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 7

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 7

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Stone and timber for constructing the road, it is known to all, are cvery where in abundance along the line; and almost without cost, in their rude state, to a company forming the road.

Your committee feel themselves justified in presenting to your view, the most flattering prospects in regard to the amount of tonnage which would, at once, be placed upon this road were it completed. It may be demonstrat- ed that one thousand farms will not yield on an average, annually, as much tonnage for transportation on a rail- road, as one coal mine; the farms being of the same size and quality, as those on our West Branch-which we all know are not deficient in either. Then, 300 busbels of wheat is more than an average annual yickl for each farm, beyond the consumption of the farmer and his sales at home, to place upon a rail road to be transported to a foreign market. These 300 bushels, in wheat, will weigh about 73 tons; in flour about 53 tons; the average is 63; 100 farms at 6§ tons cach, will thus yield 6, 500 tons; but a single coal mine, in which 12 m'ners are employed, will yield more than 7,000 tons; and. that there are many veins of coal along the route of the contemplated road, no one doubts; several being already known.

What, then, is it probable, will be the demand for coal, so as to require a large transportation of this mi- neral upon this road?

In answer, we reply that our blast furnaces consume from 600 to 1000 bushels of wood coal per day; which would perhaps equal a consumption of 1,500 tons of stone coal, in coke per annum. There are, then, sever- al blast furnaces in the state of New York, so located, that the use of their wood coal being abandoned for that of our stone coal, furnished at the price it may be upon the completion of this road, will, perhaps, be found to result in the benefit of their owners.

In addition to this source of demand, almost every village in the state of New York has its iron foundry; the use of coal in which, in the form of coke, would be found materially to promote the interest of the proprie- tors. Indeed, it is now known to be a profitable trade to haul, in the winter season on sleds, nur Bituminous coal to that state, and bring a return load of Plaster. Again, every blacksmith's shop will furnish a continued consumption for our coal; and thus stead'ly promote the interests of the stockholder in this road. It is a well known fact, that, at present, Anthracite coal, with all the expenses attendant upon the present mode of con- veyance, is taken into the state of New York, at least as far as Geneva, to be used in smelting iron, (pig metal) in their foundries. How soon, then, wouldf that coal be abandoned for such purpose, conkl a supply of coke, from our Bituminous coal be furnished them; not only as it could be had for less than half the price per bush- el, but, because in place of burning, and thus imparting a brittle, rotton quality to the iron subjected to the ac- tion of the Anthracite, the coke would soften, render tough, and of far superior quality the metal smelted by it.

Again, as our Bituminous coal, so far as yet discover- ed, is solid in its texture, and free from disagreeable smell, would it not be used as a substitute generally for fuel in private families? As it has been in many instan- ces with us; its low price, and perfect fitness for the purpose, recommending it for many miles along the N. York canals.

The salt works also, in the state of New York have, some of them, as we have understood, been abandoned for want of fuel; here then we have another extensive demand for our coal.

Taking these objects into view, together with many others that might be enumerated, such as the use of coal in distilleries, breweries, &c. &c. would it be exagger- ating to say, that coal alone would in its transportation return an adequate remuneration to the stockholders in this road? part.cularly as we know that many proprietors of mines in this country and in Europe have been, them- selves, at the sole expense of constructing rail-roads to them, and have found it a profitable expenditure.

However, permit us to extend our views a little far- ther. The pig metal of Pennsylvania is known to be equal in quality to any other in the United States, (the Scotch metal is superior, being made with coke, ) for casting into stoves, hollow ware, machinery for mills, factories, &c. and large quantities of it are annually hauled to the state of New York, along the superlative- ly wretched road leading from this place to Elmira. To what amount, then, the demand for this article would arise, upon so great a diminution in its cost occurring, as would necessarily follow so great a difference in the reduced cost of its transportation, your committee are at a loss to say; but believe it would also furnish a very material article in the list of tonnage carried upon the road.

Bar iron, large quantities of which are at present, taken from this state to that of New York, by the same way, and mode of conveyance as before described, would also furnish no inconsiderable item among those articles which would yield an advantageous return to the rail-road company. And as a means of accommo- dation for the transportation of merchandize generally, including the heavy articles of Mackarel, Shad, Herrings, &c. to supply a great extent of country northward of us, this road will doubtless be extensively used.

