COMMUNICATION
*
FROM THE
PRESIDENT OF THE
f
UNION CANAL COMPANY,
. ACCOMPANIED WITH A REPORT
OF
JAMES D. HARRIS,
PRINCIPAL ENGINEER,
i
RELATIVE TO ENLARGING THE
\
READ IN THE HOUSE OF REPRESENTATIVES, FEBRUARY 9, 1839.
IM RR J SB ÜRG:
PRINTED BY BOAS & COPLAN.
' ...
1839.
To the Honorable Speaker
Of the House of Representatives.
I herewith present the report of James D. Harris, Esq., one of
the principal engineers of the state, on a late examination of the*
Union Canal. Mr. Harris was designated by the board of canal
commissioners, at the request of the citizens of Schuylkill and
other counties interested in the trade of the Union Canal, as an
able and disinterested engineer, to view and examine the works of
this canal, for the purpose of ascertaining the certainty of obtaining
a full supply of water for feeding the same, when enlarged to the
size of the Pennsylvania state canal. On this head, as well a«
many other facts embodied in this report, the result is most
satisfactory, and which is respectfully submitted to the body over
which you have the honor to preside.
Very respectfully,
I remain your most obed't. servant,
WM. BOYD,
President of the Union Canal Co.
Harrisburg, February 9, 1839.
REPORT.
To Willia* Boyd, Esq.
President of the Union canal company :
Sir : I had the honor to present you a statement of the general
results of my examination of the Union canal, with a view of its
enlargement, dated the 1st December last, and when doing so, I sta¬
ted that so soon as ray other duties would permit, a more full report
would be submit/tied. I now, in fulfilment of that engagement, beg
leave to transmit the following.
That the different branches of the report may bè adverted to with
more ease, they have been arranged under twelve general heads.
I. Position of Pennsylvania in reference to the trade of the west.
The enquiring mind in surveying the whole country, from the
north, or Hudson river on the east, to the Floridas on the west, and
from the Rocky mountains and great lakes to the Atlantic, embrac¬
ing the valleys of the Mississippi and Missouri, perceives an im¬
mense tract of territory, rich in mineral and agricultural resources,
and already containing many wealthy cities, and numerous flourish¬
ing villages. On more close inspection, it is found that the vast
country, known as the valley of the Mississippi, is unsurpassed in
the richness of its soil, that it is almost unbroken by mountains, and
when thickly populated, its agricultural products must be, in amount
and value, so great that all calculation would fail in the attempt to
estimate them.
The natural tendency of the surplus products of every country, is
to seek the cheapest outlet to the seaboard, whence they may be
transported through the medium of the ocean, to distant parts of the
globe, in anticipation of the best markets. All experience has shewn
that the city which can make herself the grand depository for such
products, is certain of arriving at great wealth and opulence. This
is well known to the enlightened inhabitants of all our cities on the
seaboard, ánd hence the strife -which is manifested by each to secure
the trade of the west,—a prize worth contending for by all honora¬
ble and fair means.
From the Hudson to the Savannah, most, if not all, the cities on
the tide water, are taking steps to open an easier and cheaper com¬
munication with the great valley of the west, and with the northern
lakes, than they have heretofore enjoyed. All may, and no doubt
6
will, participate in the trade of the west and north ; but the city
which renders her avenues to those regions most perfect, and thereby
holds out the greatest inducements to trade, will undoubtedly obtata
the greatest share of its advantages. Connections have been either
, completed or begun between the Atlantic and the west and north,
chiefly by water on the following routes:
1. From New York, by the Hudson river and Erie canal, and the
lakes to all the country bounding those inland seas.
2. From Philadelphia by the Delaware, Lehigh, Pennsylvania
(North Branch) and New York canals, and Lehigh rail-road to the
same regions.
3. From Philadelphia by the Schuylkill, Union, Pennsylvania
(North Branch) and New York canals, to the same regions.
4. From Philadelphia by the Schuylkill, Union and Pennsylvania
canals, and Portage rail-road to the valley of the Mississippi, at Pitts¬
burg, and thence by the Ohio river, forming a communication with
the Mississippi and all its immense tributaries, and with the lakes by
the Beaver canal and the Pennsylvania and Ohio canal.
5. From Philadelphia by the Schuylkill, Union and Pennsylvania
canal (route by the West Branch and Allegheny river) to the same
Tegions.
6. From Baltimore by the Chesapeake Bay, Tide-water canal and
Pennsylvania canal, and Porlage rail road to the same regions.
7. From Georgetown, in the District of Columhia. by the Chesar
peske and Ohio canal, following the valley of the Potomac, and wa¬
ters of the Ohio to the same regions.
8. Front Richmond by the James and Kenhawa rivers, and a
portage rail-road to the same regions.
Rail-roads are in progress of construction on several routes between
lids water and the valley of the Ohio, with à view to divert the trade
to the Atlantic cities forming their eastern termini respectively, and
however much they may accommodate the travelling community, aud
may be adapted to the transportation of light and valuable goods, the
United States mail, &c. it is by means of our canals that we must
expect to carry to the Atlantic ports the bulky and ponderous articles
of western produce, at the lowest possible cost.
Since, then, there is a struggle for the trade of the west, it is clearly
of the first importance to Pennsylvania, that she should have a perfect
canal, of large dimensions, connecting her commercial metropolis
with the Ohio and the lakes.
The best connection, for heavy transportation, now existing be¬
tween Philadelphia and Pittsburg, is by the Schuylkill, Union and
Pennsylvania canals,(and portage rail-road.
