1830.] REPORT ON PENNSYLVANIA RAIL ROAD. The Board of Canal Commissioners of Pennsylvania. In compliance with the instructions communicated by Mr. Shunk on the 11th and 21st August, ult. I have now the honor of reporting for the information of the Board, the result of the examination and surveys which have been subsequently made with reference to the termination of the Pennsylvania Rail road at Philadelphia. The object of these instructions, expressed in the most general terms, was to ascertain among the various plans which had been suggested, the mode of approach to, and connexion with the business localities of the city, which should combine in the highest degree the objects of convenience to the Rail-road trade, advantages to the city itself and economy to the state; And it was -made the duty of the Engineer, to investigate the properties of Major Wilson's location in these respects, and so to compare it with the most advantageous line that would be obtained down the right bank of the Schuylkill. In the early stage of the survey, it was understood that this comparison was to commence st the foot of the inclined plane at Peters' farm, but the further instructions communicated on the 21st. laid open the question as far back as the 7 mile stone (Bouman's farm) on the old Lancaster road, at which therefore, in the order of this report, our examination commences. It may be proper to premise here, that the location of a rail road as well as that of a canal is determined by its Levels and Lifts, with only the exception that every slight declivity in the case of the rail road is not considered as a practical departure from the Level. With respect to the lifts, or (in the present case) the Inclined plane, it is desirable for the convenience of using them, as well as for the economy of construction, that they should be collected in considerable heights, instead of being distributed at large, as in the locks of a canal. The localities of these planes require therefore peculiarities of shape which it is sometimes difficult to find. The gentle slopes of the country will not answer, they would make the planes too long for the convenient application of stationary power: nor will any slope answer, which does not comprehend in a declivity nearly uniform, the whole fall intended to be overcome: other wise heavy embankments and deep cuttings are required in carrying out the grade at the head and foot of the plane. Other conditions might be stated, but these will suffice for the present purpose, and we now proceed to the local discussion of the line from the 7 mile stone. This point is situated near the top of the ridge which further west separates the valley of the Brandywine from that of the Schuylkill, and which terminates eastwardly, in the bold elevation of Belmont (Peter' farm). South. wardly it slopes off to the lower level, on which Monroe village and the Lansdown (Bingham's) woods are situated; which extends to near the margin of the Schuylkill opposite to Philadelphia. From the 7 mile stone, Major Wilson's line extends in a graded level along the top of the ridge to the end, and there decends by a single Inclined plane to the immediate margin of the Schuylkill, whence it may be continued by a single level along either bank to the city. Any other route would of course diverge to the right, descending first to the intermediate level just mentioned, and afterwards, by a second inclined plane to the margin of the Schuylkill. To ascertain such routes, the face of the slope was examined from Belmont to the 7 mile stone, with a view of selecting the proper positions positions for the planes, and two such positions were accordingly marked, one which by possibility might answer, and the other quite favorable.-A line by the first of these would diverge from Maj. Wilson's location at the mile stone, and follow out a secondary ridge to a head land near the Lancas ter Turnpike, about half a mile above the file factory, which is the position of the Inclined plane first men. VOL. V 2 9 tioned. Here the line descends into the bed of a small tributary stream of Crum creek, from which it may gain the level of Monroe village and the Lansdown woods with some depth of cutting. The line by the other position would turn off from the present location near Georges gate, only 24 chains above the head of Major Wilson's plane, and passing down near the monument, decends at once to the level of the Lansdown woods. The two lines come together in these woods near the Turnpike Gate, and thence proceed along the left of the turnpike to the position for the second descent on the grounds of J. H. Powel, Esq. nearly opposite Race street, whence a bridge would complete either line to the city. Both these lines have been carefully surveyed and estimated, and compared with a line by Major Wilson's plane, and the right bank of the Schuylkill to the same point of termination, and the following are the results. The first, viz. the line by the File factory, is a mile and ten chains longer than the continuous line by Belmont -and has about a