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 11

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. IX > Part 11

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The new contracts entered into for excavation and embankments have been prosecuted with great energy: and a large amount of the heavy work is executed. Section No. 30, extending through the gap of the Mine ridge, at the highest point of which, there is a cutting of thirty-seven feet, is the only one which presents any formidable difficulties, and is the only section not now in the hands of the original contractors; this section ha- ving been re-let under proposals received on the 2d September last. The greatest obstacle presented in the prosecution of this work, is the quicksands which appear within a few feet of the surface throughout its whole extent. But the contractors feel confident they will be enabled to overcome these difficulties, and com-

one hundred men employed at the present time. The inclined plane section at Columbia, has also progressed with vigour. The excavation in the deepest part is thirty-three feet, and is estimated to contain 67,000 cubic yards; the removal of nearly one half of which, by the next estimate day, will have been effected. On the division east of the Schuylkill, a large force has also been employed-and only for a large amount of rock which has appeared at two points upon the line, this portion of the road formation might have now been completed. It is fully expected however, that it will be finished by the first of January. The masonry of the culverts is in a forward state, on twenty-four, some of which are of large span and great length; final estimates have been settled, and the payments of the next esti- mates will reduce to few in number, all that are now in operation. Of the larger bridges, that across the Pequea creek will in a few weeks be completed-the masonry is finished and the superstructure raised. This is a beautiful work, and reflects much credit upon the contractors. The bridges over east and west Brandy- wine and Valley creeks, are not so far advanced, al- though a considerable amount of the masonry has been executed; the winter months will be employed in ga- thering the material, and a vigorous prosecution of these structures may be expected in the spring. I regret that I cannot report so favourably upon the work done at the bridge across the Schuylkill; operations under this contract however, are being prosecuted at the pre- sent time with great energy. A coffer dam has been sunk within a few days at the foundation of one of the piers, and sufficient stone of a superior quality got out, to raise the masonry to high water mark; a steam engine is ready on the spot, to be used in pumping out

COLUMBIA AND PHILADELPHIA RAIL-ROAD.

[JANUARY

and made tight-and the contractors are determined up- on working night and day uutil the masonry of this pier is so far advanced as to be out of the reach of high wa- ter of the spring freshets. In fact, this work is now go- ing on under favourable circumstances, more so than might have been expected, from the lateness of the season in which it was commenced; and setting aside unforseen obstacles, I feel confident the superstructure of the bridge will be placed upon the piers by the first of November of the next year; and that it will be entirely finished and made passable in a short time af- terwards. And although some difficulty was experi- enced in getting this important structure under con- tract, yet am I satisfied under all the circumstances, that the commonwealth have lost nothing by the delay. I have just had an intimation from the engineer attendant on that work, that if the weather should prove at all fa vourable, two more of the coffer dams will immediately be sunk.

Thirty-two and a ha'f miles of single track-way of the mailing is now under contract, as follows: twenty miles on the eastern and twelve and a half miles on the Western end. The first ten miles commencing at the corner of Broad and Vine streets, has been let to a , company under the plan of a continuous line of stone sills, plated with flat iron bars. A distance of nearly two miles of the sills are embedded, upon which the contractors are now fixing the iron plating. This ope- ration, together with stoning the horse-path, will be completed in a few days: a temporary wooden railing, intersecting the permanent track, at the foot of the plane, is also in progress of construction, which, when completed, will greatly facilitate the work; in giving the contractors an opportunity of more readily trans- porting on rail-way cars, along the line, the heavy ma- terial of which the rail-way is composed. The seven miles of this contract, west of the Schuylkill, can be finished by the first of May, and that portion on the eastern side, by the first of June-which, for the latter, would be as early as prudence would dictate, that the permanent railing should be laid on embankments which bave so recently been constructed. About 6,000 lineal feet of stone sills are now at the landings ready to be hauled out-calculated to lay down 3,000 feet more of the track, and arrangements have been made with the company for the delivery, as long as the weather will permit, of 600 feet per day.

