REMAKES
OF ,
JOHN M. READ,
ONE OF THE DEPUTATION FROM THE GENERAL TOWN MEETING OF THE
CITIZENS OF THE CITY OF PHILADELPHIA,
HELD JANUARY 16, 1830,
' 4
BELATIVB TO
THE TERMINATION
OF THB
Í
COLUMBIA AND PHILADELPHIA RAIL ROAD;
BEFORE
THE COMMITTEE
ON
INLAND NAVIGATION AND INTERNAL IMPROVEMENT
OF
THE HOUSE OÇ' REPRESENTATIVES,
AT HARRISBURG,
On Wednesday the \lth February, 1830.
PHILADELPHIA.-
PRINTED BY LYDIA R. BAILEY,
No. 10, North Alley.
1830.
RAIL ROAD.—HARRISBURG.
The deputation from the meeting of the 1st February, 1830,
held in favour of crossing on the piers of the Market street Bridge,
by an equitable arrangement with the proprietors, consisting
of Messrs. Harper, Randall, and Swift, were heard before the
Committee on Roads and Inland Navigation of the Senate on
Tuesday, the 9th February, and before the Committee on.the
same subject, of the House of Representatives, on Wednesday
the 10th. The deputation from the General Town Meeting of
the 16th January, 1830, consisting of Messrs. Boyd, G. W.
Smith, and J. M. Read, were heard before the Committee of the
House, on Wednesday and Friday, the 17th and 19th February.
Mr. Read spoke on Wednesday, and was followed by Mr. Smith
on Friday, who were replied to by Col. Swift, who was answer¬
ed briefly by Mr. Read.
'S~2>o
REMARKS
MR. READ said, That the subject was dry and uninteresting' in its details to
an individual, who was not an engineer, but as it was one of deep interest to
the City of Philadelphia, and to the State at large, he felt confident that the
views and sentiments of those whom he represented, would be heard with at¬
tention and indulgence by the Committee.
Before proceeding to discuss the relative merits of the different plans pro¬
posed for the termination of the Columbia and Philadelphia Rail Road, Mr. R.
said he would call the attention of the Committee to a brief history of the pro¬
ceedings relating to it, down to the present period.
On the 25th February, 1826, was passed an act, entitled "An act to provide
for the commencement of a Canal, to be constructed at the expense of the State,
and to be styled the Pennsylvania Canal." By the 7th section of this act, it is
enacted, " That the location and dimensions of the said canals and locks shall
be determined by a majority of the Board" (of Canal Commissioners) "with the
approbation of a skilful engineer, and with the consent of the Governor."
On the 24 th March, 1828, was passed an act, entitled "An act relative to the
Pennsylvania Canal, and to provide for the commencement of a Rail Road, to be
constructed at the expense of the State, and to be styled the Pennsylvania Rail
Road." By the 5th section, this Kail Road, from Columbia to Philadelphia, was
authorized to be constructed; and by the 17th section, it is enacted, " That all
the provisions of the acts relative to the Pennsylvania Canal, as are not incon¬
sistent with this act, shall be in force so far as they are applicable to the sub¬
ject matter of this act."
It is therefore necessary, before any Canal or Rail Road can be located, that
the three requisites of the law should be complied with. 1. That a majority of
the Board of Canal Commissioners should so determine. 2. That a skilful engi¬
neer, in the service of the State, should give his approbation. And, 3. That the
Governor should consent to it. A system admirably calculated to secure a de¬
liberate, wise, and dispassionate decision of such important questions, and which
it has been the uniform policy of the Legislature to uphold and sustain.
Under the provisions of these acts, Major John Wilson, an engineer of esta¬
blished reputation, was employed by the Board of Canal Commissioners, to sur¬
vey and locate the Pennsylvania Rail Road, which he successfully completed,
and reported the result near the close of 1828. The line located by him had
the great advantage of requiring stationary steam power at two points only, one
on the Susquehanna, and the other on the Schuylkill, at Judge Peters's, near
the place of crossing that river. Such a result could scarcely have been antici¬
pated by those acquainted with the broken and hilly nature of the ground be¬
tween the two rivers, and is the most undeniable proof of the skill and industry
of the engineer. This line passed through Judge Peters's farm; " thence de¬
scending by an inclined plane of about 180 feet, crossed, at a favourable place,
the Schuylkill river, and entered the bed of the old Union Canal." Following
the bed of that Canal, it curved southwardly and entered Broad street, and pro¬
ceeding down the centre of that street, crossed Vine street, and terminated
within the limits of Philadelphia.
No survey having then been made, ascertaining the practicability of taking a
branch from this line down the eastern bank of the Schuylkill to tide water, Ma¬
jor Wilson recommended a branch on the west side, down to tide water, oppo-
4
site the City, to accommodate that trade. Every attempt was made by Major
Wilson to find a more favourable route to the Schuylkill? and his failure is no¬
ticed by him in the following emphatic language.
"Various examinations and experimental lines were traced southerly between
the position at Benjamin Maul's and the seven mile stone, on the old Lancaster
road. These were undertaken with a view to find a more favourable route, by
which we could approach the Schuylkill, than the one now located ; but in
every instance that an attempt was made to leave the ridge dividing the waters
of the Schuylkill and Delaware rivers, the country became either exceedingly
broken ami intersected by ravines, or, its surface depressed too rapidly for our
graduations. From some of the positions, and with the aid of two inclined plane»
and stationary steam engines, the level portion of country lying south of the
present location, might be passed over, and a different direction given to the
course of the Railways but it was considered more advantageous, even with a
reasonable increase of distance, to limit the application of steam power to the
two points upon the line already noticed in this report."
On the 9th December, 1828, the Board of Canal Commissioners, with the ap¬
probation of their engineer, located the Pennsylvania Railway, "to the station
marked for an inclined plane near the residence of the lale Judge Peters, on the
Schuylkill river; thence by bridge across the Schuylkill and by the line of the
old Union Canal to the corner of Broad and Callowhill streets in the District of
Spring Garden, and thence along the middle of Broad street until it crosses the
line of the City of Philadelphia." This location received the written consent of
the Governor, and therefore possessed all the requisites of the law.
On the 11th December, 1828, the Canal Commissioners reported to the Le¬
gislature; and on the 7th page of their report—Senate Journal, vol. 2, 1828-9,
they say,—
•« Early last spring, Major Wilson, as engineer of the Pennsylvania Railway,
was directed to commence at Columbia, and to make an accurate location of the
whole line from thence to Philadelphia. He was instructed to examine every
route which had been proposed to the Board, or which might be deemed ad¬
vantageous by the inhabitants of the country through which the improvement
{>asses. In such a survey much time was necessarily consumed, and consequent-
y no part of the line Iras yet been constructed; at the present session of the
Board, a full and gratifying report has been received from Major Wilson, show¬
ing that a Railway graduated within the limits of locomotive machinery is per¬
fectly practicable from the bank of the Susquehanna to that of the Schuylkill,
and containing minute estimates and descriptions of the work. At each end of
the Road, an inclined plane and stationary engine will be required to reach the
river level. From the inclined plane on the Schuylkill, which it is contemplated
to fix near the residence of the late Judge Peters, the Railway will cros3 that
river by a bridge, and pursuing the line of the old Union Canal, will reach the
City of Philadelphia at the intersection of Vine and Broad streets. The Board
have reason to believe that the selection of this line has been skilful and judi¬
cious, and that the mode of entering the City of Philadelphia is preferable to
any other proposed. They have, therefore, confirmed the whole location, and in
compliance with law have directed the road formation of 40 miles to be placed
under contract.
