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. XII > Part 32
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Much judgment has been evinced in the location of the road, and its facilities for keeping within the limits of the angle of ascent, which experience has prescrib. ed as a maximum for effective operations, without a re- sort to extensive excavations and embankments, are not to be met with on any similar work of the same extent yet projected. The grading is unsurpassed in excel- lence. The excavations have generally been faithfully executed, and the embankments present an unusual ap- pearance of compactness and solidity. Nearly four years have passed away since the grading commenced, and that lapse has effected much in the consolida- tion of the banks, and contributed greatly to their pre- sent peculiar adaptation to the support of the stone blocks, without fear of settling and derangement. Thick matted blue grass of vigorous and exuberant growth has in many places extensively covered the slopes, preserving and protecting them from the ruinous effects of heavy rains and washes, of such frequent oc- currence upon new formed embankments, and so high- ly prejudicial to their stability and permanence. The herd grass has also been sown upon the embankments, and their slopes, to attain this desirable end. This, however, has but partially succeeded, as the rains have generally washed the seed to the bottom of the road, and the result has been by no means satisfactory. There is, however, one peculiarity incident to Lime- stone regions, which has on some sections of the road greatly interrupted the regularity of its formation. They are the " sinks" occasioned by the settling of the internal arches sustaining the bed of the road, and the draining of water through their fissures, leaving a pas- sage for the loose earth of the bed to find its way to the caverns and hollows below. There is no formation so faithless and insecure as the Limestone, and in some parts of the Union Canal extensive flooring of timber for miles has been resorted to, to retain the water, the fissures in the limestone bed affording innumerable and abundant channels to the unexplored and insatiable ca- vities beneath, exhausting the most copious supplies that can be obtained for the purposes of its navigation.
This road has been located with a peculiar view to its adaptation to steam power for the purposes of trans- portation, and the shortest radius of curvature occur- ring any where on the lines is about 650 feet, being 6 deg. of curvature in a chord of 66 feet, and this most desirable end has been attained, as I have already men- tioned, with but slight cutting's and fillings. When you reflect that the minimum of admissible radius of curva- ture on the Baltimore and Ohio Rail Road is fixed at 395 feet, or 14 deg. 30 sec. of curvature in a chord of 100 feet, you will at once perceive the great advantage
The country through which the road winds its way is unsurpassed in interest and beauty. The whole line of the rail road, and the Lancaster turnpike pursuing the same course, and alternately crossing each other, is for many miles richly studded with magnificent and impos- ing mansions, delightful villas, substantial farm houses and capacious barns and granaries, and for twenty miles presents to the enraptured gaze the appearance of one extensive and continuous village, the abode of health, industry and content, the home of the happy the virtuous and the frugal. But few towns of any conse- quence are passed in its route. Many streams, creeks and rivulets are traversetl by it, but you meet with no such splendid specimens of Masonry as on the Balti- more roadl. Their passage is generally effected by means of wooden structures, of the most substantial description, designed tastefully, placed judiciously in their mechanical execution, remarkable for their neatiress, and well calculated for durability and security. The Schuylkill, however, is crossed by a splendid via- duct of stone 980 feet long. Of this I cannot speak from personal observation, but understand that it will constitute a lasting specimen of architectural beauty, and magnificent effect.
The most remarkable structures of timber are over the great and little Conestoga, near Lancaster. The one is 1400 feet in length, and 34 in breadth, resting on ten piers-the other is about 1000 feet long. They are entirely completed. The road passes directly through the city of Lancaster, and from thence to its point of destination, Columbia, on the Susquehanna. Colum- bia is a thriving and flourishing town, with about 2,500 inhabitants. An immense business is here transacted in flour, grain, lumber, coal, and other produce, and the approaching completion of this great work has given an enlivening and gratifying impetus to their commercial transactions. All is life, and animation, bustle and ex- citement; property is on the rise, comfortable and con- venient tenements of brick and wood are springing up in all directions, giving to its townsmen a gratifying fore- taste of the countless advantages which will accrue to them in the completion of the work which is designed as the great thoroughfare of the vast commerce of the west, and which will make their thriving borough the depot of transhipments from the Ohio and Lake Erie. The whole line from Philadelphia to Columbia has been placed in the hands of skillful and energetic contrac- tors, bound by the terms of their engagements, to com- plete the first track by the first of December, and the second by the first of July next. The line has been subdivided, and laid out for contract in sections of two miles each, so as to ensure, by a division of labour and responsibility, the completion of the whole within the time specified in the contracts, should no unforeseen de- lays occur in the delivery of the rails, an abundant sup- ply of which is constantly expected.
