42
T-
.7^
^) s-
FOR THE
HSFEESGNTATIVES
or
THE COUNTRY.
tiEs-ni
■Ft Ck ?
PENNSYLVANIA RAIL-WAY.
THE ROUTE
ON THE
WESTERN SIDE OF THE SCHUYLKILL
IS THE
CHEAPEST AND THE BEST.
What is the object of this great work? For
whose benefit is the Commonwealth about to
expend a million and an half of dollars ?
Is it not to be constructed for the conveyance
of produce to the scenes of business?
Is it not destined to promote the interests of
the farmer and trader of the interior, by carry¬
ing their commodities to a great mart, whence
they can be exported to foreign as well as Amer¬
ican ports.
Are not the scenes of business of Philadelphia
near to Market Street?
Are not the arrangements for the trade of the
interior, adapted to the purposes—are they not
4
equal to all the wants of the country Merchants
and Farmers, who have selected that street—who
have made it the scene of their trade ?
Wherefore, then, coerce them from their old
customers ?
Why drive them from the shores of a river,
affording throughout an extent of some miles
cheap places of deposit, approached by Brigs,
carrying 300 tons of merchandize, and fitted to
trade to any European port ?
What is to be gained at the "territorial point,''
as the late Canal Commissioners aptly denomi¬
nated the intersection of Vine and Broad Streets ?
There are no houses,—there are no Mer¬
chants, although there are many gentlemen spe¬
culators, of vast wealth, who have bought up the
ground, and are prepared ' to catch the country¬
men" at this point, upon land sold by the inch.
What would become of all the produce,—
the flour, whiskey, flax seed, corn, wheat, rye,
lumber, hay, straw, ôjc. accumulated at the ter¬
ritorial point ?
As the citizens of Philadelphia prefer that
their streets shall be " irrigated" by water, to
their being "irrigated'' by lateral Rail-roads, as
suggested by the Peters' island party, they will
doubtless require their watering committee to
reflect whether double tracks of a Rail-road
5
will or will not interfere with the repair of the
water pipes, requiring frequently to be examin¬
ed and relaid. The streets, except Market and
Broad streets, do not contain space for a Rail¬
road and one track for a carriage of any kind.
The cost of construction, is an item of some
moment, when the Legislature are to determine
the location of the Rail-way ; and when it hap¬
pens that the side of the river, recommended by
the Canal Commissioners, and the route leading
directly to the ordinary and accustomed scenes
of business, is much the less expensive, it partic¬
ularly behoves them to pause, before they shall
abandon it.
It is urged, by those who are hostile to the
interests of the City, and are ignorant of the
purposes of the country, that the work should
be stopped at Peters' Farm.
Would it be discreet to place the profits of a
million and an half of dollars, at the mercy of a
sordid corporation ? ^
Would it not be impolitic to allow any celÉ^É,
• ny of men to interrupt by neglect or design ffmv
important purposes of this powerful Common- -
wealth ?
Shall the people be saddled with debt to make
Canals and Rail-roads to reach the Marketî
Shall they pay millions and be taxed: and
shall they finally be made to pass through the
6
gate, or be subjected to the impediments of a
paltry company, to be punished or corrected,
but by the tedious process of law ?
Have Pennsylvanians become enamoured of
Corporations? Have they instructed their de¬
mocratic Legislators to manifest their tender¬
ness for corporations by subjecting the Common¬
wealth herself, to their control ?
Major Douglass' estimate proves, that 149,063
dollars 82 cents, must be expended to construct
the line of Rail-way by Peters' Island to Vine and
Broad Streets, and to the head of navigation on
the eastern side of the Schuylkill at Market
Street. The same estimate proves, that the
point of entering the Permanent Bridge, and the
head of Brig navigation, may he reached by the
western route by an expenditure of only
61,992 dollars 7 cents.