The Schuylkill canal is four feet deep, below water surface, and is
similar in its general dimensions to the Pennsylvania canal, viz :
twenty-eight feet wide at bottom, and forty feet wide at water line,
except where pools of dams occur, which are numerous. Here the
dimensions are from two hundred to three hundred feet wide, by four
to ten feet deep. The old locks on the Schuylkill canal are seventeeu
7
by eighty feet in the chamber. Those built more recently are thirteen
and a ha'f by eighty feet in the chamber. It appears, however, by
the annual report of the Schuylkill Navigation company, of January
1st, 1838, that they have resolved to build all new locks which may
hereafter be required between Philadelphia and Reading, fifteen by
ninety feet in the chamber, the size of the locks on the Juniata divi¬
sion of the Pennsylvania canal, in anticipation of the enlargement of
those of the Union canal, to the same dimensions. The following is
an extract from the report referred to.
" The locks of the Union canal, which enter the Schuylkill works
at Reading, are eighty (75) feet long by eight (8^) feet wide, and
form the line of communication with the state canals at the Susque¬
hanna, the locks upon which are ninety feet long by fifteen feet
wide."
" Upon each of these three divisions of canals, forming the con¬
tinuous line of water communication between the city and the interior
of the state, boats are built, adapted to the width oí their respective
locks, and much inconvenience has been experienced from thé circum¬
stance that those of the largest dimensions which navigate the
Schuylkill, and the state works cannot pass from one to the other.
To remedy this defect it has been intimated that the Union canal
company intend applying-to the legislature to enable them to build
new locks, ninety feet by fifteen, corresponding in size with those on
the state works ; in consequence of which, and thai those on the
Schuylkill should not interpose any obstacle on the final accomplish¬
ment of an object so desirable to the public convenience, the board of
managers of the Schuylkill navigation company have during the last
summer commenced building new twin locks, at points hereinafter
mentioned, corresponding with those on the state works, ninety by
fifteen, and it is their intention that all new ones they may hereafter
be put up between Philadelphia and Reading, shall be of similar di¬
mensions."
The Union canal has four feet depth of water. The main canal
is twenty-four feet wide at bottom and thirty-six feet wide at water
line. The branch canal is twenty, wide at bottom and thirty-two feet
wide at water line. The locks are eight and a half by seventy-five
feet in the chamber on both main and branch canal.
The minimum depth of water of the Pennsylvania canal is four
feet. The width at bottom is twenty-eight feet and at water line forty
feet. The locks between Middletown and ihe mouth of the Juniata
are seventeen by ninety feet in the chamber. Those between the
mouth of ihe Juniata and Hollidaysburg are fifteen by ninety feetip
the chamber. The locks on the Western and Beaver divisions of v
tfre Pennsylvania canal, and on the Ohio canal, and Pennsylvania
and Ohio Canal ate also fifteen by ninety feet in the chamber.
Whilst the neighboring Atlantic states are making efforts to com-
» plele connections with the west, by means of large canals, the ques¬
tion presents itself to the mind of everyone, watchful of the interest»
of Pennsylvania, whether or not any thing remains to be done by her
8
citizens, to retain and increase the trade which she already enjoys
wiih the western states.
It is found, on inquiry, thai the state of Pennsylvania has comple¬
ted a line of communication with the west, nearly as perfect as the
capabilities of the route would admit of, but that her canals terminate
82 miles short of her commercial metropolis, (the grand focus to
which all her most important lines of improvement should converge,)
and that connection is completed by a rail road of that length.
By another route 40 miles longer, diverging at a point 18 miles
west of the eastern termination of the Pennsylvania canal, a continu¬
ous line of canal has been constructed at the expense of companies,
to the city of Philadelphia, styled the Union and S'chuylkill canals,
but of dimensions inferior to the Pennsylvania canal. Whilst the
Pennsylvania canal and locks are capable of passing boats 14|, by
85 feet, and carrying 70 tons, the Union canal locks will admit a
boat but 8 feet wide by 72 feet long, and carrying 35 tons. The
Schuylkill boats, which are built 12 feet 9 inches wide, carry 53
tons.
II. Water to be commanded for the supply of the higher levels
of the Union canal.
It has now become a question of grave import to the Union canal
company, and to the public at large whether or not a sufficient quan¬
tity pf water can be commanded for the supply of the Union canal,
upon an enlarged size, corresponding with the Pennsylvania canal.
As this is the main enquiry connected with the question ofenlaige-
rnent, it has been carefully considered,
The available resources are,
1st. The natural discharge of the Swatara creek, which yields at
driest period, in ordinary seasons, as appears from the records of the
company, 2,500,000 cubic feet in 24 hours, or 1735 cubic feet per
minute.
2d. The water collected in the reservo'r, on the Swatara creek, 11
miles from the main line of the canal. This reservoir is filled when
the streams are full in the early part oí the season, and in the dry-
months, when the natural discharge of the Swatara, together with
other sources, are inadequate to the supply of the summit level, the
deficiency is made up from the reservoir. It covers an erea oí near
800 acres, and contains when full, according to the records aforesaid,
577,937,551 cubic feet of which 40 ),000,'<00 cubic feet are estima¬
ted to be contained in that part of the reservoir below Port Mifflin
dam, and are available for the supply of the canal.
3. The natural flow of the Quitapahilla creek, which affords at the
driest time of the year, as ascertained with accuracy by repeated mea¬
surements, made by the agents of the company, 678,000 cubic feet,
in twenty-tour hours, or 470 cubic feet per minute.