mile and a half of very unfavourable ground, including the inclined plane. In the cost of construction it exceeds the Belmont line by 26,829 dolls. viz: 10,760 dolls. under the head of grading, &c. 9,089 dolls. at the lowest estimate for one mile and ten chains of Rail and Horse paths, and 7000 dolls. for the additional Engine. The second route, viz: that from George's Gate is also longer than the Belmont line hy 38 chains, and would exceed it in the expense of construction 3490 dolls. The cost of grading it is true would be 7345 dolls. less, but the additional length of rail and horse paths, and another steam engine, amount to 10,835 dolls. more, and leave therefore the balance just mentioned in favour of the Belmont location. But the comparative feasibility of these routes is not fully comprehended in these views alone. The fuel, wear and tear, and attendance of the additional engine, would cost at a moderate estimate 8,550 dolls. per ann. which must be defrayed by this amount of additional tolls levied on those who use the road, unless it be paid out of the improvement fund of the state, in which case it would be equivalent to an investment of 142,500 dolls. at 6 per cent. It can hardly be necessary to add to this consideration, that the additional plane will also be an additional occasion of delay and embarrassment to the cars. We find in fact no motive on the score either of distance, convenience, or economy, for the choice of either of these lines; but, on the contrary, it results from every view of the subject, that even if we should choose the foot of Race street, upon other grounds, as the crossing place, the shortest, most convenient, and cheapest line of approach to it would be by the Belmont plane and the margin of the river; and the same may be said of any other crossing place further down. We return, therefore, to the comparison originally contemplated from the foot of Major Wilson's inclined plane to the city; and first we may designate the line down the right bank. This on leaving the foot of the plane, comes round into its direction by a curve of 400 feet radius, and a heavy embankmentwhich, however, may be brought within the limit of 24 feet at the deepest part, by grading down the plane one chain further than at present, and the line itself at 30 feet per mile for 11 chains. Tine embankment terminates at 17 chains. At 36 chains the line crosses a gully with a considerable embankment and rock cuttings on both sides, and at 47 chains commences an irregular rocky slope, with growth of timber extending to the end of the 71st chain, near which the depth of rock cutting reaches near 20 feet. Beyond this however the character of the ground suddenly changes, and a short but heavy embankment becomes necessary as the line enters the grounds of Mr. Breck. South of Mr. Breck, another gully is to be crosssed, and the line then takes a direction near the farm house of Mr. Borie; and by a deep cutting parallel to and near the read reaches the crossing of Yarnall Run. city, by draught, and so in like manner for the outward journey, they would be drawn hither from different points, car by car, and formed into convenient convoys. With these views it will not be difficult to perceive the superiority of the crossing at Fair Mount in the respect mentioned, over those below. That of Race Street, for instance, would have its communication with the Delaware through the heart of the city, exposed to the constant flow of carriages and foot passengers through all the cross-streets. Nor would its situation with respect to the Schuylkill, be any more favourable, as it would have no sufficient space either for turning or grading down a branch suited to the objects of that connexion. These circumstances, in addition to those already mentioned, leave no room to hesitate in choosing the position at Fair Mount to any below tt. The graduation of this crossing was originally fixed at such a height as to admit of running the branch towards the Delaware on the line of Parke Street, but it was found that in doing this, it would be very difficult to grade down the Schuylkill branch with convenience to itself, and so as not to interfere in crossing some of the principal streets. On this account a level is adopted by grading down the line from the deep cut, as already mentioned, so as to bring the line nearly flush with the street, at the east end of the one-arch Bridge; we are thus enabled to carry it across Callowhill Street at that point, and to continue it on the south side. As it approaches Washington Street, the Schuylkill branch turns off to the right, and taking a straight course nearly on the line of St. David's Street, with a descent of 30 feet per mile, till it reaches the grade, passes through the abutment of the Permanent Bridge by an archway, and terminates one chain beyond. This trace is considered decidedly preferable to that round Rundel's point. It has the disadvantage of a deep cut nearly 24 chains in length, with an average depth of 12 feet, as the level is regulated, but on the other hand it