Mr. Baldwin, the well known Bridge builder,
who has recently completed a Bridge, over the
Susquehanna, for the State, proposes to erect a
iBgidge, forty-five feet wide, upon the piers of the
present Bridge at Market Street, with double
tracks for the Rail-road, as well as double tracks
for common travelling and foot passengers, for
817,320, this added to 61,992 dollars 7 cents,
makes the sum 879,312. By this plan, according
to the report of Mr. Strickland, the Engineer, the
7
certificates of the city surveyor, and of Mr- Mer¬
rick the Engineer, employed in conjunction with
Major Douglass, by the State, the Rail-road could
be conducted precisely level or upon the plane of
the western end of Market Street. Broad Street
is regulated by law, at the height of 39 feet 3-10.
The western end of Market at Ashton street,
is regulated at the height of 13 5-10ths which de¬
ducted from 39 feet 3-10ths, leaves an ascent
of only 25.8 to be overcome in reaching Broad
street.
This ascent is not more than that which is
frequently adopted on the line, and is less than that
proposed by Major Wilson to be overcome in
his location, from the Canal bed, along the
whole western front oí the city north of Mar¬
ket street.
What may not be the damages for his lo¬
cation causing an embankment, intercepting
all communication between the city north of
Market street, and the river Schuylkill?
Let them be contrasted with those which
can arise, on farm land, over which the wes¬
tern route would pass. Upon this location all
claims for damages have been relinquished
throughout a considerable extent of the line.
Is the western part of Market street less de¬
sirable as a place of business to the farmer and
8
country trader, than " the territorial point,'' at
Vine and Broad streets ?
Is the western shore of the Schuylkill, in the
language of the late Canal Commissioners, " af¬
fording complete communication wtih the
ocean," and yielding ample sites for warehouses,
of no value? Is a river navigated by brigs car¬
rying three hundred tons of merchandize to be
wholly disregarded?
Is it more expedient to expend 379,812 to
reach Market Street on the eastern side of the
River close to the head of brig navigation, tak¬
ing the western side and its advantages into the
bargain?
Or is it more wise, to pay s 149,063 to reach
Vine and Broad streets, a point distant from
both rivers, and remote from all trade, and the
point at the head of brig navigation so easily
reached by the western route? Shall a large sum
be squandered merely to gratify the modest peti¬
tioners who have urged the legislature to inhibit
the construction of a Rail-way on the western
side even by private funds.
Does not this unreasonable and extravagant
request manifest their consciousness of the ad¬
vantages, which that side possesses for the accom¬
modation of the country trade?
9
Whose interests are advanced by competí,
tion amongst wharf and ware-house holders?
Are they not those of the country? Whose in¬
terests are impaired by such competition?
Are they not those of the property holders
and monopolists, who urged you, by their pro¬
ceedings at a public meeting, to deny to their fel¬
low citizens, and to your constituents, the advan¬
tages which cheap places of deposit—ample
space for business, extending several miles on the
shores of a navigable river, could not fail to af¬
ford?
If the river Schuylkill be of no value, why do
the same men apply for a charter to cut a
canal around the Bridge to admit the passage of
sea vessels, whilst the shores are not yet half
occupied with wharves.—By this effort, they
prove its value—by their urgent petition to deny
to the western side of this river the right to
make a Rail-road, they prove its importance—
its fitness for that end.
n
MR. STRICKLAND'S REPORT.
ROUTE RECOMMENDED BY THE CANAL COMMISSIONERS,
CONTINUED OVER
MARKET STREET BRIDGE.
I have examined the Permanent Bridge cros¬
sing the Schuylkill at Market Street, with refer¬
ence to the practicability of carrying the Penn¬
sylvania Bail Road into the city of Philadelphia
at that point. The piers of the Bridge, together
with the offsets on the abutments, are 12 feet 5
inches above high water mark, and the floors of
the wooden superstructure or present Road ways,
are i l feet above the top of the piers and abut¬
ments: This space is amply sufficient for the
passage of two separate tracks of rails, one on
each side.—It is quite easy, to suspend by rigid
framing from the arches or ribs of the Bridge,
a level floor corresponding with the chord of
each arch resting on the piers and abutments ;
this may be effected by a continuation of the ties
il
anff braces from the present ribs, and by cross
lateral braces on the level floor above mention¬
ed.