The resources above enumerated are those upon which the canal
is mainly dependent for a supply of water. A reservoir has been
9
constructed north of the summit, near the eastern termination of it,
ond at the distance of 1| miles from the canal, which covers an area
of 29g acres. Another has been formed on the same side of the canal,
and about seventy-two miles from it, near the western termination of
the summit, with a surface equal to'eight acres. Those two reser¬
voirs are as high as the summit, but they afford no water at the driest
part of the year, and are valuable only as a means of diminishing the
expenses of pumping, during the earlier months oí the year.
As it was found impracticable, in the construction of the Union
canal, to command streams or other sources of water, as high as the
summit level, sufficient for its supply, the company was obliged to
resort to machinery for the purpose of raising the water, irom points
where it could be obtained, to the level of the summit, whence it is
conducted through the locks and sluices to supply the demands of the
navigation, at each end of the summit. The principal part of the
supply (which is derived from the Swatara,J after being conveyed
by the Branch canal, or feeder, eleven miles to the main canal (4J
miles west of the summit,) is raised partly by means of water powers
and partly by stearn power, to the height of ninety-six feet above the
canal, and is thence conducted by a cylindrical feeder, partly of
wood and partly of brick, laid in cement, three miles and 1372 feet
to the west enu of ttye summit. This feeder is 3à feet in diameter in
the clear, ar.d has a descent of 1.6 feet per mile.
The water of the Quitapahilla creek is taken at the distance of
2300 feet south of the canal, near Lebanon, and after being raised
thirty-six feet by a steam -engine, is conducted through a wooden
trunk to the summit level.
»
III. Water required to supply the higher h tele.
The fact being assumed, that the route by the Union canal is the
only one by which a continuous and useful communication can be
iormed between the Schuylkill and the Susquehanna, the amount of
business upon which a calculation of the demand for water will be
based, must embrace all the general trade and transportation between
those waters, which is not likely to be done on the parallel rail-roads.
It will comprise all the bulky and ponderous articles of the traffic,
which will be carried on with Philadelphia, through each of the gene¬
ral routes, before referred to, and intended to facilitate intercourse
with that city, except that by the Delaware and Lehigh improvements.
Whilst the trade which will be thrown upon the Uni«n canal '
through the different branches of the state works, is received as first
in importance, the coal of the deposites in the immediate vicinity of
the Union canal company's work, may be expected to constitute one"
of the largest items of tonnage.
At the distance of about five miles north of Pinegrove, the head
of the Branch canal, the Swatara breaks through the Sharp mountain,
which is considered the southern limit of the coal region, and forms a
juncttqn with Black creek. After running in a soufh-western direc-
10
fion, between the Sharp mountain and tlffe Second mountain, for
about one mile, the stream meets Roush and Lorberry creeks, and
then passes through a gap in the second mountain, and fiows in a
south-eastern direction, passing the, village of Pinegrove, and forming
a junction with the Blue mountain branch of the Swatara, a shot
distance below the village. The Union canal company's rail-road,
extends from Pinegrove, to the junction of Roush and Lorberry
creeks with the Swatara, (about four miles,) from which poiiu it has
been extended by individuals, about two miles up the Lorberry,
through the gaps in the sharp and red mountains, to the coal mouo-
tuin, where mining has been done extensively.
The veins of coal vary from four to twenty-five feet in thickness.
There are said to be twenty.one distinct veins of coal between the
Sharp mountain and the Coal mountain. The undersigned 'counted
nine veins opened, and examined the drifts. The coal appears to be
of a quality, unsurpassed by any sent to market.
The mountains are cut transversly by the Lorberry, Roush's,Good
Spring creek, and the Swatara creeks, and at those points, deep ra¬
vines have been formed, which, with the favorable dip of the veins,
gives great facilities for mining, and for transporting the coal to the,
navigation, by means of short rail-roads.
-The district of coal lands drained by the Swatara, and its tributa,
ries, by calculation is about 100 square miles. The most convenient
out-let for all the coal ot this district, is at Pinegrove and Fishing
creek, and other points on the Branch canal. The coal of those mines
will be taken in part to Philadelphia, bv the Union and Schuylkill
cartals, and in part to the Chesapeake bay, by the Union, Pennsylva¬
nia and JTide canals. The distance from Pinegrove to Philadelphia,
js 134 miles, and to Havre de Grasse 115 miles.
To accommodate all the business consequent to an enlargement of
the canal, it is deemed proper to assume that 250 boats may pass the
summit every 24 hours, during 250 days of each year, when the
trade shall have reached its maximum, and allowing that each boat
will require one and a half locks full of water in passing the summit,
and thai the lock will be 15 by 90 feet in the chamber and the lift
the same with that of the locks contiguous to each end of the summit,.
(4J feet ;) the account would stand as follows :
15X90X41X 1|-—9112.5 cub. feet=H locks full and 9112.5
x250=2,278,l25=lockage water for 24 hours.
The loss by evaporation, soakage and leakage to be supplied from
the summit and Swatara creek and reservoir, is estimated as follows
Summit livel, . 7 miles, 38 chains.
E. ot summtt to lock No. 11, near Myerstown,
where a feeder is taken in from the Tul pehocken, 3 " 40 "
W. of summit from tbe wafer works to lock Ño.
28, where a feeder is taken in from the Swa¬
tara. . 8 " 20 "
Distance on main line, - 19 " 18 "
Il
Add 7 miles on branch canal, from water works
to first dam, 7 " 00 "
Whole distance to be fed from summit and Swa-
tara creek and reservoir, 26 " 18 "
The loss by evaporation and leakage being n small proportion of
the whole, that part of the main canal between the summit and the
water works (4| miles) is rejected, in estimating the distance to be
fed and, the water lost by leakage can be constantly returned to th&
canal.
