Ri:i*ORTS M AND DOCUMENTS RELATIVE TO THE termination Or THE PEJ^MStLVAJVm MAIL ROJID. 1830. PENNSYLVANIA RAIL ROAD. REPORT OF MAJOR DOUGLASS. The Board of Canal Commissioners of Pennsylvania. Gentlmieit, In compliance with the instructions communicated by Mr. Shunk on the Ilth and 21st August, ult. 1¡ have now the honor of report¬ ing for the information of the Board, the result of the examination and surveys which have been subsequently made with reference to the ter¬ mination 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 the mode of approach to, and connexion viith the business localities of the city, which should combine in the highest degree the objects of con¬ venience 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 Maj. Wilson's location in these respects, and so to com¬ pare 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 at 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 point therefore, in the order of this report, our examination com¬ mences. 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 dif¬ ficult to find. The gentle slopes of the country will not answer, they would make the planes too long for the convenient application of station¬ ary power: nor will any slope answer, which does not comprehend in a declivity nearly uniform, the whole fall intended to be overcome: otherwise 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 pro¬ ceed 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 (Peters' farm.) Southwardly it slopes off to the lower level, on which Monroe vil¬ lage's and the Lansdown (Bingham's) woods are situatedj which extends to near the margin of the Schuylkill opposite to Philadelphia. Prom the 7 mile stone. Major Wilson's line extends in a graded level along the top of the ridge to the end, and there descends 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 5 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 ascertwn such routes, the face of the slope was examined from Bel¬ mont to the 7 mile stone, with a view of selecting the proper 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 Lancaster Turn¬ pike, about half a mile above the File factory, which Is the position of the Inclined plane first mentioned. 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 I.ansdown woods with some depth of cutting. The line by the other position would turn offfrom the present location near Georges gate, only 24 chains above the head of Major Wilson's plane, and passing down near the monument, descends 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 tne second descent on the grounds of .T. H. Powel, Esq. nearly opposite Eace Street, whence a bridge would complete either line to the city. Both these lines have been carefully surveyed and estimated, and com¬ pared 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 re¬ sults. The first, viz. the line by the File factory. Is a mile and ten ehains 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 Ball 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 by 38 chains, and would exceed It In the expense of con¬ struction 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 comprehend¬ ed 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 roust 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 considera¬ tion, 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 ilistance, convenience, or economy, for the choice of either of these lines; but, on the contrary. It results from every view of the sub¬ ject, that even if we should choose the foot of Hace street, upon other grounds, as the crossing place, the shortest, most convenient, and cheap¬ est line of approach to it would be by the Belmont plane and the margin of the river j and the same may be said of any other crossing place fur¬ ther down. We return, therefore, to the comparison originally contem¬ plated 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, anda heavy embankment—which, however, may be brought with¬ in the limit of 24 feet at the deepest part, by grading doown the plane one chain further than at present, and the line itself at 30 feet per mile 7 for 11 chains. The embankment terminates at 17 chains. At 35 chains the line crosses a gully with a considerable embankment and rock cut¬ tings 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 em- bankment becomes necessary as the line enters the grounds of Mr. Breck. South of Mr. Breck, another gully is to be crossed, and the line then takes a direction near the farm house of Mr. Borie; and by a deep cutting parlalel to and near the read reaches the crossing of Yarnall Run. 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 the point. 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 present road, and then winding round the rocky face of Emlen'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 fol¬ lows. In the first place, regarding the -mdth 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 consi¬ derably 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 purpose, with the necessary vi ing-walls, would be at least as expen¬ sive as the extension of the bridge. 2dly. In point of depth, the difference is rather in favour of the lower scites, but the bottom is much more safe for the foundations at the position chosen, and it must be considered there¬ fore as preferable in this respect also. 3dly. The relative position and direction of the bridge at Fair Mount is much more favourable to a prac¬ tical 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 comple¬ tion 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, wiU 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 ad¬ vantages 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 re¬ quires, at every cross-street, irrigating, as it were, the whole city with the streams of trade which are destined to flow down this line of communica¬ tion. 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 diff erent 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 8 nature and objects of the rail road business. In the construction of these branches, let me add, it would not he 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 rendezvous for the formation and distribution of convoys. Mere the locomotives would gfenerally stop, and the cars be sent to their several destinations through the 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 tlie 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 abranch suited to the objects of that connexion. These circumstances, in addi¬ tion to those already mentioned, leave no room to hesitate in choosing the position at Fair Mount to any below it. 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 Farke 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 Cal- lowhill Street at that point, and to continue it on the south side. As it j approaches Washington Street, the Schuylkill branch turns off to the j 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. — The other branch in the meantime crosses Washington Street, and con- tinues nearly in the line of its previous direction, converging towards Vine Street till itj 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 far 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 in¬ troduced in the present report. Rails for a brancht o the intersection of Broad and A ine 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, 3r,706 yds. at 34 cts. Í12,820 04 H.Fan, 5,470 20 1,194 Earth, 24,772 10 2,472 20 Do. 8,780 9 790 20 Do. 4,068 8 325 44 Embankment, viz. 23,155 yds. 14 cts. 3,241 70 27,631 12 3,315 72 $17,601 88 6,557 42 9 Bridges, viz. 2 of 30 ft. & 1 of 20 ft. 2,640 Culverts, viz. 2 of 8 ft. 2 of 4ft. & 3 of 3ft. 750 Drains, viz. 10 at 15 Dolls. 