saves 12 chains of difficult rock cutting, and about the same in distance, and avoids entirely the sharp course which would otherwise be necessary in turning thepoint. As soon as the line leaves the deep cut, it is proposed to grade it down at the rate of 20 feet per mile, on the whole distance to the crossing place at Fair Mount. In this distance it crosses Yarnall's run and another small run, further south, nearly in the crossings of the pre sent road, and then winding round the rocky face of Em len's hill, comes into the position and direction of the proposed bridge, by a reversed curve of 550 feet radius and a cutting of 20 feet on some of the last chains. The reasons which have induced me to make choice of this position for crossing, to any one further down, may be stated as follows. In the first place, regarding the width of the river at the different positions, it was found to be 1249 feet, including the splatterdocks on the west side, at the foot of Vine street, 1115 feet opposite Race street, and 1304 feet in the line of Arch street: while, at the point proposed, it is only 711 feet inclusive; and it will be seen in the course of the estimates, that the expense of construction will be nearly in the same ratio. We might indeed make the length of the bridge at either of the scites considerably less than the quoted width, by embanking some distance in the flats; but we should gain nothing by it, as we are obliged to sustain the road at its level, and it is ascertained that the heavy embankments required for this purposes with the necessary wing walls, would be at least as expensive as the extension of the bridge. 2dly, In point of depth, the difference is rather in favor of the lower scites, but the bottom is much more safe for the foundations at the position chosen, and it must be considered therefore as preferable in this respect also. 3dly, The relative position and direction of the bridge at Fair Mount is much more favorable to a practical communication with all parts of the city, than either of the others. On this point it may be proper here to observe that the ultimate completion of the rail road, almost necessarily supposes a point of termination on the Delaware, and another on the navigable waters of the Schuylkill; these, constituting the Port of Philadelphia, will in fact be the primary points of termination; but it may also be remarked, that in reaching these, we may, by a judicious location of the line across the city, place the advantages of the rail road almost equally within the reach of every other part. By giving that line, for instance, a position along one of the streets on the north side of the city, branch lines may issue from it, if occasion requires, at every crossstreet, irrigating, as it were, the whole city with the streams of trade which are destined to flow down this line of communication. Similar branches up and down along the margin of the Delaware, together with that down the Schuylkill, will distribute no less widely the advantages of its foreign trade. A northern location for this purpose is preferable, because the ground on that side better commands the different points to which it would be desirable to run branches. It also makes the average distance less to all points, without materially increasing it to any. It interferes less with the ordinary tract of the streets, and would have more space adjacent to it, for the formation of establishments suited to the nature and objects of the rail-road business. In the construction of these branches, let me add, it would not be necessary to connect them with the main line by means of curves, which, of course, would interfere materially with the angles of the streets. Swivels, connected by short sidelongs, would here answer equally well, as the part of the line with which they are connected would be not so much a thoroughfare as a ren. dezvous for the formation and distribution of convoys. Here the locomotives would generally stop, and the cars be sent to their several destinations through the The other branch in the meantime crosses Washington Street, and continues nearly in the line of its previous direction, converging towards Vine Street till it reaches the line of a small alley, parallel to, and about two chains north of Vine, which it adopts and follows out to Broad Street. The grade of this line is of course undulating, but without exceeding 26 feet per mile any where, it may be very nearly accommodated to all the streets except Schuylkill 3d Street, where it varies about 3 feet, and will require a bridge for the street, unless the grade of the latter can be altered. Beyond Broad Street, the plot of the city is favourable to the continuation of the line to the Delaware, but the estimates for this extension are not introduced in the present report. Rails for a branch to the intersection of Broad and Vine Streets, are included in compliance with the terms of the resolutions. The cost of the line thus described may be estimated as follows: 1. From the foot of the inclined plane to the point of crossing the