For the same reason that part of the branch canal between the firsf
and second dams (4 miles) is also rejected, as the leakage on it can
be regained at the former dam
By rendering the canal as tight as possible, GO cubic feet per min-
ute is estimated to be amply sufficient to meet the loss by evaporation,
soakage and leakage. The quantity therefore required for 26¿ mile»
would be 1575 cubic feet per minute and for 24 hours
would be 2,268,000 cub. feet,.
Lockage water for same time, . 2,278,125 "
Total demand for 24 hours, 4,546,125
It is reasonable to expect that the natural discharge of the Swata-
ra, together with that of the Quitapahilla, and the quantity which
will be afforded by the small reservoirs at the summit, will be suffi¬
cient for the supply of the canal until the 1st July, and that the res¬
ervoir may be always found full on that day, so that the quantity to
be commanded after the first of July of each year, to meet the demands
of the remaining five months, may be stated as follows :
Cub. feet,
Large reservoir contains of available water, 400,000,000*
Discharge of Swatara creek for five months, or 150
days, 2,500,000 cubic feet per day, 375 000,000
Do. Quitapahilla 150 days, 676,800 cub. ftjj.per day, 101,520,000
Quantity to ¿>e commanded, 876,520,000
Demand for 150 days 4,546,125X150, 681,018,750
Surplus, 194,601,250
* Note. No allowance has been made for evaporation from the surface of the
water in the reservoir, as it is supposed it will be fully made up by occasional
rnins on the heads of the Swatara, and branche« above the reservoir, during the
latter five business months of the year.
12
It will be perceived that the result exhibited in the foregoing state¬
ment, is obtained by omitting every allowance for water to propel
the wheels at the water works, on the supposition that the water will
be lifted by means of steam power.
It is estimated thalseven cubic feet of water now pass off through
the water wheels, and are lost, for each foot raised by the wheels.
The change in the form of the power to be used, would go into
effect no faster than would be called for by the demands of the canal.
The water power would be used for a time as at present, and the
steam power would be substituted only when required to save
water.
The foregoing calculations appear to shew that by the substitution
of steam power for water power, the canal may be fully supplied
with water from the present resouroes alone* but in addition to
these, other reservoirs may be constructed in the valley of the. Swa-
tara c eek, between the second mountain and Sharp mountain, on
Black creek between the same mountains, and at other points on the
-Swatara and its branches, if necessary, of such capacity as to remove
all doubts on the subject of a supply of water for the enlarged
canal.
It is encouraging to know that during the dryest part of last ex¬
treme dry season, the depth of water on the summit level was never
less than 3j feet, that the business was not interrupted a single day,
for want of water, and that the aggregate tonnage transported excee¬
ded that oí any former year by 3,433 toas.
IV. Description of the canah
The main line of the Union canal, is eighty miles in length, viz :
East of the summit 38 miles, 02 chains,
Summit level 7 " 38 "
West of the summit 34 " 40 w
Total length ef main line 80 00
Length of Branch canal 22 00
Whole length of canals, 102 00
The lockage on the East of the summit is 311 feet, and is overcome
by 54 locks. The lockage on the main canal west of the summit is
192} feet, and is overcome by 37 locks. The lockage on the branch
canal is 95^ feet, and is overcome by 13 locks.
There are two guard locks east of the summit, and two on the
Branch canal, west of the summit.
There are on the main cánal 12 aqueducts, with an aggregate
clear span of 832 feet. On the Branch canal there are 5 aqueducts,
having an aggregate clear span oí 290 feet.
There are Í30 bridges over the main canal, and 28 over the branch
canal, besides several over tha tails ot locks.
13
On an inspection of the line of the canal it was found, that for
about five miles, extending from Reading westward, the canal is con¬
structed through a limestone region beyond which the slate formation
prevails, ,to within about 11 miles of the summit, where the limestone
again appears, and extends a short distance west of Lebanon, form¬
ing the crest of the dividing ground, between the Tulpehocken, and
the Qmtapahilla.
North of Lebanon a slate ridge occurs, dividing the Quitapahilla
from the Swatara. Through this ridge,the canal passes by a tunnel,
243 yards in length. Slate continues to be the prevailing stony mate¬
rial, to within 12 miles of iVliddletown, where the limestone again pre¬
sents itself, and is the most abundant stone on the remaining portion
of the route, with the exception of a short distance in the vicinity of
Middletown,
The Branch canal is constructed wholly through slate and gra¬
vel land, except for a short distance near Jonestown where the lime¬
stone is encountered.
It is found that the canal is uniformly tight in the slate lands, but
wherever the limestone is encountered it is subject to leaks which have
been secured by planking in many cases. The whole length of
planking on the main canal, including 6J miles on the summit level is
8 miles and 3,520 feet, and on the branch canal 775 feel, near Jones¬
town.
There are on th© main canal about 60 miles of flats and ground,
moderately uneven, exclusive of the summit level (7 miles and 38
chains, and there are 14 miles of narrows contiguous to the Tulpe-
hocken and Swatara creeks, which latter portion is protected by a
wall.
On the branch canal the length of line through the flats is 13 miles,
exclusive of that portion occupied by the reservoir. There are two
miles of narrows and proiection wall; the large reservoir constitutes
abour seven mdes of the branch canal.
f
The banks both of the main and branch canals are formed at a
slope of one and a half base, to one perpendicular and the proiection
walls are laid at the same slope.
