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. IX > Part 108
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It will be seen that this work, now so commanding in its aspect, like many other highly important undertak- ings, is the result of very small beginnings. The seed was sown and amidst alternate chill and sunshine, it ve- getated. The plant sprang up and having been kindly. nurtured, it has already attained a goodly growth. The project took its rise in Germantown, and nearly all the primary movements for its furtherance were limited to that place, aided by a few citizens of Montgomery county, and two or three gentlemen of Philadelphia.
-
Pursuant to a resolution of a public meeting held in October 1830, an experimental exploration was made by a party of engineers, under. the immediate direction of John Edgar Thompson, for the purpose of ascertain- ing the practicability of the contemplated work prepa- ratory to making application for a charter. In addition to this, a voluntary examination was made by a party of the citizens of Germantown along a different route, which resulted much to their satisfaction. The report made to the adjourned meeting of the citizens embra- ced the facts developed by both of these examinations, and on this report an application was made to the legis- Jature, which resulted in the incorporation of the pre- sent company. The company was formally organized on the 3d day of May, 1831, and in about two weeks af- terwards the engineer department was arranged, and di- rections were given to commence the survey forthwith, and locate the line as promptly as circumstances would admit of. After various explorations, the location of a portion of the line was so far progressed in on the 1st of August, that a contract was entered into for. the con- struction of five miles of the road, from Poplar lane, northward, and the first pick was put into the earth on the 10th day of August. This contract was entered into by the board, with a full confidence that it would greatly promote the interests of the company, as the contractor exhibited recommendations from some of the first men of the state. Yet as is generally known, it proved an entire failure, and was abandoned in Novem- ber. New contracts were immediately entered into with a number of individuals, and the work was prose- cuted with unabated vigor during the entire winter from a conviction on our part, that the interests of the stock- holders required its completion at the earliest possible period of the present season.
As we advanced, circumstances indicated the propri-
ety of a re-organization of our engineer department which was effected on the Ist of March last, having pre- viously, on the 16th of February, elected HIenry R. Campbell chief engineer. This event infused new life into our operations.
On the portion of the road over which we have this day passed, there were on the 1st of March 8000 cubic yards of rock, and 25000 cubic yards of earth, remain- ing to be excavated. There were at that time com- paratively no materials in our possession lor completing the road, excepting some stone which we had broken along the rock sections near Germantown, and say 5000 stone blocks, and a few rails which had arrived in one vessel, but no chairs, bolts or keys; in short, nine-tenths of the iron was still in England, and in the course of transit to this country. At this time a contract was en- tered into, under a penalty on the part of the contract- ors, requiring the completion of one track of six miles of rails, on or before the 15th day of May then next en- suing, based on an understanding that the company should have the road formation completed, and the ma- terials furnished in due season.
Let us review the field of labor which we found at that moment extended before us. First road formation and bridging, stating every thing in round numbers for the sake of convenience. Say 8000 cubic yards of rock to be excavated, and 25000 cubic yards of earth to be removed and formed into embankments.
Two large bridges, (one of them a stone arched via- duct, of 33 feet span,) to be contracted for, and with a large portion of the wing walls, arch and parapets of the Cohocksink viaduct, to be built. The timber for the superstructures of the several bridges, including the viaduct over the turnpike, was still in the form in which nature had fashioned it, not having yet entered the saw mill. The one track required for its comple- tion, 21000 stone blocks, 4250 rails, weighing 350 tons, 21000 chairs, weight 120 tons, 42000 screw bolts, 21000 keys, and from 12 to 15000 perches of broken stone.
There was also a large amount of engineering to be done in preparing the road for commencing to lay the track, and also in constant attention to the layers, through the different stages of their prugress, in giving them the centers, the levels for the blocks, and the lines for drilling the holes for the bolts.
The amount of work to be done within the compass of a few weeks was indeed great, and the contingencies were numerous by which our efforts might be thwarted; but nothing daunted, all parties on whom its immediate performance depended, willed that if energy could ef- fect it, it should be done. You have seen the result. This indeed, is not the 16th of May, but as the second track is now in a state of considerable forwardness, the materials for the completion of which are nearly all in our possession, the aggregate of work done, and mate- rials furnished, is more than equivalent to the comple- tion of one track, on the day first named.