"It is believed that a line of Railway leading to a large City, cannot exert
its full capability without the construction of branch lines near its point of ter¬
mination; by means of which the trade may be conveniently diffused. It would
be difficult for the Board to fix the localities of such branch lines, as they must
occupy in some degree the streets of the City, and otherwise interfere with its
internal regulations. They have regarded it, however, a great advantage attend¬
ing the present location, that by keeping the level of the summit between the
Schuylkill and the Delaware, it admits of an easy extension to ike latter river
through the City or adjoining Districts; and it is recommended that every facility
for such extensions be afforded, either to the corporations of the City and districts,
or to associations of individuals formed for the purpose
In pursuance of additional instructions from the Board, two other engineers,
5
Messrs. Moncurc Robinson and William R. Hopkins, were added to Major Wil¬
son, who examined the original location to Broad street, compared with a line
down the west bank of the Schuylkill, the Fair Mount line, and a line on the
west bank, entering the City "by a bridge at any point below Harding's," that is,
below the Upper Ferry bridge.
These engineers unanimously approved the original location to Broad street,
and ascertained the practicability of taking a branch from it down the east side
of Schuylkill to tide water. At the conclusion of their report they say,—
"We conclude, by stating what we presume has been already inferred, that
the line adopted by the Board of Canal Commissioners, crossing opposite Judge
Peters's, and following the bed of the old Union Canal, with the change in its
graduation proposed ; presents, in our opinion, the most eligible and least ex¬
pensive route to the City; and at and near its point of termination, offers as
many facilities for an extensive distribution of, and consequently a full and free
competition for the trade of the Columbia Rail Road by branch Rail Roads, as
any one locality can combine."
In speaking"of the plan of entering the City by a bridge at any point below
Harding's, they use the following strong language, selecting Race street by wuy
of example, as being the most favourable place for crossing.
"A line crossing opposite Race street, on the lowest bridge which would be
admissible, and descending at the greatest rate of graduation, must nevertheless
be carried as far as Schuylkill Second street, before it would attain the surface
of the street, as regulated by the Citv Councils. As it must rise from this street
to the dividing ground between the Delaware and Schuylkill, about 12 feet, it
will be readily observed, that it will present a very ineligible profile for a line
leading to the Delaware, in comparison with either of the lines above con¬
sidered."
"The plan of crossing between the two bridges, has, in our opinion, nothing
to recommend it but the facility of connecting with shipping west of the Schuyl¬
kill. It increases materially the distance to the Northern Liberties, and some¬
what increases that to the City front on the Delaware. It will be mare expensive
than any plan which has been proposed, and presents greater inconveniences than
' any other, from an interference with the streets."
In speaking of a branch line down the east side of the Schuylkill, they say:—
" A Rail Road to the shipping of the Schuylkill on the east side of the river,
to be executed either by the State or a company, cannot, in our opinion, be dis¬
pensed with."
These gentlemen, therefore, reported against the Fair Mount line, any line on
the west bank, and particularly against any attempt to cross the river by a bridge
between the present bridges, and substantially against any line crossing ike river
below the farm of Judge Peters.
This report was made in February last, and at the close of the Session, the
following resolution was passed by both Houses:—
" Resolution relative to the Eastern Termination of the Columbia and Philadel
phia Rail Road:
"Be it Resolved, by the Senate and House of Representatives of the Com¬
monwealth of Pennsylvania, in General Assembly met, That the Canal Commis¬
sioners be, and they are hereby authorized, to make or cause to be made a re¬
examination and survey of the line of the Pennsylvania Rail Road, commencing
at the foot of the contemplated inclined plane near the farm of the late Judge
Peters, and terminating at Broad and Vine streets, at the City of Philadelphia;
and also to cause examinations to be made from the said inclined plane to such
other point on the line of the City; and also to such point on the tide waters of
the Schuylkill,at the head of the sloop navigation, as they may deem expedient,
and also to make an estimate of the cost of construction, and to ascertain the
amount of damages to private property, as far as practicable, on the respective
routes, and such other routes as they may deem expedient to survey, and make
report to the next Legislature, and also whether, in their opinion, it will be the
interest of the State to make more than one line of Rail Road from said Peters'#
6
farm, and if so, which; and in the mean time not to contract for the construc¬
tion of any Rail Road, east of the contemplated inclined plane beyond Judge
Peters's farm."
In pursuance of this resolution, Major Douglass, the professor of engineering
at West Point, and of distinguished reputation as a civil engineer, and who
stood high in the confidence of the present and former Board of Canal Commis¬
sioners, was directed by instructions of the 11th amf2lst August, 1829, to sur¬
vey and examine all the different routes.
To use his own language,—
"The object of these instructions, expressed in the most general terms, was
to ascertain among the various plans which bad been suggested, the mode of ap¬
proach lo, and connexion with the business localities of the City, which should
combine in the highest degree the objects of convenience to the Rail Road trade,
advantages to the City itself, and economy to the State : And it was made the
duty of the engineer, to investigate the properties of Major Wilson's location in
these respects, and so to compare it with the most advantageous line that would
be obtained down the right bank of the Schuylkill.
"In the early stage of the survey, it was understood that this comparison was
to commence at the foot of the inclined plane at Peters's farm, but the further
instructions, communicated on the 21st, laid open the question as far back as the
7 mile stone, (Bouman's farm) on the old Lancaster road, at which point, there¬
fore, in the order of litis report, our examination commences."
The two lines west of Peters's farm, which by any possibility could be used,
may be designated as the File factory and George's gate routes.
The opinion of Major Douglass is couched in the following expressive lan¬
guage.
"The two lines come together in these woods near the turnpike gate, and
thence proceed along the left of the turnpike to the position for the second de¬
scent on the grounds of J. H. Powell, Esq. nearly opposite Race street, whence
a bridge would complete either line to the City.
"Both these lines have been carefully surveyed and estimated, and compared
with a line by Major Wilson's plane, and the right bank of the Schuylkill to the
same point of termination, and the following are the results. The first, viz. the
line by the File factory, is a mile and ten chains longer than the continuous line
by Belmont—and has about a mile and a half of very unfavourable ground, in¬
cluding the inclined plane. In the cost of construction it exceeds the Belmont
line by 26,829 dollars, viz. 10,760 dollars under the head of grading, &c. 9,089
dollars, at the lowest estimate, for one mile and ten chains of rail and horse
paths, and 7000 dollars for the additional engine.
" The second route, viz. that from George's gate, is also longer than the Bel¬
mont line by 38 chains, and would exceed it in the estimate of construction 3490
dollars. The cost of grading, it is true, would be 7345 dollars less, but the ad¬
ditional length of rail and horse paths, and another steam engine, amount to
10,835 dollars more, and leave, therefore, the balance just mentioned, in favour
of the Belmontlocation.
" But the comparative feasibility of these routes is not fully comprehended in
these views alone. The fuel, wear and tear, and attendance of the additional en¬
gine, would cost, at a moderate estimate, 8,550 dollars per annum, which must
be defrayed by this amount of additional tolls levied on those who use the road,
unless it be paid out of the improvement fund of the State, in which case it
would be equivalent to an investment of 142,500 dollars, at 6 per cent. It can
hardly be necessary to add to this consideration, that the additional plane will,
also, be an additional occasion of delay and embarrassment to the cars. Wc find,
in fact, no motive on the score either of distance, convenience, or economy, for
the choice of either of these lines ; but, on the contrary, it results frum every
view of the subject, that even if we should choose the foot of Race street, upon
other grounds, as the crossing place, the shortest, most convenient, and cheap¬
est line of approach to it would be by the Belmont plane and the margin of the
river? and the same may be said of any other crossing place further down."
This, particularly in connexion with Major Wilson's opinion, before quoted,
7
shows conclusively, that any line continuing' the Rail Road, whether on the east
or west bank of the Schuylkill, must be taken from the inclined plane at Filers'9.
The next line which Major Douglass examined, is that called the Fair Mount
route, one that is universally condemned, not only by the engineers, but by the
decided expression of public sentiment.