From Philadelphia westward, 22 miles of the road are completed and in constant use. At about this distance the Pennsylvania Rail Road, as this is frequently called, " par excellence," receives in the South Valley Hill, two miles west of Paoli, the West Chester Rail Road. This road commences at the flourishing borough of West Chester, containing about 2,000 inhabitants. The distance from that place to its intersection with the Pennsylvania Road is about ten miles. This road is the result of individual enterprise, having been constructed by a company at an expense of $100,000, and the pub lic spirited projectors have as yet seen no reason to re gret this appropriation of their funds, and the entire ! completion of this great work will give an animating
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impetus to its transactions. It consists as yet of a sin- gle track, built after the manner of a portion of the road on which I last assisted, being laid on sleepers of white oak or chesnut, with pine string pieces secured in them with wedges and protected at the upper surface with the flat rail of wrought iron.
On the portion of the Pennsylvania or Philadelphia and Columbia Rail Way, now in operation, different methods of construction have been adopted. Part of it is constructed after the manner of that portion of the Baltimore and Ohio Rail Road, between Ellicott's and Sykesville, consisting of continuous stone sills placed longitudinally in trenches excavated for their reception, embedded, backed up and levelled in broken stone, compactly and firmly mauled. The inner edge of these sills is dressed for the reception of the rail, which is the flat rail, fastened after the manner of the Baltimore and Ohio Road, and champered off to suit the flange of the wheels. Another portion is constructed princi- pally after the method of the wood work of the Balti- more and Ohio Road, and in one or two instances by the same contractors and workmen. These methods are both to be abandoned in the continuation of the work, and that which is to be hereafter uniformly adopted, and has already been extensively so for miles of the part in use, consists of malleable iron edge rails laid upon stone blocks, and at intervals on locust sills, secured to them with cast iron chars, wedges and spikes.
The blocks are so arranged as to have at eachı 15 feet lineal or transverse locust sill or tie, to secure the line in proper position, and prevent spreading or derange- ment. Trenches are excavated under the line of the rails. Stone broken in such a manner that no particle shall exceed a cube of two inches is compactly rammed therein with a heavy maul. The stone blocks are then placed in them ; these are of sandstone, granite, or granular limestone, 22 inches in length, 16 wide and one foot deep. The upper surface of these blocks is dressed smooth for the reception of the chair; and holes are drilled therein for the reception of pins of lo- cust or cedar, into which iron bolts are driven to secure the chair to the block. The blocks are arranged and adjusted at intervals of three feet. The trenches are then filled around these blocks and compactly rammed as before. Under the transverse sills or ties above men- tioned trenches are cut and filled with broken stone. The edge rail, such as is used on the Liverpool and Manchester Rail Road, is then adjusted and keyed to the chairs secured as mentioned, with substantial iron bolts, to the blocks, and the road is then in readiness to receive the locomotive and cars, and in order for the operations for which it was designed and executed. On new formed embankments, the old being nearly as solid as the cuttings, the stone blocks and broken stone are dispensed with, and white oak or chesnut cross-sills are substituted, which, together with the locust ties, rest upon longitudinal timbers, placed in the trenches under each line of rail. These timbers are notched in the upper surface to receive the cross-sills at intervals of three feet, which are to be secured to them at each point of contact by locust pins, one inch in diameter and one foot long.
The whole line is under the direction of Edward F. Gay, Esq , he is a gentleman of much experience in his profession and untiring industry in the prosecution of it His name and reputation are identified with some of Pennsylvania's noblest improvements, and be is taking a high stand in an honorable and useful pro- fession. The original estimated cost of this work was $2,297,120 being about $28,173 per mile. From some departure, however, from the designed method of con- struction, the amount expended will, upon its comple- tion, much exceed this amount, and it would not be hazarding much to say that the final cost of the 834 miles between Philadelphia and Columbia, will reach $3,000,000.