river. Excavations, viz. Rock, 37,706 yds. at 34 cts. $12,820 04 20 1,194 10 2,472 20 $17,601 88 Embankment, viz. Bridges, viz. 2 of 30 ft. & 1 of 20 ft. 150 1,100 74 830.] REPORT ON PENNSYLVANIA RAIL ROAD. 11 the piers to be built of the best hammered rubble and ing into the direction of Fair Mount Street, continues set in the direction of the thread of the stream. Preparing 7 foundations in mud or deep water at an average of 1200 Dolls. each, $8,400 6,150 52,086 21,780 Masonry, viz. 11484 per's at 4 dolls. $ 45,936 2460 do. 2 50 Superstructure, 726 feet, at $30 310 08 1,151 40 $83,727 48 The estimate for the bridge at Race Street by the same scale of prices, amounts to $100.372. The rate of excavation for rock is obtained by deducting the value of the average quantity of good stone procured from the original cost of excavation and grading. 3d. From the bridge to the intersection of Broad and Vine Streets. $ 566 08 down it to the vicinity of Callowhill; it then curves into a direction parallel to the latter, crossing it at the same time, and as it approaches Washington Street again curves to the right, and takes up the line and direction of St. David's Street as in the former case, and in like manner passes the abutment of the Permanent Bridge by an archway. This location enables us to avoid all inconveniences of the least account at the intersection of the streets. Along the margin of the Fair Mount property and its vicinity, it is protected of course from such intersections. Hamilton and Callowhill Streets are passed by bridges at a low level, and with sufficient distance between those crossings and the Permanent Bridge, to grade down and pass the abutment of the latter by the archway, as heretofore explained. The Delaware branch of this line resumes its level after the intersection of Francis Street, and may either continue level, or be conformed to the different streets, to Broad Street. In the estimate it is supposed to fol. low the line of the Canal to its intersection with Parke Street, and thence along that street to its termination on Broad Street; but it is suggested, that an important improvement may be made in the plot of that quarter of the City, in connexion with a more elegant, and in other respects more desirable location for that part of the road, viz. by opening a spacious level Avenue in a direct line from the vicinity of the Four Nations Hotel, through the intersection of Morris and Washington streets, and so to Parke street, and thence communicating with Callowhill either directly or by Schuyl. kill 2d. In that case the rail-road would occupy one side of this avenue, to its intersection with Parke street, and thence by the latter as before. Many points of interest connect themselves with the improvement here mentioned, but which it will not be necessary to comprehend in this report. Excavation, viz. 4572 yards, at 8 cents Embankment, 19051 yards, at 13 cents 1 Bridge 2,476 63 990 00 2 culverts of 3 feet, and 20 short culverts Masonry, viz. 352 perches, at $2 50 1,175 00 880 00 Rails and horse path, 99 chains, at $101 9,999 00 Rails to Broad and Vine Sts., 4 chains, at $90 360 00 Line crossing at Peters's Island. A very few words will serve to designate this line, and to shew the manner in which it may be conformed to the views already suggested with regard to the ultimate termination of the rail-road. It crosses the river immediately in front of the inclined plane, by a bridge of 7 spans, and 824 feet between the abutments, and passes at once into the bed of the Union Canal. The graduation of the Bridge is taken at 7.5 feet below the foot of the present inclined plane, as was done for the other line, 1 chain beyond its present termination. After crossing, the line again rises by a gentle counter grade 2.5 feet, and then continues devel to the Four Nations Hotel. Here a slight depression is introduced in crossing Francis St. which may be accommodated by the ground on either side of the hotel, and about the same point the two branches for the Delaware and Schuylkill fronts divide. That for the Schuylkill, turn 2d. From the Bridge to the separation of the two Rock 8536 yds. at 30 cts. 2560,80 Embankment 9988 yds. at 11 cts. 9,797,00 of the river Schuylkill, as designated in the letter of instructions, and am of opinion that, taking the benefit and disadvantages into view, the following are the only estates on the different routes which would be entitled to damages, viz: Bingham's, (Lansdowne) $ 300 Earth 12,740 yds. at 8 cts. 1,019,20 Breck's, 1000 Embankment 36,004 yds. at 12 cts. 4,320,48 Penn's, 300 Bridge viz: 1 of 3, 40 ft. spans & 2 of 36 ft. each Culverts 1 of 12 ft. 1 of 6 ft. 2 of 1 ft. & 2 drains Harding's, 400 1,280,00 Slope wall 2178 yds. at $1. 