REPORT
OF THE
€ASTASS»
on the
ROUTE OF A RAIL-WAY,
AVOIDING THE
SCHUYLKILL INCLINED PLANE.
Printed by order of the Senate, January 25, 1840,
HARRISBURG :
William D. Boas, Printer.
1840.
P .SWvk^W/y £îi-'ô"ô
7 YWfI ff; I «I If-
REPORT, &c.
Canal Commissioner's Room, January 25th 1840.
To His Excellency David R. Porter, Governor of Pennsylvania.
Sir—By order of the board of canal commissioners, I have the
honor of transmitting you their report upon the selection of a route for
a railway avoiding the Schuylkill inclined plane ; with the accom¬
panying documents. Very respectfully,
JAMES CLARKE, President.
1 he Canal Commissioners respectfully submit the following report:
In pursuance of the requisition of the 5th section of the act entitled
"an act to provide lor the repair of the several lines of canal and rail¬
road, and to continue the improvements of the State," approved July
19, 1839, in which the canal commisioners are "authorized to ne¬
gocíate with the Valley rail road, the West Philadelphia rail road,
and the Chester and Delaware rail road companies, for the purpose of
ascertaining upon what terms each of the said roads can be purchased
by the commonwealth, and if, after the ascertainment of said terms,
and a careful examination of the reports of the engineers on the sub¬
ject of avoiding the inclined plane of the river Schuylkill,on the Colum¬
bia and Philadelphia rail road, they shall be of the opinion that the
best interests of the commonwealth, and the public convenience would
be promoted by the laying out a new route, or the adoption or pur¬
chase of either of said roads, for the purpose of avoiding the said in¬
clined plane, to report to the next legislature, which of the said routes
or roads, should be so adopted or purchased, and also the terms upon
which each of the above mentioned roads can be purchased."
They directed their attention to the subject as soon as the duties
consequent upon visiting the whole line oí improvements, during the
summer and fall had been completed, and deeming it most advisable,
in addition to the information contained in the reports of the engineers,
to obtain the advantages to be derived from a personal inspection, they
proceeded during the latter part of November last, to visit the several
routes, but particularly the Valley and West Philadelphia roads, in
order to ascertain whether either could be used with advantage to the
commonwealth, being works upon which great expenditures had taken
place, and which, if not adopted, would be rendered comparatively
useless:
The subject of the present report has long been before the public,
upon which numerous opinions have been formed and expressed in
favour of the many proposed routes for accomplishing this object, each
having its advocates, and each supported by plausible arguments.—
4
The board have carefully weighed all the advantages and disadvan¬
tages attendant upon the adoption of each route, and in their decision
have endeavored to arrive at that conclusion, which would eventually
be of the greatest benefit to the commonwealth.
A subject like the present requires some speculation on the proba¬
ble course which will be pursued with regard to extensions of the pub¬
lic works, and as far as possible to enquire into, and ascertain, the fu¬
ture requisitions of the improvement we propose to benefit, and fix a
standard commensurate with the requirements to which it may be sub¬
jected. In the consideration of which, the first of importance is, the
grade. It is a well known fact, fully tested by experiment, that the
power of an engine, capable of drawing 300 tons upon a level, is re¬
duced fifty per cent when operating upon a grade of seventeen feet per
mile ; and seventy-five per cent, when used upon a grade of fifty feet
per mile.
These calculations are based upon the most favourable circum¬
stances; but when changes of temperature are taken into considera¬
tion, the liability of the rail to moisture, and consequent decrease of
adhesion of the driving wheels, the loads would be materially dimin¬
ished. It became therefore an object of no small importance to ascer¬
tain the highest grade which could safely be adopted, as by that limit,
the expense of the route would be increased or dimished in a great de¬
gree. Thus in the establishment of a grade, the board were governed
in a great measure by the capacities of the extensions or improvements
connected with the State road.
Upon inquiry they find the highest grade upon the Harrisburg road
to be 42 feet per mile, the highest grade on the Columberland Valley
road 44 feet, for a distance of one and a quarter miles, and upon the
York and Wrightsville road, the highest grade adopted is 31.60 feet.
Upon these considerations it became necessary to confine the grade
within these limits, in order to be enabled to transport full trains suit¬
ed to the capacity of these extensions.
The highest grade upon the Columbia road is at the Gap, and is 45
feet per mile, for three fourths of a mile, one ach side of the apex.