The other ten miles of the eastern division was also " originally let to one company, under the Liverpool and Manchester plan, of using stone blocks and iron edge rails. The-contract for this work, was, for a time, pro- secuted with spirit, and a considerable amount of mate- rial was collected upon the line-but the contractors having, about the 1st of October, withdrawn their for- ces, it was declared abandoned and re-let again on the 28th of that month, in two separate parcels of five miles each. The work is now rapidly advancing, and it is confidently expected this ten miles will be completed by the first of May. At which time it may be expected that a continuous line from the west side of the Schuyl- kill to the Paoli tavern, a distance of seventeen miles of single track-way, will be entirely completed. As re- gards the twelve and a half miles of single track rail- ing, which was put under contract of the 18th May, on the western division, the first contractors completely failed in procuring stone of a quality suitable for its con- struction, under the stone sill plan. These contracts were declared abandoned, and on the 11th July the work was let under the block and edge rail plan. The first 63 miles from the plane, was again declared aban- doned, and re-let on the 25th October. The other six miles commencing at the Conestoga bridge and pro- gressing towards Columbia, has gone on vigorously; ma- terials have been deposited on the ground sufficent for laying down about three miles of the single track; and the iron edge rails, none of which description has yet arrived, is only wanting to complete a large portion of

this contract; and the same observation as regards the other portions of the line upon the same plan, may be made. Both the contracts on this division can be com- pleted by the first of May.

Every contract upon the line, excepting a few of those recently entered into under the letting of the 3d instant, is now in active operation, and the work rapid- ly going on.

If an appropriation should be made by the legislature at their coming session, which would warrant putting the residue of the railing under contract next spring, the whole of the line can be finished with double tracks, engines and every other fixture, in the most permanent manner, ready to go into full operation in two years from the present time. A large portion of the line how- ever, yielding a very considerable revenue, will be in operation in the early part of the next summer. And although it would doubtless be an object of great im- portance with the board to have this line of the public works completed at the earliest possible period, in or- der that it might yield to the state an interest somewhat proportionable to the monies expended, yet there are other considerations which in my view ought not to be overlooked -- time ought to be allowed for the con- struction of these works, sufficient to have them execu- ted in a permanent and substantial manner.

Under authority contained in a resolution of the board, dated at Northumberland on the 25th June last, I entered into contract with two responsible shipping houses in Philadelphia, for furnishing from England, agreeably to the specifications and patterns of the en- gineer, the requisite quantity of malleable iron edge rails and flat bars, with the necessary fixtures for laying down the same, on so much of the single track-way as is now under contract. Orders for this iron went out to Liverpool by the first packet which sailed, and ar- rangements for the manufacture have been made under very favorable circumstances. One hundred and seven- ty-five tons of the flat bars have within a few days arri- ved, and further shipments are shortly expected.

The contracts entered into for these materials will amount to one hundred twenty thousand dollars. And as the contractors in their agreement have stipulated to purchase the iron at cash prices in England, it will be fair to consider so much of the specific appropriation to this division, in addition to what bas already been paid on other contracts, as expended, inasmuch as the whole amount of the iron will have to be paid on its arrival here.

Tabular statements, showing the progress of new work now under contract, the report and statement of the principal engineer upon the line, together with all other information required of me by the acts of assem- bly or by resolutions of the board, will be herewith transmitted.

By reference to abstract No. 3, annexed to this re- port, it will be seen that of the specific appropriation to this line, there has been drawn from the treasury by me two hundred twenty-four thousand dollars; and that the amount settled and in progress of settlement at the accountant department, is two hundred ten thousand seven hundred and four dollars twenty-three cents. Leaving a balance.in my hands, deducting six thousand thirty-six dollars and two cents, paid to engineers and others on account, of seven thousand two hundred fifty- nine dollars seventy cents, applicable to the payments on estimates which in a few days will be due.

All of which is most respectfully submitted.

JNO. BARBER, Superintendent.

Columbia and Philadelphia rail-way office, Columbia, Nov. 25th, 1831.

ABSTRACT, No. 1.

Amount drawn from the treasury on old work, inci-

COLUMBIA AND PHILADELPHIA RAIL-ROAD.

1832.]

· dental and engineering expenses, and disbursed during the present year, $60,508 65

Under the following heads, to wit:

On sections, $18,456 07

On bridges, 17,110 90

On miscellaneous, 4,731 32

On engineering, &c.