V. Plan proposed for conducting the enlargement.
The manner proposed for enlarging the main canal so as to give it
the additional breadth of -4 feet is as follows:
Where the canal is located through flats or alluvial lands, the cutting
on the herm side not being more than 8 feet, the required breadth will
be given by excavating 4 feet on the berni side, casting the earth over
the towing path bank, and raising it at the same time. Where the
towing path is now too low (as is very generally the case) the surplus
earth may he transported several chains, to points where needed for
raising the bank.
Where the canal is bounded on the berm side by a high or bluff
bank it will bo widened by excavating 4 leetoff the towing path bank
14
and casting the earth on the top and rear of the bank.—If there
should be a deficciency of earth it will be made up'by cleaning out the
canal or taking it from the berm side.
Where the canal is located along the narrows and is protected by a
slope wall tií general mode proposed for widening is to take down tha
wall to the depth of three feet below the top of the bank starting a ver¬
tical wall at this level and carrying it up at a baiter of two inches to
the foot, which will give the required breadth of towing path after a
prism of ninth four feet in thickness is taken off the inside of the bank.
In cases where the bank would not be sufficiently strong after this
process, the wall should be started lower so as to give the requisite
strength ; care should be taken to render the bank tight by puddling
•one to two feet of the inner face
Where embankments occur in passing streams, it is proposed to
widen the canal by throwing obt the banks equally, on each side of
the canal, at the same time raising the parapets, and extending the
wings of the culverts under the embankments. By pursuing this
plan, it will be unnecessary to lengthen the culverts.
In the whole process of widening, the importance of preserving the
banks in 'hoir full strength and tightness, should be kept in view, and
where material is required for the banks, beyond what would be got
by widening the canal, immediately opposite the point of deficiency,
it should be made up by cleaning out the canal, as far as that opera¬
tion is required, or by widening it at other parts, even beyond tha
general breadth.
The greater part of the rock excavation embraced in the estimate,
will be encountered in widening the canal on the summit level. The
CJ
•excavation on other parts ol the work will be principally slate, gravel
and loam. The excavation is estimated at a price, which is deemed
-sufficient to cover the expense of it, including the rock, which may be
found in connection with it.
In the operation of enlargement, about two miles of the planking
•east of the summit, and a portion at the west end of the summit, may
be dispensed with, by changing the lice of the canal so as to throw it
out of the limestone, and by forming artificial hanks of earth.
As respects the main part of the summit, it is believed that there is
no better mode by which to render it perfectly tight, than that which
has been heretofore pursued. The planking having been done has¬
tily, is leaky, and much of it needs to bo renewed. The repairs,
and new work, may be done in such manner as tocutoffall leakage,
and by putting on a capping above water line, which will admit of
being removed and renewed, without disturbing themain body of the
irunk, the job may be considered as permanent as it is practicable to
make it. The part below the surface of the water will not be liable
ro decay rapidly, if at all, as it will be excluded from the air. The
bed timbers of the present trunk are lound to be perfectly sound.
15
Tine renewal of the whole of the planking on the summit level
{33,000 lineal feet) is estimated to cost $108,733 62, or $3,30 per
foot, if done in the most perfect manner; but as the expense will be
reduced full one half by repairing that already done, the estimate i«
put at. $54,366 81*
It is not considered absolutely necessary to widen the tunnel on the
summit level immediately, but asan increase of trade will be attended
by an increased demand for water on the shmmit, to supply the lower
levels, the tunnel will eventually have to be widened to diminish the
velocity of the water passing through it. This can be done during
the winter season as advantageously as at any other time.
The average lift of locks on tlie main line of the canal is 5.5 feet.
The following is an estimate of the cost of a lock of this lift, and 15
by 90 feet in the chamber, exclusive of the excavation of the founda¬
tion, embankment and puddling. The walls of the lock to be laid
dry without mortar, and lined in the chamber, and at the head with
2 inch plank, and coped with stone neatly hammer dressed.
Timber for bottom, mitre sills and sheet piling, 2,800 ft. lin.
do for sides and breast,
do for gates,
Plank for bottom, lining, sheet piling, gates,
&c., 27,000 feet board measure,
îrons wrought, ' 5,300 lbs.
Stone when delivered, 7 0
Laying stone, 700
Carpenter work,
Castings, (quoin plates,') 8X70= 560
do (pivots and boxes,) 120
680
1,600
«
•
450
« i
4,850
4«
8ct $388 00
$10
00
$270 00
►
8
424 00
. 2
50
1,750 ( 0
1
00
700 01/
•
250 00
6ct.
40 80
$695 05 per foot lift, $3,822 80
Estimate of a lock, same dimensions. Masonry to be dressed
rubble work, laid in hydraulic cemeqt. The coping to be neatly
hammer dressed stone.
Timber for bottom, mitre sills andsheet piling, 2.550ft. lin.
do for gates, 450 u
3,000 « 8ct. 240 00
Plank for bottom and sheet piling, board mea¬
sure, 15,200
dov for gates, 1,200
Amount board measure,
16400 $10, 164 00
16
lrori9 wrought,
Stone when delivered,
Cement do,
Sand do,
Laying 700 perches stone,
Carpenter work,
Castings, (quoin plates,) 560 lbs.
do (pivots and boxes,) 120 "
2,700 lbs.
10 cts.
270
00
700 prs.
3
00
2,100
00
2100 bush.
0
30
630
00
2100 do
0
» 5
It 5
00
1
50
1,050
00
■ 180
00
680 0 06 40 80
$869 05 per foot lift, $4,779 80
In both plans of locks estimated it is proposed to have wooden
quoin posts, each of which to be composed of two pieces heart yellow
pine, connected by two plates of cast iron, 70 lbs. tn weight each, , ,
formed to the curve of the heel posts ,* the timbers to be firmly secu¬
red to the mitre sill and coping.