Permit us now to inquire what inducements we can present to you, as furnished by the northern extremity of the road.

We would first, then, draw your attention to those improvements by rail-roads which are either in progress, or contemplated, between this and Philadelphia, and the intervening spaces and distances, which we fully be- lieve, will, before many years shall have elapsed, he fill- cd up. The rail-road from Sunbury to Pottsville is now in train for construction; the stock has been taken, and a resolution of the holders passed, requiring its commence- ment; this part of the road is 45 miles in length. The citizens of Reading are turning their attention seriously, to the construction of a rail-road fiom their borough to Philadelphia; and which they will, doubtless, shortly effect; this road will be about 55 miles long. Here, then, we have 100 miles of rail-road between Sunbury and Philadelphia; the whole distance being 130, leaves but 30 to be completed. We have what will, we pre- sume be a good canal from Williamsport to Sunbury (4) miles) but which distance, should our contemplated rail-road be completed, will, no doubt, very soon be also Ra.l-rondized. Thus with 70 additional miles, from Elmira to Philadelphia, we shall have an unbroken com- munication, by rail-road, from that point (Elmira) to Philadelphia. And who will venture to say that the road from Sunbury shall stop at Pottsville? or, should ours be constructed, that it shall terminate short of Sun- burv?

Then, with this project in view, we have a great por- tion of the trade of the western part of the state of New York, of the inland seas stretching from the falls of Nia-

WILLIAMSPORT AND ELMIRA RAIL-ROAD.

[JANUARY

gara, to the lake of the Woods; and, of that extent of - empire, which reaches from the St. Lawrence on the east, to the Rocky Mountains on the west.

The grounds upon which your committee have arri- ved at this conclusion, are these: The plain principles upon which the utility of all improvements, similar to that we now have under our notice, are advocated, are in our favor, viz: time and distance. The trade of the almost boundless country to which we have referred, is now the property of the city of New York, without a rival; but, connect Elmira with Williamsport, Sunbury, Pottsville, Reading and Philadelphia, and the distance thus from Montezuma-which is at the confluence of the Elmira and Seneca lake, (Chemung) and the Erie canals-to Philadelphia, will be about 318 miles; where- as from Montezuma, by the Erie canal and North river to New York, is 360 miles; thus making a difference, in our favor, of 42 miles, in point of dis.ance. But :60 miles of our 318 being Rail-road, the gain in point of time, will be immense. The distance by rail-road (£60 miles) may be passed in less than one day, at a rate of speed not exceeding 12 miles an hour-which it is well known is less than one-third of that at which Locomotive engines have travelled-whereas Montezuma being 200 miles from Albany, by canal, that distance alone, would require from 6 to 8 days to pass it.

However, should no connection by Rail-road ever be effected between Williamsport and Sunbury, or between Pottsville and Reading, we shall not lose an advantage either in time or distance.

But casting away all such calculations of increased trade from the north, let us see what inducements are offered to construct this road, by the trade from that quarter, a portion of which now seeks an outlet this way for a market.

The article of Plaster or Gypsum, which is furnished so abundantly at the mines, in the state of New York, would form no inconsiderable one on the list. We be. lieve that this, as well as all other heavy articles now sent from the western part of the state of New York, either by land conveyance down Lycoming creek (the contemplated route for this road,) or by water down the Tioga and Susquehanna rivers, would be transported along this road, for these manifest reasons. The dis- tance from Elmira to Sunbury by the river, and North Branch canal, is 170 miles; and by the rail-road to Wil- liamsport, and thence by canal to Sunbury will be but about 115 miles, making the vast comparative difference of 55 miles. And, as the rail-road may be passed, at a very moderate calculation, at the rate of 12 miles per hour, this will require 6} hours on it, and, say 2 days on the canal; whereas, by the Tioga and Susquehanna ri- vers and canal-all risks from dams, &c. being inclusive -the time consumed in arriving at the same point (Sunbury) would not be less, perhaps, than 8 days; thus making a difference, in point of time-and conse- quently of expense also -- of abont 5 or 6 days.

