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 37
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After leaving the bank of the river, the line passes up a ravine which at first does not rise faster than the grade of the road, and along which a very cheap line may be located till near its head, where a eut of 8 feet cannot be avoided for a few chains. At the end of this cut the line is upon the summit between the waters of the Cono- dogwinnet and Yellow Breeches ercek .-
From Station 16 to 28 .- The distance from where the line leaves the river to this point, is 70 chains, and the road rises constantly at the rate of 27₺ feet per mile.
From Station 28 to 143 .- The line for the next 8} miles keeps on or near the summit as far as Trindle spring run, over a country very well. adapted to the construction of a rail-way. No grade necd be admitted in this distance, either ascending or deseending of more than 18 feet per mile, and for the greater part of the way it will be advisable to locate the road without either ascent or deseent.
The Trindle spring run can be crossed with a culvert of 6 feet chord, and an embankment by no means ex- . pensive. Soon after crossing it, the line passes a ridge with a eut of 10 feet on its summit, and descends to a VOL. III. 17
valley in which a considerable embankment is required. After crossing this, the line passes over the dividing ridge, between the last mentioned valley and the Co- hoekouk run with a considerable cut, through solid rock for about 24 chains. But a single track rail-way, is calculated for through the rock,
From 143 to 158 .- From the Trindle spring run to the end of the rock excavation, a distance of 1} mile, the grade rises or descends constantly, the rising grade being at the rate of 27₺ feet per mile, and the descend- ing at the rate of 18.
Thence. the line continues along the Coheckouk val- ley on very good ground, a distance of 3 miles and 54 chains to the head of the ercek.
From Station 158 .to 207 .- In this section the line passes a rise of land called Stoncy ridge, running from north to south at an elevation of from 40 to 60 feet above the general level of the country at the only gap in it, except those formed by the passage of the Yellow Breeches and Conodogwinnet creeks. -
From 207 to 214 .- In descending to the Cohockouk valley it is necessary to grade down at the rate of 18 feet per mile, after which the rise of the valley is very trifling till after passing the Stoney ridge, where the as- cent is at the rate of 273 feet per mile, for forty chains. This grade enables a line to be passed across the sum- mit between the head of the Cohockouk ereek and the Letart-spring run with moderate cutting.
From Station 214 to 263 -The earth work on the line from the head of the Cohoekouk to Hanover street in Carlisle, a distance of 3 miles and 54 chains, forms but a small item in the accompanying estimate, though a considerable embankment is necessary to cross the Le- tart-spring run. The line follows the last mentioned stream for nearly the whole of the above section; the grade rising aud falling to suit the ground at the rate of 18 feet per mile. Three culverts are necessary after leaving Trindle-spring run, two on the Cohockouk, one six feet chord and one four feet chord, and one of 10 feet chord to pass the Letart spring at Carlisle.
From Station 263 to 325 .- The next 4 50-80 miles is over a country somewhat broken; the last mile is quite rough, and some roek is to be encountered, the grade is not generally more than 18 feet per mile rising, and there is but little descent in this section, a few chains only at the upper end deseends at a grade of 18 feet per mile to a fine flat called the Savannah.
From Station 325 to 371 .- We proceeded up this flat at a grade of less than 18 feet per mile, the distance of 4 16-80 miles. In this distance the excavation will amount to little more than removing the sod or muck.
From the head of this section several fruitless attempts were made to pass a line into the valley of the Yellow Breeches creek, but the height of the ridge separating this creek from the Savannah rendered it necessary to abandon this route.
From Station 371 to 382 .- The line from the end of the Savannah passes over a very rough country for the distance of 64-80 miles, following a depression; which, although distinctly marked, is crossed frequently by ridges and ravines, rendering it necessary to cut and einbank to a considerable extent. A steam engine or some other stationary power will be required in this sec- tion. The grade rises and falls to suit the surface of
130
HARRISBURG AND CHAMBERSBURG RAIL-ROAD.
[FEBRUARY
the country, ascending mostly at the rate of 273 feet per mile, and descending at the rate of 18.
From 382 to 474 .- From the point last mentioned, the line passes over an undulating country, on which a cheap line of road may be located, rising and falling at the rate of 273 feet per mile for a distance of 6 12-80 miles, which brings the line to a point beyond South- ampton summit.