Let us attempt to unveil the future and contemplate the permanent prospects of the company as regards re- sources for transportation, and income. It is probable that even amongst our stockholders, there is a very limited acquaintance with this subject, so important to their interests. It may be proper here to premise, that by a supplement to our act of incorporation, which was passed by the legislature in April last, the company has had ample transporting powers conferred on it, and is thus enabled to make such arrangements for the con- veyance of both passengers and tonnage, as will best accommodate the public, at the same time that they se- cure to the stockholders a just and ample reward for their labors and expenditures. We will first turn our attention to the resources for passengers. There is not probably in the United States a district of country of the same extent so populous as the vicinity of our line, from Philadelphia to Norristown, in addition to which, it is a great thoroughfare for stages from points more re- mote; the passengers in which will no doubt be convey-
379
GROWTH OF WOOL-PIIILADELPHIA AND NEW YORK.
1832.]
ed on our line, between the points of intersection with it and the city. From a combination of these circum- stances, the conveyance of persons, who are now in the habit of passing from point to point, must be very great, and when we reflect that in all instances where the fa- cilities of communicating between different places are increased, the absolute passing of individuals to and fro is greatly enlarged, we may safely count on not less than two hundred of what may be termed business pas- sengers daily in each direction, on an average distance of more than eight miles, exclusive of those who will ride for pleasure or the gratification of curiosity, which classes will always be numerous, as on account of the novelty of mode, the rapid and delightful movement, and an exemption from the annoyances of both dust and mud, whatever may be the character of the weather; for pleasure riding in gigs and carriages, many persons will substitute a rail-way trip to Germantown, Norris- town, and more especially to the romantic Wissahiecon, the scenery of which has only to be viewed, to exact the admiration of thousands who are now ignorant that so much native grandeur rests comparatively unno- tieed, unthought of, unsung, within an hour's ride of Philadelphia. Some general estimate of the number to be conveyed during the present season, may be form- ed by comparing our road with the Baltimore and Ohio road when the latter was first opened for transportation.
With one track only to operate on, although Balti- more was much less populous than Philadelphia, as was also the vicinity of the line of their road, than is that of ours, the income derived from this souree was upwards of 20,000 dollars. We will now notice the transportation of heavy commodities, reciting only the more prominent items. First, the flour from the Wissa- hiccon mills, and the greater part of the grain to them. These mills are said to manufacture upwards of 40,000 barrels per annum! Next, granite, extensive quarries of which have been recently discovered, which in quali- ty will rival that of Maine and Massachusetts. Many thousand tons of this must annually seek the Philadel- phia market. The limestone district of Plymouth and Whitemarsh, through which we pass, taking the pre- sent amount of that mineral conveyed from thence to the city, as data, will furnish, say 50,000 tons per an- num. But this amount must be greatly increased as the cost of conveyance, which is now seven cents a bushel, will be reduced to about two cents, and will thus excite a great demand for it from the states of Del- aware and New Jersey, for agricultural purposes, as well as for building. Iron ore of an excellent quality is found along our proposed line. This is now carted scv- eral miles to the Schuylkill river at a heavy cost, to be. boated to the furnaces in New Jersey to be smelted. The principal marble quarries from which the city re- ceives its supplies, will be within our reach. Our north-western termination will be at an excellent harbor at Norristown, from which Schuylkill coal will be re- ceived and conveyed, at least to supply the consump- tion along the line, if not to be taken to Philadelphia. To these items must be added many thousand tons of building, eurb and flag stone, extensive bodies of which are found along our linc, within such a distance of the city, as to enable them to compete to great advantage with the quarries of Delaware county, which have here- tofore nearly monopolized the business. Store gooxls, and the numerous items of lesser amount, which may be classed under the general head of sundries, will greatly increase the aggregate tonnage of heavy com- modities, which aggregate, together with the convey- ance of passengers, will insure an income fully equal in amount to the dividend which the act of incorpora- tion adınits of, and when the company recently incorpo- rated-to construct a Rail-road from Allentown near the coal regions of the Lehigh, to intersect ours at Norris- town, complete that important work, our road will be second in value to none in the United States.
founded on existing facts, with which I claim a per- sonal acquaintance. But if we were to indulge in a calculation on the natural succession of events which must follow certain operating causes, the picture pre- sented would be much more highly colored. It is a well known and universally admitted axiom of trade, that in proportion as we lessen the cost of commodities, we in- crease the demand for them. This principle will be found to operate with especial force, in the conveyance on our road of ponderous articles of comparatively small cost, when we compare it with their conveyance on the common roads of the district. As for example lime, the saving on the transportation of which will make a difference of twenty-five per cent, in the gross cost of the article delivered in Philadelphia.
