MESSAGE
FROM THE
GOVERNOR,
ACCOMPANIED WITH THE
REPORT OP THE CANAL COMMISSIONERS
RELATIVE TO THE
SCHUYLKILL INCLINED PLANE.
Read in the House of Representatives, Jan. 31, 1840.
HARRISBURG:
HOLBROOK, HENLOCK, & BRATTON, PRINTERS.
1840.
MESSAGE.
To the Senate and Home of Representatives of the Commonwealth
of Pennsylvania:
Gentlemen :—I have received from the Canal Commissioners their
Report upon a route for a railway to avoid the Schuylkill Inclined
Plane, upon the Columbia Railway, made in obedience to the direc¬
tions of the fifth section of the "Act to provide for the repairs of the
several lines of canal and railroad, and to continue the improvements of
the State, approved July 19th, 1839," copies of which, together with
the accompanying documents, are herewith transmitted for the con¬
sideration of the General Assembly.
DAVID R. PORTER.
Haebisbueö, January 31 st, 1840.
REPORT
op thb
CANAL COMMISSIONERS,
on the
ROUTE OF A RAILWAY
AVOIDING THE SCHUYLKILL INCLINED PLANE.
Canal Commissioners' Room, }
January 25, 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.
The Canal Commissioners respectfully submit the following Report :
In pursuance of the requisition of the iifth section of the act enti¬
tled "An act to provide for the repair of the several lines of canal
and railroad, and to continue the improvements of the State," appro¬
ved July 19, 1839, in which the Canal Commissioners are authorized
"to negotiate with the Valley Railroad, the West Philadelphia Rail¬
road, and the Chester and -Delaware Railroad companies, for the pur¬
pose of ascertaining upon what terms each of the said roads can be
purchased by the Commonwealth; and if, after the ascertainment of said
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terms, and a careful examination of the reports of the engineers, on the
subject of avoiding the inclined plane at the river Schuylkill, on the
Columbia and Philadelphia Railroad, they shall be of the opinion that
ihe best interests of the Commonwealth, and the public convenience,
would be promoted by the laying out of a new route, or the adoption or
purchase of either of said roads, for the purpose of avoiding the said
inclined 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," the
Board directed their attention to the subject, as soon as the duties
consequent upon visiting the whole line of improvements, during the
•ummer and fall, had been completed; and deeming it most advisable,
in addition to the information contained in the reports op the engi¬
neers, to obtain the advantages to be derived from a personal inspec¬
tion, 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 advan-.
tage to the Commonwealth, being works upon which great expendi¬
tures 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
favor of the many proposed routes for accomplishing this object, each
having its advocates, and each supported by plausible arguments.
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 probable
course which will be, pursued with regard to extensions ©f the public
works, and, as far as possible, to inquire into, and ascertain,the future
requisitions of the improvement we propose to benefit, and fix a stan¬
dard 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 knowrn fact, fully tested by experiment, that the
power of an engine .capable of drawing 300 tons upon a level, is.
reduced fifty per cent., w hen 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 upontbe most favorable circumstances,;
but when changes of temperature are taken into consideration, the
liability of the rail to moisture, and consequent decrease of adhesion of
the driving wheels, the loads would be materially diminished. It became,
therefore, an object of no small importance to ascertain the highest
grade which could safely be adopted ; as, by that limit, the expense of
the route would-be increased or diminished, in a great degree. 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.
7
Upon inquiry, they find the highest grade upon the Harrisburg road
to be 42 feet per mile; the highest grade on the Cumberland 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 31.00 feet.
Upon these considerations, it became necessary to confine the grade
within these limits, in order to be ' enabled to transport full trains,
suited 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 on each 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 gradq is
comparatively short, yet much difficulty has been found in overcom¬
ing that ascent with the full loads, easily transported on the other
parts of the road ; the momentum acqùired on the lower grades mate,
terially assisting in reaching its summit, which, it may be found, in
after years, most expedient, and in accordance with sound economy,
to reduce, even at aii apparently extravagant expenditure, to corres¬
pond with the adjoining grades. When it is recollected that heavy
gradients are a permanent evil, which are continually operating upon
every ton of merchandize transported, the conclusion to which all will
arrive, 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.
