It is probable that the quantity not accounted for has been disposed of at some of the towns on the way, as it frequently happens, that boats which clear at Mount Carbon for Philadelphia, do not proceed on to the city, but dispose of their cargoes elsewhere. One gentleman informed us that he knew this to be the fact with respect to about 400 tons-and as but 161 tons were originally destined to Manayunk, which must require a supply of at least 5 or 600 tons, it must have received it in this way,-and so also have probably other towns.

Whole quantity received as above at Phila

74,095

15

delphia

80,916

Shipped as above

46,195

over from 1827-8,

On hand per estimate of holders

Of Lehigh

1716

3,550

It appears by the last report of the Schuylkill Navigation Company, that the amount of Tolls received from Coal in 1828, was 46,242 dollars, while those from all other articles than Coal, amounted to only 40,969 dollars

Printed every Saturday morning by William F. Ged- | des, No. 59 Locust street, Philadelphia; where, and at the Editor's residence, in North 12th st. 3d door south of Cherry st. subscriptions will be thankfully received

Price five dollars per annum payable in six months after the commencement of publication--and annually, thereafter, by subscribers resident in or near the city, or where there is an agent. Other subscribers pay in advance

THE

REGISTER OF PENNSYLVANIA.

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

VOL. III.-NO. 6.

J

EDITED BY SAMUEL HAZARD.
PHILADELPHIA, FEB. 7, 1829.

PENNSYLVANIA RAIL-WAY.

Desirous of presenting in one number the parts of Major Wilson's two reports on the Rail-way from Columbia to Philadelphia, which, will be most interesting to our readers generally, we have omitted, in most cases those, portions which enter minutely into the calculations of embankment and excavation necessary on each section of the road. The remaining portions will, we have no doubt, be read with much interest at the present moment.

Report and estimate on the survey of the Pennsylvania
Rail-way, from Columbia to the Gap,by JOHN WILSON,
Engineer.

To the board of canal commissioners of the state
Pennsylvania.

GENTLEMEN,

of

NO. 58.

From the head of the plane the line is traced to the position north of Mount Pleasant village, and to that point on Little Conestoga creek, both referred to in my former report.

From thence through the north-east corner of Lancaster, it reaches Big Conestoga creek, east of Mrs. Hall's residence.

In locating the road in the neighbourhood of Lancaster application was made to me by a committee of citizens appointed by the select and common councils of the city, to trace the line marked E F, (see map,) which they deemed more advantageous to the interests of that community. It is obvious however, that on inspection of the map, this line would be injurious to the main route; and the excess of cost of levelling it to the gradA branch line uation, is about three thousand dollars. could be constructed for this amount, which would be

beneficial both to the main rail-way and Lancaster, by making the latter more accessible as a place of deposit.

best adapted for the rail-way.

The line crossing at Demuth's could not be united with any graduation within the assumed limit to Mill creek, it was therefore abandoned.

There were three distinct lines traced to Big Conestoga creek; on the north margin of Hardwick run, to Agreeably to instructions received from the secretary the crossing place at Mrs. Hall's; a second on the south of the board in April last, I repaired to Columbia, in side of the same run to Demuth's mill, and a middle line Lancaster county, for the purpose of locating the Penn-leading across the run, which was finally considered as sylvania rail way, and have now the honour of submitting the following report, with plans and estimates of the location and formation of twenty-nine miles of the road. As the termination of the twenty-ninth mile, from the head of the inclined plane at Columbia, (see position A, on the accompanying map,) approaches near to the deep excavation, in the Gap of Mine ridge, and having in my last year's report, designated the summit at Henderson's as the point separating the eastern from the western division of the rail-way, I shall therefore, in the present report, confine myself solely to the leading facts connected with the western division, and the location of its route, as delineated on the accompanying map.

A line was traced for six miles from the east end of the contemplated bridge at Mill creek, pursuing a more northwardly direction than the explored line of last year; my object was to reach a position on Pequea creek near Eckert's mill, but the application of the different grades was found to render a location on this route very expensive, I therefore did not hesitate to withdraw the the party and return to our position at Mill creek, from which we located a line as far as Weaver's farm on the Preparatory to the commencement of the location of old route, thence it crossed Brisbane's run, and Pequea the rail-way, various examinations were made and exper-creek, and was conducted to the position at Eshleman's imental lines traced; & having considered it important to dam, referred to in the preliminary report of last Dec. the line,that the inclined plane & steam power should be Continuing the location from the latter point, and follocated near its place of beginning, it was found practi-lowing the northern margin of Eshleman's and London cable to effect that object from the position C, (see map) near the east end of the Columbia bridge, and which may be designated as the place best suited for the termination of the Pennsylvania canal. But as the extension of the line through the town of Columbia, along the margin of the Susquehanna river, to a point (marked B) at the southern extremity of the town, offered a more favourable position, from whence the engine plane could be traced, I therefore commenced at that point the location of the plane, and determined its length to be a bout six-hundred and sixty yards, and height ninety feet. As it was found impracticable at the commencement of the survey to trace the precise line on the margin of the river, on account of the accumulation of lumber and other matter then deposited on its bank, the estimate of the cost of levelling the plane, and this portion of the line, which will not be expensive, is deferred to another period.