I have been desirous of confining this address within as narrow limits as possible, or I might here enter into an examination of the comparative merits of Rail-roads and Canals as mediums of conveyance. Yet as regards the interest of our company, the solving of this problem is of no moment. We have no comparison to make be- tween nur road and a canal, as no canal can ever be so located as to compete with it. Our competition can only be with the turnpikes and the common highways of the district, and when we reflect that the power which is required to move a load of a given weight, on an en- tire level of the best turnpike, will take the same weight on a Rail-road up an ascent of nearly 140 feet to the mile-and that these highways have ascents of 300 feet per mile, whilst our road is but little beyond 30 feet, it, will at once be seen that the difference of mative power and consequent cost of transportation must be immense.
There is something peculiarly interesting in contem- plating a work of this kind, where sound practicalsense, working with the lever of science, has brought the in- tractableness of nature into comparative subjection; has made the rough places smooth, and in its onward march has depressed the lofty hills, and elevated the lowly val- leys. A feeling of this kind will thrill in the breast of almost every traveller, and will be awakened at each repetition of his passing over a rail-way, so as to be ever new, and ever interesting .- Phila. Gaz.
RAIL-ROAD.
The travelling on the road since Wednesday, has sur- passed all anticipation. It is supposed that on Sunday last, not less than three thousand persons were convey- ed to and from this place-which, at twenty-five cents each, would yickt $750,-besides we are informed, that at least one thousand persons, at the depot, were disap- pointed in obtaining seats, notwithstanding eleven cars run each way six times during the day. On Monday, the throng of travellers was equally great, and the receipts consequently very encouraging .- Germantown Tel.
From the Delaware County Weekly Visitor. EXTRAORDINARY GROWTH OF WOOL.
Was sheared from the back of a "Ewe" belonging to Mary Lynn of Concord, Delaware county, on the first of May, a fleece weighing nine pound. The wool is of a good quality, and very free from coarse hairy ex- crescences peculiar to some species. This sheep is one year old-of ordinary size,-is of the English stock, crossed with a mixture of the Bakewell, and was raised and fed under the immediate care of Mrs. Lynn. P.
Concord, June 8, 1832.
PHILADELPHIA AND NEW YORK .- Our friends in Phi- ladelphia must look to it, or they will lose a goodly portion of the trade of Easton. The Morris canal is now in tolerable navigable order, and the quantities of salt, fish, plaster of l'aris, and other articles which line our wharves, betoken a fair trade with the great com- mercial emporium. In a few days, however, we hope to see the Delaware Canal navigable, and then we may
These statements are by no means imaginary, but are | be able to tell a different tale. - Easton Argus.
380
CENSUS.
[JUNE
CENSUS OF MERCER, MIFFLIN, NORTHUMBERLAND
WHITE PERSONS.
NAMES
MALES.
FEMALES.
OF
Towns, Boroughs
and Toumships,
10.
. IN
MERCER CO.
to 10.
20 to 30.
Under 5.
15 to 20.
30 to 40.
70 to 80.
10 to 15.
15 to 20.
40 to 50.
60 to 70.
80 to 90.
50 to 60.
20 to 30.
90 to 100.
30 to 40.
Under 5.
10 to 15.
Mahoning,
245
177
163
115
196
118
74
40
39
18
6
1
198
174
144
146
207
106
Slipperyrock,
144
124
106
71
112
75
57
33
19
·11
5
0
163
117
97
75
125
74
Shenango,
134
131
108
78
119
78
49
23
32
8
1
1
131
102
86
78
126
67
Wolfcreek,
119
100
74
66
93
65
41
39
21
6
3
0
115
103
75
64
111
58
Lockawanock,
117
92
59
50
8S
64
42
27
13
11
4
0
129
87
71
53
104
63
Springfield,
117
86
86
48
83
45
42
23
15
2
3
0
86
81
61
61
95
51
Neshanock,
159
155
100
90
161
89
48
39
25
9
1
0
157
123
94
103
152
76
Mercer,
54
46
33
31
67
35
21
15
10
3
0
0
53
43
43
39
67
38
Delaware,
92
82
61
48
67
47
38
23
8
7
2
0
91
73
61
40
77
41
Salem,
101
79
67
60
101
51
37
19
20
4
2
0
114
103
74
62
87
62
West Salem,
179
140
113
106
168
97
59
38
27
15
3
0
170
136
122
94
155
80
Pamataning,
142
106
77
63
105
70
28
31
22
6
3
0
133
94
76
68
112
65
Sandy Lake,
82
57
39
21
64
36
24
13
9
9
1
0
63
63
43
30
65
35
Sandy creek,
121
82
58
51
80
58
39
22
5
2
1
0
108
80
70
52
109
45
French creek,
43
38
35
22
49
16
14
14
4
1
0
0
37
36
26
43
30
21
Coolspring,
87
80
71
53
80
54
39
31
15
11
5
0
102
93
60
61
80
61
1936 1575
1250
973 1633
998
652
430
284
123
40
2
1850 1508 1203
1069|1701
943
MIFFLIN.
