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 35

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 35

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The Committee then take a cursory view of different canals in this country and England and shew the advan- tages attending them respectively and remark that:

"The Canal proposed from the Delaware to the Rar- itan, does essentially unite them all; and that without the possibility of equal competition. It connects Philadel- phia, rapidly becoming one of the greatest manufactur- ing cities in the Union, with New York, already our greatest commercial city. It opens the inexhaustible Coal Mines of Pennsylvania to an immense eastern market; and it connects the three great inlund navigations of the north and east, with the numerous canals west of the Delaware.

If, then, each of these advantages, separately, produce invariably the results we have seen: wha will be their effect when they come to be all united in one single Ca- nal.

The committee will now conclude their observa tions on the subject of the probable revenue' of the proposed Canal, with a single remark, in reference to the capacity of the Canal to pass the amount of trade. which is contemplated by their estimates.

Locks, calculated for boats of 150 tons, require 15 minutes for the passage of each boat, and this would be the ordinary tonnage of boats navigating the canal pro- posed; at this estimate 48 boats could pass per day of 12 hours, or 7,200 tons; which, for 200 days in the year, alone, would be 1,440,000 tons, on which the tolls at but 1 per cent per mile, per ton, would amount to $576,000-and when the accommodation of a greater trade became necessary, double locks might be con- structed at a comparatively small expense, which would at once double the capacity of the Canal-and admit of the passage of a sufficient trade to yield a revenue of more than a million of dollars per annum.

"But the committee hasten to a conclusion. A few promiscuous remarks, on subjects not coming within the range of the preceding discussion, and they have done. And

1. Some difficulty may arise, at first view, in regard to the contemplated use of the waters of the Delaware for the purpose of feeding this canal. In regard to this matter the committee remark, that they apprehend this state possesses the right to appropriate the waters of that river to its own purpose, provided it does not affect injuriously, the natural navigation; and it has been as- certained by the calculation of scientific gentlemen, whose statements have heretofore been received as au- thority, that the water necessary to supply a canal 30 feet by 4, would reduce the water of the river, at the falls opposite Trenton, but § of an inch at low water; consequently, a canal 60 by 8 feet would reduce it but 2-3 of an inch. And besides, when the river is low, there is no navigation to interfere with, and when high, the water would not be sensibly diminished at all. But the committee believe, independent of these facts that l'ennsylvania is now desir ous of an arrangement for the mutual use of these waters, and that she will be the first to apply for the privilege : thus this objection is esteemed but as a shadow, and even that is about to be removed."

"The dimensions of the canal, has been assumed in the report at 60 by 8-that of the freder at 40 by 5. The committee considered these dimensions as best VOL. II

suited to their view of trade, and importance of the canal, consequent upon its peculiar location. The lower Del aware, East River, Hudson, and Chesapeake and Del- aware navigations, seem to demand a connecting link of ample dimensions. The national interests appear to call for it -- and there are other considerations which fa- vour it. A large canal is easier navigated than a small one. On the Tonnewanta, where the Erie canal is 150 feet witle by 20 deep, 2 horses draw a boat 6 miles an hour, with ease, while, on the other side of the mountain ridge, where the canal is low and narrow, 3 horses draw it 3 miles an hour with difficulty .- And on General Ber- nard's authority it is stated, that 100 horses will perform the same work on a canal 60 feet wide, as 121 horses will perform on one 45 feet wide, in consequence of the water, in a narrow canal, collecting so much more at the bow of the boat. Consequently, transportation may be dome cheaper on a large than on a small canal, a consid- eration of deep importance in the ease under contem- plation."