In comparing it with any position for crossing by a bridge below the Upper
Fcny bridge, be uses this decided language;—
"The reasons which have induced me to make choice of this position for
crossing, to any one further down, may be stated as follows: In the first place,
regarding the width of the river at the different positions, it was found to be 1249
feet, including the splatterdocks on the west side, at the foot of Vine street,
1115 feet opposite Race street, and 1-304 feet in the line of Arch street; while,
at the point proposed, it is only 711 feet inclusive; and it will be seen in the
course of the estimates, that the expense of construction will be nearly in the
same ratio. We might, indeed, make the length of the bridge at either of the
sites, considerably less than the quoted width, by embanking some distance in
the flats; but we should gain nothing by it, as we are obliged to sustain the road
at its level, and it is ascertained that the heavy embankments required for this
purpose, with the necessary wing walls, would be at least as expensive as the
extension of the bridge. 2. In point of depth, the difference is rather in favour
of the lower sites, but the bottom is much more safe for the foundations at the
position chosen, and it must be considered, therefore, as preferable, in this re¬
spect abo. 3. The relative position and direction of the bridge at Fair Mount is
much more favourable to a practical communication with all parts of the City,
than either of the others. On this point it may be proper here to observe, that
the ultimate completion of the Rail Road, almost necessarily supposes a point of
termination on the Deb ware, and another on the navigable waters of the Schuyl¬
kill:—these constituting the Port of Philadelphia, will, in fact, be the primary
points of termination; but it may abo be remarked, that in reaching these, we
may, by a judicious location of the line across the City, place the advantages of
the Rail Road almost equally within the reach of every other part."
He then expressly states the advantage of aline approaching the City from the
north.
"A northern location for this purpose is preferable, because the ground on
that side better commands the different points to which it would be desirable to
run branches. It also makes the average distance less to all points, without ma¬
terially increasing it to any. It interferes less with the ordinary tract of the streets,
and would have more space adjacent to it, for the formation of establishments
suited to the nature and objects of the Rail Road business."
Amd concludes his remarks with these words:—
" With these views, it will not be difficult to perceive the superiority of the
crossing at Fair Mount, in the respect mentioned, over those below. That of
Race Street, for instance, would have its communication with the Delaware
through the heart of the City, exposed to the constant flo w of carriages and foot
passengers through all the cross streets. Nor would its situation with respect to
the Schuylkill be any more favourable, as it would have no sufficient space
cither for turning or grading down a branch suited to the objects ofthat connex¬
ion. These circumstances, in addition to those already mentioned, leave no room
to hesitate in choosing the position at Fair Mount to any below it."
Major Douglass then states the nature of the line crossing at Peters's island,
and continued to the intersection of Vine and Broad streets, with a branch diverg¬
ing near the Five Nations Hotel, and carried through St. David's street, and
through the eastern abutment of the Permanent Bridge, into Beech street,
which is at the foot of the present pavement in Chestnut street. This line avoid«
interference with the streets and improved property, and is the line best calcu¬
lated to accommodate the whole eastern front of the Schuylkill.
• The preference of Major Douglass of this route over the Fair Mount route and
all others, U thus expressed :—
" Comparing these two lines, with regard to the expensewe find, from the es¬
timates given, a balance of $33,018 30 in favour of that which crosses at Peters's
3
Island. With regard to distance, the same line has the advantage of 14.40
chains, in reaching Broad street, and of 20.40 in reaching the Permanent Bridge.
In point of rise and fall, it has also the advantage by 34 feet on the line to Broad
street Lastly, in point of convenience, for connexion with the various localities
of the City, it is thought also to have the advantage, as conforming more nearly
with the views already suggested on this point, and particularly being more
apart from the ordinary travel of the streets."
On the 18th Dec'r. 1829, a majority of the Board of Canal Commissioners re-
ported to the Legislature in favour of the Fair Mount route, carrying a line only
along the Schuylkill, contrary to the opinion of all the engineers.
Mr. Read said, that the original location had been approved by the Councils
of the City of Philadelphia, by the Districts of the Northern Liberties» Spring
Garden, and Southwark.
Major Wilson, in the latter part of 1828, having approached the City with his
line of location, requested an interview with the authorities of the City and ad¬
joining Districts, relative to the point of termination which would be most accept¬
able to all parties. In consequence of this application, a resolution was offered
on the 3d November, 1828, in //«? Common Council, which was unanimously
agreed to by both Councils, authorizing and requesting the Watering Committee
" to confer with the Pennsylvania Canal Commissioners, or their agents, having
in charge the Pennsylvania Railway, relative to the entrance of the said Railway
into the City of Philadelphia, and report to Councils."
On the 7th January, 1829, the Watering Committee made their report, stating
that they had had a conference with Major Wilson, in which he detailed his
views, and also stating that he had concluded to stop the line at the intersection
of 'Nine and Broad streets.
On the 22d of the same month, the following resolutions, accompanied by a
short preamble, were unanimously adopted by Councils.
Resolved, by the Select and Common Councils, that the Termination of the
Columbia and Philadelphia Railway at the intersection of Broad and Vine streets
in the City of Philadelphia, as recommended by the Board of Canal Commis¬
sioners of the State of Pennsylvania, meets with the decided approbation of
Councils.
Resolved, That a certified copy of the foregoing preamble and resolution, and
of the Report of the Watering Committee on the same subject, made the 7lti
January 1829, be transmitted to the Representatives of the City of Philadelphia
in both branches of the Legislature.
After the joint report of Messrs. Wilson, Robinson, and Hopkins, approving
the original location by Peters's Island, with a slight change in its graduation, and
a branch Ijne down the eastern bank of the Schuylkill, James Page Esq. then
an active and influential member of the Common Council, offered the following
preamble and resolutions, which were unanimously adopted.
•♦Whereas, it is of essential importance that the'viewsof the citizens of Phila¬
delphia, in relation to the confirmation by the Legislature of the route for the
Rail Road as originally reported by the Engineers on the part of the Common¬
wealth, and subsequently altered and improved, should be made known to their
Representatives in that body, Therefore, be it resolved, by the Select and Com¬
mon Councils, That the members from the City, in either House, be requested to
use their exertions to procure, at the hands of the Legislature, such confirmation ;
as it is believed that the route proposed meets with the approbation of nine
tenths of their constituents, is calculated more than any other that could he selected
to save expense to the Commonwealth, and to add to the advantages of the City and
Districts, and will give to each, a fair proportion of the immense trade of which it
is to be the outlet.
"And be it further Resolved, That any change or alteration in the route laid
doivn by careful, diligent, and skilful men, selected on i he part of the Stale for thai
purpose, and whose report in relation thereto is entitled to the fullest confidence, be-
in g the result of publie duty, and not of individual procurement, would, in the
opinion of Councils, be of serious detriment to the interests of the City and sur¬
rounding Districts, and greatly interfere with the noble object which the Com-
9
mon wealth has in view, that of a just distribution, (whenever it can be effected) of
the advantages likely to arise from the great scheme of Internal Improvement, so
happily conceived, and so ably executing.
"And be it further Resolved, That a copy of these Resolutions be forwarded to
each of the City members, signed by the Presidents of Councils."
During the period of these transactions, John M. Scott, Esquire, was President
of the Select Council, and James M. Linnard, Esquire, was President of the
Common Council, and copies of all the foregoing resolutions were forwarded to
our Representatives at Harrisburg, attested by their official signatures.