We then find that the plaster, salt, pot and pearl ash- es, wheat, flour, clover-seed, flax-seed, beef and pork, &c. afforded by a very extensive and wealthy agricul- tural district, will, by the unfailing inducements of eco- nomy in time, and expense, and also, by those of conve- nience and profit, be led into this channel in seeking a market, in preference to the comparatively, very cir- cu tous, and expensive courses they have hitherto ta- ken.

It is notorious that the timber and lumber trade, has become an object of much greater interest, within a few years, than it was, which must, mainly, be attri- buted to its scarcity along the navigable streams. Tbis road, then, would open a country of, perhaps, not less than 4 or 500 square miles-8 or 9 wide, by 60 long- in extent, abounding with Pine, Oak, and other valua- ble forest trees, to this very useful, and to the road, and country, profitable trade.

In England, Rail-road waggons have been construct- ed, and in use for some time, calculated to transport |

sheep and swine in them to a distant market. And there also, are preparing wagons for the transportation of horned cattle. Here, then, will be an article of no trifling amount, in point of tonnage; and of much great. er in point of benefit, to the western part of the state of New York. By pos-essing this mode of conveyance, graziers may prepare their cattle at hum for the knife of the butcher, and the table of the epicure; which they are now unable to do because of the distance from mar- ket, and consequent fatigue of the animal, before reaching the place of its destination. Let us then ac- commodate Broad horn with a wagon to ride in, and save him the accustomed travel, on foot, of from 6 to 10 days; and also the pain of crippled feet; or, perhaps - death from eating laurel, or wandering astray in the mountains.

In the transportation of live stock upon this'Rail-road, perhaps as much as in any other particular, the city of Philadelphia, and indeed the inhabitants of the interme- diate towns, would be benefited. Pasturage, and coarse grains being low, in the western part of the state of New York, and the cost of taking cattle, sheep, and swine to market very much reduced, the price of beef, mutton, and pork must experience a corresponding reduction. And, that our road could be used for transporting live stock upon, cannot be questioned. Who would drive an ox, a sheep, or a hog to market, to remain 6 days on the way, at the expense of 5 or 6 dollars when, for 50 cents, or less, the owner and his animal, may be trans- ported the same distance in 6 or 7 hours?

The conveyance of passengers, also, upon all Rail- roads yet constructed, for general purposes, has been a very material source of remuneration to the stockhold- ers. And, when we take into view, that this road will form a great connecting link between the eastern and middle, and several of the western states, as the present natural road-on its designated location-does; the re- venue to be derived from this source, must be presum- ed to be very considerable.

Again, the contemplated route of this road was, in part, that selected during the last war, upon which the line of express mails between Washington, Buffalo, Sacket's Harbor, &c. was established; and also, that by which many detachments of the United States' troops then passed, with all their military equipage, to the Ca- nada frontier, this route being the most direct possible, from Washington to the Canadas. May not the United States' authorities be, therefore, induced to use this road in the conveyance of their troops, their cannon, and other military equipments and supplies?

A very great inducement, again, in the estimation of your committee, for the construction of this road, should be, the encouragement that will be thereby given to the erection of iron works along the line of it; such as furnaces, forges, rolling and slitting mills, nail factories, and all other establishments for the manufacture of iron; as steam engines, chain cables, anchors, machinery for mills and factories, and other heavy articles, a first ob- ject in encouraging the establishment of which is, an abundance of the article used in the manufacture, at a low rate; and a second, and indispensable one is, a cheap, and expeditious mode of conveyance to market.

It is notorious that the manufacture of iron, in Eng. land, at so low a cost as to pay a considerable duty, and bear the heavy expense of transportation to this coun- try, and yet be afforded here at a less price, than we can make it, does not so much depend upon the lower rates of wages there than here,-for we have in some measure an equivalent for that in the cheaper mode of subsistence-as it does in this, that the English furnaces are erected almost in contact with their Bituminous coal mines; and their ore is found, often, in alternate strata with their coal; so that one single laborer will ef- fect as much in one day, towards furnishing ore, and fu- el, for a furnace, in such a location, as four or five men can in the process we pursue, of chopping timber, cording, hauling, stacking, coaling, and then hauling

SCHUYLKILL NAVIGATION COMPANY.