This portion of the road has been much improved by the introduction
of the edge rail with continuous bearing. Although, this grade is
comparatively short, yet much difficulty has been found in overcom¬
ing that ascent, with the full leads easily transported on the other
parts of the road ; the momentum acquired on the lower grade mate¬
rially assisting in reaching its summit, which it may be found in after
years, most expedient, and in accordance with sound economy to re¬
duce, even at an apparently extravagant expenditure, to correspond
with the adjoining grades. When it is recollected that heavy gradi¬
ents are a permanent evil, which are continually operating upon every
ton of merchandize transported, the conclusion to which all will ar¬
rive, is that a line of improvement should be so regulated, that in no
point an extraordinary grade may operate against its general capacity,
in order that the motive power may be used to the greatest advantage.
Upon these views the board limited the grade to be adopted at 40 feet
per mile.
5
With regard to curvature, upon examination of the tables contained
in Mr. Harris' report, the board find the curves adopted upon either
route not to be objectionable, on account of their lengths or radii, be¬
ing much more favourable than many upen the old line. A brief de¬
scription of the routes to which their attention has been directed may
not be unappropriate.
THE VALLEY RAIL ROAD.
The western termination of this road, intersects with the Columbia
and Philadelphia railway, at a point 32 miles from Philadelphia near
Downingtown, and extends to its intersection with the Reading road
at Conshehocken. Its length is 20 miles and 4 chains, and estimated
cost (per Mr. Harris' report,) $1,021,919 47. If continued to Phil¬
adelphia, via a road adjacent to the Reading road $1,492,196 50.
To Philadelphia via a road contiguous to the Norristown road $1,-
609,116 27. The respective lengths would be via Reading road 34
miles and 7 chains ; via Norristown road 34 miles and 40 chains ;
being 21 chains in favor of the Reading route; from the sam ereport
it will be seen that the distance via the state road is 32 miles and 28
chains.
The country through which the Valley route passes is peculiarly
adapted to the location of a railway, and is evidently the natural route,
and the one which the Columbia road should have originally occupied,
its grades are of the most favourable character, in no instance exceed¬
ing 30 feet per mile, except at its junction and intersection with the
Reading road, where by a change in the original mode of connexion
it became necessary to increase the grade to 33 and 35 feet.
It is much to be regretted that Circumstances are such as to render
it in the opinion of the board unadvisable to adopt this route, posses¬
sing advantages, both in grade and curvature superior to either of the
others proposed. j§These arguments in its favor are counterbalanced
by the connexion with companies, the increased expense, the destruc¬
tion of the West Chester railway, and the detriment to property, both
of the commonwealth and individuals, located east of the point of de¬
flection.
The most economical mode by which the Valley road could be
adopted, would be, by a connection with the Reading road, the cost
would then be, per estimate $1,021,919 47. By reference to the ac¬
companying documents it will be seen that this connexion is not desi¬
red by the company, and would certainly subject both the common¬
wealth and themselvess to much difficulty in arranging and accommo¬
dating the heavy trade upon the state works, as well as the anticipated
coal trade upon that improvement. Tne company of course would
desire the direction of that portion of its works, which necessarily
would have the effect of holding the key to our improvements, and
regulating the movements of the state business by the operations on
their own road. Such would also be the case by connecting with the
Norristown road which in addition to the estimate of $1,609,116 27
6
would subject those whose business is connected with the present
eastern termination to serious damage and loss.
The construction of the West Chester railway should not be lost
sight of. This work has been completed by the enterprize of individ¬
uals who are deeply interested in its preservation, forming as it does
by its connexion with the Columbia road, a continuous line from their
flourishing borough to the metropolis. It was located upon the faith
and full conviction of the present route being retained by the common¬
wealth, and had its weight in the decision of the board.
The improvements made for the accommodation of the public, upon
the present route have been extensive, in a style and of a character
reflecting much credit upon their proprietors.
The commonwealth have also been at the expense of constructing
sidings, stations, &c. for the supply and convenience of the motive
power, all of which, with the addition of twenty-eight miles of road,
would, by the adoption of the Valley route, be rendered useless.
Were the character of the road to be improved, that of a great
national work proposed to be extended to the " far west," the board
would have no hesitation in adopting this route, approaching as it
does, in a great degree, those desirable objects in a perfect railway,
directness of route and light gradients ; but as there appears little
prospect of overcoming the mountainous portions of the route to
Pittsburg with light grades, or that this improvement will be extend¬
ed beyond that point, combined with the objections previously stated,
decided the board in the rejection of this route.