Estimate for altering one of the locks now in use on the main ca¬
nal of 5,5 feet lift, and finishing it in a manner corresponding with
the present locks : ^
Taking down and removing 350 perches (orrt of 450) of the old
lock "a 75 ct. 262 50
Lin. ft.
Extra timber to extend bottom platform, 1,750
Do. for mitre sills, 100'
Do. for gates, 450
2,300 at 8 cts.
Extra plank to extend bottom, and for sheet
piling, 4,40° squr. ft.
Do. for gates, 1,200
5,600 at $10,
Irons, wrought, 12001b. 10 cts.
Stone yet to be delivered and cut, sixty perches for face,
a $12, (sand stone,)
Limestone to be delivered for backing, 240 perches, $2 50,
Sand, 1,800 bushels, 5 cts.
Cement, 1,800 bushels, 30 cts.
Laying stone, 600 perches, $1,
Carpenter work,
184 00
56 00
120 00
20 00
►00 00
90 00
►40 00
►00 00
55609 54 pr foot lift,
$3,352 50
.17
From the foregoing estimated it appears that the fcost of the new
Mry wall lock" pr. foot lift will exceed that of altering the locks at
present in use on the main canal, by the sum of 885 51, and that
the cost of the new "cement lock" would be $"259 51 greater pr;
foot lift, than that of altering the locks now in use. The whole cost
of the new lift locks of the main canal, on the "dry wall" plan, would
be $43,054 28 more than the cost of altering the locks now in use.
The whole cost of new lift locks ou the main canal, on the "cement"
plan, would be $130,603 28 inore than the cost of altering the pres¬
ent locks. How far the loss of tolls would go to lessen this differ¬
ence, would be a subject of future calculation.
To cover all contingencies, the estimated value of the foot lift ôf
the new "cement lock" is used in estimating the cost of the enlarge¬
ment of the main canal.
Much less interruption would be occasioned to the boating on the
canal by building the new locks, than by altering the old locks, and
the work could be done more faithfully, as more tinte could be allow¬
ed for the completion of it. If new locks should be built, the old
locks could be used until the gates should have become rotten, and
they would be useful in feeding the lower levels until the press of
trade mi^ht call for double locks, when they could be enlarged.
The lift locks on the branch canal being entirely of wood, and
far decayed, uo alternative is left—they must be renewed. The "dry
wall lock" is proposed to be adopted on the branch canal, On the re-,
newal of the lift locks. The guard locks are permanently built of
stone laid in cement. One of them has recently been re-built in a
substantial manner, and has been so altered as to make it fifteen by
ninety feet in the chamber. Only one new guard lock therefore, re¬
mains to be built oil the branch canal.
As regards the lifts of the respective locks, it is not known that
any improvement could be made. It may be found that near the
summit, the lifts can be increased moderately, resulting in a reduc¬
tion of the number, a saving of expense in the first instauce, and in
attendance perpetually. The estimate is, made however, on the sup¬
position that the lifts will remain as at present.
The trunks of Several of the aqueducts are wide enough for boats
suited to locks fifteen feet wide. Others will have to be widened.
This cart be done without any increase of stoiie work.
All the bridges, together tvith the embankments, ought to be raised
at least two feet, so as to place the underside of the string pieces at
least as high as thirteen feet above canal bottom. Some of the bridges
will alsd have to be lengthened between the abutments, and they
should all be ultimately extended, so as to admit two large boats to
pass edch other with ease on meeting at the bridges.
Sortie changes will be necessary to the waste weirs where the
towing path bank' may be altered. This will not be an item of great
éxpense as the levels are short generally, and the waste weirs simply
Overfalls without gates.
B
18
The same general rule is proposed to be pursued in widening the
branch canal, as in widening the main canal, with the only difference
that the breadth will have to be increased eight feet instead of four,
in order to bring it to the same dimensions with the state canals.
The work of the enlargement might be placed under contract in
the early part of the first season, after it is determined to proceed
with it, so that by the succeeding fall a large force might be in
readiness to do such parts of the work as could be done during the
following winter, as founding locks, quarrying stone &c. In the first
summer, a considerable part of the embankments, and wall could be
made. By the latter part of the second summer all the work could
be done which would interfere with the navigation. If the " dry
wall lock" should be adopted the walls could be raised as high as
water line in the lower level during the winter.
Two years wonld be required to cötnplete the whole work. The
Navigation would have to be suspended for a part of the second sea¬
son«
YI. Estimate of the cost of the Enlargements
Main line 80 miles in length.
Excavation, (mixed) 248,533 yards 30
Embankment, 394,048 " 20
Rock 58,608 » $1,00
Puddling, 111,841 " 40 4
Protection wall, 54,067 prs. $1,00 '
Repairing and extending planking of sumrr.it
Lockage, 503i fêet at $870
Two guard locks,
Widening aquedhcts,
Raising bridges and embankments, Í30 at $200
Raising parapets and wings to culverts,
Altering wastewiers,
Enlarging feeder 3^ miles,
8 Engines at water works, $7,000,
Engine houses,
Pipes leading to reservoir 1,500 feet, $7,
cents
<(
Ù
Total,
it
it
it
Branch canal 22 miles in length.