2,508 22

On fencing, 7,097 18

On damages, 50 00

$49,953 69

In addition to which the sum

of ¿10,554 96 was paid on

balances and retained per

centage due on final esti-

mates for work done prior to the date of last year's statement,

$10,554 96

$60,508 65

No 2.

The following abstract exhibits the amount of money drawn from the treasury, and disbursed upon contracts on the old line of rail-way, since its commencement. Amount drawn from the treasury, and ap-

propriated to payment of contracts on old line of rail-way,

$337,763 04

Paid us follows.

Road formation, $170,909 55

Mechanical work, 96,961 39

Fencing, 34,742 84

Repairs and incidental work, 8,259 96

Engineering,

24,769 83

Damages, 575 29

Expenses, 1,544 18

$337,763 04

No. 3.

Amount drawn from treasury, for the payment of contracts made under act of 21st March last, on Columbia and Phil- adelphia rail-way,

$224,000 00

Disbursed as follows, per vouchers filed in auditing department:

On sections, $131,172 73

Bridges and culverts, 53,920 34

Laying rails,

15,780 00

Fencing, 802 00

Engineering, 8,393 00

Expenses,

636 16

$210,704 23

Temporary and other re- ccipts not yet settled, 6,036 02

Balance due commonwealth in my hands for future dis- bursements, 7,259 75

$224,000 00

REPORT OF JOHN WILSON, ENGINEEN.

Philadelphia, Nov. 11, 1831.

SIR-In compliance with the requisition of the se- cretary to the canal commissioners, that I should furnish you with such details from the engineer department, as would enable you in your annual report, to give a full and satisfactory exhibit of the work upon the Columbia and Philadelphia rail-road, I herewith transmit you a table of all the work now under contract upon the line, from returns made up to November 1st.

The third to bridges, and the fourth to the rail way su- perstructure.

The graduation and masonry upon the whole of the middle division have been prosecuted with vigour. That portion of the road formation from Schuylkill river to Broad and Vine streets, is expected to be finished about the latter part of next month. This would have been accomplished at an earlier period, but a greater quanti- ty of rock appeared in the deep cuttings than was an- ticipated. The most important culverts upon the line will be constructed before the season for masonry closes. By the. last return there were twenty-eight completed; of the remaining twenty, such as were in progress will be finally estimated before the end of this month. Of the five principal bridges, the one over Pequea crcek, will soon be finished: the masonry of those over Brandywine and Valley crecks, is considerahly advanc- ed. The contractors are collecting materials and prepa- ring a coffer dam for one of the wiers of Schuylkill bridge. The latencss of the season when this work was re-let to the present contractors, will only enable them to be in readiness to prosecute it with vigour in the spring.

The contract for laying a single track with gra- nite sills, upon ten miles west from Philadelphia, has not progressed with that rapidity which was desi- red. The transportation of such heavy materials can only be cffected when the roads are in good order; when we shall have received the iron bars for complet- ing that portion of the road already prepared for it, the work will then go on with greater facility. The same difficulty exists in prosecuting the contracts upon the remaining twenty-two miles; we expect, however, in the course of this winter to have the whole of the mate- rials in readincss, so that when the edge rails arrive, there will be nothing wanting to complete the present contracts.

In referring to the tabular statement of the cost of the work, it will exhibit a greater amount than has been estimated in former reports. This is caused by substi- tuting in every case (where materials were convenient for the purpose, ) stone arches instead of wooden bridges, and by increasing the embankments and dimi- nishing the size of the bridges, where wooden super- structures were necessary. We have also incurred considerable expense by enlarging our former curves, and rendering the line as straight as practicable.

Having thus given you all the information required of me, I trust you will be enabled to present to the board a full and satisfactory report.

I remain very respectfully yours, JOHN WILSON.

Jolın Barber, Esq. superintendent, Co- 2 lumbia and Philadelphia rail-road. S

ESTIMATE OF COST.

Philadelphia, Nov. 8, 1831.

DEAN SIN-In answer to your communication of the 3d inst. I will thank you to lay before the board the fol- lowing, for their information.

