Wilson, W. H.
Report on the proposed railroads from
Phoenixville to Cornwall, anr from Cornwall to
Pinegrove.
[Philadelphia, 1852.] 16 p. maps. 8®.
REPORT
ON THE
PROPOSED RAILROADS
FEOM
PHŒNIXVILLE TO CORNWALL,
AND FROM
CORNWALL TO PINEGROVE,
BY W. H. WILSON, Civil Engineer.
Kin^& Baird, l*rs. No. 9 Sansom St. Philadelphia.
E E P o E T
ON THE
PROPOSED RAILROADS
FROM
PHŒNIXVILLE TO CORNWALL,
AND FROM
CORNWALL TO PINEGROVE,
BY W. H. WILSONj Civil Engineeb.
PHILADELPHIA:
KING & BAIRD, PRINTERS, No. 9 SANSOM
1 8 52.
STREET.
LIBRARY
BUREAU OF RAILWAY ECONOMICS,
WASHINGTON, D. C.
APR 18
lH
To Messrs. Samuel J. Beeves, Joseph Konigmacker, John Krause, G. Dawson
Coleman, and Eohert Kelten, Joint Committee of the Commissioners of the
PhœnixviUe and Cornwall, and Lancaster and Pinegrove Eailroads.
Gentlemen :—
Having, agreeably to your instructions, made a survey of
the country between PhœnixviUe and Pinegrove, with the view
of ascertaining the general features, and probable cost of a line
of railway connecting these points, I have now the honor of
laying the results before you. To accomplish the object in
view it is necessary to make use of two distinct charters ; one
of which authorizes the construction of a railroad from a point
on the line of the Philadelphia and Reading railway, at or near
PhœnixviUe in Chester county, to Cornwall Ore banks in
Lebanon county ; the other provides for the construction of a
railroad from the city of Lancaster to Pinegrove, in Schuylkill
county, passing through Lebanon.
The first mentioned charter prohibits a connection with cer¬
tain other railroads, but prescribes no intermediate points
between PhœnixviUe and Cornwall ; the second charter makes
Lebanon a point, but confers the right to connect with any
railroad that now is, or may be constructed, with the power to
extend lateral roads or branches, to any points in the counties
through which the road passes, or in the adjacent counties, if
deemed useful or expedient by the company.
From this brief statement it will be perceived that there is
ample authority for carrying out all the views suggested in
this report.
The object of the survey, being as above stated, for the
purpose of ascertaining the prominent features, and probable
cost of a railroad between the points mentioned, and my instruc¬
tions not warranting me in spending much time on the exami¬
nation of rival routes, the first step necessary was to reconnoitre
the country, and to select for trial, with the proper instruments,
whatever line offered the best prospects of success.
Although the law has fixed but few intermediate points, there
are certain natural formations which define the position of the
road at intervals, with equal precision. The most important of
these are the two extensive ridges or chains known as the
Welsh and South Mountains, and the Swatara Creek. The
only place I have been able to discover for crossing tbe former
to advantage is at Springfield. Through the South Mountain,
in the vicinity of our direction, there are several gaps, but none
of them, as far as my information extends, possessing the
advantages of the Hammer Creek gap, which I have accordingly
4
made use of. After passing Lebanon the valley of the Swatara
offers the only practicable route to Pinegrove. Between these
several positions the country is undulating, and intersected hy
numerous streams and minor ridges, affording considerable
latitude in the choice of routes.
I am happy in being able to state that we have succeeded in
ohtaining a line, which, though somewhat expensive in point of
grading, is very satisfactory as regards direction, and not
objectionable as to gradients. It is not however intended to
assert that the route surveyed is the best that can be procured ;
the length of time occupied, viz. seven weeks, in establishing
a line of about eighty-three miles, was not suiEcient to afford
that thorough knowledge of the country which is indispensable
before deciding positively on a location. Although I do not
think that our general direction will admit of much variation,
yet many alterations and improvements, can without doubt be
made ; I would therefore recommend, that previous to the loca¬
tion of so important a work, full time and opportunity should
be allowed for a careful examination of all plausible routes.
The accompanying maps will exhibit a series of curves and
tangents adapted very closely to the line of survey, which I
shall now proceed to describe.