land runs, the line enters at the eastern end of Williamstown, on the Philadelphia and Lancaster turnpike, and thence it is conducted to our former position at Aby's, from which to the side hill of the Mine ridge, the line is traced with a radius of a moderate curvature. Continuing the graduation along the sloping ground of the ridge, the limit of the present estimate is determined at the picket 354, on the profile No. 29, to which I refer.From the latter point the location has been extended through the Gap of Mine ridge, and has advanced to that position beyond Cloud's mill dam, in the valley of Chester county, which terminated the second section in the eastern division of last year's report.

Reverting to the position at Aby's, from which we graduated a line last year, ascending cast at 29.04 feet to the mile, it was found in the present survey, that in order to trace the line to Mine ridge, with a radius of easy curvature, the distance would be considerably diminished, I therefore increased the grade to 31 feet and located the road to the Gap, with a cut at its summit of 35 feet. It is my intention however, without altering the present location, to diminish the grade of the 28th

and 29th miles to the former number of 29.04; and this is easily effected, by commencing this rate of graduation about a mile further back on the line.

In concluding my remarks upon the location of this division of the Pennsylvania rail-road, I will observe that in directing the different explorations, with the view of selecting the proper line for the road, the diminution of distance, so as not to extend beyond the limit of a reasonable expense, was an object of primary consideration, and which was accomplished to a greater extent than expected.

Such other routes as have been examined, and the discussion of which have a relation to the eastern division of the rail-way, I shall defer until a future period.

The drawings illustrative of the location now submitted, are 1st, a general map upon a scale of four miles to the inch, exhibiting the country through which the line is traced-2d, 29 sectional maps of a mile each, and upon a scale of 16 inches to a mile; also 29 profiles upon the same horizontal scale, but 40 feet vertical to an inch; these should have been attached to the sectional maps, but the latter were not finished in time; 3d, three drawings, showing the elevations and plans of the bridges, the references upon which sufficiently explain their va

The remark in one of the concluding clauses of last year's report, that embankments and cuttings were a voided, the expense of which might have been equiv-rious parts. alent to the increased length of rail-way, has been verified by the present location, for the difference in distance is four miles and 33 chains. As regards the comparative expense, I shall take occasion to refer to that in the sequel of this report.

The flexures in the line of road, and which were unavoidable, are of moderate curvature. The radii of their curvatures vary from 631 to 1891 feet; in one instance only, & that is immediately at the end of the level platform on the engine plane at Columbia, the radius of curvature is about 350 feet but this can be easily increased on the opening of the road, should it be deemed necessary.

There is another route which I shall now bring before the view of the board. It commences west from Captain Slaymaker's, at the position marked G on the map; and is traced after crossing London run, on its southern margin to the point H, it is then lifted to the side hill of Mine Ridge, by an inclined plane of about 75 feet; from this it is traced to the Gap, which will require a depression at its summit of only five feet; from the gap it has progressed in its extension along the south side hill of Mine Ridge, five miles, and is intended to be conducted (should the ground be favourable) to the Chester valley near Coatsville, by another plane and engine. The object of this investigation is to ascertain whether we cannot so shorten the distance between the Gap and Philadelphia, and so far diminish the expense of construction, that the interest arising upon the difference of expense between this route and the lower level located beyond Cloud's, may be an equivalent for that of maintaining and keeping in repair the two stationary engines.

The survey involving this question will be completed in the course of another week.

Applications have been made to me at various times during the present survey, to make examinations of routes, which were considered by those having an interest in them, as presenting more advantageous ground for the location of the Pennsylvania rail-way, than the explored line reported upon last year. I have endeavoured to give all the attention to them that time and the nature of my duties would permit.

The routes proposed by the citizens of Chester Co., residing in Honeybrook township, were examined.

From the summit above Irwin's mill, on one of the head branches of Pequa creek, following the valley leading to West Brandywine at Beaver dam, thence to the summit dividing West Brandywine from Beaver creek, which is tributary to East Brandywine, the surface of the country indicates favorably for the location of a road; but the height of the ridge which divides the waters of the Pequea and West Brandywine, cannot be overcome without the aid of machinery: neither can this summit be attained from Lancaster without rendering the line of graduation both circuitous and expensive.Another route was examined which leads from the summit near the Compass tavern; but the same difficulties present themselves here as in the former.

The elevation of the summits between the Gap at Henderson's and the Welsh mountain, and to which my attention had been directed, vary from 186 to 250 feet above the position of the ridge through which we pass into Chester valley.

Chains.

69.

39.

184.44

15.46

30.52

23.

103.08

27.50

21.01

level

47.87

27.50

43.

16.75

254.11

27.50

23.95

25.

25.