Statement A. in the accompanying documents, will exhibit the
terms of sale proposed by the company.
THE WEST PHILADELPHIA ROAD.
The intersection of this road, with the state improvements, takes
place at a point sixty-six chains west of the eighth mile post, and
terminates at the west end of the Market street feidge. Its length
is seven miles and forty chains, thence to Broad and Market streets
is seventy-four chains, making eight miles and thirty-four chains from
the state road to Broad street. 'The distance by the Columbia and
Philadelphia road, between the same points, is nine miles and sixteen
chains.
The grading is completed (per Mr. Harris' report) on five-sixths of
the length of the road, the grades of which vary from forty-four
feet to 57.12 feet per mile, least per estimate to complete $534,902 30.
The expenditure of the company, per report, $190,000 00. State¬
ment B. will exhibit the terms upon which the company proposes to
transfer the work to the commonwealth.
If the policy of the state had been such as to terminate her railway
improvements, at Columbia, and if intermediate connexions, or exten¬
sions beyond that point, had been impracticable or injudicious, the
board would have determined in favor of this route, both on the score
of economy, as well as answering the demands of that portion of the
7
commonwealth through which this improvement passes. But viewed
in the light of extension, it would be ill advised to adopt a grade upon
this portion, which would not only restrict the loads on the balance of
our own improvements, but also that of every connexion or future
extension.
With these views, the board respectfully report in favor of an in¬
termediate or new route, by which the object of avoiding the Schuyl¬
kill inclined plane may be accomplished, in no instance adopting a
grade of more than (orty feet per mile.
The route proposed would leave a point in the Columbia and Phila¬
delphia railway, near Whitehall, thence pursuing the Indian creek
route of Mr. Harris', the distance of about four miles, deflect to the left,
passing near Hestonville, where it will either intersect or be made
continuous to the West Philadelphia road, for one mile thenee in a di¬
rect line to Fairmount, crossing the Schuylkill at the " burnt bridge,"
and intersect with the Columbia road, near the collector's office for¬
merly used. This route would slightly differ from that referred to by-
Mr. Harris, in his report, as the Whitehall, Hestonville and Fairmount
route, the estimate of which is $684,440 13, to which should be added
$16,600 for the reduction of grade upon that location which will in¬
crease the estimate to seven hundred thousand dollars.
An examination and report upon this route, was made by Messrs.
Fox and Price, surveyors of Spring Garden, as far as Hestonville,
uniting it at that point, either with the West Philadelphia road or
Indian creek route, from which it appears, lhat if the last mentioned
route be adopted, the length of the new road would be nine miles
and sixty-two chains, and be fifty-five chains shorter than the present
road. Its advantages are—the most direct route with the established
grade—the most economical possessing the same advantages—the
preservation of all branch roads and improvements—and its intersec¬
tion with the state road, one mile west of Broad and Vine streets,
thereby securing to transporters and others the advantages of the
improvements, which they have erected on the faith of the present
termination being preserved.
The Chester and Delaware railway, referred to in the act of assem¬
bly, not having been constructed, and intersecting as is proposed, with
the Philadelphia and Wilmington road, a négociation with the company
has been deemed unnecessary.
In conclusion, the board respectfully recommend, (should the route
referred to as the best mode of avoiding the inclined plane not be
adopted,) the appropriation of the amount required, for thepurpose of
relaying the north track upon the present location.
By order of the board,
JAMES CLAPvKE, President.
8
STATEMENT A.
Harrisburg, January 21, 1840.
To James Clarke, Esq. President of the Board of Canal Commis¬
sioners.
Sir,—In compliance with an application made by your board, in
conformity with a resolution passed by the legislature at their last ses¬
sion, directing the board of canal commissioners tp negotiate with the
Norristown and Valley rail road company, &c. the following proposi¬
tions are respectfully submitted, viz :
The managers of the Norristown and Valley rail road company,
propose to transfer to the commonwealth, all their right, title and in¬
terest, in the said road, upon the following terms. For the part al¬
ready graded and partially finished, the sum of $483,836, payable in
certificates of state stock bearing an interest at 4 per cent per annum,
and redeemable on or before the first day of January, 1870.
The materials on hand, such as edge rails and fixtures, «fcs. 3109
tons 9 cwt. of the former, and 113 tons 14 cwt. of the latter, at first
cost of said materials ; provided, that your board may require them
payable as before mentioned, bearing an interest at 5 per cent.