150 Dry-wall, 880 per's. at $1 25 1,100 Grubbing, 37 chains at $2 74 4,714 Rails and Horse-patli, 172 chains at $101 17,372 $46,245,30 2d. Bridge of six spans, 2 of 90 feet & 4 of 103 feet, the piers to be built of the best hammered rubble and 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 Masonry, viz. 11484 perch at 4 dolls. $ 45,936 2460 do. 2 50 6,150 52,086 Superstructure, 726 feet, at $30 21,780 Embankment, 2584 yards, at 12 cents 310 08 Rails, viz. 11.40 chains, at $101 1,151 40 $83,727 48 Th« estimate for the bridge at Race Street by the same scale of prices, amounts to $130,372. 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 ex¬ cavation and grading. 3d. From the bridge to the intersection of Broad and Vine Streets. Excavation, viz. 4572 yards, at Scents $366 08 Embankment, 19051 yards, at 13 cents 2,476 63 1 Bridge 990 00 2 culverts of 3 feet, and 20 short culverts 1,175 00 Masonry, viz. 352 perches, at $2 50 880 00 Bails and horse path, 99 chains, at $101 9,999 00 Rails to Broad and Vine Street, 4 chains, at $90 360 00 $16,246 71 4th. Schuylkill Branch commencing 26chainsfrom the Bridge and ter¬ minating 1 chain South of the Permanent Bridge. Excavations, viz. 7,018 yds. at 8 cts; $ 561 44 Embankment, 25,740 13 3,346 Slope Wall, 2,178 $ 1 2,178 Bridge 36 ft. 1,188 2 Culverts 12 & 6 ft. 1,150 Archway through the abutments of the Permanent Bridge, 1,200 Bails and Horse patlis 59 chains, 5,959 $15,582 44 Aggregate for the line hy Fair Mount— • From the Inclined plane to Fair Mount, $ 46,245 30 Bridge and embankments, 83,727 48 Delaware branch to Broad St. 16,246 71 Schuylkill do. 15,582 44 $161,801 93 Contingencies . , 16,180 19 $177,982 12 Pamages, as assessed by Mr. Chas. Roberts, 4,100 Total g 182,082 12 40 Line crossing' at Peters'e Island. A very few words will serve to designate this line, and to shew the man¬ ner 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 T 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 level to the Four Nations Hotel. Here a slight depression is introduced in crossing Francis St. which may be accommodated by the ground on eithifer side of the ho¬ tel, and about the same point the two branches for the Delaware and Schuylkill fronts divide. That for the Schuylkill, turning into the direc¬ tion of Fair Mount Street, continues 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 i case, and in like manner passes the abutment of the Permanent Bridge by j 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 eonformed to the different streets, to Broad Street. In the estimate it is supposed to follow 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 thai 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. Estimating the line just described by the same scale of construction and prices as that used on the Fair Mount line, its cost will be as follows :— 1st. From the foot of the Inclined plane to the Bridge inclusive. Embankment, 16,726 yds. at 14 cts. |g2,341,64 Foundations of 7 piers and abutments, at 500 dolls. 3,500 Masonry, 9784 perches at 4,00 39,136 Do. 1366 " 2,50 3,415 42,551 Superstructure, 846 ft. 25,380 2,219,34 Kails and Horse-paths on 11 chs. at 101 1121,10 Do. do. 12,48 chs. at 88 cts. 1092,24 roduced by such a change, which would justify impairing the profile of this part of the line. Should the location of the line reported by Major Wilson be confirm¬ ed, its graduation should, in our opinion be so modified, as to attain an elevation 37 feet above high tide, at a point 48 chains before reaching picket 42. This would be done, in order to give it all the advantage it could have, for a connection with the shipping on the Schuylkill, without reducing it below the level of the summit between this river and the Delaware. In this case, the line reported by Major Wilson would at the point alluded to, intersect with that crossing at Fair Mount. The following estimate of the line crossing at Fair Mount, by Mr. Hopkins, and the annexed abstract, from the estimate of Major Wilson of the line reported by him, present views of the cost of each route, from the foot of the inclined plane to their point of intersection. Estimate of the line crossing at Fair Mount, - - gll4,3I2 Bridge, - -- -- -- - 55,900 §170,212 Line reported by Major Wilson, crossing below Peters'Island, ----- §72,788 77 It appears from a comparrison of the above estimates, that the in¬ creased cost of continuing the rail road on the right bank of the river to Fair Mount, and of crossing at that point would be §97,433 21. The two lines as regards a connection with shipping on the east shore of the Schuylkill; with the Delaware, present equal advantages. But the line crossing at Fair Mount offers a facility of connection with tide water on the west shore of the Schuylkill, not afforded by the lo¬ cation of Major Wilson. On the other hand, the tunnel which will be required on this line and the necessity of crossing at Fair Mount in an exposed situation by an oblique bridge, present very strong objections to it. Secondly, as to the practicability and cost of a branch line from the inclined plane near Judge Peters' to a point on the sloop naviga¬ tion of the Schuylkill, below the permanent bridge. Two lines have been examined with a view to this object ; one following the trace of the line crossing at Fair Mount, until within half a mile of the proposed crossing point, here ascending a ravine nearly at right angles with the river and passing back of Mantua Village, near the junction of the road from the two bridges, and terminating opposite the perma¬ nent bridge. A second passing along the bluffs and sloping shores of the Schuyl¬ kill, the whole distance from the foot of the inclined plane to the first wharf below the said bridge. The first of these lines would involve the necessity of a brake at its point'of termination, and either of the lines would be very expensive for a double branch on which a lesser radius of curvature th.an that adopted on other parts of the rail road was deemed inadmissible. For a single branch, with occasional crossing places, on which great er curvatures were allowed, the trace adhering to the river slope •would be preferable. We beg leave to refer to the following sketch pf such a line and estimate of its cost, by Major Wilson : "The branch line commences at the termination of the inclinetj <7 plane at Judge Peters', and is traced on the margin of the Schuj'Ikill river for 81 chains to a position beyond the residence ot Samuel Breck, Esq. at a descending graduation of 30 feet per mile ; from thence it is kept level for 81^ chains, until it passes below the dam at Fair Mount ; and on the remaining part of the distance, which is 61 chains, the de¬ scending graduation is 24 feet per mile. Its termination is at a position south of the Permanent bridge, and on a level with the whart imme¬ diately below that bridge. " In locating this branch, the horizontal curves may be determined within the limits assigned by the main line, excepting at the projecting rock, near the residence of Richard Rundle, Esq. where the radius of curvature cannot without a considerable addittion to the cost of the road, be greater than 400 feet. In the present trace, the radius at this point is 372 2-10 feet, the exterior angles of the sides of the polygon of of 66 feet each, being 10 degrees." Section 1. From the foot of the inclined plane, the line curves south¬ wardly and crosses with balustrade bridge at Small Run ; from thence it pierces a point of side-hill 21 feet at the greatest depth, and is con¬ ducted along the slope-hill, crosssing in its course two runs, and