Commencing at the Philadelphia and Beading railway,
near the southern boundary of the borough of Phcenixville, the
line is traced through the southern part of the town, so as not
to interfere with any improvements, and passing the high
ground, with a cut of about thirty feet, is brought to the edge of
French creek, near the head of the mill-dam belonging to the
iron works of Messrs. Reeves, Buck & Co. The creek now
bends to the north, but after a short distance turns to the south,
and is crossed by a stone bridge of three spans, of fifty feet
each, at an elevation of thirty feet.
Taking an ascending grade we soon reach the comparatively
flat lands above the immediate valley of the stream, and con¬
tinue by a line of very easy direction to Pughtown. Crossing
French creek again, by a stone bridge of two fifty feet arches,
at an elevation of twenty-seven feet, we avoid a considerable
bend, by a cut though a hill of forty feet, and reach the south
branch of French creek near Christman's forge, continuing up
the southern side of this branch, and passing near Warwick
furnace, we approach the Welch mountain, which is crossed at
Springfield at an elevation of five hundred and forty feet above
Phcenixville, or six hundred and thirty-seven feet above mean
tide.
The first division of our survey ends a few hundred feet west
of this summit, and as this is a fixed point, from which no de¬
viation can be made, we will review the valley of French creek.
5
From the west end of Phoenixville a line was traced crossing
the dam, and uniting by a very direct course, with the line
above described, about two miles westward ; but it was found
objectionable on account of heavy grading ; the same result
attended the trial of another line, between this and Pugbtown,
south of the one adopted. From the vicinity of Pugbtown, to
Springfield, a route has been suggested, which possesses some
favorable features, and which ought by all means to be exam¬
ined before a final location is made ; it is as follows, viz. leav¬
ing the present line about one mile and a half east of the upper
crossing of French creek, keeping on the slope of the ridge
north of Pugbtown and Coventry, thence across the north branch
of French creek near the falls, following the mine-run towards
Springfield, and uniting with our line of survey at the summit.
Some other examinations will probably be required in the valley
of French creek, but the one described appears to me the most
important.
Proceeding westward from Springfield our line follows the
Conestoga from its source, to a point near Bull's mill, where
it crosses at an elevation of forty-four feet, by a stone bridge
of two fifty foot arches ; the banks of the stream at this place
are very bold, and approach each other closely, affording the
most suitable crossing within a space of two miles.
The creek now becoming very circuitous in its course, and
the ground in its immediate vicinity being much broken, it
appeared desirable to gain the slope of the main ridge bounding
Conestoga valley on the north, which was accomplished near
Morgantown. Immediately west of this place another branch
of the Conestoga is crossed, at an elevation, and with a bridge,
similar to the last described.
The line is now continued along the slope of the ridge in a
very straight direction, passing about a mile north of Church-
town, near Spring-grove forge and Fairville, and crossing
Muddy creek about one mile below Fry's mill, by a wooden
bridge, eight hundred feet in length, at an elevation of forty
feet.
The second division of our survey ends immediately west of
the bridge.
The citizens of Morgantown and Churchtown are desirous
that the road should pass nearer those towns, and I would re¬
commend an examination of the ground before a location is
decided on.
This portion of the route, although presenting to the eye an
apparently level stretch of country, consists of a succession of
long and moderately sloping swells, which occasion alternate
cuttings and embankments, ranging from ten to thirty feet,
the former generally through limestone rock. Muddy creek is
6
one of the largest tributaries of the Conestoga, and from the
extent of country which it drains, is liable to heavy freshets.
From Muddy creek to Cornwall, the most direct course which
the nature of the country affords, leads us through a gap in the
Ephrata Mountain, in the immediate vicinity of the springs
owned by Mr. Joseph Konigmacker. About one mile and a
half from the Ephrata gap, the Gocalico, another large stream
flowing into the Conestoga, is crossed at an elevation of fifty-four
feet, by a wooden bridge seven hundred and thirty feet in
length. The line now passes over very favourable ground to
the junction of Middle Creek and Furnace Run, crossing the
former by a wooden bridge, four hundred and twenty feet in
length, and thirty feet in height, and the latter by a stone arch
of thirty feet span. Following the course of Furnace run, and
passing near Elizabeth furnace, we reach the ridge dividing the
heads of Furnace Run from springs running into Hammer creek.
From the accompanying table of grades it will be perceived
that this point, although only at the edge of the South Mountain,
is the highest ground we encounter in the passage of the
mountain.