Excavation, (mixed,) 82,341 c. yards
Embankment, 140,804
Rock, 10,000
Puddling, 21,106
Protection wall, 13,305 perches $ 1,00
Lockage, 93 ¿ feet, 700
One guard lock,
Widening aqueducts,
Raising bridges and embankments* 28 a 200
25 cents
20 «
50 "
40 "
«
$74,559 90
78,609 60
58,608 00
44.736 40
54,067 00
54,366 8Í
438,045 00
10,000 00
20,000 00
26,000 GO
10,000 00
10,600 00
30,000 00
56,000 00
25,000 00
10,500 00
$1,000692 7Í
$20:335 25
28,160 80
5,000 00
8,442 40
13,305 00
65,450 00
7,000 00
5,000 00
5,600 00
19
.Raising parapets and wings of culverts, 2,000 00
Altering wastevviers, 1,500 00
Canal along reservoir from Fort Mifflin dam the big> *r nnn no
^am, 4i, miles estimated at $10,000 per mile, 5 '
$206,793 45
Estimated cost of enlarging main canal bro't. forward $1,000,692 71
Total estimated cost, $1,207,486 16
It will be seen that the estimate of the cost of enlarging the branch
canal includes the cost of making a canal, along the margin of the
large reservoir (4\ miles.) This will be necessary to prevent inter¬
ruption to the boating, when the water pf the reservoir falls below
the breast of the guard lock, at the big dam ; the breast of the lock
being 14 feet below thecomb of the dam, and 18 feet above the bot¬
tom of the sluice-way, by which the reservoir is drawn down to its
greatest available depth.
The reservoir is now used as a part of the navigation in connec¬
tion with a towing path, and may be so used for some time to come,
but as the coal trade increases the canal will be required to accomo¬
date the business, when the water is drawn low in the reservoir.
The estimates of the cost of both canals have been based partly
on measurements made by Wm. Lehman, Esq. resident engineer,
and furnished by him, and partly on notes taken during the inspec¬
tion of the canal, and by comparison with the cost of simlar works.
Perfect accuracy is not claimed for them, but they are supposed to
approximate sufficiently near to the cost, for the present purpose,
The aggregate amount is considered amply sufficient for the pur¬
pose, by using strict economy ia conducting the work.
A considerable part of the expense of the enlargement need not be
increased at once, such as that attending the augmentation bf the
steam power, and pipes at the water works, the enlargement of the
feeder from the water works to the summit, and some other item$
which will only be called for as the business increases.
20
VIL Comparative Expense öj te at er for lockage by using large
grid small boats.
Boat.
Weight of boat
Weight of av¬
erage loatj.
Proportionate
weight of boat tq
load.
Pennsylvania boat,
Union boat,
Schuylkill boat ?
without deck, S
18 tons.
85 "
12á "
60 tons.
25 "
55 «
1 to 3 33
1 to 2 9
1 to 4 4
The load above inserted is the ordinary load carried by a boat when
the canal is in good order.
A lock 4 à feet high and 15 by 90 it. in the chamber
contains 6075,00 cub. ft.
.A lock 4} feet lift, and 8^ by 75 ft. in the chamber
contains 2868,75 cub. it.
Suppose the navigation to be open for 250 days in the year, and that
250 Pennsylvania boats would pass the summit daily during that time
with an average load qf 30 tons, amounting to 1,875,000 tons in 250
days, then the whole expense of water on account of lockage to pass
this tonnage, allowing locks full to each boat would be 569,531,-
250 cubic feet.
If the average load of Pennsylvania boats passing the summit
would j be 30 tons, that of the Union boat would be 12.50 tons,
when considered in the ratio of their full loads, and 187y^£ tons X
2.868,75 c. ft. X locks full = 645,468,750 cubic feet, the expense
of water for lockage, by using the Union boats, and locks 8| by 75
feet in the chamber, shewing a saving of water in one season of 75,«
937,500 cubic feet, or } of the whole lockage water, by the use of the
large locks instead of those now in use. The saving would be in the
same proportion for any given amount of tonnage, provided all the
boats passing the enlarged locks should be of the maximum size ca¬
pable of passing such locks.
In this calculation, no account is taken of the difference in ratio
of the weight of the load to that of the boat, which would also be iq
fayor of the large locks.
2 L
VIII. Comparative cost of transporting in large and small boats.
The daily expense of running a Pennsylvania boat may be estimated
,as follows :
Captain's wages,
gl 00
Bowman dp
75
E°y.
50
Board 20 cents each,
. .60
2 horses, 75 cents do.
1 50
Tow line,
15
Boat hire,
•7.£
,Oil for lamps nnd incidental expenses,
50
$5 75
The copatpon rate of running.may be .set down at twenty-;five miles
per day, with 60 tons. The cost per ion per mile will .therefore be
three and eight tenths mills.
•The daily expenseofrunningaUpion boat may be estimated as follows :
Captain's wages, $1 50
Bowman do. 75
Boy do. 50
Board, 20 cents each, 60
2 horses, 75 cents each, 1 50
Tow line, 15
Boat hire, 50
Oil for lamps, &c. . 50
$5 50
The cqmmon rate of running may be put at 30 miles per day, with
.25 tons. The cost per ton per mile will therefore be seven and a
third mills.
The above estimates are predicted on the ordinary mode of running
a boat. The business of boating is carried on more cheaply, and
economically by having relays of horses so arranged as to run night
and day, but the estimates are supposed to show the comparative cost
of transporting by the two kinds of boats, apd from which it appears
that the cost per ton per mile by the Pennsylvania boat is but little
jnore than half of that by the Union boat.