en¬ countering ledges of rock. The section terminates front of the resi¬ dence of S. Breck, Esq. Estimate, - - - - , - - - §6,357, 57 Section 2d, After crossing a run near Mr. Breck's the line is traced for a few chains along a steep hill, it there tuius Bundle's point, with 17 feet side cutting in solid rock, and terminates on favourable ground. Estimate, ------- §3,330, 66 Section 3d, Near its commencement the line is curved on a steep side hill of solid rock, which it pierces at an average depth of 6 feet, and after passing in the rear of Mr. Harding's Hotel, is traced on fa¬ vorable ground, t» a point south of West Philadelphia street, below the Permanent Bridge where it terminates. Estimate, ------ g3321 28 Total amount for grading road, . - - §13009 52 To thi'ee miles of Rail Road including passing places, gravel for horse path, &c. at 4207 84 per mile - §12623 52 To extro for double branch beyond West Philadelphia street, 504 97 Total cost of branch line, - - - §26128 01 Thirdly, "as to the practicability, expediency and cost of con¬ tinuing the main Railway line from the inclined plane aforesaid, down the west side of the Schuylkill, and entering the city by a bridge at any point below the bridge at Harding's." The line followed on this plan, would be the same with that which would be recommended with a view to crossing at Fair Mount, as far as the northern entrance of the tunnel. On the last proposed plan the expense and inconvenience of a tunnel would be avoided, because the Rail Road might be conducted around the bluff opposite Fair- Mount, if crossing the river at that point is not contemplated, without incurring a greater convexity in any part of the distance, than is ad¬ mitted on other sections of the Rail Road. The expense of crossing the river, would, however, be much increased, in consequence of the increased cost of founding piers, and the necessity of very heavy em¬ bankments. A line crossing opposite Race street, on the lowest bridge which would be admissible, and descending at the greatest rate of gradua¬ tion, must nevertheless be carried as far as Schuylkill Second street, before it would attain the surface of the street, as regulated 18 by tbe city councils. As it must rise from this street to the divi¬ ding ground between the Delaware and Schuylkill, about 12 feet, it wiil be readily observed that it will present a very ineligible pro¬ file for a line leading to the Delaware, m comparison with either of the lines above considered. The great objection, however, to this plan arises from its greater interferences with streets and city ar- rangments than any other, and unnecessarily lengthening the dis- ance to trains of wagons going to the Northen Liberties, at any point north of Callowhill street. It appears to us that no part of the Delaware front presents more advantages for the accommodation of an extensive export trade, or would be more easily attained by branch Rail Roads from either the Fair Mount location, or that of Major Wil¬ son, than that part of it immediately north of the street above named. The plan under consideration increases the distance to this part of the Northern Liberties, without producing correspondent diminution in that to the city front. Presuming, however, this augmentation of dis¬ tance to have no prejudicial effect, the large commerce which may bé expected to settle north of Callowhill street, would be made unnecessa¬ rily to cross this street and Vine street, instead of being conducted, as it might be, by a line altogether north of them, to the Delaware. When it is recollected, that the former street must always constitute a leading avenue to the city, the advantage of diminishing the necessity for pas¬ sing it with trains of Rail Road cars, will be at once perceived. Fourthly, "As to the practicability, expediency & costs of carrying the main line,after crossing the Schuylkill near PetersTsland,down that river so as to terminate on the tide water, at a point either below the Permanent Bridge, or between it and the bridge at Harding's. " It has been observed above, that in the event of the execution of the line recommended by Major Wilson, it will be advisable so to modify its graduation, as to attain 48 chains, before reaching picket No. 42; an elevation of 37 feet above high tide. From this point and level, a line was carried along Schuylkill Second street, to the river at the end of Chesnut street. The connection with the shipping may be advan¬ tageously made by this line, a long embankment, but not heavy, will be required, and some of the streets intersected must be passed by bridges. These results will not, it is believed, be productive of material inconvenience. At any rate no other line appears to present less : and a rail road to the shipping of the Schuylkill on the east side of the river, to be executed either by the State or a company, cannot, in our opinion, be dispensed with. Having answered, so far as appeared to us necessary, the several questions presented by you, we now proceed to compare the lines pro¬ posed for the continuation of the public road, or as leading lines, with that reported by M.ajor Wilson. The plan of crossing between the two bridges, has, in our opinion, nothing to recommend it but the facility of connecting with shipping west of the Schuylkill. It increases materially the distance to the Northern Liberties, and somewhat increases that to the city front, on the Delaware. It will be more expensive than any plan which has been proposed, and presents greater inconveniences than any other, from an interference with the streets. Aline crossing at Fair Mount,offers equal advantages for connect¬ ing with it every part of the City and its dejiendencies between the De¬ laware and Schuylkill, and reduces the length of the branch recommen¬ ded by the commissioners, about two miles. This advantage, however, would, in our opinion, be too dearly purchased by the increased cost of this location, (g97,433 21 cents,) tlie increased length of the leading line (13 chains), and the lasting inconveniences of the tunnel. It remains to discuss the relative advantages of conducting the line 19 i-epoi'ted by Major \\'ilson, to the Schuylkill wharves, or of terminating it at or near the dividing ground between the Delaware and Schuylkiil. There can be, it is believed, no question, that as soon as the ternuna- tion of the rail road, by the commonwealth, is definitely settled, indivi¬ duals or companies will present themselves to undertake the execution of this and other eligible connections with both rivers. 