Descending along the eastern slope of the gap, we reach the
bank of Hammer creek, which is crossed by a stone arch, about
midway through the mountain; then ascending along the west¬
ern bank, we gradually leave the stream, and getting into the
open country of Lebanon valley, assume a more westerly course
to Cornwall Ore banks. Before reaching this place, it is neces¬
sary to pass through high ground, dividing Hammer creek from
streams flowing into Quitopahilla, one of which is adjacent to
the Ore bank.
Hammer creek is formed by several large limestone springs
in Lebanon valley, and descends through the South Mountain,
with a very moderate fall, by a narrow and tolerably straight
gorge or ravine, of about a mile and a half in length. The
gaps of the Secloth and Middle creek, have been suggested as
offering favorable passages for Qur line through the mountain,
and it may be well to have them examined, but their position
is not favorable to our general direction, nor do I think that
they can compare in other respects with the Hammer creek
gap. For some distance north and south of the main ridge, in
both Lebanon and Conestoga valleys, there are numerous spurs
or ridges extending out, which offer serious obstructions to a
line crossing the general direction of the mountain obliquely.
It is on this account, that we have the anomaly of a descending
grade into the heart of the mountain from each side.
It was not considered expedient to extend the line to the
immediate vicinity of the Ore bank at Cornwall ; the survey
therefore, terminated at a point on the Sheefferstown road.
7
about a quarter of a mile north of the Anthracite furnace
belonging to R. W. Coleman, Esq.; from this point, there
will be no difficulty in forming extensions to the Ore bank,
Lebanon, or Harrisburg, as circumstances may require.
Commencing with the first division of the Cornwall and Pine-
grove railroad, the line pursues an almost straight course over
a rolling country, to the borough of Lebanon. The ground
adjacent to Lebanon is rather flat, descending moderately from
each direction, to the Quitopahilla creek, which pursues a
westerly course directly through the borough. Near the edge
of the flat, north of the town, the Union Canal is carried along
the face of a ridge, nearly parallel with the creek, and elevated
above it about forty feet. From the necessity of crossing the
canal at an elevation of not less than ten feet, the location at
this place is attended with some difficulty and expense. The
canal passes through the ridge referred to, about two miles
west of Lebanon, by a tunnel, and descends along Clark's creek,
to a junction with the Pinegrove branch, near the Swatara,
seven miles from Lebanon.
After having examined the adjacent country with consider¬
able care, and made trial of two or three different lines, a
route was discovered, by which we could reach the Pwatara,
at a point about three miles above the canal junction, without
pursuing the course of the streams, and thereby saving three
miles of distance.
It is proposed to cross the Quitopahilla, by a trestle bridge,
eight hundred and fifty feet in length, and thirty-five feet in
height at the greatest elevation, which can be replaced here¬
after by embankment. There is however some probability of
a change being made in the location of the Union Canal, in
which case, the height of the embankment at this point can be
much reduced.
Crossing the canal nearly at right angles, and cutting through
the ridge twenty-seven feet, the line takes a westerly course,
and passing a short distance north of Lebanon furnace, ap¬
proaches the canal near the north end of the tunnel, having
gained the slope of a ridge on the north side of Clark's run.
Following the direction of this ridge to the north, and cutting
through it, between Heckadow's and Schnavely's, we descend
along Snyder's run, and cross the Union Canal and Swatara
creek, near the Blue Rock aqueduct, by a wooden bridge,
three hundred and fifty feet in length, and forty feet in height.
Curving to the right, the line is traced along the western side
of the Swatara, passing near Union forge, and reaching a point
near the creek at the foot of the Blue Mountain, where the
first division ends. It is possible that the ridge north of Le¬
banon might be crossed further east, and a more direct route ob¬
tained, leading to the little Swatara in the direction of Jonestown.
8
There are several runs heading in this ridge, two of which, I
followed to their sources without success, but possibly there
may be others where the depression is greater ; it would there¬
fore he advisable to extend the examination. I can suggest no
other change upon this division of the route, with the exception
of those modifications and improvements, which a careful ad¬
justment can always make upon final location.
Upon reaching the Big Dam or reservoir of the Union Canal
above the Blue Mountain, the levelling instrument was dis¬
pensed with, and a compass line continued up the northwestern
shore to Port Miffiin, and then along the flats adjacent to the
canal, to Pinegrove.