Extracts from a report of JNO. N. SIMPSON, (an agent appointed by the Governor of New Jersey )

" But to form a proper estimate of the importance of the Delaware and Raritan Canal, in facilitating interna- tional commerce, and the immense revenue it must eventually produce, from uniting so many and such ex- tensive ramifications of canal and river navigations on each side of New Jersey, we must look forward, a little, to the completion of the Pennsylvania Canals, the Che- sapeake and Ohio canal, and the Baltimore and Ohio Rail Road. Whenever all these great improvements shall be finished, the Delaware and Raritan Canal can- not fail to draw through it the productions of a greater extent of country than any other in the known world. These improvements will presently open to it not only the vast magazines of coal and other mineral treasures of Pennsylvania, but the various productions both of the Atlantic and of the western states. : This is no visionary speculation; it is founded in the plainest dictates of rea- son; is in perfect coincidence with the lessons of expe- rience, and is the sober deduction of common sense. Let any man of sound reflection look forward fifty or an hundred years, and calculate what must then be the population, and the agricultural, commercial, and ma- nufacturing resources of these United States; and it cannot fail to discover in this caral, not only a mine of wealth to New Jersey, but a political engine of the greatest value and importance, by which she may at all times and under every emergency, which may in the course of time and events arise, command the respect of all her sister states. And however men, who take one sided and partial views of the subject may now hesitate and doubt as to the policy of the measure; let it only be carried into effect, and the day is not very remote when every unprejudiced mind will see it as clearly as if written with a sun beam; for there is good reason to believe it will not require above twelve or fif- teen years at most, and very probably a considerably shorter period, for the tolls to reimburse the state from the entire expense of its construction."

"In speaking of the Lehigh coal, the committee of Congress in their report referred to say, that "in the course of about sixteen or eighteen months, the com- pany expect to have an ascending navigation complet- ed; which they are now carrying on with great vigor .- When they shall have completed their up and down na- vigation, they expect, [continue the committee] to be able to carry down to Philadelphia 100,000 tons of coal annually. But, say the committee, what will give a new and efficient impulse to the coal trade, is that with- in the last month, the Union Canal, uniting the waters of the Susquehanna with the Schuylkill, has been com- pleted, and that coal from the former, had already be- gan to flow through it to Philadelphia." They speak of the coal on the Susquehanna as not only superabun-

122

DELAWARE AND RARITAN CANAL.

[FEBRUARY

dant, but of superior quality and of very easy access; and represent, that according to the present ratio of in- crease of the quantity raised, and of consumption, in five years, one million of tons per annum may be ex- pected to be forwarded to Philadelphia, from the Sus- quehanna, Schuylkill, and the Lehigh.

If this should be realized, it is quite obvious that Phi- ladelphia will be abundantly supplied from the Susque -. hanna and the Schuylkill, and that the best and most profitable market for the Lehigh, will be the city of N. York, as soon as the Delaware and Raritan Canal shall have been constructed. Here then is a most copious and durable source of income to this canal, as soon as it can be constructed, and will probably go on from year to year, to augment for ages to come. Were this the only source of support, it would fully justify the con- struction of this canal, for the toll would presently re- pay the interest of the cost of it. But it is quite probable that from its peculiarly favourable location, on which ever of the proposed routes it may ultimately be fixed, this would not constitute above a third part of the tonnage of what would pass through it, and on many other arti- cles the toll would be much higher. It is impossible to calculate with mathematical precision, what amount of tolls this canal from all its different sources of income, may on its completion produce; but it is presumed, the following statement will be fully realized:

Say then that the Canal and Feeder will be sixty miles in length, and that 100,000 tons of coal from the Lehigh, to pay only a cent a ton per mile, shall yearly pass through it, will give $60,000 From the great facility of communication which this and the Chesapeake and Delaware Canal (now nearly finished) will afford, be- tween New York, Philadelphia, Baltimore, and other ports on the Chesapeake Bay, the intercourse will be immensely increased; for a very small variation in the price of any article, in any of these markets, would cause ship- ments through these canals, where insurance would be unnecessary, and certainty of time could be calculated on, so that the estimated amount of the coasting trade between N. York, the Delaware river and Bay, and the Chesa- peake Bay, as now furnished by the corpora- tion of that city, namely, 211,000 tons, may safely be assumed as the minimum on which toll would be collected; to which must be added, what now passes inland, say 10,000 tons more, making an aggregate of 221,000 tons, to pass through the canal, and pay a cent and a half a ton per mile, orsixty cents per ton through, will give 133,200