From 474 to 552 .- A rough surface presents itself for the next 5 65-80 miles, or to a point whence the waters descend to theConococheague creek, the country being cut up by the streams that pass north to the Cono- dogwinnet, and some few deep cuts are necessary in crossing the spurs of ridges from the south.
From 552 to 594 .- The land for the next 3 12-80 miles to a short distance beyond the Conococheague creek, is less broken than that just mentioned, though by no means smooth. The Conococheague creek will require a 12 feet culvert to pass it, and in its valley a very considerable embankment is necessary. The line from thence to Chambersburg, 11 12-80 miles is through a country which, though rough, affords a tolerable line.
From 594 to 753 .- In this section, a creek has to be crossed with a six foot culvert, and two rather expen- sive embankments are necessary. In the last 14 24-80 miles of line the grade has been made to conform as much as possible to the surface of the country, without admitting a greater grade than those already mentioned.
The survey was ended on the main east and west street in Chambersburg, near the market house. The length of the line is 55 62-80 miles. The country be- tween Chambersburg and Carlisle will admit the location of two distinct lines of rail-road, one of which might be passed to the north of the Chambersburg and Carlisle turnpike, and the other would follow with some slight deviations the line traced on the accompanying maps.
Since the completion of the survey, I have doubted whether the line, as it now stands, is the best that can be had. It seems from all the information that I have been able to obtain, and from what I have seen of the country, that a line may be located from Carlisle. westward, passing generally to the north of the turnpike, having a more favourable grade than the present line, and on which it will not be necessary to locate a steam engine or other stationary power.
The estimates I have the honour herewith to submit to your honourable board, are not supposed to be made upon the cheapest possible line, but it is hoped and con- fidently believed that the expense of a line properly located between the bridge across the Susquehanna river and Chambersburg, will not be found to exceed the accompanying estimate.
An estimate of the expense of a double rail-way, with turn-outs every half mile, and a proper horse-path, and also, a map and a profile of the line, is herewith re- spectfully submitted.
I am, gentlemen, With great respect,
Your most obedient humble servant,
WM. R. HOPKINS.
ESTIMATES OF TIIE HARRISBURG AND CHAMBERSBURG RAIL-ROAD.
The accompanying estimates are for a rail road with double tracks. The following is the plan adopted.
After the road-way is properly levelled and graded, locust sleepers, 3 by 6 inches, are to be laid at right an- gles to the road, at the distance of 8 feet apart, and to be bedded on broken stone, so that a sufficient coating for the formation of the horse path may be laid above them. Locust blocks are to be pinned on these, their upper surface being level with the horse path; upon these oak scantling are to be secured, and the iron rails are spik- ed to the timbers. The iron is { by 2 inches.
The plan is a little varied from in two instances, where the road way is solid rock.
DIVISION 1. From 0 to Station 6-35 chains.
35 chains grubbing at $3 per chain $105 00
3596.76 yds excavation at 8 cts per yard 287 90
2230.02 embankment at 10 cts 223 00
21775.80 perch stone wall, at 1 25 cts per perch 27219 74
26421.74 yds of filling between wall and bluff at 12 cents 3170 60
10.725 tons of iron, 90 dollars per ton 965 25
12416.25 feet of timber work to receive rails, at 5 cts per foot 628 80
Fencing, land, spikes, &c. 392 72
32908 01
DIVISION 2. From Station 6 to Station 16-59 chains.
36 chains grubbing, at 3 dols. per chain 108 00
92902 yds rock excavation, 1 50 cts per yd 139354 30
8265.22 yards earth excavation, at 10 cts 826 52
18 08 tons of iron, at 90 dollars 1627 13
20930 feet timber, prepared for rails 1046 50
Fencing, spikes, land, &c. 746 36
143708 81
DIVISION 3.
From Station 16 to Station 30-84 chains.
31674 yds excavation, at 7 cts $2217 19
4452.54 yds embankment, at 8 cts 356 20
574 yds muck, at 9 cts 51 66
37 chains grubbing at 4 dolls 148 00
25.74 tons iron, at 90 dolls 2316 60
1386 sets of supports, at 40 cts each 554 40
378 perches broken stone, at 60 cts 226 80
1155 yds pit excavation and filling, at 14 cts 161 70
22176 feet scantling, at 30 dolls per M 665 20
Horse path, land, spikes, fencing, &c. 1848 77
8543 60
DIVISION . 4. .