1 here is, there¬ fore, in our opinion, no sort of necessity for the execution of this, or any similar line, by the commonwealth. The same, however, cannot be said of the proposed continuation of the line to Broad street. So far, at least, it seems to us, it should be executed by the State ; because, so far it is necessarily the stem of all the connections with the Delaware ; and were the line occupied by a company, embarrassing difficulties might be presented in the way of valuable and eligible branch lines. It is asked in your letter of instnictions of the 7th instant—** Suppos¬ ing the bridge located by Mr. Hopkins aci*oss the Schuylkill, near Fair Mount, to be reduced to the least elevation consistent with its safety, what would be the effect of sucha change upon the cost of his line What advantages would a bridge so constructed have for the purposes of a communication with the Schuylkill on the east side, over that pro¬ posed by Mr, Hopkins, or over the Une adopted by the canal commis¬ sioners, on the recommendation of Major Wilson ? Would it be prati¬ cable to attain the same, or nearly the same advantage, by so graduating Major Wilson's line as to reduce its elevation where it approaches nearest the tide water ?" It was deemed unadviseable to cross at Fair Mouut, at a less eleva¬ tion than 37 feet above high tide, because it was proposed at this eleva¬ tion, to pass the dividing ground between the Delaware and Schuylkill; and it was ascertained that a horizontal plane might be preserved from the foot of the stationary engine, without any material augmentation of expense. The same considerations recommend in our opinion, that the line reported by Major Wilson, should not be graduated to a lower level at the point where it approaches nearest the tide water of the Schuylkill. Undoubtedly a bridge 5 or 6 feet lower than that located at Fair Mount, might be constructed with safety ; and the line reported by Major Wilson, could be likewise depressed to the same extent belo'v the level we have contemplated. It is not, however, tlio't this reduction in the level of either line, would be justified by any increased facilities it would present for a connection with the east side of the Schuylkill. It appears, however, from the statement of Major "Wilson, herewith snt- mittecl, that a branch line may be taken from the line reported by him at such a point, as to admit of its attaining immediately west of Front street, where it would diverge from its located line a level three feet lower thai! that of his point of termination in Broad street ; and that the branch ma/" afterwards be conducted, either along Front or Ashton streets to Markqt street, or to tide water below Cliesnut S'treet. We conclude, by stating what we presume has been already inferred, that the line adopted byilieiioard of Canal Commissioners, crossing oppo¬ site Judge Peters', and following the bed of the old Union Canal, with the cliange in its graduation, proposed, presents, in our opmion, the most eligible and least expensive route to die city, and at, and near its poin^ ot termination, otters as m-.nty iaciiities for an extensive distribution of, and consequently a lull and free competition for tite trade of the Columbia Kail Hoad, by branch Kail Roads, as any one locality can combine. \^'e have the Itonour to be. Sir, Vour most obedient servants, MONCUUE ROBINSOX. JOHN W ILSON. W ILLIAM R. HOPKINS. 20 I have sitjned the foreg^oing report, because, in all important particulars, it corresponds with my opinion. There is one point, however, upon which I beg leave to explain my views, for fear I may be misunderstood. In srpeaking of a branch line from Judge Peters', on the west margin of the Schuylkill, the necessity of incurring greater curves than are allowed oil ¡he main line, is spoken of ; and it might be inferred, that tbe branch from this cause, would be exposed to serious inconveniences. I tberefore state, that having surveyed such a line, 1 am sali.sfied that in one point only, ■would any curvature more abrupt than in the main line, be necessary, namely: At Rundle's Point; and even there it might, with no important increase of expense, be kept within the limit of 400 feet, allowed in the Baltimore and Ohio rail way. Another expression I find it necessary to qualify—" That a double branch on the west side would be very expensive." prom the notes taken of the survey for the single branch, I am satisfied that a double line, having the same curvatures as the main line, excepting at ilundle's Point, where it must be reduced to 400 feet radius, may be constructed all the way from Judge Peters' to the position below the Per¬ manent Bridge, for §65,000. JOHN WILSON. Statement of Major Wilson, referred to in the foregoing Report. With a view to ascertain the practicability of locating a branch line from the trace of the rail-way, in the bed of the old Union Canal, along the east¬ ern margin of the Schuylkill river, a level was assumed, which would coincide with the head of the east abutment of the bridge at Fair Mount, and which was ascertained to be about 27 feet above high water, at common tide. This level will reach a position in Callowhill.slreet, about one chain be¬ low its intersection with Schuylkill Front-street, and is traced northerly, to tbe old location, at an ascending graduation of 30 feet per mile, and dis¬ tance of 26 chains. Tbe point where the branch will diverge from the Union Canal, will require a depression from its former location, of only 3 feet below what that location is at Broad street. From Callowhill-slreet the branch may be conductetl either through Schuylkill Front to Market street, or through Ashton street from its inter¬ section with Vine street, thence to tide water below Chesnut street. In grading down from Callowhill street through Schuylkill Front, at a rate of 20 feet per mile, it was ascertained that this slope would pass nine feet under market street, whence it is inferred that from the located line in the tjd Union Canal, a branch of the railway m.ay be conducted on the eastern margin of Schuylkill river, convenient to the commerce of that river, and accommodating itself to the regulations of streets, both in the streets of ^¡ring Garden, and in the city of Philadelphia. j JOHN WILSON, Engineer, I I I • Letterfrom Thomas F. Leaming, Esq. a Member of the House of Re. presentativesfrom the City of Philadelphia to the Canal Commis¬ sioners, G EKTLSMKX, • Herewith you will receive ihe following p.spers relating to the eastern termination of the Columbia and Philadelphia Kail Koad. They are 1st. The resolution of the Select and Common Councils of the city of Pliiladelpbia. 21 In Select and Common Councils, JSlarch 2(sth, 1829. Wliereas, 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 engineers on the part of the commonwealth, and subsequently altered and improved, should be made known to their representatives in that body. Therefore, be it re¬ solved, by the Select and Common Councils, that the members from the city in either house, be requested to use their e.vertions to procure at the hands of the Legislature, such confirmation ¡ as it is believed that the route proposed meets witli the approbation of nine-tenths of their consti¬ tuents ; is calculated more than any otiier that coidd be selected, to save expense to the commonwealth ; and add to the advantages of the city and districts ; and will give to each a fair proportion of the immense trade of which it is to be the outlet. And be it further resolved. That any change or alteration in the route laid down by careful, diligent, and skilful men, selected on the part of the State for that purpose, and whose report in re¬ lation thereto, is entitled to the fullest confidence, being the result of pub¬ lic duty, and not of individual procurement, would, in the opinion of Councils, be of serious detriment to the interests of the city and surround¬ ing districts, and greatly interfere with the noble object which the com¬ monwealth lias in view, that of a just distribution (wherever it can be ef¬ fected) 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 Councils. J. M. LTNÍíARD, President of the Common Council. JOHN M. SCOTT, President of the Select Council. 