From Columbia the Pennsylvania Canal up the Sus- quehanna to its point of junction with the Juniata, a distance of 42 miles, is completed, in fine order and daily use. Here commences the Juniata division of the Pennsylvania Canal., You must remember I am follow- ing the line of communication between Philadelphia and Pittsburg. From the junction of the Susquehanna and Juniata rivers, the Pennsylvania Canal pursues its course westwardly for 128 miles, following the valley of the Juniata to Hollidaysburg, where it joins the Alleghany Portage Rail Road. This rail road, which is nearly completed, extends from Hollidaysburg across the Alleghany mountains to Johnstown-its length is 36 miles. The summit of the mountain is about 1400 feet above the Canal basin at the- eastern base, and about 1200 feet above that at the western extremity, where it again joins the Pennsylvania Canal, and 2,338 feet above the tide water of the Delaware.
Following then this western division of the Canal for 107 miles, you arrive at Pittsburg, making the entire distance between Philadelphia and that place, by Canal and Rail Road, about 394 miles. This rail way I have already mentioned is under contract to be completed by the first of July next, and the Rail Road across the Al- leghany will be completed much before that time. The rest of the line, consisting of Canal and some little slack water navigation, is fully completed, and in fine naviga- ble order, awaiting but the opening of these two works to form one entire and uninterrupted communication between the waters of the Ohio and the Delaware.
I must now conclude; I feel that I have beeu tedious, but you will remember you have asked for a detailed description, and you must take the consequences. I could not do less than comply with the request of one from whom I have received so many acts of kindness, and If I have trespassed too far upon your patience, I find my justification in my anxiety to place you in pos- session of all the minute information I possess on the subject, and my inability to condense it in a short and comprehensive epistle.
I am, very respectfully, Your ob't serv't. BENJAMIN F. WEST.
THE DAM ABOVE GREAT ISLAND.
The location of this Dam has occasioned considerable excitement. Some entertained an opinion that the ca- nal commissioners were acting without authority in di- recting the construction of a feeder dam higher than six feet above low water mark. Application was made to the Governor. He having no control over the subject, required a suspension until the matter was re-consider- ed. Proceedings were suspended, and subsequently re-considered, and the former decision confirmed, with some alteration securing the navigation. The work being placed under contract, the superintendent's ac- counts were presented to the Auditor General. That officer, with a view of deciding upon the legal right of the commissioners to erect a dam of the length propos- ed, referred the subject to the Attorney General, whose able and interesting opinion will be found below.
Reporter.
HARRISBURG, Monday Morning. 2 August 5tlı, 1833. 3
DANIEL. STURGEON, EsQ., Auditor General.
Sir :- I have the honor to acknowledge the receipt of your communication of Saturday, relative to the erec- tion of the Dam in the West Branch of the Susquehan- na, near Bald Eagle creek, and to transmit the follow- ing, as the best judgment I have been able to form upon the questions therein contained. Entertaining but little confidence in the expediency of erecting high dams in the Susquehanna, where they can be dispensed with, and having deeply sympathized, during the last session of the Legislature, with a large portion of constituents
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who had suffered extensive injury from this source, I frankly confess, that I entered upon the consideration of the questions proposed with a disposition by no means favorable to the structure in question, if found to be without the sanction of the laws. But if the laws do not condemn it, the case itself suggests an admonition against applying any authority or influence which might be thought due to the opinion of the LAW OFFI- CER of the commonwealth, to a purpose of mere expe- diency not within the duties of a LEGAL ADVISER.
In accordance with your suggestion, I have referred to the proceedings of the Board of Canal Commission- ers on the subject, and find, page 1064 of their journal, under date of the 12th of April last, the following en- try :-
" Mr. Mitchell submitted for the consideration of the Board, the following resolutions.