The toll on the transit of passengers from the very cheap, easy, and comfortable manner they may, through the canal, be conveyed from city to city, will in a little time be a con- siderable source of income. Upwards of eighty thousand passengers in the steam boats and stages have passed between New York and Philadelphia, during the past year, and will probably be greatly, if not quite doubled, when this cheap and very convenient mode of conveyance shall be afforded, and it is believ- ed, may safely he set down at

The lumber, grain, flour, with various other articles of agricultural produce, and manufac- tures, which will pass through both Feeder and Canal, from each side of the Delaware above; from the transit of merchandise carried back, and from the lime, marl, and other ma- nures, with the wood, timber, stone, brick, and other articles, to be shipped on the line of the canal, which would presently be set in motion, may it is presumed be estimated at a like sum of -

20,000

Making a sum total of annual toll of $233,200

Letter from J. 1. BOYD, Esq. to S. STEVENS, Esq. Chair- man of the Committee of the Corporation.

- NEW YORK, Dec 30th, 1828.

Sir-By your letter of the 12th instant, you direct me to ascertain "the entire amount of the tonnage of all goods, wares, merchandise and produce, which passes annually between the city of New York, and all ports and places on the Delaware river and bay, and the aver- age price per ton coastwise between Philadelphia and New York; and also between said city of New York, and all ports and places on and around the Chesapeake Bay,"

Vessels licensed for the coasting trade are required to enter or clear at the custom-house only, when they have on board of foreign merchandise, an "aggregate value of $800." Such as have goods of domestic origin sole- ly, neither enter nor clear. No full record can thus be found at the custom-house of the trade-nor am I aware of any mode that could be adopted to procure, without much delay, a full statement of the entire tonnage em- ployed in the trade referred to. Under such circum- stances, I can but present to you, a statement compiled from the best data obtainable, to exhibit the minimum amount of the tonnage fully employed, and which I am convinced will be found correct.

. From the register kept in the naval office, of the ves- sels that have cleared for the ports embraced in the in- quiry, between the 15th of December, 1827, and the 15thi instant, it appears that the licensed tonnage to Philadelphia, (no clearance appearing for other ports or places on the Delaware Bay,) was 16,508 tons, and that to Richmond, Petersburg, Norfolk, Baltimore, and other ports and places on the Chesapeake Bay, was 50,668 tons, without comprising the merchandise trans- ported across the state of New Jersey, of which a cor- rect detail can only be had in that State, or the pro- perty, of which no great amount can have gone by re- gistered vessels.

Some of the vessels thus cleared went. with foreign merchandise, of no greater amount than was required for ballast; but as the 'regular traders generally carry deck loads, it is presumed that this was an equivalent.

Making a fair allowance for such vessels as may have sailed with a loading of do- mestic produce only, I assume it as cor- rect, that the licensed tonnage actually filled or fully occupied in the coasting trade to Philadelphia, and ports and places on the Delaware Bay, was

18,000 Tons ..

And that to ports and places on the Chesapeake Bay, was 55,000

Thus from New York

73,000 Tons.

Much of the trade to New York is in flour, grain and coa!, and I believe that an estimate of the tonnage thus employed for the year would be a moderate one, if taken for Philadelphia, and ports and places on the Delaware Bay, as 38,000

And the Chesapeake Bay as 100,000

To New York, 138,000

Making a total of licensed tonnage of 211,000 Tons, for the year, considered as fully filled or occupied.