Waynesburg,
207
192
218
286
819
385
102
38
29
5
0
0
197
184
183
131
274
145
Farmanaugh,
128
97
84
81
160
98
40
23
15
2
0
197
87
81
76
140
79
Greenwood,
160
152
162
124
136
102
86
43
28
7
2
0
186
169
145
143
166
95
Walker,
101
100
112
80
119
79
45
25
15
9
2
0
91
108
79
81
148
65
Lewistown boro'
90
65
64
87
266
141
52
25
6
0
0
0
74
53
71
81
133
68
Derry,
200
162
149
141
569
292
68
55
24
4
0
0
170
165
122
136
199
109
Decatur,
76
63
61
28
62
42
20
23
6
C
0
69
56
51
47
61
47
Armagh,
190
165
141
130
199
132
69
42
34
9
4
0
192
145
149
133
188
109
Union,
179
165
102
88
124
117
43
27
13
5
3
0
183
133
117
78
158
103
Tuscarora,
66
64
64
37
78
43
28
21
12
8
2
0
49
61
52
40
71
46
Milford,
139
118
94
82
106
89
56
34
24
9
3
0
115
120
106
88
141
79
Lack,
69
58
48
25
52
37
26
13
12
5
4
0
55
53
39
18
57
42
Turbett,
88
81
76
77
103
57
40
27
16
10
0
1
69
75
73
84
101
52
NORTHUM-
1789
1383 1258 2783 1603
675
396
234
73
22
1
1536 1409
1248 1136 1837
1026
BERLAND.
Turbut,
292
243
221
228|
253
190
113
73
14
25
5
0
301
245
214
215
280
169
Milton borough,
112
77
75
122
203
63
41
21
7
5
1
0
91
88
80
76
117
66
Chilesquaque,
104
83
84
53
89
66
19
27
19
8
1
1
104
99
89
60
103
61
Point,
79
62
71
35
261
51
25
21
7
5
1
0
63
52
48
35
73
41
Northumb. boro'
68
56
52
80
166
60
32
22
11
4
2
0
75
64
67
76
87
61
Rush,
90
81
76
61
89
49
34
34
23
5
1
1
110
69
86
47
90
52
Augusta,
206
159
145
132
182
102
65
44
33
14
1
1
185
155
135
137
180
95
Sunbury boro'
88
60
58
44
109
67
35
19
10
6
0
0
88
75
62
58
108
64
Shamokin,
208
158
118
97
131
112
58
47
26
16
6
0
181
146
118
87
161
111
Little Mahonoy,
62
44
40
36
41
23
15
15
7
1
1
0
51
44
42
39
39
23
Lower Mahonoy
162
135
115
109
113
95
56
36
22
5
0
0
166
147
153
106
130
82
Upper Mahonoy
206
163
107
98
135
70
59
33
13
11
1
0
160
131
121
90
131
73
1677
1321 1162 1095 1771
948
5821
392
192
105
19
3
1573 1313 1215 1026 1499
897
WARREN.
Sugar Grove,
72
47
49
34
59
47
32
13
7
3
0
0
82
64
55
42
58
37
Conewango,
84
67
60
51
99
41
31
14
5
6
1
0
61
57
53
49
73
40
Limestone,
34
16
15
15
44
17
13
3
3
1
0
0
26
15
13
10
19
10
Rinzua and Elk,
37
24
20
14
64
24
10
5
1
1
1
0
41
19
16
25
31
14
Pine Grove,
75
52
29
22
74
54
20
6
5
5
0
0
79
47
29
32
59
28
Deerfield,
31
26
27
18
29
12
17
8
5
0
0
0
31
26
18
23
18
13
Brokenstraw,
80
59
55
34
73
47
28
13
3
1
0
0
94
54
4.8
4.6
49
39
Spring Creek,
19
26
7
4
26
13
9
6
2
1
1
0
23
12
17
11
16
14
Columbus,
7
36
33
26
66
36
17
11
6
0
0
0
61
40
29
18
52
26
502 353
2951 218
534| 291
177
79'
37
18
31
498
.334
278
256
375
221
1
0
1
1832.]
CENSUS.
381
AND WARREN COUNTIES .- JUNE 1, 1830.