An entrance may be made on each side, and
under the present Roadways by means of arch¬
ways through the mound and curtain walls of
each abutment to the level floor, without any
hindrance or interruption to the entrance on the
present curved Roadways; in other words, the
Rail Way may he made to pass under the present
floor of the Bridge, with a clear headway of i i
feet.
From the survey and levels which I have ta¬
ken, I find that the top of the piers and abut¬
ments of the Bridge, strike 9 inches below the
ground on its surface, at the junction of Ashton
with Market Street, and that this level is suffici¬
ently high to pass the Rail Road on the east side,
both up and down the Schuylkill, turning on the
city property upon a radius of 356 feet, towards
the Northern Liberties and Southwark on Ash¬
ton Street. Thus theDelaware may be reach¬
ed through both districts. The pavement
of Market Street near the Toll, House of the
Bridge, is upon the same plane with the top of
the piers of the Bridge, and therefore it will not
require any alteration to effect the plan above al¬
luded to.—After passing the eastern abutment
12
of the Bridge and the Toll House, the Rail tracks
may be continued in a straight line on each side
of Market Street, without any difficulty to the
public square at Broad Street.
The approach of the Rail Road to the Per¬
manent Bridge on the western side of the Schuyl¬
kill, may be made with little cost, over ground
requiring at the greatest depression, but 12 feet
of embankment, and that for a short distance,
say 600 feet, partly across a meadow of 350
feet, and upon a radius of 650 feet :—The
ground from this point to the northward being
favourable along the west bank of the Schuyl¬
kill to Harding's at the upper Bridge.
From a full investigation of this subject, I am
of opinion that the plan of crossing beneath the
present Bridge is altogether feasible and practi¬
cable, and may be effected at a moderate cost;
and that the ground on cither side of the Schuyl¬
kill at this point is exceedingly favourable
for the purpose, without at all affecting any es¬
tablished regulations of property or accustomed
modes of travelling.
WILLIAM STRICKLAND,
Engineer.
Philadelphia, February 22, 1830.
13
Certificate from the Engineer employed by the
State, in conjunction with Major Douglass.
Having acted as Assistant Engineer in the re¬
cent surveys made by Major D. B. Douglass, by
order of the Canal Commissioners, for the ter¬
mination of the Rail-way, and having in conjunc¬
tion with Win. Strickland, Esq. and Mr. Hains,
the City Surveyor, made examinations and
taken the heights and levels of the piers of the
Permanent bridge and the adjacent streets and
ground, I have no hesitation in saying that I
entirely concur in the preceding statement.
GEORGE MERRICK,
Engineer.
City Surveyor's Certificate.
I have examined the annexed draft made by
George Merrick, and find it to be correct. The
red figures denote the heights of the Streets,
as fixed by law—by which it is shewn that the
tops of the piers of the Permanent Bridge, are on
a level with Market Street.
Signed, SAMUEL HAINS,
City Surveyor.
Height of Broad Street, at the intersection of
Market Street, 39 3
Ash ton Street, 13 5
I'otat ascent of the Road from Ashton to Broad Street, 25 8
ENGINEERS
and
CANAL COMMISSIONERS'
WP3ETS<DSTj3
IN FAVOUR OF THE WESTERN ROUTE.
To determine the importance of the western
side, Major Wilson's Report (Senate Journal, vol.
ii. page 205,1827,) is quoted:
" But as it is a matter of some consideration to determine
whether the river shall be crossed, and if so, the most
advantageous point for crossing by a bridge, the line has been
left open from this section, for future decision."
Here he expressly conveys his doubt, whether
the WESTERN SIDE OP THE ScHUYLKILE WOULD
NOT AFFORD ALL THAT AYAS REQUIRED.