The standard from which freights are graduated in the trade, is the bulk of a flour barrel. The capacity of the licensed - tonnage, above specified, would be equal to 1,688,000 barrels. The average price of freight to

Philadelphia, is 18 @ 20 per barrel,

Baltimore, 25

These estimates are not presented as perfectly cor- rect, but as approaching as near the fact as it is practi- cable to bring them.

I have the honour to be, sir, Your humble servant,

J. I. BOYD.

1829.]

PENNSYLVANIA RAILWAY

123

PENNSYLVANIA RAILWAY.

JOSEPH M'ILVAINE, Esq. Sec'y to the Board of Canal Commissioners.

Sin-In compliance with your joint and separate in- structions to us on the 2d and 14th January, and the 7th inst., we respectfully REPORT:

First, As to the merits ofa line crossing at Fair Mount, as explained in your letter to the undersigned, Messrs. Robinson and Hopkins.

Such a line is perfectly practicable, but involves con- siderable difficulties. Two heavy embankments, a deep cut, and an unusual portion of rock excavation must be encountered. And in order to bring the rail- way by a gentle and easy ourve on a bridge at the point proposed, it will be necessary to incur the expense and inconveniences of a tunnel 31 chains long, and 20 by 12 feet high.

In the event ofthe adoption of this line it would be advisable to fall at the Stationary Engine at Judge Pe- ters', ten feet lower than has been contemplated on the fine reported by Major Wilson, & afterwards to continue on a horizontal plane, to the summit between the Dela- ware and the Schuylkill. This profile is recommen- ded, not because an undulating line or lower Bridge at Fair Mount would be inadmissable, but because no sa- ving of expense would be produced by such a change, which would justify impairing the profile of this part of the line.

Should the location of the line reported by Major Wilson be confirmed, its graduation should, in our opin- ion, be so modified as to attain an elevation 37 feet a- bove high tide, at a point 48 chs. before reaching pick- et 42. This would be done in order to give it all the advantage it could have for a connection with the ship- ping on the Schuylkill without reducing it below the level of the summit between this river and the Dela- ware. In this case the line reported by Major Wilson, would at the point alluded to, intersect with that cros- sing at Fair Mount.

The following Estimate of the line crossing at Fair Mount, by Mr. Hopkins, and the annexed abstract from the estimate of Major Wilson, of the line reported by him, present views of the cost of each route from the foot of the inclined plane to their point of intersection.

Estimate of line crossing at Fair Mount.

50501 yds embankment at 12 c $6,060

12828 yds of rocks at $1 12,828

3396 yds excavation above rock at 8 c 271

22888 yds excavation at 7 c 1,602

16215 yds embankment at 9 € 1,459

19420 yds decp cut at 10 c 1,942

9709 yds rock at $1 25

12,136

19163 yds tunnel excavation at 2 50 47,907

428 perches masonry at 2 dolls.

856

9711 yds rock at 60 c 5,826

1614 yds embankment at 9 € ~145

3500 yds excavation at 8 c 280

2 miles and 40 10-100 laying rails 24,000

$115,312

Bridge.

3 Piers 4657 c yds masonry at 5 dolls. 23,285

Abutments and wing walls on east side of the river, including arch for road 3326 c yards at 2 50 8,315

Preparing rock for abutment on west side of the river 300

800 feet superstructure 24,000

Cost of Bridge 55,900

Cost of Rail Way and laying rails

115,312

$171,212.

Line reported by Major Wilson.

Amount of bridge embankment and bridge a- cross the Schuylkill, as per estimate of Penn- sylvania rail road,

50,391 04

Amount of excavation and embankment from

the commencement of the old Union Canal to point of intersection of lines, 2,687 75

Additional expense of graduation to level of 37 fect above tide, 1,000 00 Cost of laying rails on '2 27.80 miles of road way, 18,700 00

$72,778 79

It appears from a comparison of the above estimates, that the increased cost of continuing the rail road on the right bank of the river to Fair Mount, and of crossing at that point would be 97,433 21 dollars. The two lines as regards a connection with shipping on the east shore of the Schuylkill, and with the Delaware, present equal advantages. But the line crossing at Fair Mount offers a facility of connection with tide water on the west shore of the Schuylkill, not afforded by the location of Major Wilson. On the other hand the tunnel which will be required on this line and the necessity of crossing at Fair Mount in an exposed situation by an oblique bridge, present very strong objections to it.