When the report of the Canal Commissioners, in favour of the Fair Mount
route, became known in the City, a preamble and resolution, which, after staling
the acts of the preceding Councils, and the report of the Canal Commissioners,
contrary to the opinion of all the Engineers of the State, went on to say :—
"And whereas it appears that the location so recommended by the Board of
Canal Commissioners will be highly detrimental to the interests of the City at
large, and may prove greatly injurious, if not destructive to our Dam and works
at Fair Mount, and it is right and proper that so important a subject should be duly
weighed and considered, and the opinion of Councils deliberately expressed after full
information, Therefore,
Be it resolved by the Select and Common Councils, That the Watering Commit¬
tee be, and they are hereby directed, to make a full inquiry into the probable
effects of the route for the Philadelphia and Columbia Rail Road proposed by
the Canal Commissioners, on the general interests of the City, and particularly
on our establishment at Fair Mount, and to report the result thereofj with such
measures as they may deem expedient to be adopted, at the next meeting of
Councils 5" were unanimously adopted on the 24th December last.
On the 31st of the same month, the Watering Committee made a full report
on the matters referred to them. This report has been published, and is in the
hands of the Committee. They concluded it with the following resolutions,
which were unanimously adopted by the Select and Common Councils.—
" Resolved, by the Select and Common Councils, That in their opinion, the loca¬
tion of the Philadelphia and Columbia Rail Road, recommended by the present
Board of Canal Commissioners, would be greatly injurious to the interests of the
City and the State, and destructive to the vSluable "property owned by the City
at Fair Mount, and the Water Works thereon erected.
" Resolved, by the authority aforesaid, That Councils do most cordially approve
of the proposed route for the Railway crossing at Peters's Island, and terminating
at the intersection of Vine and Broad streets, with a branch Railway to accom¬
modate the eastern front of the Schuylkill, as best calculated to promote the in¬
terests of the City and adjoining Districts, and of the Commonwealth.
"Resolved, by the authority aforesaid, That the Presidents of Councils be, and
they are hereby requested, to cause to be prepared memorials to the Senate and
House of Representatives, expressive of the sentiments of Councils on this im¬
portant subject.
"Resolved, by the authority aforesaid, That the Watering Committee be, and
they are hereby authorized, to take such measures as they may deem expedient
to carry into effect the views of Councils."
In pursuance of the third resolution, the Presidents of Councils memorialized
the Senate and House of Representatives.
The people of Philadelphia seconded the movements of their constituted au¬
thorities, and a General Town Meeting was called on Saturday the 16th January
last, of the citizens of Philadelphia, "in order to express their sentiments relative
to the Termination of the Columbia and, Philadelphia Rail Road." The meeting
was accordingly held, and a more numerous or respectable one never was collected
in the City of Philadelphia. A free discussion took place, and Mr. Harper and
Mr. Randall (two of the deputation who have been heard before this Commit¬
tee,) and Dr. Hare, addressed the meeting against the Peters's Island route.
Mr. Harper expressed himself decidedly in favour of the Fair Mount route, and
thought it would not injure the Water Works in the slightest degree. Tire meeting
unanimously, Mr. Read remarked he might say, (for there were only five nays to
B
10
the first resolution, and none against the residue) adopted resolutions approv¬
ing the original location by Peters's Island, with a branch down the east side of
the Schuylkill, condemning the Fair Mount route, and the erection of bridge piers
in the stream below the dam, and remonstrating against any branch being carried
on the west side of the Schuylkill at the expense of the State.
On the 28th January, the following notice, signed by a number of respecta¬
ble citizens, appeared in the public papers.
"Towx Meeting.—The citizens of the City of Philadelphia, who would
prefer that the Pennsylvania Rail Road should cross upon the piers of the
Bridge, at Market street, (by an equitable arrangement with the proprietors,)
and thus preserve to the City its accustomed traffic, and place the Northern and
Southern Districts upon an equal footing ; instead of making the Northern Liber¬
ties, by means of the Peters's Island route, the great avenue and depot of our
Western trade, are requested to meet at the Court House, at the corner of Sixth
and Chestnut streets, on Monday, the 1st of February next, at three o'clock in
the afternoon."
A meeting in pursuance of this notice was held, and resolutions were passed
in favour of a route crossing " at, or near" the site of the present Permanent
Bridge.
Mr. Read said, that he and his colleagues appeared as a deputation from the
General Town Meeting of the 16th alt. to represent and enforce the views stated
in their resolutions and memorials.
The first question for consideration is the original location, by the bed of the
old Union Canal to Vine and Broad streets, with a branch down the east side
of the SchuylkilL
The whole expense, as estimated by Major Douglass, is - $ 149,063 82
The Schuylkill branch is estimated at .... - 24,875 68
Leaving, - - $124,188 14
the cost of the main line to Vine and Broad streets.
The Fair Mount line, including a branch to Broad street, is esti¬
mated by the same engineer, at-- - $ 182,082 12
The branch leading to Vine and Broad streets, is estimated at - 16,246 71
Leaving, - -- -- -- -- - $165,835 41
As the cost of the single line crossing at Fair Mount, and carried
down the east side of Schuylkill, to a point below the Perma¬
nent Bridge, being - - $16,77159
More than the main line by Peters's Island to Vine and Broad streets, with the
branch down the east side of SchuylMU, and for which sum certainly, if not for
much less, the line might be continued through the centre of Broad street to the
south side of Cedar, a distance of ten feet less than a mile.
And thus will be constructed a most admirable line of Railway, leading through
the heart of the City to South street, with a branch down the east front of the Schuyl¬
kill, at no greater expense, than must have been expended on the single incon¬
venient and disadvantageous line, recommended by the present Board of Canal
Commissioners.
In addition to its cheapness, a great advantage attending this line, is that it
crosses the Schuylkill the moment it reaches that river, and continues in a di¬
rect line along the bed of the old Union Canal, on which that Canal Company
expended, many years ago, very large sums of money, it would seem, almost
with a view to its present purpose, and which expenditure the Company, by
their resolutions of 31st December, 1829, and 18th January, 1830, have very libe¬
rally and properly relinquished to the State, for the purposes of this great internal
improvement. {See Note 1.) It passes through unimproved properly to Broad
street, the widest street in the whole City plat, being 113 feet wide, and situated
on the dividing line between the Delaware and Schuylkill, through which it
will be taken to South street ; and from which branch lines can be taken to the
Northern Liberties and Kensington, and also to Moyamensing and Southwark.
By throwing out 25 feet in the centre of Broad street, there will be more than
11
the necessary space for the Railway, and it leaves a 26 feet cartway on each
side, with side pavements of 18 feet each.
By the Schuylkill branch from this line, which runs through St. David's street,
close on the river, and passes through unimproved property, it accommodâtes
the Schuylkill front, enhances the value of the public and private wharves north
of the Permanent Bridge, passes through the City properly on the north side of
that bridge, and finally terminates, far the present, on the City property to the south
of it, on ichick the old basin at Chestnut street is erected.
For the City and Districts, this location is equitable and fair. The western part
of the City, and of Market street, have the Schuylkill branch: the centre of the City,
und the eastern and middle parts of Market street, have Broad street ; Spring Gar¬
den, Northern Liberties, and Kensington, have their branch, and Moyamensing
and Southwark theirs.
For Market street, this arrangement is doubly beneficial. The Schuylkill
branch increases the trade and population to the west. The line through Broad
street fills up the population to that street, and continues it, and the business, to the
west, until they meet the trade and population of the Schuylkill.—Such »
double line will fill up the whole City plat, in a few years after the Kail way is
actually in operation.
For the people of the interior it is admirable, as it secures to them at least
four gTeat markets,—one on the Schuylkill, one in the centre of the City and
in Market street, and at least two on the Delaware wharf front, of 15,600 feet,
on the north and south of the City.
