, on account of the accumulation of lumber and other matter then deposited on its bank, the estimate of the cost of levelling the plane, and this portion of the line, which will not be expensive, is deferred to another period.

Those inhabitants of Columbia, through whose prop- erty the line must pass, have by a written document, which was handed to the secretary of the board, releas- ed the state from any damages for buildings or land.

From the head of the plane the line is traced to the position north of Mount Pleasant village, and to that point on Little Conestoga creek, both referred to in my former report.

From thence through the north-east corner of Lan- caster, it reaches Big Conestoga creek, east of Mrs. Hall's residence.

In locating the road in the neighbourhood of Lancas- ter application was made to me by a committee of citi- zens appointed by the select and common councils of the city, to trace the line marked E F, (see map, )which they deemed more advantageous to the interests of that community. It is obvious however, that on inspection of the map, this line would be injurious to the main route; and the excess of cost of levelling it to the grad- uation, is about three thousand dollars. A branch line could be constructed for this amount, which would be beneficial both to the main rail-way and Lancaster, by making the latter more accessible as a place of deposit.

There were three distinct lines traced to Big Cones- toga creek; on the north margin of Hardwick run, to the crossing place at Mrs. Hall's; a second on the south side of the same run to Demuth's mill, and a middle line leading across the run, which was finally considered as best adapted for the rail-way.

The line crossing at Demuth's could not be united with any graduation within the assumed limit to Mill creek, it was therefore abandoned.

A line was traced for six miles from the east end of the contemplated bridge at Mill creek, pursuing a more northwardly direction than the explored line of last year; my object was to reach a position on Pequea creek near Eckert's mill, but the application of the different grades was found to render a location on this route very expensive, I therefore did not hesitate to withdraw the the party and return to our position at Mill creek, from which we located a line as far as Weaver's farm on the old route, thence it crossed Brisbane's run, and Pequea creek, and was conducted to the position at Eshleman's dam, referred to in the preliminary report of last Dec. Continuing the location from the latter point, and fol- lowing the northern margin of Eshleman's and London land runs, the line enters at the eastern end of Williams- town, on the Philadelphia and Lancaster turnpike, and thence it is conducted to our former position at Aby's, from which to the side hill of the Mine ridge, the line is traced with a radius of a moderate curvature. Continu- ing the graduation along the sloping ground of the ridge, the limit of the present estimate is determined at the picket 354, on the profile No. 29, to which I refer .- From the latter point the location has been extended through the Gap of Mine ridge, and has advanced to that position beyond Cloud's mill dam, in the valley of Chester county, which terminated the second section in the eastern division of last year's report.

Reverting to the position at Aby's, from which we graduated a line last year, ascending east at 29.04 feet to the mile, it was found in the-present survey, that in order to trace the line to Mine ridge, with a radius of easy curvature, the distance would be considerably di- minished, I therefore increased the grad'e to 31 feet and located the road to the Gap, with a cut at its summit of 35 feet. It is my intention however, without altering the present location, to diminish the grade of the 28th

VOL IIJ.

PENNSYLVANIA RAIL-WAY.

[FEBRUARY

and 29th miles to the former number of 29.04; and this is easily effected, by commencing this rate of gradua- tion about a mile further back on the line.

In concluding my remarks upon the location of this. division of the Pennsylvania rail-road, I will observe that in directing the different explorations, with the view of selecting the proper line for the road, the diminution of distance, so as not to extend beyond the limit of a reasonable expense, was an object of primary considera- tion, and which was accomplished to a greater extent than expected.

. "The remark in one of the concluding clauses of . last year's report, that embankments and cuttings were a- voided, the expense of which might have been cquiv- alent to the increased length of rail-way, has been verified by the present location, for the difference in distance is four miles and 332 chains. As regards the comparative expense, I shall take occasion to refer to that in the sequel of this report.

The flexures in the line of road, and which were un- avoidable, are of moderate curvature. The radii of their curvatures vary from 631 to 1891 feet; in one instance only, & that is immediately at theend of the level platform on the engine plane at Columbia, the radius of curvature is about 350 feet but this can be easily increased on the opening of the road, should it be deemed necessary.