A hope was entertained that a favorable route could be ob¬
tained on the western side of the creek, hut in this we were
disappointed, and it will be found necessary to cross below the
Big Dam, cohtinue up the south-eastern shore, and cross again
above the Mifflin Dam. The outline of the shore having been
obtained with tolerable accuracy from the other side, it was
not considered necessary to return from Pinegrove to make
this survey, as from the want of accommodations and facilities
of transportation, on this, part of the route, considerable delay
would have been experienced. A line has been marked out on
the map, which it is thought will not vary much from an actual
location. Prom the Mifflin Dam, the line represented on the
map, conforms very nearly to the survey, but is not continued
quite up to Pinegrove, owing to the uncertainty of its destina¬
tion, and a desire to avoid placing it in contact with existing
improvements. From the Big Dam to Pinegrove, the levels of
the Union Canal enable us to establish a series of gradients,
approximating very closely to the gradually ascending ground.
In the foregoing description, no allusion has been made to the
curvature and grades, as they will be more readily compre¬
hended from the accompanying tabular statements.
It may be stated here, that between Phoenixville and Corn¬
wall, there are two curves of fifteen hundred feet radius; one
of them at the intersection with the Reading Railroad, and the
other at Hammer creek, upon entering the South Mountain ;
with these exceptions, the minimum radius is two thousand
feet. Between Lebanon and Pinegrove there are two curves
of fifteen hundred feet radius, and probably one of one thou¬
sand feet for a short distance at the Swatara crossing in the
Blue Mountain gap ; no others are under two thousand feet.
The maximum grade made use of is forty feet per mile ascend¬
ing westward, and thirty-five ascending eastward. Upon final
location, considerable improvement may be made both in respect
to curvature and grade.
9
From Philada. to Phoenixville by Reading R. R. 27 miles.
" Phoenixville to Cornwall by survey, . . 55J "
" Cornwall to Lebanon, " " . . 4 "
" Lebanon to Pinegrove, " " . . 23 "
109J miles.
From Cornwall to Harrisburg, the distance would not exceed
twenty-seven miles, and could probably be made less.
From Muddy creek, the distance to Lancaster is about four¬
teen miles over a country favorable to the construction of a
railroad ; making the distance from Philadelphia to Lancaster
by this route, seventy-five miles.
By taking a direct course from the Hammer creek gap to
Lebanon, and making a branch road to Cornwall; about two
miles of distance could be saved, on the main line to Lebanon
and Pinegrove.
Estimate for one mile of rail track.
95 tons of iron rails,
5,280 lbs. of wrought iron chairs,
4,800 lbs. of spikes,
2,112 White oak sills,
2,700 perches of ballast,
320 rods of track,
hauling materials.
at $50
$4,750
00
" 4 cts.
211
20
" 31 «
2
168
00
" 85 "
789
20
" 50 "
1,850
00
" 8.00 "
960
00
820
00
GO
40
Graduation, Masonry and Bridging. Division No. 1. Length
19 miles.
782,012 cubic yards Earth excavation at 14 cts. $102,481 68
286,084 " " Rock, " " 50 148,042 00
958,648 " " Embankment, " 15 148,796 45
4,802 perches of masonry in bridges, 8.00 84,416 00
16,920 " " culverts, 3.00 50,760 00
1,100 _ " " drains, 2.00 2,200 00
480 lineal ft. bridge superstructure, 5.00 2,150 00
Grubbing and clearing, 1,900 00
Average per mile, $25,802 43. $480,746 18
10
Division No. 2. Length 15 miles.
868,613 cubic yards Earth excavation at 14 cts. $ 51,605 82
295,974 " " Rock, " " 60 177,584 40
502,926 " " Embankment, " 15 75,488 90
4,346 perches of masonry in bridges, 8.00 34,768 00
8,940 " " culverts, 8.00 26,820 00
502 " " drains, 2.00 1,004 00
440 lineal ft. bridge superstructure, 5.00 2,200 00
Bridge over Muddy creek, 44,825 00
Grubbing and clearing, 1,500 00
Average per mile, $27,496 43. $415,746 12
Division No. 8. Length 21j3ç®q miles.