Secondly, as- to the practicability and cost of a branch line from the inclined plane near Judge Peters' to a point on the sloop navigation of the Schuylkill, below the permanent bridge. Two lines have been examined with a view to this object; one following the trace of the line crossing at Fair Mount, until within half a mile of the proposed crossing point, here ascending a ravine nearly at right angles with the river and passing back of Mantua Village, near the junction of the roads from the two bridges, and terminating opposite the permanent . bridge.

A second passing along the bluffs and sloping shore of the Schuylkill, the whole distance from the foot of the inclined plane to the first wharf below the said bridge. The first of these lines would involve the necessity of a brake at its point of termination, and either of the lines would be very expensive for a double branch on which a lesser radius of curvature than that adopted on other parts of the rail-road was deemed inadmissable.

For a single branch with occasional crossing places, on which greater curvatures were allowed, the trace ad- hering to the river slope would be preferable. We beg leave to refer to the following sketch of such a line and estimate of its cost, by Major Wilson:

"The branch line commences at the termination of the inclined plane at Judge Peters', and is traced on the margin of Schuylkill river for 81 chains to a position be- yond the residence of Samuel Breck, Esq. at a descend- ing graduation of 30 feet per mile; from thence it is kept level for 983 chains, until it passes below the dam at Fair Mount; and on the remaining part of the distance, which is 61 chains, the descending graduation is 24 feet per mile. Its termination is at a position south of the permanent bridge, and on a level with the wharf imme- diately below that bridge.

In locating this branch, the horizontal curves may be determined within the limits assigned for the main line, excepting at the projecting rock, near the residence of - Rundel, Esq. where the radius of curvature can- not without a considerable addition to the cost of the road, be greater than 400 feet .. In the present trace, the radius at this point is 378 2-10 feet, the exterior an- gles of the sides of the polygon of 66 feet each being 10 degrees."

Section 1. From the foot of the inclined plane, the line curves southiwardly and crosses with a balustrade bridge at Small-Run; from thence it pierces a point of side-hill 21 fect at the greatest depth, and is conducted along the slope-hill, crossing in its course, two runs, and encountering ledges of rock. The section terminates in front of the residence of S. Breck, Esq.

Embankment at end of plane on 13 chs., great- est depth 14 ft .; 6178 cubic yds at 15 ets $926 70

Excavation on 820 chs., greatest depth 21.1 ft. ; 8826 cubic yds at 16 cents 1412 16

Do. on 9.75 chs., greatest depth 8 ft .; 1735 cubic yds at 8 cts 138 80

12-1

PENNSYLVANIA RAILWAY.

- [FERRCANY

Embankment at run on 4} chs., greatest depth 17 ft .; 1884 cubic yds at 14 cts 263 76

Excavation on 5 chs., greatest depth 5.3 ft .; 503 cubic yards at 12 cents 60 36

Excavation on 7 chs .; 484 cubic yds at 9 cts Side-cutting solid rock on 53 chs .; 248 cubic yds at 50 cts

Embankment on 2 chs., greatest depth 14.6 ft .; 967 cubic yards at 12 cts

116-04

Excavation on 62 chs., greatest depth 14.2 ft .; 1158 cubic yds (side cutting) of rock at 50 cts: and 1714 cubic yds common excavation at 8 cts

716 12

Excavation of rock (side-cutting) on 4.30 chs., greatest depth 2.8 ft. ; 1709 cubic yds rock at 50 cts : and 1413 cubic yds common excava- tion at 8 cts

967 54

Embankment on 2 chs , greatest depth 7 ft .; 251 cubic yards at 12 cts 30 12

Excavation on 8 chs., greatest depth 6 ft .; 1078 cubic yds at 8 cts 86 24

36 perches slope-wall at 75 cts 27 00

One bridge 986 dolls. 2 culverts 250, 2 cross- drains 22 dolls.