What are the objections to this route ? The first is, that there will be towus
erected on both sides of the river at Peters's, and perhaps on the Island, the
filth and offal from which will destroy the purity of the Schuylkill water. The
Legislature should, on this principle, have interfered before, and prevented the
erection or growth of 31anayunk, Norristown, Pottsgrove, Reading, and Potts-
ville. But the fear is visionary. There is not, and never can be water-power
on either side of the Schuylkill at Peters's.—There can be no manufactories
moved by the slackwuter of the Fair Mount Pool. What possible inducement can
there be to form a village three miles from Vine and Broad streets? and who will go
to settle there, whilst the unimproved property above, in, and below the City is
unoccupied ? The produce brought on the Railway can never stop there, three
miles from the nearest market. It will be like the Falls of Schuylkill: a hotel
on each side, with pleasure gardens and a toll house, will form the mighty cities
destined to spring up on each side of the Railway bridge.
Peters's Island will not interfere much with the purity of the water, for every
good freshet would remove all who might be so unwise as to erect their habita¬
tions upon it.
The second objection, is the insecurity of the bridge. The bridge is to be
erected below the Island, and will be upwards of 36 feet above the level of the
water, nearly 17 feet above the freshet of 1822, and about 16 feet above the
great freshet of 1784. The danger to the Water Works, from a bridge above,
is imaginary ; and the best evidence that it is so, is the opinion of Frederick
Graff, Esq. their superintendent'.
The third objection to this route, is a most serious one indeed,—that, if adopt¬
ed, it will render the fair City of Philadelphia a desolate waste.
Mr. Harper said—"The diversion of our business to the Northern Liberties,
would subvert the lasting prosperity of the City, and he earnestly hoped that
the project of taking the Railway over at Belmont, would never be carried
into effect."
Mr. Randall said—<s If it should terminate there, (at the corner of Vine and
Broad) lateral Railways, or canals, would be made to diverge from it, before it
reached that point, and would convey all the produce brought from the West,
down through the Noithern Liberties to the Delaware. Market street would be¬
come like Christian street now is. Not a Conestoga wagon would be seen in it,
any more than such a vehicle is now to be seen in Shippen or Plumb street,
and the southern section of the City and Southwark would become a barren
and desolate waste."
12
Another gentleman, (Col. Swift) sa'nl—"Was not this subject so plain, that
4be who runs may read.' Look at Alexandria, which, fifteen years ago was a
flourishing city. * The splendid Capitol was built, and the City patronized and
improved by Congress. What had been the result} Alexandria had been desert¬
ed. Instead of human faces at their doors and windows, you see nothing but
rats and mice. The same disastrous fate awaited our City, if this great Rail¬
way should be taken into the Northern Liberties."
Are these dreams ? What, render desolate a City of 90,000 inhabitants ? If
the Kail Road never touched the City of Philadelphia, she would still prosper
and increase; and even supposing that the Northern Liberties had the whole of
this trade, she would still reap some part of its benefits. _But the whole of this
alarm is unreal ; it is but 2078 feet from the south side of Vine, down Broad, to
the middle of Market street, being nearer by 2418 feet than from the Perma¬
nent Bridge to the same spot. Mr. Read said, he proposed the continuance
of the Railway from Vine to Cedar, to the State, as a matter of profit ; and thus
ends the question, and the South is placed on an equality with the North.
These are all the objections urged against this line, without reference to the
reasons assigned for preferring Market street, which will be considered here¬
after.
The next question is the Fair Mount route ; a route preferred by one gentle¬
man on 16th January last, but now abandoned by him, and condemned by every
man, woman and child in a population of 170,000 inhabitants. The reports of
Messrs. Wilson, Robinson, Hopkins, and Douglass, uniformly disapprove of this
route—the report of the Watering Committee and the letter of Mr. Graff point
out its dangerous effects upon the invaluable works at Fair Mount. Major Doug¬
lass confirms his original disapprobation of this route; {SeeNote 2.) and Mr.
Read said, so universally and completely was it deserted and condemned, that
he could appeal to his friend on the right (Col. Swift) whether even a special
meeting, however small, could be held in Philadelphia in its favour.
This route, thus disapproved of, is however preferred to any crossing by a
bridge below it, and that brings us to the question, shall it pass by any bridge be¬
low the Upper Ferry bridge ? A northern instead of a western location is pre¬
ferred by alt the Engineers, for reasons stated in the foregoing part of these re¬
marks. Besides, a bridge, crossing for instance at Race street, will cost at least
5130,372 without including the purchase of a site ; and requires an embankment
of 1069 feet from St. David's street, crossing Ashton and Front streets, to Schuyl¬
kill Second street. The Board of Wardens of the Port of Philadelphia have
added their testimony to that of common sense, as appears by the following
communication and resolutions.
Warden's Office, Philadelphia, 14/A March, 1829.
Stephen Duncan, Esq.
Sir,
The Board of Wardens having been requested to forward to you their opinion
on the subject of erecting a Bridge over the Schuylkill, at or near Race street,
have instructed me to transmit tire annexed resolutions, passed by them this day.
I am, Sir, very respectfully,
Your obedient servant,
DAVID MAFFET,
Master Warden.
Resolved, That this Board are of opinion, that any obstruction in the river, by
piers, in a time of freshet, would be destructive of a great amount of property
above the same ; and might injuriously affect that valuable improvement—the
Water Works. They therefore hope, if the Legislature grant the liberty of
erecting a Bridge, they will confine it to be one of one arch, and the abutments
not to go further into the river than low water mark.
Resolved, That the above resolution be forwarded, by the Master Warden, one
to the Senate, and one to the House of Representatives.
13
No Bridge, therefore, can be erected, or will be suffered by the people of Philadel¬
phia, between the present Bridges. (See Note 3.)
We are therefore confined to the Market street route, crossing on the piers of
the present bridge. The resolutions of the meeting of the 1st February, it is
true, say "at, or near?" butas it has been shown, that it cannot cross by a
bridge above, we must restrict our attention to the Permanent Bridge at Market
street.
Ml the arguments against a western location apply even more strongly to this
route.
The Permanent Bridge consists of a centre arch of 194 feet 10 inches, and of
two side arches of 150 feet each ; the waterway is but 407 feet 10£ inches? the
length of the bridge is 550 feet ? the abutments and wing walls are 750 feet, mak¬
ing the whole length 1300 feet. There are two piers ; each at bottom is 71 feet 6
inches in length, and in thickness 30 feet ? at top 60 feet 10 inches in length, and
19 feet 4 inches in thickness ? the height of the eastern pier from the rock is 40
feet, and of the western pier 55 feet 9 inches ? the width of the bridge is 42
feet, leaving 9 feet 5 inches on each side of the piers unoccupied ? the inclined
lane to the west rises at 3 degrees and a half to the western entrance of the
ridge ; the piers are about 13 feet above high water mark ? the freshet in 1734,
before the erection of the bridge, was 10 feet 8J inches at that place, and the
freshet of 1822 stood 10 feet on the eastern abutment.*
The line crossing by this bridge is estimated at 86,000 dollars, of which the
cost of adapting the bridge to a Railway, is estimated at 25,000 dollars, f If this
line is intended to pass up Market street to Broad street, this does not include
the expenses of an embankment to Schuylkill Third street, which in such case
cannot be avoided. The length of this embankment would be 1,614 feet, and
it would be 14 feet high at Ashton street, 10 feet 4 inches at Schuylkill Front,
and 5 feet at Schuylkill Second.
This sum includes of course no compensation to the Bridge Company, and
the State can have no interest on the 25,000 dollars.
But how is this to be effected ? for as no certain plan is exhibited to the com¬
mittee, it must be guess work. Is the Railway to be stuck at the side, is the
superstructure to be taken down, are the piers to be corered, or is the equitable
arrangement to pass through the centre of the bridge?
Would any person, on a temporary erection of this nature, risk a locomotive
engine with its train of cars, weighing about 90 tons ? Could the centre span of
194 feet 10 inches, or the side spans of 150 feet, support such a weight in motion ?
The Bridge, Locomotives, Cars, and Drivers, would be found at the bottom of
the river.