889,700 cubic yards Earth excavation at 14 cts. $ 54,558 00
537,605 " " Rock, " " 50 268,802 50
962,051 " " Embankment, " 15 144,807 65
1,085 perches of masonry of bridges, 6.00 6,510 00
10,920 " " culverts, 8.00 32,760 00
1,678 " " drains, 2.00 8,356 00
280 lineal ft. bridge superstructure, 5.00 1,400 00
Bridge over Cocalico, 40,725 00
" " Middle creek, 20,100 00
Grubbing and clearing, 2,100 00
Average per mile, $26,876 48. $574,619 15
Cornwall and Pinegrove. Division No. 1. Length miles.
835,641 cubic yards Earth excavation at 14 cts. $ 46,989 74
256,019 " " Rock, " " 50 128,009 50
632,576 " " Embankment, " 15 94,886 40
10,120 perches of masonry, " 8.00 80,860 00
1,282 " " " 2.00 2,564 00
400 ft. lineal bridge superstructure, 5.00 2,000 00
920 " " " " 10.00 9,200 00
Bridge over Swatara, 21,950 00
Grubbing and clearing, 1,700 00
Average per mile, $20,158 79. $387,659 64
Division No. 2. Length lOy^^j miles.
Average per mile, $21,000 00.
11
Récapitulation. PTiœnixville and Cornwall Railroad.
Grading and Bridging, Div. No. 1. 19 miles. $480,746 13
" " " " " 2. ISt'OIJ " 415,746 12
" « " " " 8. 21ft8^- " 674,619 15
55^ $1,471,111 40
61 miles of rail track, at $8500. . . . 518,500 00
Switches, crossings, &c., .... 6,200 00
Repair shop, water stations, and other buildings, 76,000 00
Land damages and fencing, .... 76,590 00
Engineering and contingencies, . . . 150,000 00
Total cost of 55j miles, $2,298,401 40
Cornwall and Pinegrove Railroad.
Grading and Bridging, Div. No. 1. IQiifs miles. $837,659 64
" 218,820 00
2. 10^,
81 miles of rail track, at $8500,
Switches, crossings, &c..
Buildings, ....
Land damages and fencing, .
Engineering and contingencies.
Total cost of 27fg g miles,
271'
556,479 64
263,500 00
3,500 00
55,000 00
32,400 00
80,000 00
$990,879 64
Phoenixville and Cornwall road, . . $2,298,401 40
Cornwall and Pinegrove " . . . 990,879 64
Total cost of 82J miles, $3,289,281 04
The above estimate is for the grading, bridging and masonry
of a double track road, with one track of rails, nine and a half
miles of siding, and the requisite buildings. No estimate is
made for running stock, as that item will depend upon the con¬
nections which may he made.
A reduction may he effected in the first outlay, by grading
the road for a single track ; the location of the road, and the
construction of the masonry, can he so arranged, that the
additional width can he constructed whenever required, at a
very small expense beyond what would have been the cost at
the time of commencement.
12
The reduced estimate would be as follows, viz :—
Phcenixville and Cornwall road, . . . $1,930,624 00
Cornwall and Pinegrove, "... 851,760 00
Total cost of a single track road, . $2,782,884 00
Between Phcenixville and Cornwall, there are but three
wooden bridges, and between Cornwall and Pinegrove, four ;
the remaining structures are estimated for stone, with the
exception of a few bridges of twenty-five feet span over roads,
where trussed girders will be used, and the bridges for public
roads over the railway.
There is an abundance of good building stone convenient to
the line, through its whole extent.
I will now call attention to a change in the route between
Phcenixville and Cornwall, by which it appears to me, that
considerable improvement might be effected, not only in ' the
connection between Phcenixville and Lancaster, and thence to
Pinegrove, but in the direct route from the former place to
Pinegrove.
It is proposed, to leave the line of survey, east of Muddy
creek, take a moderately descending grade, so as to cross
Muddy creek at a lower elevation, and by a less expensive
bridge ; then to continue across the Cocalico, and make the
point of junction of the lines from Lancaster and Pinegrove,
immediately west of this creek. Between this point and Lan¬
caster, the country is favorable for construction, there being no
large streams to cross. The line to Pinegrove could be con¬
tinued up the Cocalico for a short distance to the mouth of
Hamner creek, and then along this stream to meet the line of
survey at the South Mountain. An approximate estimate of
the cost of a single track road on this route, with the requisite
sidings, buildings, &c., is herewith submitted, viz :—
Q-rading, Bridging, and Masonry.