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
being much more favorable than many upon the old line. A brief
description of the. routes,, to which their attention has been directed1,
may not be inappropriate:
THE VALLEY 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 Conchehocken. Its length is 20 miles and 4 chains, and estimated
cost, (per Mr, Harris' repoi't) $1,021,919 47. If continued to Phi¬
ladelphia, via a road adjacent to the Reading road, $1,492,196 50.
To Philadelphia, via a road contiguous to the Norristowii 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 same report
it will be seen that .the distance,..via. the .State road, is 32 miles and.
28 chains.
8
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 favorable character, in no instance
exceeding 30 feet per mile, except at its junction and intersection with
the Reading road, where, by a change in the original mode of con¬
nexion, 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, pos¬
sessing advantages, both in grade and curvature, superior to either of
the others proposed. These arguments in its favor are counter¬
balanced by the connexion with companies, the increased expense,
the destruction of the West-Chester railway, and the detriment to
property, both of the Commonwealth and individuals, located east of the
point of deflection.
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 81,021,919 47. By reference to the ac¬
companying documents it will be seen that this connection is not de¬
sired by the company, and would certainly subject both the Common¬
wealth and themselves 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. The 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 own improvement 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,
would subject those whose business is connected with the present east¬
ern termination to serious damage and loss.
The construction of the Westchester railway should not be lost
sight of. This work has been completed by the enterprize of individu¬
als, 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 Commonwealth, and had its weight in the deci¬
sion 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,, lor
the supply and convenience of the motive power; all of which, with
the addition of 28 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 na¬
tional 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—direct-
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ness 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 extended 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 66 chains west of the 8th mile post, and terminates at
the west end of the Market street Bridge. Its length is 1 miles and
40 chains—thence to Broad and Market streets is 74 chains: making
8 miles and 34 chains from the State road to Broad street; the dis¬
tance by the Columbia and Philadelphia Road, between the same points,
is 9 miles and 16 chains.
The grading is completed, (per Mr. Harris' Report,) on five-sixths
of the length of the road ; the grades of which vary from 44 feet to
>57.12 feet per mile. Cost per estimate to complete $534,902 30.—
The expenditure of the company per report $190,000 00. Statement
B. will exhibit the terms upon which the company proposes to trans¬
fer 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
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 improvement, hut also that of every connexion or future ex¬
tension.
With these views, the Board respectfully report in favor of an inter¬
mediate, or new route, by which the object of avoiding the Schuylkill
Inclined Plane may be accomplished, in no instance adopting a grade
of more than 40 feet per mile.
The ronte proposed would leave a point in the Columbia and Phila¬
delphia railway near White Hall; thence, pursuing the Indian Creek
route of Mr. Harris, the distance of about four miles, deflect to the left,
passing near Hestonvillc, when it will either intersect, or be made con¬
tiguous to the West Philadelphia road, for one mile; thence in a direct
line toFairmount, crossing the Schuylkill at the "Burnt Bridge," and
intersect with the Columbia road near the Collector's office formerly
used. This route would slightly differ from that referred to by Mr.
Harris, in his report, as the White Hall, Hestonville and Fairmount
10
route, the estimate of which is 8684,440 13*. To which should be
added 816,600, for the reduction of grade upon that location, which
will increase 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 Hestonyille, uniting
it at that point either with the West Philadelphia road, or Indian Creek
route ; from which it appears that if the last mentioned route be adopt¬
ed, the length of the new road would be 9 miles and 62 chains, and
be 55 chains shorter than the present road. Its advantages are—the
most direct route with the established grade—rthe most economical,
possessing the saipe advantages; the preservation of all Branch roads
and improvements ; and its intersection 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 A*ct of As¬
sembly, not having been constructed, and intersecting as is proposed
with the Philadelphia and Wilmington road, a negotiation with, that
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 the purpose of
relaying the north track upon the present location.