" Resolved, That the principal engineer on the up- per portion of the Lycoming line of the West Branch division be directed to locate and construct a Dam and a Sluice in the river above the Great Island, at or near the head of a small island nearly opposite to Dr. Hen- derson's brick house in Lycoming county, FOR THE PURPOSE OF SUPPLYING THE SAID CANAL WITH WATER.
" Resolved, That the superintendent on the West Branch division, be directed to immediately advertise for proposals for the construction of a feeder dam and sluice in the river, and guard lock in the canal above the Great Island, on the plans and scites submitted and pointed out by the Principal Engineer on the line, and enter into four contracts for the completion of the same -say one for the construction of the mound, one for the wier part of the dam-one for the sluice and one for the guard lock. Plans and specifications of the work to be exhibited in his office five days previous to the day of letting."
" And on the question will the Board agree to the said resolutions, the yeas and nays were required and are as follows.
" The yeas were Mr. Mitchell, and Mr. White, 2.
" Nay, Mr. Clarke, President, 1.
" So the question was determined in the affirma- tive."
In the foregoing proceedings there is nothing said about forming a connexion with Bald Eagle-the work authorized by the preceding resolutions would form no such connexion when completed-the advertisement of the superintendant, in pursuance of the resolutions, was for proposals for erecting a feeder dam-the contract herewith produced is for a feeder dam-the specifica- tion which accompanies the contract is confined entire- ly to the construction of the feeder dam-and the reso- lution which authorizes the construction of the dam, at the place designated, expressly states that it is " for the purpose of supplying the canal with water." As the canal commissioners have not been convicted of official misconduct in a court of justice, or before the legisla- ture, it seems reasonable to allow them the benefit of the rule which entitles them, in common with the hum- blest in society, to be presumed innocent until proved guilty. For the present, then, it seems but just to presume, in the absence of evidence to the contrary, that they have made a true record of their proceedings as they were required by law, and bound by their oaths to do, that the dam is a feeder dam, and that it is as stated on their journal, " for the purpose of supplying the canal with water." If this be so, the only question arising, is, whether the canal commissioners are pro- hibited from erecting a feeder dam-a dam "for the purpose of supplying the canal with water" at the place where they have directed the one in question to be constructed. I take this to be the only question, be- cause if they ercet a feeder dam, at the place proposed, it must be of the heighth contracted for-otherwise it will not throw the water into the canal. On this ques- tion I have no doubt. The canal commissioners have an express authority, not only to construct the canal,
but all " other works necessary thereto." Indepen- dent of this express provision the authority to construct feeders and feeder dams would be implied -- the power to construct canals carrying with it the incidental pow- er to construct all " other works necessary thereto." There is nothing in any act of assembly limiting this authority, either in the place of location, or the heighth of the dams. These, in the construction of dams, to supply the canal with water, are left to the discretion of the canal commissioners. In making it the duty of the commissioners to complete as soon as practicable, "ac- cording to the route heretofore determined upon and approved," "the Lycoming line of the West Branch Division of the Pennsylvania Canal, including the Lew- isburg cross cut," the act of 16th February, 1833, only intended to confine them to the " route" of the " canal"" itself, as originally authorized by law, and not to such " other works necessary thereto," as originally depend- ed and continued to depend upon the judgment of the canal commissioners. The bridges, and culverts, the feeders, &c. still remained under the control of the commissioners, to be altered, modified, or dispensed with, as circumstances might justify. There is nothing in this act which requires them to continue the exis- tence of a feeder, extending four miles and fifty-six perchies above Bald Eagle, and beyond the highest point of extension prescribed by law for the Lycoming line of the CANAL. Granting, for the sake of the argument, that the last section of the act last named, in prohibit- ing any " extension" of the "lines" of "canal" or " rail road," "beyond their present limits, as desig- nated in the report of the canal commissioners of the 1st November, 1832," forbids the extension of a feeder, as well as of the line of the canal, still it is clear that it does not prohibit the commissioners from diminishing the length ofa feeder, which they, on further examina- tion, find to be unnecessarily long; nor are they forbid- den to dispense with such feeder altogether, if the line of the canal can be constructed to better advantage without it. Upon this part of the case, I gave Mr. Mit- chell an opinion on the 1st of April last, from which I see no reason to depart. l'hus far, we have seen nothing, in the whole proceeding which appears to have any re- lation whatever to the proposed connexion with Bald Eagle. Thus far, then, there is nothing to bring the dam in question within the purview of the third section of the act of 27th March, 1833, relative to forming that connexion, and limiting the heighth of the dam to be constructed for that purpose.