1832.]

again; and in striping, drifting, or sinking shafts and mi- ning the ore; and let it be observed, also, that horses, wagons, and their attendant great expenses, are, at the English furnaces, forges, &c. comparatively almost entirely dispensed with. Now there are, at this mo- ment several beds of iron ore, apparently extensive, known near to the route of this road; and at some of them, coal is located almost in contact with the ore. It is, moreover, notorious, that, in many places throughout the whole range of the Allegheny mountains-through which, entire, this road is designated to pass-iron ore is scattered profusely upon the surface of the ground; but, it is also well known, that little search, by boring, or digging has yet been made for it.

Then the carrying of this road, and of all similar ones through, or into the region of the Allegheny, will not only induce the erection of such iron establishments as require a cheap conveyance for the r manufactured articles, and thus yield an adequate return for the sums invested by the stockholders, but, will have the effect of increasing the numerous products of agriculture by the markets thus furnished for them; and moreover, will do more to bring our iron establishments into fair competition with those of England, than any protecting duties can effect; and thus, indeed, be of national advantage.

Manufactories of various other kinds, we cannot doubt, will also be established along the line of this · road. We have hitherto been accustomed to locate those requiring great power to put them in operation, just where a location, furnishing such power, may be had; submitting to many unpleasant disadvantages, otherwise attendant upon such location. This will not be the case where fuel can be procured at a cheap rate; and when the superior advantages, and power of ma- chinery propelled by steam, become generally and properly understood. Location, in England, is select- ed with a view to the advantage yielded by surrounding circumstances; and, there, machinery is put in opera- tion on a hill, or in a valley, as the interests of the pro- prietor may require. Factories, then, using a heavy raw material, and sending off packages of considerable bulk, and weight, will be established, doubtless, along this line; for, to many such, a distance of 20, 30, or 40 miles, which may be possessed in 2, 3, or 4 hours, and at a small expense, will be no object; particularly where counterbalanced by many, and superior advantages.

In conclusion we find that, in England, where the rail- road system has been more extensively tested than any where else, an act of Parliament has recently been pass- ed authorizing the bed of a canal located in one of the most wealthy, populous and manufacturing districts in that country to be converted into a rail road. There- fore, with this very satisfactory additional proof of the utility of these roads; and under the very flattering prospect of entire satisfaction to the stockholders, we take pleasure in offering for your approval the follow- ing resolutions.

Resolved, That we esteem, and highly approve the wisdom, spirit and energy with which the citizens of Elmira, in the state of New York, have originateil, and are pursuing to completion, the plan of connecting the Grand canal, of the state of New York-through that branch of it called the Chemung canal-with the West Branch Pennsylvania canal-by means of a rail road at Williamsport.

Resolved, That a committee be now appointed to correspondent with one at Elmira; to draft petitions, similar to theirs; procure signatures, and present them to the legislature of Pennsylvania, desiring that body to pass an act authorizing the incorporation of a com- pany to carry into effect the object of this meeting.

The gentleman appointed in accordance with the requisition of the second resolution, were James Arm- strong, James Hepburn, Jacnb Grafins, John H. Cow- den, Henry Sproul, Robert Allen, Samuel Ilumes, A. y. Parsons and John K. Hays.

On motion, it was further resolved, that the report

presented to the committee be accepted, and ordered to be printed in the different papers of this county. J. B ANTHONY, Chairman. WM. WILSON, Assist. Chairman.

JAMES ARMSTRONG, 2 Secretaries. ROBERT FLEMING, S

REPORT OF THE PRESIDENT AND MANAGERS OF THE SCHUYLKILL NAVIGATION COMPANY, To the Stockholders of the Schuylkill Navigation Com- pany.

According to their usual custom, the President and Managers present their Annual Report to the Stock- holders.

The early arrival of the winter, sooner by several weeks than has been experienced for many years past, put a stop to the receipt of tolls, which would other- wise have increased those of the year just ended, to an amount, equal at least to those of the preceeding one, and also lessened the supply of coal by 15,000 or 20,000 tons, for which a ready market would have been found in addition to what has come down; the late pe- riod, too, of commencing the coal trade, had a serious effect upon the Company's income.