From Phoenixville to Muddy creek, 84 miles, . $663,825 47
From Muddy creek to Cocalico, (assumed) 6 miles, 108,000 00
45 miles of track at $8,500, .... 382,500 00
Switches, crossings, &c. .... 4,500 00
Buildings, ....... 66,000 00
Land damages and fencing, .... 55,200 00
Engineering and contingencies, . . . 110,000 00
Total cost to point of junction, . . 1,390,025 47
Single track road complete to Lancaster,
8 miles, . . . . . . . 160,000 00
Total cost, Phcenixville to Lancaster, . $1,550,025 47
13
Grading, bridging, and masonry, from junction
to Cornwall, (assumed) 18 miles, . . $842,000 00
Rail track, buildings, sidings, . . . 173,000 00
Land damages, and fencing, ..." 23,400 00
Engineering and contingencies, . . . 50,000 00
588,400 00
Single track road to Pinegrove, 27 miles, . 851,760 00
Total cost, junction to Pinegrove, . $1,440,160 00
By this route, the distance from Phoenixville to Lancaster is
forty-eight miles ; from Lancaster to Pinegrove, fifty-three
miles ; and from Phoenixville to Pinegrove, eighty-five miles.
The advantages anticipated are as follows, viz : The length of
the main stem common to both roads, is increased, and that of
the branches diminished, causing a saving in construction of
three and a-half miles of road, and a reduction in distance
between Lancaster and Pinegrove, of nine miles and a-half,
unless an entirely new and direct route should be constructed
from Lancaster to Cornwall.
Instead of ascending the Ephrata Mountain, and descending
an equal amount to Cocalico, then ascending Furnace run, and
descending to Hamner creek ; a uniform and moderate ascending
grade, could be preserved from the point of junction to the
South Mountain. In place of three expensive wooden bridges,
two of moderate cost could be substituted, and probably built
of stone, thereby leaving not a single wooden bridge over twenty-
five feet span, between Phoenixville and Lancaster, or Cornwall.
The increase of distance between Phoenixville and Cornwall,
would be two miles and a-half, which would be more than com¬
pensated by the advantages enumerated. I would, therefore,
recommend an examination of the subject, and a survey of the
route, previous to final location.
With regard to the trade which may be expected to pass over
the road, I can speak only in general terms ; the hurried nature
of our operations, both in the field and office, having allowed
me no opportunity for collecting and arranging information
with sufficient accuracy, to prepare a detailed statement of the
different items of business.
From Phœnixville to Springfield, the route passes through
the valley of French creek, which is principally farming land
in a high state of cultivation and productiveness. The nume¬
rous water powers, and mineral wealth, found in this valley,
render it almost unequalled by any similar extent of country
in the State. At the eastern terminus, is situated the exten-
14
sive iron works of Messrs. Reeves, Buck & Co., consisting of
three furnaces, rolling mills, &c., producing annually a large
amount of bar iron of every description, including railroad bars.
A portion of the ore used at these furnaces, is now obtained
from Cornwall by canal, and there is no doubt, but that with
the increased facility of direct railroad transportation, the
quantity would be largely increased. In the immediate vicinity
of the proposed road, are three other furnaces, all of which
would probably use some amount of Cornwall ore, and furnish
a considerable tonnage in the distribution of their proceeds.
In the neighbourhood of Springfield, are extensive beds of
ore, known as Warwick and Jones' mine holes, which furnish a
supply to the adjacent furnaces as well as to the Phoenix
works.
At Jones' mine holes, the American mining company, have
a steam engine of seventy horse power, and about one hundred
men, engaged in extracting copper ore, about five thousand
tons of which are annually sent to Philadelphia for shipment.
I have been furnished by an intelligent resident of this section,
with the following list, which will afford some idea of the amount
of business, done within a space of three miles on each side of
the route, viz : six blast furnaces, five ore banks, one copper
mine, three steam engines employed in raising ore, three rolling
mills, four forges, five cotton and woolen factories, one paper
mill, one oil mill, thirty-three flour mills, eighteen saw mills,
and forty-seven stores.