By the third section of the act last referred to, it is provided " that in forming the connexion of the Lycom- ing line of the Pennsylvania canal with the Bald Eagle creek, as authorized by law, the canal commissioners may effect a connexion above the Great Island, if in their judgment it will combine utility with economy. Provided that the said alteration shall not cost more than the estimated amount of making the connexion with the mouth of Bald Eagle creek, as provided for by existing laws. And provided further that said altera- tion shall not be effected by raising the dam to a greater heighth than six feet above low water mark." " The dum" here spoken of was not any dam which the Legis- lature had directed to be made for the purpose of form- ing the connexion. The mode of forming the connex- ion was left to the discretion of the canal commission- ers. A connexion of the kind might be found without a dam, but, from considerations of a local nature, it was taken for granted that the one in question would be formed by means of a dam. There is nothing in this section, or in any other act of assembly, which enjoins it upon the commissioners to erect a dam for the pur- pose of forming this connexion. The proper construc- tion of the last proviso in this section is, that if the al- teration be effected, by raising a dam for the purpose, no dam shall, for that purpose, be raised to a greater heighth than six feet above low water mark. The alteration proposed was not so important in the eyes of
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the Legislature as supplying the canal with water. For the latter purpose, they gave a power co-extensive with the object in view, for the former they gave only a limited authority. Under this view of the subject, it became a question for the consideration of the commis- sioners which of two plans was most conducive to the public interest, " combining utility with economy :"- The erection of a dam not exceeding six feet above low water mark, below the feeder dam; or the construction of a cross cut from Bald Eagle into the river above the feeder dam. It appears by the journal of the canal com- missioners, page 1068, that the report of James D. Harris, Esq. engineer, containing estimates of the ex- pense of various plans of forming the connexion, was laid before the board. By this report it appears that a connexion below the great Island by means of a dam would cost $63,173 94-that a connexion above the Great Island by means of a low dam would cost $62,- 646 65-and that a connexion above the Great Island, by means of a dam in the Bald Eagle, and a cross cut into the pool of the feeder dam, would cost exclusive of a towing path bridge, $26,885 55, making a differ- ence in favor of a low dam above the Great Island of $527 29, and a still more important difference of $36,288 39, in favor of dispensing with a dam altogeth- er, by making a cross cut into the pool of the dam al- ready directed to be constructed " for the purpose of supplying the main canal with water." The commission- ers adopted the latter plan, as appears by the following entry on pages 1068-9 of their journal, and under date of the 12th of April aforesaid.
" On motion, the following preamble and resolution were then unanimously adopted.
" Whereas, by the act of 27th March, 1833, the ca- nal commissioners are authorized to effect a connexion of the Lycoming line of the Pennsylvania canal with the Bald Eagle creek above the Great Island, if in their opinion it will combine utility with economy-and pro- vided that said connexion shall not cost more than the estimated amount of making the connexion with the mouth of Bald Eagle creek. And whereas, by the es- timate of the Principal Engineer on the line dated 6th day of April, inst. it appears that the cost of connecting with the mouth of Bald Eagle creek, is $63, 173 94, and the cost of connecting with the said creek' above the Great Island without a towing path bridge is $26,885 55 -and the canal commissioners being of opinion that the connexion above the Great Island will, in the words of the law, combine utility with economy. Therefore, Resolved, that the superintendent of the West Branch division, be directed to immediately advertise for pro- posals for the construction of a canal with the necessary works thereto attached, to connect the Lycoming line of the Pennsylvania canal with the Bald Eagle creek, agreeably to the location and plans which are hereby adopted, made by the Principal Engineer on the line, and extending from the river near Dr. Henderson's house, to Murdock's ripples, on the Bald Eagle creek. Plans of specifications of the work to be exhibited at his office five days previous to the day of letting."
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