By whom is this plan given or warranted ? Is be an Engineer in the service
of the State, or in the employment of a private individual ? Are his canals monu¬
ments of his skill ? The view from the windows of this Committee room is a
sufficient answer to the question.
Major Douglass says with great propriety, that the spaces of a Railway Bridge
ought not to be more than 100 feet for security. (See Note 2.) From one to three
piers then must be added to the present ones, to be built in water from 20 to 40
teet deep. The expense can easily be imagined. The present bridge cost
300,000 dollars, of which 40,000 dollars was for the purchase of the site. The
piers must be built with coffer dams, and then our opponents are met with the
unanswerable argument, that their erection would injure the Water Works, and
destroy for ever the navigation of the Schuylkill.
If you reduce the height of the present piers, or keep on a line with them so
as to strike Ashton street near its regulation, which is but 13 feet 6 inches above
high water, the necessary embankment to the west of the bridge, by filling up
the present low ground, would place the whole structure at the mercy of the
first high ice freshet in the Schuylkill.
•Mr. Strickland says, the piers are but "12 feet 5 inches above bigh water
mark."
I It is now reduced to $17,000 !
14
It appears by an extract from a statistical account of the bridge, communicated
to the Philadelphia Agricultural Society in 1806, and published in the first
volume of their Memoirs, that the low ground was always supposed to be » main
security to it in times of freshet. In page 11, speaking of the various projects
for crossing the river, the writer says,—"Some would have the river filled with
a dam and causeway, after a bridge had been built on the flats of the fast land,
and a channel cut through these flats. Some proposed a bw stone bridge, to be
used only when the river was in its ordinary state,- and when raised by fioods, tor¬
rents should run over the bridge. Thus intermitting its use, when it was most re¬
quired,—Some would have, with any bridge, arches, turned from hill to hill,
and thus occupy with impediments the low grounds, which now afford additional
passage to the overflow of the stream. The expense, too, would require the
funds of a State, and never could have been accomplished by private advances
with any prospect of profit. Any buildings or other obstructions placed on these
ßals, will confine and of course redouble the force of the current. They would couse
the accumulation of the ice and damming of ike stream ¡ the most formidable foes
the bridge has to contend with."
The whole frame of the present structure is sunk three feet into the piers as
a security, but no additional weight can be safely put on the western abutment.
The same writer says, page 15, " the pressure on the walls of the present western
abutment and wings, is quite as much as masonry on piles will bear; and no other
foundation could have been had but at an unwarrantable expense, the rock at
the site of the abutment being covered with mud and gravel 38 to 40 feet deep."
And yet it is proposed to bring the bridge to a plane, to fill up all the low
ground to the west by a heavy embankment, for the purpose of bringing the
Kail Road to the bridge, to place an additional bridge on the same piers and
abutment, to be crossed by such weights as must bring inevitable destruction
to the whule fabric. The slightest motion on a Railway bridge, the swagging
of the centre arch six inches, would force the rails from their sockets, and de¬
stroy the whole purpose of the structure.
This plan cannot be matter for argument; it is too obviously a most lame ex¬
pedient to need further remarks. ( See Note 4. )
But there is an additional difficulty to be met with in the execution of this
project. The Bridge Company will not consent to it. Is it necessary to go further?
The State will not purchase it on the terms of their charter. The Legislature,
at the end of twenty-five yearn from its completion, can take it at a valuation
by indifferent persons, and it then becomes a free bridge, which the State is
bound to keep in repair. The cost was $300,000, the tolls are about $19,000
per annum, and no man can say, that such a sum, in the present condition of
our finances, should be appropriated by the Commonwealth for the purpose of
making this another unproductive item in the catalogue of State property.
But let us suppose, for a moment, that the Railway can be carried across
the Permanent bridge; it must stop either at Ashton street, or be continued at
least to /Schuylkill Third street.
At Ashton street you are just on the border of the City, two miles by the
shortest line from the Delaware front, and at least three miles to any practica¬
ble point on that front in the Northern Liberties or Southwark. If it is intend¬
ed to proceed down Market street to Broad, it must be by carrying the Rail¬
way at the height of the abutments of the bridge, which would carry the em¬
bankment at least to Schuylkill Third street. This would erect a permanent
barrier between the north and south sides, not only of Market street, but of the
City itself—it would obstruct the whole western trade which is not brought on
the Rail Road—interfere with the market wagons and travellers; and it is im¬
possible to see, how the immense travel of the present bridge, and what is ex¬
pected to be carried by locomotive engines, could be accommodated on the
same spot,—and when you have arrived at Schuylkill Third street, how are you
to get back to the Schuylkill, which this line in fact deserts ? Why, by a large
sweep and heavy embankments, which would bury the property to the south
and north of Market street.
And even with this embankment you cannot reach Broad street, for in the
15
course of three squares, from Schuylkill Third Id Schuylkill Sixth street, there is
a rise of ten feet and a half, being at the rate of 41 feet and 4-lOths of a foot
in the mile, which cannot be overcome except by an inclined plane and a Ma-
tionary engine ; an agreeable sight in the heart of a populous City! Supposing
you could arrive at Broad street, is it to stop there ? Certainly not,—for then
neither the Northern Liberties nor Southwark could have their branches; and if
not, Broad street must also be cut up by a line of Railway for the accommo¬
dation of those Districts.
If the Railway crosses at the height of the piers, say about 12 feet, then it
must stop at Ashton street, and never can be taken down Market street, be¬
cause it would require an inclined plane, and a stationary engine erected in the
centre of that street, to drag the Railway cars up this hill. Does any man sup¬
pose the citizens of Philadelphia would tolerate such an obstruction in Market
street ? Imagine to yourselves, gentlemen, a stationary engine at work in this
nuble street, with a long train of rope passing down its centre to draw these
curs up !
That these assertions are correct, is proved by the fact, that from Ashton to
Schuylkill Third street, Market street rises 14 feet, being at the rate of 55 feet
and 8-10tbs in the mile, and from thence to Schuylkill Sixth street, as has been
before stated, 10 feet 6 inches, being at the rate of 41 feet and 4-10thsin the mile,
both of which ascent3 can only be overcome by stationary steam power. (See
JMste 5.)
Now, either of these plans would be the total destruction of the prosperity
of Market street. Her wealth is the market and its future extension. That is
the true secret of her gTeatness. It has been devoted to that purpose from the
earliest times, and to place any obstacle to its extension through that street to
the Schuylkill, would be to violate the tacit pledge given to those citizens who
have purchased property in it.
A market west of Broad street will be required before this Railway is com¬
pleted; and are our fellow-citizens in that quarter to be told, you shall not have
the necessaries of life brought to your doors ? These plans are therefore im¬
practicable; and Mr. Read said, it brought us to the real plan, which was either
not to cross the Schuylkill at all, or if the Railway did cross, to stop at Ashton
street, at the foot of the Permanent bridge, and to place the traders and farm¬
ers of the interior at the mercy of a few wealthy people, without the possibility
of touching the centre of the City or of reaching any part of the Delaware front.
Would the inhabitants of the centre and eastern parts of the City like this mo¬
nopoly ?
If it cannot cross at the present bridge, then it must stop on the west side,
unless another bridge is erected above it, which, without calculating the pur¬
chase money of a site, must cost, by Major Douglass' estimate, at least $130,372,
being $6000 more than the cost of the single line to Vine and Broad by Peters'»
Island? and this independent of the expense of bringing the Rail Road from
Peters's down the west side, which would add 60,000 more to the estimate of
expense. And even this plan brings it nearer to the hated Northern Liberties,
and deserts Market street. If it does not cross there, the trader and farmer must
be in the power of the few on the western bank of the Schuylkill, they having
a river, and two miles between that termination of the Railway and the nearest
point of the Delaware front.
Porterage is a quarter of a dollar from Front to Broad street for a ton of
goods, and half a dollar if you go one foot beyond that street—who pays this ?