From Station 30 to Station 60-180 chains.
7550 60 yds excavation, at 7 cts 528 54
12697 yds embankment, at 8ts 1015 81
2360 yds muck, at 9 cts 212 44
3234 yds rock, at 1 50 cts 4851 06
486 yds ditch, at 6 cts 29 20
2475 yds pit excavation and filling, at 14 cts 346 50
2970 sets of supports, at 40 cts 1188 00
47520 feet of scantling, at 30 doll per M 1425 60
55.1572 tons iron, at 90 dolls per ton 4964 14
Horse path, fencing, land, spikes, &c. 3849 37
810 perches broken stone, at 60 cts 486 00
18896 66
DIVISION 5.
From Station 60 to Station 102-252 chains.
9826 yds embankment, at 8 cts per yard 786 15
20686 yds excavation, at 7 cts 1448 05
3305 yds muck, at 9 cts 297 47
1393 yds ditch, at 6 cts 82 59
24 chains grubbing, at 4 dolls 96 00
77.22 tons iron, at 90 dolls, 6949 80
4158 sets of supports, at 40 cts 1663 20
3465 yds pit excavation and filling, at 14 cts 485 10
1134 perches broken stone, at 60 cts 680 40
66528 fect scantling, at 30 dolls per M 1995 84
Horse path, land, spikes, &c. 5546 35
20030 95
DIVISION 6. From Station 102 to Station 164-378 chains.
53714 yds excavation, at 7 cts 3760 00
2370 yds rock excavation, at 1 50 dolls 3556 44
23149 yds embankment, at 8 cts per yard 1851 94
7295 yds ditch, at 6 cts 437 70
1003 yds muck, at 9 cts 90 27
131
HARRISBURG AND CHAMBERSBURG RAIL-ROAD.
1829.]
39 chains grubbing, at 4 dolls 6 feet chord culvert, 62.67 perches, at 2 50 cts per perch 226 yds culvert pit excavation, at 15 cts 115.83 tons iron, at 90 dollars
156 00
DIVISION 11.
From Station 375 to Station 431 -- 336 chains.
75392 yds excavation, at 7 cts 5277 51
17464 yds embankment, at 8 cts 1397 15
5132 yds ditch, 6 cts 307 94
2271 yds muck, at 9 cts 204 46
A stationary engine and the extra work on inclined plane above ordinary road, with the necessary fixtures, 4233 00
Plane lifts, 52 feet in a distance of 26 chains " 102.06 tons of iron at 90 dolls 9185 40
5554 supports, at 40 cts 2217 60
4620 yds pit excavation and filling, at 14 cts 646 80
1512 perches broken stone at 60 cts 907 20
88704 feet scantling at 30 dolls per M 2661 12
60 chains grubbing, at 3 dolls 180 00
Horse path, fencing, spikes, land, &c. 7261 66
34479 84
DIVISION 12. From Station 431 to Station 491-362 chains.
45053 yds embankment, at 8 cts 3604 24
41690 yds excavation, at 7 cts 2918 35
3715 yds ditch, at 6 cts 222 90
6473 yds muck, at 9 cts 582 58
126 00
110.927 tons iron at 90 dolls 9983 43
5973 supports, at 40 cts 2389 20
4977 yds pit excavation and filling, at 14 cts 696 85
1629 perches broken stone, at 60 cts 977 40
95568 feet scantling, at 30 dolls per M · 2867 04
Horse path, fencing, land, spikes, &c. 7081 36
30399 85
DIVISION 13. From Station 491 to Station 363-418 chains.
59021 yds excavation, at 7 cts 4131 53
238.77 yds rock, at 1 50 cts 358 15
12161 yds embankment, at 8 cts 972 93
7629 yds ditch, at 6 cts 457 76
1211 yds muck, at 9 cts 109 03
128.0872 tons iron at 90 dolls per ton 11527 85
6897 sets supports, at 40 cts per set 2758 80
57 chains grubbing, at 4 dolls 228 00
5747 yds pit excavation, 14 cts 804 65
1881 perches broken stone, at 60 cts
1128 60
100352 feet of scantling, at 30 dolls per M Horse path, &c.
8774 26
Culvert
150 00
Pit excavation 30 00
34442 12
DIVISION 14.
From Station 563 to Station 619 -- 532 chains.