In his official Report of December, 1828, to
the Canal Commissioners, (Senate Documents,
page 176,) Major Wilson, with his accustomed
frankness, confirms this opinion on the import¬
ance of the river Schuylkill, saying—
"Under such a view of the beneficial effect it might have
in and around Philadelphia, I take the liberty of recommend¬
ing to the Board, that from the termination of the inclined
plane east of the residence of the late Judge Peters, a branch
15
of the Railway should be extended along the margin of Schuyl¬
kill river, terminating at a suitable place of deposit near the
tide water, and opposite to the city of Philadelphia."
And to prove that the opinion of the Board of
Canal Commissioners is not less decided, their
formal report to the Legislature, dated December,
1828, is also quoted.
"While considering this subject, they have been struck
with the importance, in a commercial point of view, of a line
from the stationary engine near Judge Peters' to some point
on the Schuylkill, affording a complete communication with
the ocean. As such a line must follow the west side of the
river, the difficulty before suggested would not be felt, and
but for want of authority under the existing law,
the Board would be prepared to direct its construc¬
tion."
And in corroboration of this, the language of
their committee, appointed expressly to investi¬
gate this route is given—
" But they do not apprehend that they can commit an er¬
ror in estimating the branch down the Schuylkill from Bel¬
mont, as entitled to the earliest attention."
muking thus this route the one xvhich requires at¬
tention before all others.
They had at that time, " authority under the
existing law" to construct the llail-road to the
"territorial point" at Vine and Broad Streets,
hut they refused to do so.
To make manifest the opinion of the Canal
Commissioners as individuals, an extract of the
16
letter from Judge Scott, the late distinguished
President of the Board, dated 1st Feb. 1829, is
given:
" For myself, 1 frankly confess, that notwithstanding the
presumed imperative intention of the law, I felt disposed to
do no more at present, than to extend the location down the
Schuylkill, on the west side, to some point navigable for sea
vessels, and there to stop; and to leave the various and impor¬
tant questions involved in its further extension to future legis¬
lation, or to postpone their decision until the Board had ob¬
tained more minute and particular information on the sub¬
ject."
The intelligent and skilful commissioner,
James Clark, Esq. urges his opinion in language
not less decisive:—
"I am unable to say what the Board would have done in
such an event, but have no hesitation in giving it as my indi¬
vidual opinion, that the ends of the Commonwealth in con¬
structing the Rail-road as a State object, would have been
fully attained by stopping at tide water on the river
Schuylkill, opposite to the City, leaving the construc¬
tion of branch Rail-roads to local interests in and about the
city of Philadelphia."
The present Board of Canal Commissioners,
composed of nine gentlemen of the highest
standing in their respective districts, selected by
the representatives of the people, for their intel¬
ligence, probity, zeal, and fitness for their ardu¬
ous task ; after the lapse of a year—after the ex¬
amination of the opinions of all the Engineers
—after estimating all the items of expense—after
17
having heard all the arguments and petitions
from various quarters, have reported in obedi-
' ence to the law pressed by the advocates of the
Peters' route.—(See Journal H. R.)
"From all the facts laid before the Board,
they are of opinion that it is not the interest of
the State now to construct more than one line of
Rail-road, from the inclined plane near the farm
of the late Judge Peters, and they recommend
the extension of the line from that point, down
the western side of the river Schuylkill to a point
near Fairmount, thence across the said river,
and down its eastern side to sloop navigation,
between Market and Chesnut streets, the road
to be continued on the line and levels surveyed
by Major Douglass, and projected in his report."
c
18
Major Douglass' Estimate by Peters' Route.
1st. From the foot of the inclined plane to the bridge inclusive.
Embankment, 16,726 yards, at 14 cents, g2,341 64
Foundations, 7 piers and abutments, at g500, 3,500 00
Masonry, 9784 perches, at g4 839,136 00
do. 1366 perches, at 2 50 3,415 00
42,551 00
Superstructure, 846 feet, 25,380 00
Railsand horse path on 1100 ch'nsatglOl, 1,124 10
Rails on 1248 chains, at 88 cents, 1,092 24
2,219 34
g75,991 98
. 2. From the bridge to the separation of the two branches.
Fxcavation, viz.