1258 00

One road-bridge 100 00

Light grubbing on 33 chs. at 1 dol. per ch. 31 50

$6,357 58

Section 2dl. After crossing a run near Mr. Breck's, the line is traced for a few chains along a steep side hill, .it there turns Rundell's point with 17 feet side cutting in solid rock, and terminates on favorable ground. Embankment at Breck's run on 2.30 chs. great-

est depth 14 ft. ; 1129 cubic yds at 13 cts $146 77 Excavation on 9.60 chs., greatest depth 9 ft .; 1008 cubic yds of rock at 50 cts .: and 2010 cubic yds common excavation at 9 cts 684 90

Embankment on 3 chs., greatest depth 9.1 ft .; 536 cubic yds at 12 cts 64 32

Side excavation on 6 chs., greatest depth 17.ft. solid rock 1307 cubic yds at 50 cts 653 50

S'de embankment on 3} chs., greatest depth 11.5 ft .; 871 cubic yds at 12 cts

104 52

Excavation 27 chs., 3646 cubic yds at 9 cts 328 14

Embankment on 23 chs., greatest depth 13 ft .; 1608 cubic vds at 12 cts

192 96

Excavation on 8 chs., greatest depthi 16 ft .: 3801 cubic yds at 11 cts

418 11

Embankment on 12 chs. : 842 cubic yds at 12cts 3 culverts of 6, 6, and 3 ft.

101 04

340 00

4 cross-drains 55 00

Paving Embankment 521 sq yds at 40 cts per sq yd

208 40

Grubbing 22 chs. at 1 50

33 00

$3,330 66

Section 3d, Near its commencement the line is curv- ed on a steep side hill of solid rock, which it pierces at an average depth of 6 feet, and after passing in the rear of Mr. Harding's Hotel, is traced on favourable ground to a point south of West Philadelphia street, below the Permanent Bridge, where it terminates.

Excavation on 183 chs av depth 6.5 ft solid rock 3529 cub yds at 50 cts $1764 50

Embankment on 6 chs greatest depth 8.4 ft 961 c yds a 12 cts 115 32

Excavation on 33 chs greatest deptli 4.2 ft 262 c yds a 7 cts 18 34

Embankment on 11 chs greatest depth 10 ft 5128 c yds a 13 cts

666 64

Excavation on 45 chs 5221 cub yds a 8 cts 417 68

2 Culvert of 4 & 3 ft $110 two cross drains 14, Grubbing on 18 chs a $1 00 per ch 18 00

124 00

Paving embankment 492 sq yards a 40 cts

196 80

$3321 28

Total amount for grading road

$13009 52

To 3 miles of rail road including passing places, gravel for horse path, &c. a $4207 84 per mile 12623 52

To extra for double branch beyond west Philadelphia street 504 97

Total cost of branch line $26138 01

Thirdly, "as to the practicability, expediency, and cost of continuing the main Rail way line from the in- clined plane aforesaid, down the west side of the Schuylkill, and entering the city by a bridge at any point below the bridge at Harding's."

The line followed on this plan, would be the same with that which would be recommended with a view to crossing at Fair Mount, as far as the northern entrance of the tunnel. On the last proposed plan, the expense and inconvenience of a tunnel would be avoided, be- cause the Rail road, might be conducted around the bluff opposite Fair Mount, if crossing the river at that point is not contemplated, without incurring a greater convexity in any part of the distance, than is admitted on other sections of the Rail road. The expense of crossing the river, would, however, be much increased, in consequence of the increased cost of founding piers, and the necessity of very heavy embankments.

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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 35

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