Leaving Springfield, we enter Conestoga valley, which is well
known as one of the finest agricultural districts in the United
States, and continue through it, to the hills bordering the South
Mountain, a distance of twenty-five miles. The Reading rail¬
road on the north, and the Columbia railroad on the south, are
nearly parallel with this portion of our line, at an average
distance each, of fourteen miles ; assuming therefore, half the
space on each side, we may safely calculate upon the business
of the country for a width of fourteen miles. Within these
limits, the following enumeration has been made, viz : One
furnace, four forges, fifty-one flour mills, forty saw mills, two
paper mills, three woolen factories, fourteen mills for various
purposes, fifty-two stores, sixteen tanneries, and ten distilleries.
In addition to Morgantown, Churchtown, Ephrata, and other
flourishing villages, the line passes near the celebrated Ephrata
Springs, a delightful, and much frequented watering place.
Although but little can be said of the agricultural wealth of
the mountain section between Conestoga and Lebanon valleys,
the deficiency is more than made up, by the splendid freestone
quarries, which must contribute largely to the business of the
road. Arriving at Cornwall, we have almost the support of the
road in the one item of iron ore ; at this place, is an apparently
15
inexhaustible supply of ore of the most superior quality. With
increased facilities of transportation, it is impossible to calculate
the amount of business that may be done. At present, the
improvements consist of one anthracite and one charcoal fur¬
nace, grist mill, store, and dwelling-houses ; besides these two
furnaces, eight or ten others receive a portion, if not all of
their ore from this mine. Four miles north of Cornwall, we
reach Lebanon, a beautiful town, situated in the heart of
Lebanon valley. The proximity of the Union Canal has created
some business in this place, but the rapid and uninterrupted
communication of a railroad is wanting to rouse its energies.
Besides the large anthracite furnace owned by G. Dawson
Coleman, Esq., there are foundries, steam saw mills, and other
manufactories. The local trade of Lebanon valley, as nearly
as can be ascertained from the business of the Union canal,
cannot vary much from 60,000 tons per annum, and would be
greatly increased by the opening of this road. The fertility of
soil, density of population, and advantages for manufacturing
iron, which Lebanon county possesses, cause it to rank as one
of the richest counties in the State in proportion to its size.
Before proceeding further, it may be well to notice the fact,
that from Phœnixville to Lebanon, the country traversed by
the contemplated road, possesses no other means of communi¬
cation than the ordinary roads. It is a truth which needs no
demonstration here, that business always increases with facili¬
ties ; we may therefore, reasonably look for a large improve¬
ment, in the already thriving condition of this section of the
county.
Between Lebanon and Pinegrove there will he some local
trade, but the main item of business to be gained by extending
the road to the latter point, is the transportation of coal. Coal
is now brought to Pinegrove by the Union Canal Railroad, a
distance of four miles, and could be reached some few miles
nearer, by connecting at Fishing creek, with the Dauphin
county coal company's road.
When we look at the vast scope of country, which could he
supplied with coal from this source, it would seem as if the coal
trade alone, ought to yield a profit on the cost of the road.
There is also an important view to take of this subject, which
may not have attracted general attention, namely ; that we are
not endeavouring to construct a road for the purpose of drawing
off business from a rival improvement, as is too much the cus¬
tom of the day. The largest portion of the trade will be created
by the road itself in a new field ; and this is particularly the
case with respect to coal : we do not calculate upon competing
with the great coal avenues in supplying coal at tide water, but
we do look forward to a handsome revenue, from furnishing this
great staple of our State, in a quarter where the use of it may
16
be said to have scarcely commenced, but where the want of it
is beginning to be felt. The quantity of coal delivered at
Lebanon, amounts to over 30,000 tons per annum. From
Lebanon to within a few miles of Phcenixville in one direction,
and to Lancaster city and its vicinity in another, a populous
and rich section of country, could be furnished with coal by
this road, at a cheaper rate than by any other route. By a
survey made some years since, it was ascertained that a rail¬
road could be constructed at a moderate cost, from Springfield,
down the course of the Brandywine, to Downingtown in the
Great Valley of Chester county, a distance of sixteen miles.
Upon the completion of the Cornwall and Phœnixville road,
there is very little doubt, but that the Brandywine road would
be built, and another large field opened for the coal trade, pro¬
bably extending to West Chester and the southern part of
Chester county.
During the year 1851, 194,000 tons of coal were delivered
by the Reading Railroad, between Port Clinton, and the Falls
of Schuylkill, a distance of about seventy miles, for local use.
Upon this basis, we may safely calculate upon 200,000 tons
annually, for distribution south of Lebanon.