FREE COLORED PERSONS.
SLAVES.
Incl'din foreg'g.
MALES.
FEMALES.
Males. ] Fem.
De'f& D
Whites.
10 to 24.
24 to 36.
60 to 70.
TOTAL.
Under10.
70 to 80.
36 to 55.
90 to 100.
55 to100.
Under10.
80 to 90.
24 to 36.
10 to 24.
10 to 24.
24 to 36.
Blind.
14to25.
40 to 50.
50 to 60.
| 55 to 100.
Under10.
1 36 to 55.
25, &c.
Aliens.
|Un.14.1
95
45
32
16
2
2
1
1
| 10 to 24.
0
2369
3
0
0
0
61
27
13
12
0
0
0
1523
19
0
0
30
1
0
1
00
0
0
00
00
00
51
29
15
0
0
00
5
1455
1
O
0
0
0
001
0
0
OOH
0
0
0
00
C
36
28
13
9
1
0
1
1
1
0
1244
0
000
0
0000
0
1339
0
o
0
2
O
34
18
18
5
0
2
0
2
1
4.
1
1
1
20
2
O
0000
0
0
1163
0
0
20
3
0
0
O
0
0
39
18
4
1
1
4
1
1
0
4.
0
1
0
O
1068
C
0
0
-
00
00
9
57
36
20
4
1
0
1
0
1
0
1
1
0
0
14
0
0
0
O
0
0
0
O
17
18
4
2
0
3
2
0
0
1703
0
1
0
2
0
0
6
0
17
1
0
1
2
656
1
0
13
0
-
0
O
O
0
32
21
0
15
1
0
0
5
0
1
2
2
1
0
941
11
1
O
1
0
O
O
O
0
0
0
0
0
0
39
16
14
5
0
0
0
1117
00
1
3
O
O
0
0
0
O
0
0
5
2
1
1
0
1
O
0
55
41
23
9
1
4
2
1850
1
0
C
0
0
23
1
0
41
25
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THE ALARM OF 1706.
[JUNE
From "The Friend." THE ALARM OF 1706.
The subjoined extract of a letter from James Logan to William Penn, written soon after the transaction to which it refers, has relation to a subject, in which those who adequately cherish the memory of the colonial secretary will take some interest. As it has very re- cently been found among the archives of the family at Stenton, it has never before seen the light. The let- ter at length, is a history of various incidents in the con- duct of Governor Evans, which contributed to render the administration of that functionary so deservedly un- popular; but the portion to which particular attention is due, and which I have selected for publication, is con- fined to a detailed narrative of a little event, well known in our provincial annals, by the appellation of The Alarm.
The governor foolishly gave currency to an eroneous report, that a foe in hostile array was hastening to the city. To give greater probability to this intelligence, " he was seen parading through the streets on horseback, with drawn sword, and entreating, with the utmost so- lemnity and earnestness; all classes of people to arm for the common defence. The consequences were soon perceived. The shipping disappeared from the wharves; plate and other moveable property were thrown into wells, or otherwise removed from view; and their own- ers sought concealment and security, by scudding to the nearest covert. A fair had assembled the good people from the neighbouring parts. They who had come to enjoy a holiday in the spirit of peace, would naturally feel a little revulsion and dismay at the sudden an- nouncement of war. Most fled in consternation, or as bravely concealed themselves until assured that it was, as it finally proved to be, a hoax. When the panic was past, and all fear of danger had subsided, a colonial bard could sing of it in the following strain, as if he wished to exempt some from the unmerited reproach, if not of cowardice, at least of credulity:
"Wise men wonder, good men grieve,
Knaves invent, and fools believe," &c.
It is not easy to determine, at this late day, the real motive of Evans, in exciting an alarm so prejudicial to the nerves of the people, and the reputation of colonial valor. Some have ascribed it to the mere wantonness of a mischievous, or vicious propensity ; others see in it an experiment upon the pacific and non-resisting princi- ples of Friends; while not a few, perhaps with more plausibility, attribute it to the suggestions of a mistak- en policy. Certain it is, soon after the memorable tu- mult, he endeavored to persuade the assembly to enact a militia law, and judging from his character, it is highly probable he was weak and silly enough to suppose that the false terror arising from apprehended peril, would reconcile the people to its adoption. The French and Spaniards, with whom a war had been raging with con- siderable violence since the year 1701, had made de- structive inroads into the northern provinces, and the inhabitants of the eastern and southern districts, were likewise menaced with an invasion. Under these cir- cumstances, it is likely that Governor Evans should feel
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