86710 yds excavation, at 7 cts 6069 71
9069 yds embankment, at 8 cts 725 51
6134 yds. ditch, at 6 cts. 368 07
2635 yds. muck, at 9 cts. 237 19
67 50
223 chains grubbing, at $3 57 do. do. at $4
228 00
181.7343 tons iron, for rails, at $90
9156 09
5478 supports, at 40 cts. 2191 20
639 10
4565 yds. pit excavation and filling at 14 cts. 1494 perches broken stone at 60 cts.
896 40
87648 feet scantling at 30 dolls.
2629 44
7910 yds embankment, at 8 cts
632 84
3617 yds ditch, at 7 cts 217 02
1719 yds muck, at 9 cts 154 76
63.73 tons iron, at 90 dolls per ton 5735 70
3432 supports at 40 cts per set 1372 80
2860 yds pit excavation and filling, at 14 cts 400 40
936 perches broken stone, at 60 cts
561 60
54912 feet scantling, at 30 dolls per M
1647 36
Horse path, fencing, &c. 4936 70
156 67
34 00
10424 70
6237 sets supports, at 40 cts 2494 80
1701 perches broken stone, at 60 cts
1020 60
727 65
5197 yds pit excavation & filling, at 14 cts 99792 feet scantling, at 30 dolls per M 2993 76
Horse path, fencing, spikes, land, &c. 7926 40
35565 03
DIVISION 7. From Station 164 to Station 218-324 chains.
30262 yds excavation, at 7 cts
2118 38
5828 yds rock, single track, at 1 50 cts 8742 52
24234 yds embankment, at 8 cts 1938 73
4545 yds ditch, at 6 cts 272 75
8013 yds muck, at 9 cts
721 24
2 four feet chord culverts, 88.98 perch- es, at 2 50 dolls
222
136 yds culvert pit excavation, at 15 cts 20 53
5346 sets of supports, at 40 cts 2138 40
2566 09
85536 feet of scantling, at 30 dolls per M 99.283 tons iron, at 90 dolls per ton 4455 yds pit excavation, at 14 cts
8935 47
623 70
1458 perches broken stone, at 60 cts per perch Horse path, land, fencing, &c.
874.80
5530 47
$34705 52
DIVISION 8. .
From Station 218 to Station 270-3163 chains.
87921 yds excavation, at 7 cts 6154 57
8333 yds embankmens, at 10 cts 833 31
6858 yds ditch, at 6 cts 412 12
1950 yds rock excavation, at 1 50 cts
2925 81
Culvert, 10 feet chord,131.75 perch, at 2 dol 50 cts
329 37
219 yds culvert pit excavation, at 15 cts
32 90
4351 yds excavation and filling, for support at 14 cts 609 26
5222 sets supports, at 40 cts per set
-2088 90
83556 feet scantling, at 30 dolls 2506 68
96.984 tons iron, at 90 dolls per ton
8728 62
14244 perches broken stene, at 60 cts 854 55
Fence, horse path, land, spikes, &c 6446 48
31922 47
DIVISION 9.
From Station 270 to Station 333 -- 377 chains.
9234 yds embankment, at 8 cts 742 78
2029 yds muck, at 9 cts 182 62
45546 yds excuvation, at 7 cts 3188 25
3702 yds ditch, at 6 cts
222 16
103 0236 tons iron, at 90 dolls
9272 12
6220} supports, at 40 cts
2488 20
5183 yds pit excavation, at 14 cts
725 72
99528 feet scantling, 30 per M 2985 84
Fencing, spikes, horse path, land, &c. 8128 77
16963 perches broken stone, at 60 cts
1017 90
28954 36
DIVISION 10. From Station 333 to Station 375 -- 208 chains.
Pits for 5 culverts at 20 dolls.
100 00
$31,045 24
DIVISION 15. From Station 619 to Station 684-374 chains.
53107 yds excavation, at 7 cts 3717 47
1078 yds rock, at $1 50 1617 00
50062 yds embankment, at 8 cts 4005 01
7454 yds ditch, at 6 cts
447 21
16275 95
8811 yds excavation, 7 cts 616 77
Horse path, fence, &c. 6897 03
5 culverts, at $160, each 800 00
3010 56
42 chains grubbing, at 3 dolls
132
HARRISBURG AND CHAMBERSBURG RAIL-ROAD.