2 J. The resolution of the Board of Wardens of the port of Philadelphia. Warden's Office, Philadelphia, 14lh March, 1829. Stephen Duncan, Esq. Sir, The Board of Wardens having been requested to forward to you their opinion on the subject of erecting a Bridge over the Schuylkill, at, or near Race-street, have instructed me to transmit the annexed resolution, passed by them this day. I am. Sir, very respectfully. Your obedient servant, DAVID MAFFET, Master Warden. Resolved, That this Board are of opinion, that any obstruction in the river, by piers, in a time of freshet, would be destructive of a great amount of property above the same; and, might injuriously affect that valuable' improvement—the Water Works. They therefore hope, if the Legislature grant the liberty of erecting a Bridge, they will confine it to be one ot one arch, and the abutments not to go further into the river than low water mark. Resolved, That the above resolution be forwarded by the Master War¬ den, one to the Senate, and one to the House of Representatives. 3 22 3(1. Letter from Frederick GraR, Esq., superintendant of the water-works, to Thomas Hale, Esq, ctiairman of the Watering Committee of the Couii- oils. Pililadelphia, March 20, 1829. Thomas Hale, Esq. Chairman of the Watering Committee. Dear Sir, 1 have observed in one of tlie 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, 1 beg leave to state, that in my opinion that this supposed improvement, if erected, will have a serious effect on 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, suffi¬ cient evidence to show what may be calculated upon, should further bar¬ riers 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 inundations would be incalculable. The freshet of 1822, swelled the water in the pump-rooms 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 impossi¬ ble to foretell when those inundations will take place, we cannot at all times be prepared to meet them, more particularly hereafter when the con¬ sumption 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 decitled 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, ' Yours, very respectfully, FREDERICK GRAFF, Superintendant of F'air Mount water-works- 4th. Letter from the same gentleman to Mr. Lambert, a member of the House of Representatives. Extracts from Mr. Graff's letter to Charles Lambert Esq., a member of the House of Representatives, dated 21st. Mardi, 1829. " My anxiety for the general benefit of the communilj-, will, I hope, be a stifficient apology for troubling you. I under¬ stand that a bill has passed the senate, and will of course come beforejyour house in a short time, for the erection of another bridge over the Schuyl¬ kill, which is to be loc.aled between those already erected, and which are but half a mile asunder. But assured that if this bridge shall be built, all the pioperty north of High street will be inundated, whenever freshets exceed three feet in height on Fair Mount dam; and when they rise to five fleet 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 24 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. 23 destruction in times of freshets must take piace, as the chance of relief by the water spreading between tlie 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 is 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, gentle¬ men, to read attentively tlie letters from Frederick Grail', 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 opération. Observe how he deprecates any further obstructions on the Schuylkill, below the Fair Mount Dam, as jeopardising the safety of those woiks, and through them, the welfare and safety of tile city of Philadelphia. Let it be observed, 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 contem¬ plated 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 super¬ structure,) nearly on their broadside, and thereby filling up a very large space of the river, and leaving less opportunity for the escape of the water. Mr. Graff has depicted, in strong language, the situation of iheseworks in the freshet of last spring, and the great danger the city was subjected to, in consequence of it. If the danger was so great wiien there was no obstruction in the river, what may we suppose would have been the result, if tile five piers of the proposed Bridge had obstructed tiie passage of the flood ! Yutir own good judgments will decide, tiiat they must necessarily have been dreadful. Another, and no inconsiderable 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 proposetl, wliicii has never paid one per cent, dividend to its stockholders, and this will, under any circum¬ stances, be the case for many jeais to come. In contra.st to tiiis, the pro¬ posed 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 otiier travellers. Permit me to draw jour attention to one very impori.ant 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 tiie 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 metropolis, it must appear that the difficulties and delays will be increased more than an hundred fold. The opinion of Major Douglass, after a very careful re-survey, fully sup¬ ports the location of Major Wilson and the late Canal Commissioners. He recommends it as preferable for many reasons. " It may be executed for ' 33 thousand dollars less ¡ it has the advantage (and a very important advantage it is in any part of the line,"but more particularly so in this situ¬ ation near a large city) of 34 feet in tlie rise and fall. In regard to dis- tance it has an advantage (if 14 chains 40 inches in reaching Broad street. Lastly, in point of convenience in connexion with the various localities of the city, it is thought to have the advantage of conforming more nearly with the views already suggested in his report on this point, and particu¬ larly in heing more apart from the ordinary travel of liie streets." It is very apparent, that Major Douglass suppo-ing that the line of Major , Wilson would become the established termination of tiii.s very important work has suggested the plan "of a Grand Avenue from tlie v.cimty of the Four Nations Hotel, througii the intersection of Morris and Washingiun streets, and so to Parke street, and thence communicating with Callowhill street either directly by Scimy'kill Second street," observing that '• in that 24 case the Rail Road would occupy one side of lliis Avenue to its intersec¬ tion with Parke street and then by the latter as before," and further re¬ marking that "many points of interest connect themselves with the improve¬ ment here mentioned, but which it will not be necessary to comprehend in the Report." It appears necessary here, to request the attention of the Board to the characters, standing, and qualifications of these two highly respectable Engineers, who have so decidedly preferred the route by the bridge over the Schuylkill at Peters' Island. Major VVilson, who first surveyed this route, has been practically engaged as an engineer for these twenty-three years, was regularly educated for his profession in Scotland, came to this country previous to the last war, was engaged in the public improvements oí South Carolina; was employed during that war in erecting and conducting the defences of Charleston, for which he received a vote of thanks from the_public authorities of that city under the City Seal; was presented in 1816 fwhen our army was reduced) by that great and good man William Lowndes of South Carolina, with a commission of Major in the U. S. Topographical Engineers, entirely unso¬ licited on his part and unknown to him until the commission was handed to him. His instructor in Edinburg was the celebrated Professor Leslie, the accomplished mathematician; who, on Major Wilson leaving Scotland, introduced him, in-a very highly recommendatory letter, as his favourite pupil to the illustrious Jetlerson. Major Douglass, as is well known, stands second to no one as an Engineer in the U. S. West Point Institution, which President Jackson has observed "has already exercised its happiest influence upon the moral and intellec¬ tual character of our army;" and of its pupils he states " that their know¬ ledge of the Military art will be advantageously employed in the Militia service, and that such as may not pursue the profession of arms, will be scarcely less useful as citizens." Let it be remembered that the constituted authorities of the city of Philadelphia, their Board of Wardens of that Port, their Superintendant of their Water Works, (deservedly the pride of Pennsylvania,) the Commis¬ sioners of the Northern Liberties, who must be presumed to be well ac¬ quainted with the wishes and interests of their respective citizens, have addressed the Legislature with urgent and importunate solicitations that Major Wilson's line should not be changed, and deprecating the inter- ference of " individual procurement for change or alteration of that route, laid down by careful, diligent, and skilful men." The damages assessed by the very highly respectable gentleman, (Mr. Roberts) on the Western route will appear to you, upon perusal of the let¬ ters of Messrs. Breck, Borie, and Peters, to be entirely inadequate to that object. Here it may be remarked that on Major Wilson's route, no damages will be claimed. With great respect, I am Gentlemen, Your ob't. servant, THOMAS F. BEAMING. One of the Representatives of Philadelphia- To the Board of Canal Commissioners, Harrisburg. December 14th, 1829. * Although Major Douglass slates the radius to be &0 feet, examina¬ tions, since made, show that the radius will be .830 feet. 25 PROCEEDINGS IN THE CITY COUNCILS. Report of the Watering Committee. Thursday Evening, Dec. 31si, Mr Hale presented the following. The watering Committee who were directed by a resolution of the Select and Common Councils, of the 24th instant, to make a full inquiry into the probable effects of the route for the Philadelphia and Columbia Kail Road proposed by the Canal Commissioners, on the general interests of the city, and particu larly on our establishment at Fairmount, and to report the re suit thereof with such measures as they may deem expedient to be adopt¬ ed at the next annual meeting of Councils" REPORT That they have made as full an inquiry into the subject referred to their consideration, as the short time allowed them would permit, and the result of the city will briefly lay before Counils. The first object proposed by the resolution, was the probable effect of the route proposed by the present Board of Canal Commissioners on the general interests of the city. The route recommended by the Canal Com¬ missioners tor the termination of the Railway, is one surveyed by Major Do'uglass, under the orders of the Board of the 11th and 21st August last, and commences "from the inclined plane near the farm of the late Judge Peters and extends down the western side of the river Schuylkill to a point near Fairmount, thence across the "aid river and downits eastern side to shop navigation between Market and Chesnut streets." Upon examining the re¬ port of Major Douglass and the map accompanying this report, your com. mittee find that the line continues on the western bank of the river until a short distance above the Upper Ferry Bridge, from whence it crosses the river obliquely by a bridge of six spans, two of 90 feet and four of 103 feet, with five piers set in the thread of the stream: and it is then carried through the bridge property, and at the distance of 26 chains it turns and continues on the eastern front of the Schuylkill, and passing through the eastern abutment of the Permanent Bridge terminates onechain south of it. It would therefore appear not to be the intention of the Canal Commission¬ ers to extend the benefits of the Rail Road to the centre of the city and the Delaware front nor to the adjoining districts, but to confine them exclusive-, ly to a small portion of the water front of the Schuylkill. This route has never received the approbation of any engineer in the service of the state. The route originally located by Major Wilson and subsequently reviewed and approved by Messrs Robinson, Hopkins and Douglass, crosses at Peter's Island by a bridge of 7 spans and 824 feet between the abutments, and passes into the bed of the Union Canal The main lineis continued to the intersection of Vine and Broad streets, and a branch line diverging at the Four Nations' Hotel, turns into the direction of Fair Mount street, and passes along the Western front of the City, and through the Eastern abut¬ ment of the Permanent Bridge, and terminates also to the Southward of it. The Watering Committee think that the comparative merits of these two routes cannot be better expressed than in the language of the Engineers of the state. Major Douglass says, "comparing these two lines with re¬ gard to the expense, we find from the estimates given a ballance of $33,018,30 in favor of that which crosses at Peters' Island. With re-* gard to distance, the same linehas the advantage of 14,40 chains, in reach¬ ing Broad Street, and of 20,40 chains, in reaching Permanent Bridge. In point of rise and full, it has also the advantage by thirty-four feet on the line to Broad street, I.astly, in point of convenience for connection with the 26 various localities of tlie 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 thestreets." Messrs. Robinson, Hopkins and Wilson say, "we conclude by stating what we presume has been already Inferred, that the line adopted by the Soard of Canal Commissioners, {the former Board) crossing opposite Judge Peters,' and following the bed of the old Union Canal with the change in its graduation proposed, presents in our opinion, the most eligible and least expensive route to the city, and at and near its point of termination, ofl'ers as many facilities for an extensive distribution of, and consequently a full and free competition for the trade of the Columbia Rail Road by branch Rail Roads, as any one locality can combine." A. more decided expression of opinion could not have been given by the these distinguished engineers. The Watering Committee think It howeverthelr duty to present their views of the effect of the two routes on the general Interest of the city. The route by the western side it appears by the report of Major Douglass must cross at Fair Mount or not at all, as his decided approbation of the erection of a bridge between the Upper Ferry and Permanent Bridge, leaves this as the dernier resort of the advocates of the westernside of the Schuylkill. If as we shall see hereafter this plan of a bridge at Fair Mount is on feasible without a vast destruction of public and private interest, then the rail way on the western bank of the river must be exclusively confined to that side, and must terminate, on a comparatively uninhabited and unim¬ proved shore Instead of In the' heart of a populous district of nearly 200,000 inhabitants. Such a location might suit the interests of a few individuals owners of property on the western Batik, but would injure vitally the interests of the city and districts and jeopard the great advantages expected by our fellow citizens In the Interior from a successful completion of this great state work; the object of which is to Introduce by the best and cheapest means to'the bestand most profitable market the various productions of their soil and industry. Supposing it to pass at Falrmount, the line now recom¬ mended by the board terminates nearly two miles from the Delaware front and Confines the whale trade that may cross to the sparsely settled front of the Schuylkill. The location on the western bank is in fact ».private not a public concern, and if it is needed private capital assuming the shape of an incorporated company can easily be found to complete it. The route on the eastern side passes along a levelled track through the heart of Penn township, strikes into Spring Garden, and terminates at the intersection of Vine and Broad streets.