(Signed,) WM. HAMILL, President.
STATEMENT A.—Continued.
Harrisburg, January 21, 1840.
To James Clarke, Esq. President of the Board of Canal Commis¬
sioners.
Sir,—Should your board recommend to the legislature the proprie¬
ty of purchasing the Norristown and Valley rail road, and you aie
authorized to contract for the same, I propose to superintend the com¬
pletion of the unfinished work upor. the following conditions, under
the direction of an engineer appointed by the commonwealth.
All the unfinished now under contract will be completed at the con¬
tract prices now existing with the company, which contracts have
been estimated by the engineer of the company, to amount in aggre¬
gate to the sum of $123,870. The cross-ties, mudsills, broken stone,
hauling, iron, laying rails, &c., has been estimated at 8147,076, mak¬
ing the amount yet necessary to complete the road with double track
8270,946, for which sum certificates of state stock will be taken pay¬
able monthly as the estimates become due, and redeemable with inter¬
est at 5 percent, per annum, on or before the 1st day of January 1870.
(Signed,) VVM. HAMILL.
9
Philadelphia, Dec. 26, 1839,
Thomas L. Wilson, Esa.
Secretary of the Canal Commissioners,
Sik:—Mr. Chauncey, President of the Philadelphia and Reading
rail road company, has referred to me your letter of the 13th, with a
request that I would ascertain and state to you the cost of their branch
and rail road, authorized to be constructed, by the act of the 20th of
March, 1838, and that I would also state the views of the board of
managers of the Philadelphia and Reading rail road company, on the
subject mentioned in your letter.
The accounts, for the construction of the branch rail road, are not
yet entirely settled, but its cost, as nearly as can be at present ascer¬
tained, with the single line of railway at present laid, will not vary
much from $54,000.
On the other subject mentioned in your letter, the sale of the por¬
tion of the Philadelphia and Reading íail road, between the intersec¬
tion of the Valley road and the commencement of "the branch," the
board do not see how they could part with this portion of their road,
forming as it does a part of their main line to the Delaware, without
impairing, essentially, the value of their whole improvement; and it
seems to them, that were they willing to do so, it could not be advisa¬
ble for the commonwealth to adopt, as a part of the Philadelphia and
Columbia rail road, a few miles of the Philadelphia and Reading rail
road, on which, not only the passengers and merchandize between
Philadelphia, Reading and Pottsville, but the whole coal trade to be
expected on the Philadelphia and Reading rail road must pass.
The canal commissioners will probably think with them, that such
a plan of avoiding the inclined plane will scarcely be judicious, if any
other be practicable, and they think it therefore, scarcely worth while
to delay this communication, with a view of deciding on what terms
they would part with this portion of their rail road, should its purchase,
on the part of the commonwealth, on further reflection, still seem de¬
sirable to the board of canal commissioners.
I am requested, however, by the board of managers to say, that in
the event of any route being preferred by the canal commissioners,
for the purpose of avoiding the inclined plane, which would not em¬
brace the portion of the Philadelphia and Columbia rail road, between
the inclined plane and Philadelphia, the Philadelphia and Reading
company would be willing, on fair terms, to became the purchaser of
this portion of the Columbia and Philadelphia rail road.
The board of managers have thought that a knowledge of this fact,
might possibly have some influence in the selection of a route avoiding
the inclined plane.
Respectfully yours,
[Signed] MONCURE ROBINSON,
Engineer, Philadelphia and Reading rail road company.
10
STATEMENT B.
Resolved, that in answer to the enquiry, dated December 4, 1839,
made by the canal commissioners in accordance toan act of assembly,
passed the 19th day of July, 1839.
The board of managers of the West Philadelphia rail road company,
will dispose of their road to the State for the sum of one hundred and
ninety thousand dollars, being the cost thereof ; or for such sum as
shall be agreed upon by one State engineer, to be named by the canal
commissioners, and an engineer to be named by the board of mana¬
gers of the West Philadelphia rail road company. And in case of a
disagreement, a third engineer to be designated by the other two, and
the award of a majority of the said engineers, to be final and binding
on the contractive party.
And the West Philadelphia rail road company will consent to receive
in payment, the stock ol the commonwealth, bearing interest at the
rate of five per cent per annum, and redeemable thirty years after
date, or at such period as the legislature may determine.
Extracted from the minutes of the said company, passed the 1 Ith
day of December, 1839.
(Signed,) JOSEPH TRASEL, Secretary.