In the present state of the contracts for completing the superstructure of the mil-road, it is difficult to form an accurate estimate of what would be the entire cost of completing the line between Philadelphia and Co- lumbia, with double tracks. The deficiency of mate- rials, particularly stone suitable for blocks, on both the eastern and western divisions of the road, has enhanced the cost of construction considerably beyond what will be incurred on other portions of the line; I except, however, the present contract prices for laying ways with granite sills: they are lower than would be again offered for any future contract, as no such material can be obtained within any reasonable distance of the rail- way, westward of the limit of Robinson, Carr & Co's. contract. The next item involved in the calculation of

This document is divided into four compartments. The first exhibits the length of cach section of road for- mation, and the amount expended for excavations and embankments, with the probable cost of the unfinished work. The second is appropriated to the culverts. I an estimate, is the cost of the iron. We are hourly ex-

THE JUDICIARY SYSTEM.

EJANEART

pecting the arrival of 100 tons of flat bars, which were shipped from England, on the 14th September, and it is uncertain when we may expect any portion of the edge rails. The prices for either will, therefore, in the estimate, only approximate to the truth.

I will now give the cost per mile, of each of the pre- sent contracts, assuming the price for bar iron at $52 per ton in Robinson & Co's. division, and the others at $62 per ton. Miles. Per single track. Double.

9 81 Robinson & Co. $9,042 973 $18,085 95

5 Provest, (new contract,) 9,443 22

18,886 44

5 McCartney, do. 8,740 32 17,480 64

Stewart & Co. do. 8,741 92 17,483 64

12 14 Fielding, 7,976 82 15,953 64

31.95.100 miles.

Without deducting any thing from these last portions of the line for materials delivered under former con- tracts at less prices, I shall estimate the 31 95.100 miles of single track, as equal to 15 975.1000 miles of double track, the cost of which will amount to $281,386 77. The remaining 64 206.1000 miles, I have estimated at $15,644 04.100 per mile of double way. In the latter estimate, blocks are charged at 40 cents each; broken stone, (the state furnishing a large portion of the mate- rial,) at 80 cents per perch, digging trenches, drilling and laying, at 50 cents per yard (double line,) horse- path $250, and iron at $4,364 02. The following is the result.

Miles.

15 975, present contracts, $ 281,386 77

64 206, not contracted for,

1,004,441 23

1 354, bridges, wood plates,

5,000 00

81 535, add for steam engines, and occa- sional tenants, 45,000 00

Total amount, $1,335,828 00

A single track constructed with wooden string pieces and sleepers, in a substantial manner for the 64 miles will cost $305,074. Should the board require any further information on the above subject, you will please to in- form me of it.

1 am respectfully your obedient servant,

JOHN WILSON.

The New Castle and Frenchtown rail-road company, have been so obliging as to loan the state twenty-five tons bar iron, which we are now preparing to lay on the granite sills. The want of iron has retarded our whole operations.

ESTIMATE OF COST.

Philadelphia, Nov. 12, 1831.

DEAR SIR-In answer to your favour of the 10th, I request you to state to the board, that the estimate of the whole cost of the Philadelphia and Columbia rail= way, when completely finished for use, which I now submit, can only be considered as an approximation to the truth. It may exceed the actual expenditure or it may be less.

The whole road formation from the basin at Columbia to Broad and Vine streets, $961,292 21 Amount of superstructure-iron and stone

being the material used for construc- tion, 1,335,828 00

$2,297,120 21

I am respectfully, Your obedient serv't.

JOHN WILSON.

F. R. SHUNK, EsQ.

P. S. By the end of the next week, the first mile of granite way from the head of the plane at Schuylkill, will be ready for the transportation of our materials. The inclined plane will also be ready shortly after.

THE JUDICIARY SYSTEM.

SENATE CHAMBER, Jan. 2d, 1831.

Messrs. Hamilton & Son .- It is now generally admit- ted that there are defects in the present organization of the judiciary, which require legislative enactment. Va- rious plans have been proposed, none of wh ch have hi- therto been adopted. Tbe bill passed at the last session by the Senate, was believed by many to contain a system which was liable to as few exceptions, as any that had been proposed. The following letter I received from a judge of high standing in one of the western districts, which, though it differs in detail somewhat from the bill before referred to, agrees in the main with it. I offer no apology for requesting you to publish an extract from it. It is a subject on which the members as well as the public desire information. It is quite evident that the learned judge has reflected maturely on the subject, and has communicated information well worthy of an attentive consideration.