Rock, 8536 yards, at 30 cents, 2,560 80
Earth 20,347 yards at 8 cents, 1,627 76
4,188 56
Embankment, 9328 yards, at 11 cents, 1,026 08
Two culverts and three drains, 235 00
Rails and horse path, 138.42 chains, at g 101, 13,980 42
819,430 06
3. Delaware branch to the intersection of Broad street, with a
lateral branch to the intersection of Broad and Vine.
Excavation, viz.
Rock, 5210 yards, at 30 cents, 1,563 00
Earth, 12,202 yards, at 8 cents, 976 16
2,539 16
Embankment, 9988 yards, at 11 cents, 1,098 68
Culverts, 1 of 6 feeR 1 of 3 feet, and 12 street culverts 790 00
Rails and horse path, on 97 chains at 101, 9,797 00
Rails for Branch to Broad and Vine streets, 11 chains
at 890, 990 00
815,214 84
4. A Schuylkill Branch.
Excavation, viz.
Rock, 1640 yards, at 30 cents, 492 00
Earth, 12,740 yards, at 8 cents, 1,019 20
J 1,511 20
19
Brought forward, 1,511 20
Embankment, 36,004 yards, at 12 cents, 4,320 48
Bridges, viz. 1 of 3, 40 feet spans, and 2 of 36 each, 5,700 00
Culverts, 1 of 12 feet, 1 of 6, 2 of 1J, and 2 drains, 1,280 00
Slope wall, 2178 yards at gl, 2,178 00
Archway through "the abutment of the bridge, 1,200 00
Rails and horse path, 86 chains at 8101, 8,686 00
24,875 68
Aggregate for the line by Peter's Island.
Bridge and embankment on west side, 75,991 98
From the bridge to the fork of the branches, 19,430 06
Delaware branch to Broad street, 15,214 84
Schuylkill branch, 24,875 68
135,512 56
Contingencies, 13,551 26
8149,063 82
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 plain to the crossing place at Fairmount,
already estimated at 46,245 30
Thence to a point 1 chain south of Market street
Excavations, viz.
Rock, 2516 yards at 31 cents, 779 96
Earth, 15,268 yards at 8 cents, 1,221 44
2,001 40
Embankment, 10,472 yards, at 12 cents, 1,256 64
Culverts, viz. 1 of 8 feet, 1 of 4, and 2 drains, 390 00
Rails and horse path, 64 chains, at S101 6,464 00
56,357 34
Contingencies, 5,635 73
861,992 07
All which is respectfully submitted.
D. B. DOUGLASS,
Prof r. Engineering U. S. Military Academy.
West Point, 25th Nov. 1829.
NAVIGATION AND ADVANTAGES
of THE
RIVER SCHUYLKILL FOR FOREIGN TRADE.
ESTABLISHED BY AFFIDAVITS.
The Board of Canal Commissioners recom¬
mend to the Legislature the adoption of a route
along the shore of the Schuylkill, as "afford¬
ing a complete communication with the
Ocean.
The river Schuylkill is navigated by brigs
employed in European commerce, carrying 800
tons of coal, as well as by smaller vessels.
Two hundred and thirty-five sea vessels have
since the first of April last, been loaded in this
river, for various ports in the eastern and south¬
ern states.
" There are at this time in the River Schuylkill thirty-one
sea-vessels in view from my wharf, on the western side of
the river. Some of them are large schooners and brigs.
One brig, the John Harris, landed three hundred tons of
plaster."
(Signed) Jno. Blakiston.
" September 29, 1829.
" Personally appeared before me, one of the Justices of the
Peace for the County of Philadelphia, Captain John Blakis-
21
ton» a well known and respectable navigator, and upon his
solemn oath declares and says that the foregoing is just and
true."
Sept. 29, 1829."
Signed) George. C. Lentner.