The farmer and trader of the interior; and it diminishes to the same extent the
value of their produce ; and to this is to be added the loss sustained by every
transshipment of the article brought to a market. There is a mistake into which
the gentlemen have fallen, and that is, in supposing that all the western pro¬
duce stopped in Market street. In the article of flour, for instance, only that
part that is intended for a part of the retail trade of the City stops in Market
slreet; all the rest is carried at once to the Delaware by the same wagon which
brings it to the City, and is either placed in the store there, or immediately ship¬
ped to a foreign port.
16
Now, all these insuperable objections are to be encountered by the State of
Pennsylvania, and for what reason ? Why, that the populous District of Spring
Garden shall not be the avenue by which this trade is to reach the City, but that
it shall be carried through a small comer of the township of Blockley, contrary
to the will of the individuals through whose property it must pass. It must be
taken through a rough, hilly, and broken country, sparsely inhabited, for the spe¬
cial purpose of leaving a large population which may be benefited by a portion
of this trade.
Is this an argument to be addressed to a legislative body ? The Northern
Liberties contain from 1-4 to 1-3 as many inhabitants as the City proper. Penn
township, including Spring Garden, about 1-8; Kensington, 1-6; and Moyamen-
sing and South wark, lather more than 1-4; while the whole township of Block-
ley does not contain more than a 22d part. In the year 1829, the county taxes
of the City and County of Philadelphia amount to $131,862 03, of which the
City paid, $76,840 87
The Northern Liberties, • 16,086 67
Penn township, including Spring Garden, * 8,448 54
Kensington, ------ 3,989 78
South wark, - 7,782 57
Moyamensing, ------- 2,502 88
And Blockley but 2,810 47
But the City is-deeply interested in the growth and prosperity of the North¬
ern Liberties, Spring Garden, and Southwark. These districts are supplied by
lier with the Schuylkill water ; and every house erected in them adds $7 5-100
to her annual income; for no house can be rented at any thing like its real value
unless the water is introduced into it.
In 1829, the Northern Liberties paid, for water rents, to the City, $10,352 75
Spring Garden, - -- -- -- -- 3,440 04
Southwark, 5,019 00
Making, $18,811 79
The increase of water rents in the City, wa3, in 1829, - - $2,090 00
In the Northern Liberties, 1,926 25
Spring Garden, - -- -- -- -- 930 00
Southwark, 725 75
Being, $3,582 00
Added to the revenue of the City by the increase of these Districts alone.
And why should we reason about the imaginary lines drawn round the several
corporations comprising the Town of Philadelphia, founded by the wise and
good William Penn? We are all inhabitants of the same great City,—friends and
brothers, possessing the same interests and feelings,—and not enemies, inhabit¬
ants of different countries, whose mutual prosperity is incompatible. Mr. Read
said, he could see but one City spreading along the whole Delaware front.
There is, however, another insuperable objection against the Rail Road cross¬
ing at Market street, or by any bridge below the present Upper Ferry bridge,
and that is, that it would form a permanent barrier between the northern and
southern parts of the Schuylkill wharf front, and must exclude for ever 4100 feet
of wharf property, between the Upper Ferry and Permanent bridges, from the
benefits of the coasting and foreign trade, and confine the trade to the small
wharf front of 3,850 feet between Market street and Shippen street. The
wharves cannot be carried below the latter street, for the United States are the
owners of the residue, which is occupied by the Naval Asylum and the Arsenal.
This difficulty was foreseen at the erection of the Permanent Bridge ; and
Mr. Read said he would quote from the same statistical account, page 18—a
most remarkable passage, which appeared to have been written in 1806, with a
prophetical glance at the exigencies of 1830. Speaking of the erection of a
bridge over the Schuylkill, it proceeds ;—" It was contemplated, originally, to
17
erect the bridge at a small distance above the Upper, or Touch's Ferry. One
object, in fixing on this site, was its supposed advantage in point of practicabi¬
lity, But no inconsiderable motive was that of leaving the whole western front of
Hit. City unobstructed by so great an impediment to the navigation of the. Schuyl¬
kill, which has already shown itself to be of inestimable consequence. 'I'he improve¬
ment of this western front, depending so much on the navigation of the river,
is already in great progress. It will add to the evidence of foresight and sound
calculation possessed by its great founder, William Penn, when he decided on
the plan of our justly celebrated City. At length, however, it was seen that a
project of a bridge to be effectuated by private advances, could only be accom¬
plished in a spot in which a majority of interests and opinions were united. En¬
deavours, which through many difficulties succeeded, were therefore commenc¬
ed for obtaining, from the City Corporation, the site of the present bridge, and
40,000 dollars (one half in bridge stock) was paid as the consideration. The
General Assembly had, by a law, granted to the Bridge Company, the right of
the Commonwealth to a valuable lut adjoining this site on the eastern, and a pur¬
chase had been made of property on the western side of the river, which is now
highly accommodatory. It is unpleasant to mix the alloy of regret with the
purity of approbation which must attach both to the site and the structure there
established : yet it isfo be lamented, that one half of the western front, of the City
is deprived of navigation on a large scale. Ere long, this river will pour into Ihe
lop of commerce abundant supplies fur foreign markets; and the land transporta¬
tion passing over it is very considerable. Twelve feet water can be earned over
the bar at the river's mouth and it is well known that a channel may be made
to escape the bar, for large vessels, at no formidable expense. Four fathoms, on
an average, may be carried, after passing the bar, up to and along the whole
City front. It is to be most seriously hoped, that no obstacles to this important navi¬
gation will in future be added. One error, probably unavoidable, which cannot
now be rectified, committed in the zeal for a new and essential improvement
and accommodation, is enough. Passages for vessels, through draws, should
be insisted on, if at any time other bridges should be required, where they in¬
terfere with the navigation. Posterity should never be disinherited to serve present
and partial objects
Tli'is evil can now be remedied, without taking any part of the bridge pro¬
perty, or interfering with its easy access, by a plan now before the Legislature,
to cut a canal for sea vessels around the western abutment of the Permanent
Bridge. Two bridges across ttiis canal, one to be always down, provides for
the constant passage of travellers and wagons without delay or interruption. A
Bail Road crossing at Market street, or any where between the two bridges,
prevents this improvement for ever.
Such a canal will bring the 4,100 feet of wharf property north of the bridge,
into a fair competition with the 3,850 feet south of it, will enliance the value of
the public property and wharves to the north, which are now almost useless,
and also the private property situated in that extensive district. This is but
fair and just towards the owners of property and inhabitants north of the line
of Market street, and would also raise the value of lots and buildings in that
street.
To the people of Pennsylvania this improvement is absolutely necessary ; for the
whole trade of the Schuylkill navigation ; the Union Canal; tJic Pennsylvania Ca-
nal, whether Western, North branch, or West branch ; and every improvement con¬
nected with them, will be emptied into the Schuylkill. Tbs descending products of
the interior are composed of coal, iron, flour, and other bulky articles, which
require a very large wharf front. The 3850 feet south of the bridge, in a few
years, will be entirely inadequate to accommodate this immense trade ; and the
4,100 feet north must be opened for that purpose. The wharf property of the
Schuylkill will then be 7,950 feet, instead of 3,850 feet. The citizen, the far¬
mer, and the trader, are all equally interested in preventing a monopoly of
the trade—in the holders of wharf property to the south of the Permanent
Bridge.
The plan that we have proposed, of crossing above the tide water, obviates
c
18
all the difficulties that must be encountered in passing at any point below, and
gives to the inhabitants of the interior a choice of markets.