—From diff erent parts of this route branch railways can be readily taken to accommodate the flourishing dis- ttrics of Spring Garden and theNorthern Liberties and Kensington—It can also be taken to any part of our city plat, and by conducting a line through the centre of Broad street, it will also suit our fellow citizens in Moyamenslng and Southwark, who will have their share of the trade of the Interior thby is noble Improvement. Our western front will also be sup¬ plied by their branch, as before described. The watering committee are therefore decidedly of opinion that the route proposed by the present board of canal commissioners, by the way of Fairmount, would be highly Injurious to the Interests of the city and the state, and that the route by Peters' Island is the only proper mode of terminating the Columbia and Philadelphia rail road. Your committee will next proceed to consider its eff ects on our establish¬ ment at Fairmount.—A short description of these works and their cost will better enable councils to judge of its operation on them. "In the year 1799, councils, sensible of the importance of a supply of water to the city, appointed a committee to ascertain whether It could be introduced by means of water power, and whether such power was to be found within a reasonable distance of the city, and to report on the subjeoj. 27 Mr. Latrobe was employed by the committee, and after considerable pains it was believed that no water power could be had adequate to the pur¬ pose, and councils finally decided upon constructing two steam engines, the one on Chesnut street (Schuylkill,) and the other in the Centre Square, and by these means to supply the city with water from the Schuyl¬ kill."—These works cost $275,861 91. " In the course of a few years these works were found insufficient and very expensive, which induced councils once more to look for a more frugal means of supply." The consequence was the erection of two steam engines and works atiVirmount, and the raising of the water at that spot. These engines and works cost - $200,700 32 The constant and great expense attending steam engines, and the vexa¬ tion occasioned by repeated accidents, induced the watering committee to propose the present method of raising the water by water power, which was adopted, and the present works were accordingly erected. These works consist of a dam across the Schuylkill, of which the height of fall at high water is 6 feet 6 inches. The overfall part of the dam is 1204 feet long, and the mound dam 212 feet, making together 1416 feet from shore to shore. The mill buildings containing the wheels and pumps, are 238 feet front by 56 feet deep, and contain apertures for 8 wheels, and pumps opening in¬ to the forebay, between the mill buildings and the hill. There are now 4 wheels and pumps put up and in use, and of course room for 4 more. Each pump raises in 24 hours about 1,200,000 gallons of water. The grounds owned by the city at Fair Mount contain about 30 acres. There are now three finished Reservoirs on the Hill which is 98 feet above high water mark which occupy about 6 acres. Gallons. No. 1 contains 3,917,659 No. 2 do. 3,298.434 No. 3 do. , 2,707,275 Gallons, 9,931,388 Reservoir No. 4 which is now erect¬ ing will contain about 10,000,000 and occupy also about 6 acres of ground, and the estimated cost of it is 850,000. Total contents 19,921,388 •The iron mains and pipes which destribute the water from the Reservoirs laid in the city to Dec 31,1829, amount to 36 miles The whole cost of the last Water Works including laying pipes and mains.with the expenses of the for¬ mer works and these works from August, 1812, to Decemcer, 31, 1829, is . 1,307,081 32 Making the total cost of all the ■ works . 1,783,643 74 From which deduct estimated loss by works abandoned 500,000 00 And it leaves $1,283,643 74 28 The cost of the works now in use with ironpipes. reservoirs, &c. included. What will be the effect of the contemplated bridge and rail road at Fair Mount on this valuable property ? The river at the Upper Ferry Bridge is contracted to 340 feet between the abutments.—The contemplated bridge begins a short distance above on the western bank, across the marsh below it, and terminates on the bridge property at Fair Mount on the eastern side. There are to be 6 spans and 5 piers and 2 abutments. The piers cannot be safely less than 28 feet, as they will be sunk in the water 23 feet deep, and they are to be carried 22 feet above the water line, making 45 feet in height. This will of course narrow the river at this point from 80 to 100 ft. but a short distance below our works, and where the river is but 400 feet wide. Past experience supplies us with ample materials to foretell the inevitable and fatal consequences of such an obstruction. In February, 1822, the water rose 19 feet 5 inches at the Falls of Schuylkill, and was 8 feet 11 inches perpendicular on the dam at Fail-mount, and the water below the dam was on a level with it. What would have been the effect of a rail way bridge at that time cutting off a fifth of the natural channel of the river below the dam? This freshet, if the works had been in operation, would have rendered them entirely useless for 24 hours without such an impediment. A com¬ mon ice freshet in February 1829, of four feet, stopped the water wheel for 18 hours, and he ordinary full moon tides stop them 6 hours tin the 24. A railway bridge must greatly increase this evil, and in the opinion of our scientific superintendem, Mr. Frederick Graff, " will in part, if not ef¬ fectually destroy a public work which has cost the city upwards of a million of dollars." The watering eommittee think it unnecessary to state more fully the rea¬ sons upon which this opinion is founded, as they are detailed at length by Mr. Graff, in a letter attached to this report. Even a temporary stoppage of the water would expose us to all the horrors of a conflagration, without the means of relief, and deprive us of a most necessary element, upon which all classes of citizens depend for the ordinary purposes of life. The works are superiof to any similar ones in the civilized world, and do honor to the enterprize of Philadelphia, and your committee cannot for a moment sup¬ pose the legislature of the State will place them at the mercy of a rash ex- périment which may, nay will destroy the comforts of 200,000 people. The watering committee are conscious that after the liberal protection extended to these works by the legislature in 1829, that it will not be per¬ mitted in 1830, to erect a bridge at this spot which will do such vast in¬ jury to the community. Your committee have with some surprise observed that there is no esti¬ mate of the damages to be sustained by the city by this location of the bridge and road. The almost incalculable injury to the works which wdl be sustained, together with the damages the Schuylkill canal and works may sustain, and which the city by contract is bouml to pay, your commit¬ tee have Ihotight should fairly enter into the calculationof the cost of this route. In conclusion, the watering committee trust and believe that the same liberal spirit which was manifested in the location of the western canal so as to suit the convenience of our western sister Pittsburgh, will be display¬ ed towards her eastern sister Philadelphia, in the termination and location of this railway. They offer for consideration the following resolutions:— Resolved, By