2,178,00 $ 4100 Arch way through the abutment of the Per (Signed) CHARLES ROBERTS. Major Douglass, West Point. John Hare Powell signs for himself and Alexander Baring, and Henry Baring, Robert Hare, E. S. Burd, Leonard Frailey. On behalf of the trustees of Wm. $75,991,98 Bingham, Esq. of Montreal, a relinquishment of damages on his land adjoining Powelton and Harding's, 19,430,06 provided the Rail Road passes by the line of stakes set 15,214,84 up by Major Douglass, and along side the county road. 24,875,68 ALEXANDER BARING, by his attorney, RICHARD WILLING, RICHARD WILLING, Trustee of William Bingham, Montreal. $135,512,56 $149,063,82 Comparing these two lines with regard to their expense we find from the estimates given, a balance of $33,018 30 in favour of that which crosses at Peters's Island. With regard to distance, the same line has an advantage of 14,40 chains in reaching Broad Street, and of 20,40 in reaching the Permanent Bridge. In point of rise and fall it has also the advantag advantage by 34 feet on the Line to Broad Street. Lastly, in point of convenience for connexion with the various localities of the city it is thought also to have the advantage as conforming more nearly with the views already suggested on this point and particularly being more apart from the ordinary travel of the streets. It remains only to comply with that clause of my instructions which requires an estimate of a line from the inclined plane to the navigable waters of the Schuylkill on the west side. From the foot of the plane to crossing place at Fair Mount, already estimated 46,245,30 Whence to a point 1 chain south of Market Street. Excavation, viz : True copy, signed, JOHN HARE POWELL. Letter from Thomas F. Leaming, Esq. a Member of the 1st. The resolution of the Select and Common Cooncils of the city of Philadelphia. In Select and Common Councils, March 26th, 1829. Whereas, it is of essential importance, that the views of the citizens of Philadelphia, in relation to the confirmation by the Legislature of the route for the Rail Road, as originally reported by the enginers on the part of the commonwealth, and subsequently altered and improved, should be made known to their representatives in that body. Therefore, be it resolved, by the Select and Common Councils, that the members from the city in either house, be requested to use their exertions to procure at the hands of the Legislature, such confirmation; as it is believed that the route proposed meets with the approbation of nine-tenths of their constituents; is calculated more than any other that could be selected, to save expense to the commonwealth, and add to the advantages of the city and districts: and will 2,001,40 give to each a fair proportion of the immense trade of 1,256,64 which it is to be the outlet. And be it further resolved, 390,00 That any change or alteration in the route laid down by 6464,00 careful, diligent, and skilful men, selected on the part of the State for that purpose, and whose report in rela. 56,357,34 tion thereto, is entitled to the fullest confidence, being 5,635,73 the result of public duty, and not of individual procure ment, would, in the opinion of Councils, be of serious $61,092,07 detriment to the interests of the city and surrounding districts, and greatly interfere with the noble object which the commonwealth has in view, that of a just distribution (wherever it can be effected) of the advantages likely to arise from the great scheme of internal improvement, so happily conceived and so ably executing. And be it further resolved, That a copy of these resolutions be forwarded to each of the city members, signed by the President of the Councils. Prof. of Eng. U. S. Mil. Academy. West Point, 25th Nov. 1829. 1 Report of Charles Roberts, Esq. on Damages. 3 Communications from the Presidents of the North ern Liberties and Southwark Commissioners. Copy of a letter from Mr. Roberts. J. M. LINNARD, President of the Common Council. JOHN M. SCOTT, President of the Select Council, 1830.] REPORT ON THE PENNSYLVANIA RAIL ROAD. Resolved, That the above resolution be forwarded by the Master Warden, one to the Senate, and one to the House of Representatives. 3d. Letter from Frederick Graff, Esq. Superintendant of the Water Works, to Thomas Hale, Esq. Chairman of the Watering Committee of the Councils. Thomas Hale, Esq. PHILADELPHIA, March 20, 1829. Chairman of the Watering Committee. DEAR SIR-I have observed in one of the daily papers that there is a bill before the Senate of this State, for permission to erect another bridge across the Schuylkill intended to be placed at or near Race street, I beg leave to state, that in my opinion, this supposed improvement, if erected, will have a serious effect upon all the property above it, owing to the increased swell it will occasion in times of freshets. The effects of the freshets of 1822 and 1829, backing the water into the store houses on Callowhill street, and in the pump rooms of the Fair Mount Water Works, are I think, sufficient evi dence to show what may be calculated upon, should further barriers or obstructions than now exist be thrown in the way. Were it not for the broad space of the river, which widens after it leaves the upper bridge from 340 to 1300 feet, which gives vent for the water to pass, the injuries by inundation would be incalculable. The freshet of 1822, swelled the water