At the commencement of 1831, a very large quantity of coal was on hand from the business of the preceding year; the dealers, not anticipating the prodigious in- crease which has taken place in its consumption, were discouraged from again trying the market until a late period in the season, when a very active demand for coal satisfied them, that their industry would be fully rewarded.

The prospects for the present year, the Board have the pleasure to say, are of the most encouraging kind. The consumption of coal in 1831 has nearly doubled that of 1830, and bids fair to go on in an increased ratio; the following statement will show the contrast between the two years, and it will be seen from it that the Schuylkill coal has found a full degree of favour in the public estimation.

In the year 1830 the eoal sent to market from the Schuylkill mines amounted to

Tons. 89,984

Of which it is estimated there was on hand when the trade recommenc- ed in 1831, 20,000

Showing the consumption to be

69,984

During the same year the Lehigh sent down and had on hand from 1829, 42,790

And there was remaining in 1831, 10,572

Making the consumption of 1830,

32,218

The Lackawanna produced in 1830, 43,000

Of which there remained, at the end of the year, 30,000

Showing a consumption of 13,000

Making a total consumption in 1830 of

115,202

In 1831, the Schuylkill conveyed to market, 81,854

And there was on hand, as before mentioned, 20,000

Making the total consumption (none maining) 101,854

The Lehigh sent 41,085

And there was on hand from 1830, 10,572

Making, as none remained, 51,657

SCHUYLKILL NAVIGATION COMPANY.

[JANUARY

The Lackawanna introduced And there was on hand

54,000 30,000

Making together,

84,000

And it is estimated there is on hand, 11,000

Showing the consumption to be

73,000

And making the total consumption in 1831, 226,511

Being an increase in 1831, of 111,309 tons, and show- ing the consumption in that year to be nearly double that of 1830.

It is reasonable to suppose that the increase in 1832, will be at least as great as that of the preced'ng year, and that the demand for the current year will be nearly 350,000 tons, of which it is believed the Schuylkill will be required to supply its full proportion.

The public spirit and enterprize of many of our fel- low citizens, have afforded facilities for a supply of coal by means of numerous Rail-roads, terminating at points upon our navigation, which will be beneficially felt in the current and future years. Among these may be named the Little Schuylkill Rail-road, extending from Port Clinton to Tamaqua, 22 miles.

'The West Branch or Schuylkill Haven, 15

Mount Carbon,

Schuylkill Valley,

Mill Creek, .

In addition to these roads, the Board have the plea- sure to state that the important work alluded to in their last Report as in contemplation, (the Rail-road from Pottsville to Danville and Sunbury ) has been commenc- ed, and from the subscription obtained there can be no doubt will be completed at no very distant period of time, thus adding another link to the chain of business gradually extending to our works.

The remaining branches of the Company's revenue, arising from sources other than the transportation of coal, will be found quite equal to the expectations de- rived from former experience. The extension of the works of the state will every day increase the income by throwing into our navigation a portion of their trade.

The works which were in progress at the date of the last Report have since been nearly completed and put into operation, excepting the locks at the Duncan Canal outlet, which were delayed by the high state of the water all the last season, preventing the excavation of the lower lockpit and the channel below it to the river, and excepting also the locks at the mountain. Both, how- ever, are now nearly finished, and it is expected they will be in operation by the Ist of May next. The new locks at Althouse's and Mohr's on the Hamburg Canal, it is believed will be in operation by the same time.

The Weigh lock at Schuylkill Haven has been found to be of very great advantage, and the new Rail-road on the Little Schuylkill, the outlet of which is at Port Clinton, will render necessary, also, a weigh- lock at the Kernsville Canal. . Measures have been taken to erect one during the present winter, contracts have been already made for that purpose.

In carrying into effect the provisions of the agree- ment mentioned in the last year's report respecting the Norristown dam, it was found that the terms of a perpetual lease of water for a mill upon the canal, interfered with the conditions of that agreement, and the mill being offered for sale by the sheriff, it was deemed best to purchase it in order thus to avoid the difficulties that were threatened. The property, after securing fully the privileges necessary for the Com- pany, is now leased at a fair rent and will shortly be offered for sale.

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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 7

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