Locks of the enlarged size will admit of passing floats of lumber
through them of more than double the area now practicable, and will
consequently lessen the cost of transporting that article. The fact
jthat within the last year 14,250 tons of lumber, 2941 tons of shin¬
gles, and 426 tons of staves were carried through the canal, justifies
the opinion that a large accession of this description of business
vwould follow its enlargement.
sa
IX. Size of locks proper to be adopted'on the enlargement of the
canal.
The locks on the Susquehanna canal between Columbia and North.-
umberland, as also on the North and West branch canals, and Bald
Eagle navigation, are 17 by 90 feec in the chamber. Those on the
tide canal between Columbia and Havrede?rasse are 17 by lírOfeetin
the chamber. Those on the Chenango canal of New York, and on
the Chemung and Seneca canals are 15 by 90 feet in the chamber.
The locks on the enlarged portion of the Erie canal are IB by 110
feet in the chamber, and these are designed to be the dimensions of the
locks on the enlarged canal throughout, from Albany to Buffalo. The
locks on the Chesapeake and Ohio canal, designed to terminate at
Pittsburg, are 15 by 100 feet in the chamber.
The time is not distant, when the canals of Pennsylvania will form
the connecting link between the Erie canal of New York and the
Chesapeake and Ohio canal, the whole to constitute one grand system
of internal communication, and as none of the locks described are less
than là feet wide, nor less than 90 feet long in tne chamber, it is recom¬
mended that the locks oí the Union canal when enlarged, be not less
than these dimensions (15 by 90 feet) which will correspond with the
new locks in process of construction on the Schuylkill navigation.
Before determining finally the size of the lock, it might be well to
consider the proptiety of making them of the same size with the
largest extensively used on the Pennsylvania canal, viz : 17 by 90
feet in the chamber, provided, the Schuylkill navigation company
would co-operate in the measure. This size would be desirable at
least from the Pinegrove coal mines to Middletown, the difference in
expense would not be very great.
At a future time the locks ol the stale canals, will, in all probability
be extended in length to correspond with the longest of those of the
neighboring stales. When that change is made, the new locks of
the Union canal can also be extended without great expense.
X. Estimate, of the annual expense cf engines, when the trade
shall have reached the maximum•
It is proposed that the water wheels at the water works shall be
continued as at present, to be used when the water is plenty. When
the trade passing over the summit shall have reached the maximum
amount estimated, so many engines may be put in operation as will
be sufficient to throw up a supply oí water, without the aid of the
water wheels. The quantity estimated as then necessary for twenty-
four hours, is 4,546,125 cubic feet, or per minute 3157 cubic feet.
From this deduct the quantity to be lurnisbed by the >
engine now in operation on the Quitapbailla, $
Leaves to be raised from the water works chiefly, 2,687
The engine now in use at the water works is capable of raising
310 feet per minute, from the canal to the reservpir (96 feet.) H
would then require 8¿ say 9 engines of the same power to throw
up the whole quantity required.
23
Suppose that five «ngínes should be kept at work for 100 days, in
the early part of the season, in connection with the water wheels, at
$30 per dav each, ur S150 for the whole, the expense of this period
would be * $15,0G0 CO
Suppose also that for the remainder of the season (150
days) it would be necessary to work the whole of
the engines, 9 and $30 per day each, or $270, for
the whole would amount to 40,500 00
The daily expense of the engine on the Quitapnhilla is
estimated at S'25 per day for £50 days, amounting
to 6,250 00
Renewal of boilers for one year, 5,000 00
Whole annual cost of engines aftet the trade shall
- have reached the maximum estimated, $66,750. 00
XI. Estimate of the revenue which inky accrue on the enlarged
canal, when the trade shatl have reached the maximum.
The canal will be capable of passing 250 boats over the summit
daily, for 250 days of the year, or 62,500 boats in all, that is 51,250
each way.
The average load may be estimated at thirty tons, amounting in
all to 1,875,00 tons, on which the toll money average one cent per
ton per mile.
If the coal to be taken yearly írom the Pinegrove mihes, should
by that time amount to 600,000 toiis, ánd the transportation up the
branch canal, amount to 50,000 tons, the account would stand as fol¬
lows :
1,875,000 tons (main canal) a$0 cts. per 80 miles, $1,500,000 00
'600,000 do. (branch do.) 11 cts. for 22 miles, 66,000 00
"50,000 do. do. do. 26 els. for 22 miles, 13,000 00
Amount exclusive of tolls on rail-road, $1,579,000 00
Expenses.
Engines, $66,750 00
Repairs of canal, superintendence, lock
keepers wages, arid other expenses, 150,000 00 216,750 00
Nett revenue, $1,362,250 00
No opinion is'now advanced as to thfe date at which the businésá
öf the canal will reach the point termed the maximum. The prin¬
cipal object in view in making the estimate, was to set forth in as
clear a light as possible, the amount of business which maybe done
with the water which can be commanded for the canal; and the pro¬
portion which the annual expenses, particularly those of the ma¬
chinery for raising the water, will bear to the revenue at the period
alluded to.
a
%
XII. Conclusions drawn from the víeiüs submitted.
After a careful examination of the subject, with the investigatioi
of Which the undersigned has been entrusted, he has arrived at th<
conclusion that the enlargement of the Union canal is imperiously
called for by the wants of the public, and by a proper regard for tin
interests of the commonwealth, and. especially-of the city of Phila
delphia, and having settled in his own mind that a full supply o
water for the increased trade can be commanded as it may be requir
ed, he has*no hesitation in recommending the work tobe undertaken
This he does the more confidently from the conviction, that the in
vestment after the enlargement is completed, will be greatly mort
profitable than the present investment.
Respectfully submitted.
JAMES D. HARRIS.
Jafiuary 22, 1839. ílngineerV