118.15

20. 27.50

Mile 1st. Passes over ground very favoura ble for the road. It will be chiefly levelled from the matter thrown out of the side ditches. Total cost

Mile 2d. On gentle and sloping ground-
the line crosses Forrey's meadow-at the 12th
picket there is a narrow strip of woods. The
grubbing is not estimated, as the value of the
trees will be equivalent for this item, on every
part of the line to the Gap of Mine Ridge

Mile 3d. Is located in open fields; excava-
tion easy; soil, loam and clay
Mile 4th. Passes over gentle side-ling

Mile.

$513 47

1,656 98

1,892 97

after which the ground falls slightly below the graded line, it crosses Brisbane's run, and leaves an embankment between the bridge at 2,092 12 that run, and Pequea creek. (Bridge at Brisbane's run, 442 feet, $1,926-Pequea bridge, 600 feet, $5,318)

5,801 80

2,082 98
952 22

1,535 73

The section after it passes between Mrs. McIlvaine's house and barn, terminates in the orchard. (Bridge at Eshleman's mill pond 419 f. $2085 75-Bridge at Eshleman's run, 132 feet, $1,029 50) Mile 25th. Is traced on sloping ground, de15,579 70 clining to London run, less uneven on the surface than the last section-light loam, liable to wash

Mile 16th. The cutting at the commence. ment of this section was not sounded to the full depth; it is estimated as common excavation, it may remain and should rock however occur, for the formation of the horse path; the rest of the section is nearly on surface

Mile 17th. Road forming easy on this section; small embankments raised from earth obtained in widening side ditches

794 44 Mile 26th. Continues along the slopes of London run, crosses a branch which leads from 930 40 Williamstown, at Picket 276 limetone rock, which will be used for abutments of the bridge. The line crosses the Lancaster and Philadel1,218 22 phia turnpike twice. This section is located on favourable ground. (Williamstown bridge, 409 feet, $2376)

Mile 28th. This section is rough, with considerable embankment at Picket 323; it leaves

27,155 00 Abey's lane, and crosses his meadow and Strasburg road to the side hill of the Mine ridge. road; soil, loam, clay, and gravel

Mile 18th. Crosses Mill creek at S. Gibbons; the line passes between his house and barn; and beyond Mill creek a branch of it is crossed; the section generally is of easy formation; soil, loam, clay. (Mill creek bridge, 528 feet, 9204 dolls.-Conard's bridge, 122 feet, $710 50)

Mile 19th. This section crosses the old Lancaster road, and in general, it is of easy formation; soil, clay, loam

Mile 20th. Passes over gentle sloping ground, declining towards Stauffer's run; soil, loam, clay

Mile 21st. The greater part of this section is located on uneven ground; it crosses Soudersburg valley at Weaver's. The cutting is easy; soil, loam, clay. (Bridge at Porter's, 16 feet, $114 37-Bridge at Soudersburg valley, 500 feet, $2,127)

Mile 22d. At the commencement of this section, a ridge of easy excavation is pierced,

Mile 29th. Is traced on the side hill of the Mine ridge; the line recrosses the Strasburg road, the slide slopes vary from 3° to 9° are 1,035 24 principally wooded; soil, easy of excavation Mile 1st to 29th-Total For superintendence, &c.

Having brought to the view of the board the subject of an experimental line then in progress, (which had for its object the establishment of two inclined planes one to attain the elevation of the ground at the Gap of Mine Ridge without a deep cutting, and the other to descend into the Chester valley, in the neighbourhood of Coatsville, and there form a connexion with the explored line of last year;) the surveys and investigations involving the question of comparative expense and facility of transportation, between this route and the one formerly reported upon, were soon completed. The difference of distance between the latter and the route of the present location, is of little account, and the dif-in constructing the rail-way. ference of expense would not compensate for maintaining and keeping in repair the steam engines.

I now proceed to describe briefly the route of the rail-way location, commencing at the termination of the 29th mile from Columbia. A reference to the general | plan No. 2, will assist in explaining the course of the line.

The first experimental line was graded to the Brandywine, to a position north of Downingstown, and which offered a favourable place for crossing that water course. In extending this line eastwardly, however, it was found to be unfavourable for our purpose. Upon examining the ground to the south of where the Lancaster turnpike passes Brandywine, another posiThe graduated line enters the ground at the Gap of tion favourable for crossing presented itself; and having Mine Ridge, a few chains from its place of beginning; transferred our former level to it, we commenced tracits greatest depth from the apex of the ridge is 35 9-10 ing a line to the summit ridge at Baldwin's, which offeet, and the length of excavation is 42 chains. From fered no impediment to the construction of a rail-way; different borings made on this section, there is nothing (see position B. on map,) and from whence after crossto apprehend from rock. The slopes on each side of the ing the valley creek, south of Baldwin's mill, the graduridge will afford the advantage of using temporary rail-ation was extended along the slope of the south valley ways as a means for the removal of the earth; and their application in the various cuttings and embankments upon the line, will have the effect of reducing the expense of road formation.