the select and common councils. That in their opinion the location of the Philadelphia and Columbia rail road recommended by the present board of canal commissioners, would be greatly injurious to the interests of the city and the state, and destructive to the valuable pro¬ perty owned by the city at Fairmount and the water works thereon erected. . Resolved, by the authority aforesaid. That councils do most cordially ap- 29 prove of the proposed reute for the railway crossing at Peters' Island and terminating at the intersection of Vine and Broad streets, with a branch railway to accommodate the eastern front of the Schuylkill, as best calculai ted to promote the interests of the city and adjoining districts, and of the commonwealth Resolved, by the authority aforesaid. That the presidents of councils be and they are hereby requested to cause to be prepared, memorials to the senate and house of representatives, expressive of the sentiments of coun< oils on this important subject. Resolved, by the authority aforesaid. That the watering committee be and they are hereby authorized to take such measures as they may deem ex. pedient to carry into effect the views of councils. THOS. HALE, Chairman. Note "The iron pipes laid in the districts to Dec. 31, 1829, amoiint to 19 miles, which with 36 miles in the city, make 55 miles of iron mains and pipes supplied from the reservoirs at Fairmount. The resolutions were adopted unanimously, by both the select and the common council. Notice of a remonstrance from the Northern Liberties, on the same sub-, ject, was given. LETTER FROM MR. GRAFF. Thomas Hale, Esq. Chairman of the WateHng Committee, Sir, I have received a letter from Harrisburgh, informing tne that the Canal Commissioners have adopted the route for the State rail road along the western side of the river Schuylkill, terminating at a bluff'of rocks opposite Fair Mount, at which place it is contemplated to cross the river by a railway bridge to be constructed with five piers, which, in addition to the contraction already existing in the river by the abutments of the upper ferry bridge, will, in my opinion, form such an obstruction to the passage of the ice and water in times of freshets as will completely inundate the canal and mill buildings at the Fair Mount water works in such manner as to prevent the regular supply of water to the city and districts. From the experience I have had since the erection of these works, 1 can readily conceive what will be the result if any further impediments should be thrown into the river, already too much contracted. During the freshet of February 1822, the water and ice rose nine feet perpendicular on the dam at Fair Mount, completely inundating the canal locks and guard pier on the west side of Schuylkill, and at the same time swelled the water below the dam to the height of five feet above the pumps on the mill house of the water works, which, had they been ready for operation, would have been rendered useless for upwards of 24 hours. In February 1829, a common ice freshet of five feet, occasioned so much swell in the river as to stop the water wheels for 18 hours, and as it cannot be calculated at what time the ice in the dam may break up, it is impossible to guard the water works at all times in such manner as to have the reservoirs full, for at periods when the water is turbid in ibe river the pumping is suspended, and the pure water in the reservoirs is permitted to flow to the city until they are nearly empty ; at such time should an ice freshet take place, and the works be inundated thereby, great part of the city or districts rnight be destroyed by fire, without the aid of water from the works, as was the case lately at Cincinnati, merely from the circumstance of one of the * r ^ pump being out of order, and which could not be got at during a freshet in the river. If such destruction has taken place from such a cause, should not the citizens of Philadelphia be alive to prevent a similar accident happening to their works. 4 t 30 independent of the contemplated piers of the rail road bridge, it behores the citizens of Philadelphia to guard the Fair Mount works from innova* tions of every description. As from late surveys of the Schuylkill made for the purpose of building a bridge across the river at Race street it has been found that the bottom is rock, consequently, when improvements by vvharfing shall be extended, the river will naturally become contracted in width, and as it cannot deepen in the ratio as it is narrowed on the account of the rock bottom : an increased swell of water must be expected, and which will of course have a tendency to check the operations of the water wheels at Fair Mount, which, at the present day, are frequently stopped eight hours out of twenty-four on account of high waters. Although the bridge at the falls of Schuylkill was twenty feet above the common water line of the river, the ice freshet of 1822 raised it from its bed and swept it down the current. That bridge had but fao piers, the one intended for the rail road at Fair Mount is to have ßve, the space be-* low the falls bridge widened for the spread of the water, whilst the space below the contemplated bridge at Fair Mount contracts to 340 feet. From these circumstances, the consequences may be conjectured should the rail way bridge be builtj as the ice and water could not find vent be¬ tween the abutments of the upper ferry bridge, it will re-act with double force, and pass up the western shore of the river and occasion destructiori to the canal, the water works, and in all probability to the rail road bridge itself. The freshet of 1822 rose to within about one foot of the springing line of the arch of the Upper Ferr> Bridge, and although the water got vent by the increased width of the river below the Bridge, still it swelled to such a tle.gree between the Upper and Middle ferries as to inundate all the wharves and store houses, and had it not been for the low lands on the west side of the Schu) Ikill at High street giving vent to the ice and water, the damage above would have-been immense. As it was, the store houses and buildings south of High street bridge were inundated and materially injured. Under every circumstance, either as regards convenience or economy, it is my opinion, that the location of the Rail Way so as to cross Schuylkill near Fair Mount, is a bad one. 1st. The distance is greater than Major AVilson's route by the Union Canal. 2d. The grade of level is 34 feet higher. od. It will cost 3300#lollar3 more. 4th. It is located contrary to the opinions and judgment of many of our Inost scientific Engineers. 5th. And it will in part, if not eflíéctually, destroy a public work which has cost the City of Philadelphia upwards of one million of dollars. With great respect, your humble serv't. FRED. GRAFF. December 26,1829. N. B. Since writing the above I have received information from good authority, that Major Douglass has surveyed route No. 2, marked on the )ilan herewith annexed, locating the Kail Way Bridge immediately adjoin¬ ing the north side of the Upper P'erry Bridge, so as to cross the Ferry road at the toll house, and from thence ranging along the south line of the Ferry road through the ground of Messrs. Nixon, Williams, Ridgeway^ and others, to ^n intersecting line with Type Alley, situate south of Wood street. Tiie level plain of the Bridge by this route is only 22 feet above the tide, and owing to iti. being located at a more narrowed space of the river, will iticrease lite danger of the Fair Mount Works in a two fold degree to that of lucatiun No. 1 on the plan. FRED. GRAFF.