[FEBRUARY
2442 yds muck, at 9 cts
219 83
59 chains grubbing, at 3 dolls.
177 00
114.6043 tons iron, at $90
10314 29
6171 supports, at 40 cts
2468 40
5142 yds pit evcavation and filling, at 14 cts 1683 perches broken stone, at 60 cts
1008 80
Horse path, fence, &c. 8133 17
Culvert, 12 feet chord, 342.50 perch, at 2 50
· 856 25
Pit excavation, 165 yds at 15 cts
24 80
98736 feet scantling, at 30 dolls. per M
2962 08
36671 36
DIVISION 16.
From Station 684 to Station. 721-223 chains.
33937 yds excavation, at 7 cts
2375 63
6696 yds embankment, at 8 cts 535 71
4717 yds ditch at 6 cts 283 01
500 yds muck, at 9 cts
45 00
63 chains grubbing, at 3 dolls. 189 00
68.3336 tons iron, at 90 dolls. 6150 02
1471 80
3066 yds pit excavation and filling, at 14 cts. 429 27
1003 perches broken stone, at 60 cts. 602 10
58872 feet scantling, at 30 dolls. per M 1766 16
Horse path, land, fence, spikes, &c. 4750 91 One culvert, 44.49 perches, at 2 50 per perch 111-22 68.44 yds pit excavation, at 15 cts 10 27
18720 10
DIVISION 17.
From Station 721 to Station 753-203.20 chains. 1224.79 yds rock, at 1 50 1837 18
12498 yds excavation at 7 cts 874 88
9558 yds embankment, at 8 cts 764-68
3216 yds ditch, at 6 cts 193 00
775 yds muck, at 9 cts 69 76
62.2663 tons iron, at 90 dolls. per ton 5603 97
3352 4-5 supports, at 40 cts. 1341 12
391 16
2794 yds pit excavation and filling, at 14 cts. 914 perches broken stone, at 60 cts. 548 64
1609 32
53644 feet scantling at 30 dolls. per M Fence, land, &c. 4782 45
'Two 4 feet culverts, 88.98 perches, at 2 50 per " perch
322 44
137 yds culvert pit excavation, at 15 cts
20 58
$18358 53
SUMMARY.
Division 3d
$8543 60
do.
4th
18896 66
do.
5th
20030 95
do.
6th
35565 03
do.
7th
34705 52
do.
8th
31922 47
do.
9th
28954 36
do.
10th
16275 05
do.
11th
34479 84
do.
12th
30399 85
do.
13th
34442 12
do.
14th
31045 24
do.
15th
36671 36
do.
16th
18720 10
do.
17th
18358 53
Expense of line from Susquehanna to 2
Chambersburg
399,012 48
Cost of line down along river before leaving it, rendered necessary by our being required to start the line at the bridge
176,706 82
Total -
575,719 30
. Allowance for turn-outs
19,951 60
$595,660 90
If the line be made to commence on the bank of the river, one mile and fourteen chains below the Harris- burg bridge, the whole cost of the first and second divi- sions will be saved, and the location will be equally ad- vantageous for all general purposes. Upon this plan, which is earnestly recommended, the whole cost will be
From the Susquehanna to Chambersburg, 54 6-10 miles 399,012 48
Allowance for turn-outs 19,951 60
$418,964 08
Average per mile
$7673 33
WM. R. HOPKINS.
REPORT ON THE LINE OF RAIL-WAY BE- TWEEN CHAMBERSBURG & YORK.
To the Canal Commissioners of the State of Pennsylvania.
Gentlemen-I have the honour to lay before you a report on the line of rail road from Chambersburg, through Gettysburg, to York.
Having fixed upon Black's Gap as the proper point at which to cross the South mountain, a line was brought to the commencement of the Gap, rising for most of the way at a grade of 30 feet per mile. In this distance the line was kept as high as possible in order to diminish the number of stationary engines required to cross the mountain, and also, to keep the summit of the country, in order to avoid as far as possible the beds of the prin- cipal streams. To effect these objects, it was necessary to keep to the south of Falling-spring run, till the coun- try became so low that the line was obliged to be curved to the north, passing across some very deep ravines in crossing the head of the Falling-spring run, to get upon the summit between the Conococheague and Autietum creeks. The line keeps near the highest part of this summit to the beginning of the Gap. At this point it is on the best possible ground that can be had, the grade having overcome in the distance of 113 miles, nearly half the elevation necessary to be gained in crossing the mountain. -
I can say but little in favour of the country from Chambersburg to the foot of the South mountain, as adapted to the construction of a rail-road; the line can- not be much altered for the better. And as it stands, it is any thing but a cheap one."