There is another route which I shall now bring before the view of the board. It commences west from Cap- tain Slaymaker's, at the position marked G on the map; and is traced after crossing London run, on its southern margin to the point HI, it is then lifted to the side hill of Mine Ridge, by an inclined plane of about 75 feet; from this it is traced to the Gap, which will require a de- pression at its summit of only five feet; from the gap it has progressed in its extension along the south side hill of Mine Ridge, five miles, and is intended to be con- ducted (should the ground be favourable) to the Ches- ter valley near Coatsville, by another plane and engine. The object of this investigation is to ascertain whether we cannot so shorten the distance between the Gap and Philadelphia, and so far diminish the expense of con- struction, that the interest arising upon the difference of expense between this route and the lower level locat- ed beyond Cloud's, may be anequivalent for that of maintaining and keeping in repair the two stationary engines.

The survey involving this question will be completed in the course of another week.

Applications have been made to me at various times during the present survey, to make examinations of routes, which were considered by those having an in- terest in them, as presenting more advantageous ground for the location of the Pennsylvania rail-way, than the explored line reported upon last year. I have endea- voured to give all the attention to them that time and the nature of my duties would permit.

The routes proposed by the citizens of Chester Co., residing in Honeybrook township, were examined.

From the summit above Irwin's mill, on one of the head branches of Pequa creek, following the valley leading to West Brandywine at Beaver dam, thence to the summit dividing West Brandywine from Beaver creek, which is tributary to East Brandywine, the sur- face of the country indicates favorably for the location of a road; but the height of the ridge which divides the waters of the Pequea and West Brandywine, cannot be overcome without the aid of machinery : neither can this summit be attained from Lancaster without rendering the line of graduation both circuitous and expensive .- Another route was examined which leads from the sum- mit near the Compass tavern; but the same difficulties present themselves here as in the former.

The elevation of the summits between the Gap at Henderson's and the Welsh mountain, and to which my attention had been directed, vary from 186 to 250 feet above the position of the ridge through which we pass into Chester valley.

Such other routes as have been examined, and the discussion of which have a relation to the eastern divi- sion ofthe rail-way, I shall defer until a future period.

The drawings illustrative of the location now submit- ted, are 1st, a general map upon a scale of four miles to the inch, exhibiting the country through which the line is traced-2d, 29 sectional maps of a mile each, and up- on a scale of 16 inches to a mile; also 29 profiles upon the same horizontal scale, but 40 feet vertical to an inch; these should have been attached to the sectional maps, but the latter were not finished in time; 3d, three drawings, showing the elevations and plans of the bridges, the references upon which sufficiently explain their va- rious parts.

GRADUATION TABLE.

Chains.

Ascending rate per mile.

Descending rate per mile.

184.44

26.00

6.30

30.52

23.

103.08

27.50

21.01

level

47.87

27.50

43.

16.75

254.11

27,50

23.95

25.

19.

20.

11.50

20.

69.

39.

25.

20.

118.15

27.50

22.59

level

21.83

3.80

187.

27.50

29.

20.

25.

level

15.

11.

10.

26.

13.

20.

10.

94.32

27.50

7.50

level

162.

27.50

18:

10.

32.

level"

11.

25.

10.

15.

level

75.90

27.50

16.42

18.

47.

27.50

18.

14.

13.60

level

*278,50

27.50

*190.25

31.

2520.00 29 miles,

*Intended to be altered to 178.50=27.50 290.25=29.80

Cost per Mile.

ESTIMATE.

Mile 1st. Passes over ground, very favoura - ble for the road. It will be chiefly levelled from the matter thrown out of the side ditches. Total cost -

$513 47

Mile 2d. On gentle and sloping ground- the line crosses Forrey's meadow-at the 12th picket there is a narrow strip of woods. The grubbing is not estimated, as the value of the trees will be equivalent for this item, on every part of the line to the Gap of Mine Ridge

1,656 98

Mile 3d. Is located in open fields; excava- tion easy; soil, loam and clay 1,892 97

Mile 4th. Passes over gentle side-ling

10.

15.46

1829.]

PENNSYLVANIA RAIL-WAY,

ground-crosses two meadows, which must be bridged, and enters the cutting at the sum- mit north of Mount Pleasant. Soil, loam, clay, and clay slate . 2,092 12

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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 24

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