By order of the Board,
JAMES CLARKE, President
Statement. A.
Habbisrcrg,, }
January 21 ¿ 1840. $
To JjiMEs Cjlakkb* Esq.,..
President of tlie.Boqrd of Canal Coram ission er s :
Sis:—In.compliance with an application made by your Board, in
conformity with a resolution passed by the Legislature, at their last
session, directing the Board of Canal Commissioners to negocíate with
the Norriâtown and Valley Railroad-Company, &c., the following pro¬
positions are respectfully submitted, viz:—
The Managers of the Norristown and Valley Railroad Company*
propose to transfer to th,e Commonwealth, all their right, title and in¬
terest,.in the said road, upon the following terms : For the part already
graded and partially finished, the sum of 8483,836, payable in certi¬
ficates of State stock, bearing an interest at 4 per cent, per annum*,
and redeemable on or-before the first day of January, 1870.
11
The materials on hand, such as edge rails, and fixtures, &c., 3,109
tons, nine-hundredths 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. HAM1LL,
President.
Harrisburg, i
January 21, 1840. $
Jambs Clarke, Esq.
President of the Board of Canal .Commissioners ;
Sir ;—Should your Board recommend to the Legislature, the propriety
of purchasing the Norristown and Valley railroad, and you are autho¬
rized to contract for the same; I propose to superintend the comple¬
tion of the unfinished work, upon the following conditions, under the
direction of an engineer appointed by the Commonwealth:
All' the unfinished work now under contract, will be computed at
the contract prices, now existing with the company, which contracts
have been estimated by the Engineer of the company, to amount in
aggregate to the sum of $123,870. The crQss-ties, mudsills, broken
stone, hauling, iron, laying rails, &c., has been estimated at $147,076 :
making the amount yet necessary to complete the road with double
track, $270,946, for which sumcertificates of State stock will be
taken, payable monthly, as the estimates become due, and redeemable
with interest at 5 per cent, per annum, on or before the 1st day of
January, 1670,
(Signed) WM: HAMILL.
Philadelphia, )
December 26, 1839. (
Thomas L. Wilson, Esa.,
Secretary of the Canal Commissioners:
Sir:—Mr. Chauncey, President of the Philadelphia and Reading
Railroad 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 railroad, authorized to be constructed by the Act ef the
20th of March, 1838; and that P would also state the views of the
Board of Managers of the Philadelphia and Reading1- Railroad.Com¬
pany, on. the subject mentioned in your letter, -,
12
The accounts for the construction of the Branch railroad, 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 portion
of the Philadelphia and Reading railroad, between the intersection of
the Valley railroad 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 advi¬
sable for the Commonwealth, to adopt, as a part of the Philadelphia
and Columbia railroad, a few miles of the Philadelphia and Reading
railroad, 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 railroad, 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 the yiew of deciding on what terms
they would part with this portion of their railroad, should its purchase
on the part of the Commonwealth, on farther reflection, still seem
desirable 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,
lor the purpose of avoiding the inclined plane, which would not em¬
brace the portion of the Philadelphia and Columbia Railroad, between
the inclined plane and Philadelphia, the Philadelphia and Reading
Company would be willing, on fair terms, to become the purchaser of
this portion of the Columbia and Philadelphia railroad.
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,
MONCURE ROBINSON,
Eng'r Phil'a and Reading Railroad Company.
Statement (B.)
Resolved, That in answer to the inquiry dated December 4, 1839,
made by the Canal Commissioners, in accordance to an act of As¬
sembly, passed the 19th day of July, 1839—
The Board of Managers of the West-Philadelphia Railroad company,
will dispose of their road to the State, for the sum of one hundred and
13
ninety thousand dollars, being the cost thereof. Or for such sum as
«hall 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 Railroad 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 bind¬
ing on the contracting parties.
And the West Philadelphia railroad company, will consent to re¬
ceive in payment, the stock of the Commonwealth, bearing interest at
the rate of 5 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 11th
day of December, 1839.)
JOSEPH TRASEL, Secretary.