The line rises the mountain with two inclined planes, one of 122 and one of 196 feet, together with the grade to the height of 700 feet above Chambersburg; at which point it will be best to tunnel for 20 chains, which will save the expense of rising the remaining 100 feet to the top of the mountain.
The Gap which the line ascends for the last 33 miles is tolerably smooth in its bed, and well calculated for the passage of a turnpike. But its sides are so steep, and so much cut up by ravines, that it seems impossible to get even a tolerable line along it.
The line descending the mountain is on good ground generally, and would be cheap were it not for the two steam engines which must be located to descend to the proper level on the east side of the mountain. The fall of one of these is 280 and the other 220 feet. From the foot of the South mountain to Gettysburg the country is mostly bad, many deep cuts occur through solid rock; and there are several heavy embankments in situations where earth cannot be had without trouble. The distance from Chambersburg to Gettysburg is 29 18-80 miles.
The next 10 18-80 is through a country which, in- stead of being favourable to the purposes contemplated in the act directing this survey, seems to combine as many of the qualities of countries usually shunned by engineers, and as few of the requisites for a. good line of rail road, as any line I remember to have seen. The line is very crooked; numerous and expensive embank-
.
719 95
36793 sets supports, at 40 cts
1829.]
SUSQUEHANNA AND POTTSVILLE RAIL-ROAD.
133
ments are required both across the Potomac and Sus- quehanna waters. And the cost of blasting the rock in the deep cuts would make any thing but a trifling item in an estimate.
A steam engine and inclined plane are necessary at the Conewago creek. From the point at which the line intersects the little Conewago creek, we pass up it and one of its branches, and keep close along the south- ern foot of the Pigeon-Hills to Codorus waters, and thence to York, a distance of 20 73-80 miles, through a country in which a good line of rail-road may easily be had.
The distance from Chambersburg to the west end of the borough of York, is 60 26-80 miles; about 25 miles of this is a tolerably good country, but the cheapness with which a rail road may be constructed along this part of the line, will be very far from making up for the expense it will be necessary to encounter on the other parts.
It seems to me, that no advantage that can be obtain- ed by making of this road, will at all justify the expense of constructing it. And I think, few engineers would recommend this route, were the advantages to be at- tained by its construction, many times greater than in all human probability they ever will be.
I have the honour to be, Gentlemen, with great re- spect, your obedient, humble servant, WM. R. HOPKINS.
REPORT
Of the Committee appointed at a meeting held in Phil- adelphia, on the 10th Feb. 1829, relative to the Susque- hanna and Pottsville' Rail-Road.
The undersigned, a committee appointed at a former meeting to obtain information relative to the practica- bility and propriety of connecting the Susquehanna by rail-road with the Schuylkill Navigation at Pottsville, and report the result of their inquiries, now enter upon a discharge of that duty. Several members of the com- mittee have long been intimately acquainted with the trade and localities embraced in the objects of their re- search, and since their appointment they have together with their colleagues, had recourse to all the means of information within their reach, the combined effect of which has been an entire conviction in their minds, that few works of improvement have been projected, in which the citizens of Philadelphia have a deeper inter- est, or that promises a more beneficial return to the country, and to those who should accomplish the con- struction of them. We find that in the year 1826 a law was passed authorizing the incorporation of a company to make a rail-road from Danville to Pottsville. In pur- suance of this act, exploration of the country and some rough surveys were made; but the law was found to be defective in many important particulars, and application was made to the Legislature for the enactment of a sup- plement correcting these defects, and authorizing the formation of a rail-road from Sunbury and from Danville to Pottsville, the work to commence at the latter place. This law was passed during the last session of the Legis- lature, and at the same time, the Canal Commissioners were directed to cause minute and scientific surveys of proper routes for the said rail-road, to be made at the expense, and by officers of the state. That duty has been performed by an engineer whose professional tal- ents and high standing entitle his opinion and proceed- ings to the fullest confidence. His reports to the state commissioners and the commissioners named in the act of incorporation, place the practicability of making the road beyond a doubt, and at a moderate expense.
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