in the pumprooms at Fair Mount, to upwards of 6 feet in height, and the freshet of 1829 to 16 inches, where it remained for nearly 24 hours, during which time the operations of the works were suspended, and had it not been that the Reservoir was full of water at the time, the effects might have been desperate, as a great part of the city or districts might have been destroyed by fire, as it is impossible to foretell when those inundations will take place, we cannot at all times be prepared to meet thein, more particularly hereafter when the consumption of water in the city shall be greater, and the reservoirs shall be drawn off in a shorter time. Under every consideration of this important matter, and as no public good can result by the erection of this bridge, my decided opinion is, that every exertion should be used to ward off the danger which this barrier will inevitably occasion. It is a matter of the utmost importance, not only as regards the Water Works, but to all those who are interested for the general and public good. 13 "My anxiety for the general benefit of the community, without fear or reward, will, I hope, be a sufficient apolo gy for troubling you. I understand that a bill has passed the Senate, and will of course come before your house in a short time, for the erection of another bridge over the Schuylkill, which is to be located between those already erected, and which are but half a mile asunder. But assured that if this bridge shall be built, all the property north of High street will be inundated, whenever freshets exceed 3 feet in height on Fair Mount dam; and when they rise to five feet it will be impossible that the water can find vent. The freshet during the early part of this month, rose during the night to five feet six inches on the dam, which occasioned such a swell in the river as to cast the water in the mill house at Fair Mount, for twenty-four hours to the height of sixteen inches on the pump room floor, and also filled all the adjoining stores with water, which is occasioned by the contraction of the river by the two bridges already erected. Should the third be sanctioned, destruction in times of freshets must take place, as the chance of relief by the water spreading between the bridges will be destroyed." The attention of the commissioners is requested to the proposed bridge at Fair Mount, as laid down in Major Douglass' route by that place. This bridge, of six spans, (and five piers,) two of 90 feet, and four of 103 feet each, making an aggregate of 592 feet. Will you be pleased, gentlemen, to read attentively the letters from Frederick Graff, Esq. together with his remarks on the map. This gentleman is the superintendant of the Water Works, by whom those works were designed, and carried into their present successful operation. Observe how he deprecates any further obstructions on the Schuylkill, below the Fair Mount Dam, as jeopardizing the safety of those works, and through them the welfare and safety of the city of Philadelphia. Let it be obser. ved, by reference to the draft of Mr. Merrick, which is before the Board, that the current which falls over the dam, strikes the western shore above the contemplated bridge, in such a direction, as to turn it so as to strike the piers of this bridge, (which, of course, must stand at right angles with the superstructure, nearly on their broadside, and thereby filling up a very space of the river, and leaving less opportunity for the escape of the water. Mr. Graff has depicted, in strong language, the situation of these works, the freshet of last spring, and the great danger the city was subjected to, in consequence of it. If the danger was so great when there was no obstruction in the river, what may we suppose would have been the result, if the five piers of the proposed bridge had obstructed the passage of the flood? Your own good judgments will decide, that they must necessarily have been dreadful. Another, and no inconsidera ble objection presents itself to a bridge at Fair Mount; there is already there a bridge within one hundred yards of the scite of the one proposed, which has never paid one per cent. dividend to its stockholders, and this will, under any circumstances, be the case for many years to come. In contrast to this, the proposed bridge at Peters' Island will be taken and built by a company who will give the free passage to the State of all the Rail Road travelling, for the right to take tolls from other travellers. Permit me to draw your attention to one very important fact, "that the connexion of the western route with the lower end of the inclined plane is by a curvature, of the radius of 330 feet."* It is evident that at the foot of any inclined plane there must necessarily be an accumulation of wagons; let the approach be as open and easy as possible; but when that approach is upon a radius of 330 feet, and near to the termination of a line of rail road, and a large *Although Major Douglass states the radius to be 400 feet, examination, since made, show that the radius will be 330 feet.. 1 |