In addition to the local business, there is no reason, why
this road should not come in for a share of the great western
trade, which is destined to fiow over the Pennsylvania railroad,
and which will, with additions from other quarters, soon exceed
the capacity of the Columbia railroad. The accumulating trade
from the west, and the Susquehanna region, requires more than
one avenue to Philadelphia, and the interests of that city,
would warrant her in extending some aid to this enterprise.
A very important item of business not yet enumerated, is the
passenger travel. Passing as this road does, through the most
populous portion of the state, and from its easy curvature,
admitting a rapid rate of speed, it must undoubtedly derive a
large amount of revenue from this source. Laying aside the
almost certain interest on the investment, the increased value
of the property along the route, would compensate the citizens
of the country through which it passes, for constructing the
road.
It is useless to extend the limits of this report, by dwelling
further on the subject ; sufficient facts have been developed, to
establish the claims and prospects of the undertaking.
Respectfully submitted,
W. H. WILSON,
Civil Engineer.
Downington, Chestee Co.
September Isi, 1852.
No.
~
2
3
4
5
6
7
8
9
10
11
12
18
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
38
34
35
36
87
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
PHŒNIXVILLE AND CORNWALL R. R.
GRADE TABLE.
Distance
feet.
Rate per mile
Abo. ft. Dec. ft.
1 Above tide
1 feet.
Localitj.
900
Level.
97.
Reading Railroad.
3300
30
113.9
300
Level.
113.9
1400
30
106.
2450
17
113.9
100
Level.
113.9
French Creek.
15355
35y^
216.8
5750
30
249.4
5032
IQ a
40
262.
4800
298.4
500
Level.
298.4
7800
20
268.8
2750
Level.
268.8
French Creek.
9744
40
342.5
4250
12 J
352.6
35290
40
619.8
Welch Mountain.
870
Level.
619.8
6000
<
GO O
CO
609.8
5720
577.3
Conestoga east branch.
500
Level.
577.3
1100
24
572.3
3400
20
585.2
2080
20
577.5
3520
Level.
577.5
Conestoga west branch.
12450
30
506.8
7000
35
460.4
9450
30
406.7
800
Level.
406.7
4750
5-®-
i?evel.
411.4
6600
411.4
9650
9'S-5-
^Oio
Level.
364.8
7015,
364.8
Muddy Creek.
4450 1
26y%
9
387.
3450
392.2
7500
26T%
429.7
Ephrata Mountain.
7913
35
377.3
1280
Level.
377.3
Cocalico Creek.
3700
30
398.3
9050
389.3
4400
26T%
367.3
300 ■
Level.
367.3
2750
21
378.3
5300
Level.
378.3
Middle Creek.
17695
40
512.
Furnace Hill.
750
Level.
512.
8867
30
461.7
1190
Level.
461.7
Hammer Creek.
8655
21
496.3
11840
30
563.6
4500
40
598.6
3280
14
607.3
3.50
Level.
607.3
5140
30
578.1
Cornwall.
No.
1
2
3
4
5
6
7
8
9
10
11
12
18
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
AND PINEGROVE R. R.
GRADE TABLE.
Rate per mile
Asc. ft. Dec. ft.
Above tide
feet.
Locality.
14
Level.
40
Level.
30
17
IÏÏ
Level.
30
21
30
35
26A
20
30
21
30
35
Level.
30
Level.
Level.
10-"L
Level.
30
26 4
21
Level.
26A
•'"i (J
578.1
561.9
544.9
517.6
491.4
474.9
483.4
483.4
497.6
497.6
504.8
529.3
529.3
508.7
490.
507.7
500.
422.
422.
429.4
429.4
407.6
407.6
426.8
426.8
445.3
457.8
473.1
473.1
494.1
•502.1
Cornwall.
Lebanon.
Quitopahilla.
Union Canal.
Swatara.
^ Big Dam.
Pinegrove.
PHŒNIXVILLE AND COENWALL E. E.
Curvature.
Feet.
179535
Straight.
48547
5000 feet radius.
8600
4000 " "
24884
3000 " "
28552
2000 " "
3390
1500 " "
COENWALL AND PINEGEOVE E. E.
Curvature.
Feet.
85880
Straight.
13175
5000 feet radius.
11405
4000 " "
12435
3000 " "
15310
2000 " "
4690
1500 " "
590
1000 " "