A MEMBER OF THE SENATE.

Extract of a letter, dated, December 20th, 1831.

I bave read the Governor's Message, in which I ob- serve he again adverts to the state of the Judiciary, and intimates the necessity of some change to give it more efficiency. For a long time I have thought that some- thing must be done. The question is, what modifica- tion of the present plan will relieve from the deluy, em- barrassment and difficulty in the administration of the laws, or what preferable system can be devised? If an entire new organization should be thought necessary, let it be done I am sure the Judges would acquiesce sooner than remain exposed to reiterated complaints from the people. But, possibly, the present arrange- ment might be in some degree altered, so as to remove the evils that exist. I have reflected a great deal on the subject, and think it practicable to make a very desira- ble improvement, without increasing the public expense. One principal cause of all the mischief and inconve- nience that prevails, is the present mode in which the state is divided into districts, with local judges. This has made speciol courts necessary, and at length induced a recourse to circuit courts, an expedient that has totally failed to effect the good intended.

The intercourse of a Judge, in the circle where he moves in private life, is like that of other men. He has friends and enemies. He is therefore exposed to the imputation of partiality or prejudice. The people have no opportunity of making comparisons, which perhaps, might often remove their distrust and dissatisfaction, The judge himself has nothing to rouse a spirit of emulation. I can point out many objections to the present arrangement; but my design 'at present is, not" to trace the causes of well founded complaint, but to suggest a plan by which I think they may be (measura- bly) removed. Allow me, therefore, to repeat the out- line of a modification of our present judiciary organiza- tion, which is calculated, in my opinion, to introduce a beneficial change in legal administration. There is great inequality now in the distribution of judicial labor. The Judges of the Supreme Court have duties imposed entirely too arduous. In the inferior courts, in many of the districts, the business cannot be done. Litigation is usually, in some proportion to the population and trade of any district or place. In the division that now exists, there does not appear to have been any reference to these considerations. In some districts there is a great extent of territory, with a very sparse population and little business-the principal labor of the judge is riding from county to county, for which his milcage is some compensation. In others, the population is dense and the territory small. The judge sits a long time in each county, and his mileage does not pay his expenses, An inspection of the table I present will illustrate this.

There are at present seventeen districts, composed as follows:

1 Philadelphia city and county, with a population of Huntingdon 188,961, Edward King, President.

There is a District court, and the Supreme court has original jurisdiction.

2. Lancaster and York, (district court also) 119,216, Walter Franklin.

3. Berks, Northampton and Lehigh, 114,890, Garrick Mallery.

4. Huntingdon, Mifflin, Centre and Clearfield, 72,256, Thomas Burnside.

5. Allegheny, (alone) 50,506, Charles Shaler.

6. Erie, Crawford, Venango and Warren, 46,745 Henry Shippen.

7. Bucks and Montgomery, 85,144, John Fox.

8. Northumberland, Lycoming, Union and Columbia, 76,603, Seth Chapman.

9. Cumberland, Adams and Perry, 64,854, John Reed.

10. Westmoreland, Indiana, Armstrong and Cambria, 77,355, John Young.

11. Luzerne, Wayne and Pike; 39,810, David Scott.

12. Dauphin, Lebanon, Schuylkill and Juniata, 66,632, Calvin Blythe.

13. Susquehanna, Bradford, Tioga, M'Kean and Potter, 48, 242, Edward Herrick.

14. Washington, Fayette and Greene, 90,125, Thomas H. Baird.

15. Chester and Delaware, 68,269, Isaac Darlington.

16. Franklin, Bedford and Somerset, 77,080, Alexander Thompson.

17. Beaver, Butler and Mercer, 58,620, John Bredin.

1 propose to do away the present division, and to erect five circuits, embracing the whole state, (except Phila- delphia city and county) in the following manner, viz:

Population. Agg. Pop. Pres't. Judges.

Lancaster

76,558

York

42,653

Walter Franklin.

Chester

50,908

Delaware

19,360

Isaac Darlington.

Bucks

45,740

Montgomery 39,404-272,629 John Fox.

(The greatest population-but there is a District Court. )

2d Circuit, including

Berks

53,357

Northampton 39,267

Garrick Mallery.

Lehigh

22,266

Dauphin

25,303

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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. IX, Part 11

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