John Brandt "deposes and says, that he is
about thirty-five years of age—that he has lived
since his birth, with the exception of about two
years, near the mouth of the Schuylkill—that
he is well acquainted with the trade of that
river, and is sure, as well from his own experi¬
ence and observation, as from the declarations
of masters of vessels navigating the same, that
it is a perfectly safe and convenient river for
vessels carrying not more than 400 tons—that
vessels having the wind in their favour, may,
and do, without risk or difficulty, come from
the Delaware to the Permanent Bridge in from
one to two hours, and that under any, unless the
most adverse circumstances, the passage is ef¬
fected in from three to six hours, and far often-
er in three than six."
" The deponent further declares, that he this day
measured the depth of water on the bar near the mouth
of the Schuylkill, and that he found the same to be
fifteen feet in the most shallow part that could be
found, and that immediately inside the bar, the depth
was five fathotns or thirty feet, and that the tide this
day was but a fair and ordinary one. The deponent
22
further says, that he never heard of a vessel being lost
in the Schuylkill, and that he considers this river a far
safer harbour than the Delaware. The deponent
further declares that the bar near the mouth of the
Schuylkill, which is the only impediment, has been
for years, and continues to be, gradually decreas¬
ing
Emly Sharp deposes and says, that he is master
of the Sloop Caroline, and that he came round
from the Delaware river to the Permanent Bridge
over the Schuylkill, this day, at nearly low water
—that his vessel draws seven feet, and that he
came from the mouth of the Schuylkill to the wharf
at the Permanent Bridge in fifty-eight minutes—
that he has frequently come up with the wind a-head,
in three hours, and the usual passage, with a fa¬
vourable wind, is from one to two hours.
" He further says, that he considers the Schuylkill
a perfectly safe river, affording an easy and conveni¬
ent navigation, having for the last ten or twelve
years been in the habit of trading up this river.
Tliomas Hewitt, Jr., sworn before Bela Bad¬
ger, says that he has transacted business on
the river schuylkill for two years—that he
has during that time seen vessels of from 200
to 250 tons burthen, coming to and going from
the wharves, and that 300 tons of coal have been
shipped in one vessel which departed without
difficulty—and that store rents on the Schuyl-
23
kill are not more than half what they are on the
Delaware."
Stephen Baker, being engaged in the Schuyl¬
kill trade, with the northern states, also sworn
before Bela Badger, says, that he "employed
Captain Powers, of the Brig Volant, to sound
the Schuylkill bar, which he did carefully, and re¬
ported that there was at low tide 8 feet, and at
high tide 14 feet of water—that his house ship¬
ped, in 1827, between 80 and 90 cargoes, and
that vessels drawing above twelve feet water pass
the bar, and meet with no obstruction either
there or in the river."
Gideon Scull, engaged in the trade on the
Schuylkill, affirmed before A. Pettit, Alderman,
says, that he has "shipped large quantities of
coal on board of vessels drawing from eight to
twelve feet water, and never found any difficul¬
ty in their ascending or descending said river:"
That he believes " that all vessels not drawing
more than thirteen feet of water, can with ease
and safety enter and proceed up the same to the
Permanent Bridge—that the rate of store rent
on the Schuylkill is not more than half that
charged on the Delaware."
Timothy Caldwell, sworn before Bcla Bad¬
ger, says, "that the New York and Schuyl-
24
kill Coal Company have constantly running
from the city of Philadelphia, at the Schuyl¬
kill, to New York, three vessels carrying from
200 to 250 tons of coal each trip. The Brig
Fame, when loaded carries generally above 250
tons; these vessels come up the Schuylkill with¬
out difficulty, and discharge their cargoes at the
wharves. The Brig Fame drew, when fully load-
de, 12 to 12 1-2 feet of water, and always passed
the bar without touching."
Gideon Scull states that "coal, iron, castings,
nails, ¿5c. are delivered from the river Schuyl¬
kill to any part of the City, Northern Liberties,
and Southwark, at 40 cents per ton—flour at 4
cents per barrel—whiskey at 6 cents per barrel,
or 40 cents per hhd.—corn, as well as all other
kinds of grain, at 1 1-2 cents per bushel—other
articles not enumerated, at the rate of 40 cents
per ton."