A case in point occurred in 1826, when the inhabitants of the City of Pitts¬
burg complained of the location of the termination of the Western Canal. The
Board of Canal Commissioners, in their report, which is to be found in the 2d
volume of the Journal of the House of Representatives for 1826-7, pages 60
and 61, stated the matter to the Legislature, and requested their opinion and
interference. This was referred to the Committee on Roads and Inland Naviga¬
tion, of which Mr. Lehman was the chairman, who reported, (see same volume,
page 332) (See Note- 6.) that they considered the existing law as wise and suffi¬
cient, and recommended that the Legislature should not interfere, but that the
responsibility of a decision should be thrown upon the Canal Commissioners,
under the requisitions of the law. This report was adopted, and the subsequent
proceedings of the Board are to be found in their report to the Legislature, read
in the Senate, 4th January, 1828, pages 8 and 9.
The Legislature, in that instance, decided that no Canal or Rail Road should be
located without the three requisites that have been already stated,—the decision
of a majority of the Board of Canal Commissioners,—the approbation of a skil¬
ful Engineer in the service of the State,—and the consent of the Governor.
The Peters's Island route has had all these three requisites of the law, and not
merely the approbation of one skilful engineer in the service of the State, but
of four. The Fair Mount route has but one requisite, a majority of the Board
of Canal Commissioners, and it wants not only the approbation of the Engi¬
neer, and the Governor's consent, but has been reported against by four en¬
gineers.
The Market street route, or any crossing between the two bridges, wants
all the requisites of the law ; it has neither decision of the Board, approbation
of an Engineer, nor consent of the Governor. Can there be a doubt as to yvhat
ought to be the final determination? Let the Iaw take its course, and we have no
fears for the result.
NOTES.
Note 1.
Extract from the Minutes of the Union Canal Company.
"Resolved, That in case the bed of the old canal, on the eastern side of the
Schuylkill, in Penn township, Philadelphia county, shall be selected for the route
of the contemplated Rail Road—The Company do agree to accept as damages, the
fair reasonable value of the property taken, as it may be assessed by any disin¬
terested tribunal."
December, 31,1829.
" Whereas, the resolution passed on the 31st December last, relative to the
damages to be claimed for the passage of the Columbia and Philadelphia Rail
Road through the bed of the old canal, on the eastern side of the Schuylkill, in
Penn township, Philadelphia county, has not been thought sufficiently explicit;
Therefore, be it Resolved, That this company do agree to accept as damages, the
fair reasonable value of the ground taken, as may be assessed by any disinterest¬
ed tribunal, without reference to the amount expended, or the work done on
that part of the route of the canal."
Attest—THOMAS P. ROBERTS, Treasurer.
January 18, 1830.
Note 2.
Extracts of a letter from Major Douglass, Professor of Engineering, to Frederick
Graff, Esq. superintendent of the Water Works, dated United States Military
Academy, West Point, January 27, 1830.
" Dear Sir,—
"I owe, perhaps, an apology to the Fair Mount Committee, for not having
more fully considered the interests of that important establishment in ray report
to the Board of Canal Commissioners. I certainly should have done so, had I
supposed, for an instant, that the other circumstances presented in my report,
{being wholly in favour of the route by Peters's Island,) would not have been
deemed, under the peculiar circumstances of this survey, conclusive.
"I hope it is not yet too late to supply the omission.
" The piers and abutments of the bridge described in the report, for this situa¬
tion, would diminish the width of the water way nearly one-sixth. A bridge
has, indeed, been spoken of, with wider openings, but I do not think a wooden
bridge, with spans of much more than 100 feet, would be suitable for the passage
of a Rail Road; and I am inclined to believe also, that at no distant period, the
State will choose to builcl a bridge of more enduring materials, on the same piers;
and in that case, the spans adopted will be quite sufficient."
Speaking of the assessment of damages on the Fair Mount route, Major Doug¬
lass says,—
" With regard to the assessment of damages, it was not obtained on the line
as finally located. Many circumstances of considerable weight presented them¬
selves, in opposition to the original location, after I saw you, and induced me to
adopt that specified in my report. Of this line, the Schuylkill branch, from the
20
intersection of Fair Mount and Callowhill streets, to the Permanent Bridge, is
common to both routes," (that is, the Fair Mount and Peters's Island routes),
"and is therefore unnecessary for the comparison,—the remainder, viz. from the
Fair Mount Bridge to the intersection just mentioned, and the Delaware branch
from the intersection of Washington and Callowhill, to the line of Type alley,
and thence to Broad street, was not assessed. I intended visiting Philadelphia
before concluding my report, for this purpose, but the low state of my health
prevented, and in truth, H seemed so entirely a work of supererogation, as lo be scarce¬
ly worthy of atientiotu"
Note 3.
Mr. Harper, in his last address before the Committee of Inland Navigation and
Interna] Improvement of the House of Representatives, on Monday evening,
1st March, 1830, said, " If the Bridge Company (the Permanent Bridge Compa¬
ny) will act so absurd a part as to refuse their concurrence to this plan, another
bridge ought to be built; and he was authorized to say, that a company would
be formed at once for that purpose, and the stock would be all taken, if necessary,
by one gentlemanThat is to say, a bridge to cost at least 200,000 dollars, will
be built by one individual; and what need, therefore, is thereto speak of a com¬
pany ? The citizens of Philadelphia will recollect, that this has been a favourite
project for some years, but it has been always considered a chimerical plan, tike
the halfway bridge across the Delaware, and that it would require the finances
of a State to execute it, and which never will be made if left to private enter-
terprise, and the free will of t he citizens of Philadelphia—no more obstructions in
her tide water navigation, no more piers to ruin our Water Works, are the loalch
words of all true Thiladelphians.
If the state would allow it, a company would be formed, and the stock taken
in one hour, to build the bridge at Peters's Island, and make the Rail Road
down to Vine and Broad streets, and through that street to South street, with
the branch located by Major Douglass through St. David's street, along the east¬
ern front of the Schuylkill ; and this would prevent the expense to be incurred
by the State in making the Rail Road from Peters's down the west side. The
line thus located is well known to be the most profitable of all others, but the State
ought, for her own sake, to make it herself, and reap the benefits.
Note 4.
The following documents are published as confirming the positions taken in
the Remarks ;—
Certificate of Mr. John Conory, City Corder on the Schuylkill.
I have resided on the Schuylkill since the year 1814, and during the whole pe¬
riod of my residence there, there has been hardly a day, except when prevented
by sickness, that I have not been down on the river. I have witnessed a good
many freshets of that river during that time, and was present at the great ice
freshet of the 21st and 22d February, 1822. That the greatest height of that
freshet, was about 4 o'clock in the afternoon of the 21st, and I then noted its
height on the north and south sides of the eastern abutment of the Permanent
Bridge at Market street, and afterwards marked them on the abutment. These
marks I have shown this afternoon to Samuel Hains, Esq. the City Surveyor. That
after 4 o'clock the river fell, and rose again at 12 o'clock the same night to about
the same height. This I know from living in a house, at the time, near the river,
and the water having risen to within an inch of the lower floor of it. I sat up all
night to watch its progress. During the freshet, the water and ice ran round on
the low ground west of the western abutment, and prevented the access to the
21
»
bridge for some time. The water and ice did not leave the low ground until
about sun down on the 22d.
I am of opinion, that if the low ground to the west had been filled up at that
time with an embankment, so as to prevent the water and ice from running round
the western abutment, that such was the body of water and ice, and the rapidity
with which it. rose, that the present bridge might, in all probability, have been
carried away.
JOHN CONORY.
March 6th, 1830.
City Surveyor's Certificate.
r I do certify, that at the request of the Permanent Bridge Company, I went this
day, and took the heights of the freshets of March, 1784, and February, 1822.
The height of the freshet of 1784, which was many years before any Permanent
Bridge was erected over the Schuylkill, as appears by a mark on the eastern
abufhient of the bridge, was 10 feet inches. Mr. John Conory, the City Cord¬
er on the Schuylkill, pointed out to me a mark on the north side of the eastern
abutment of the bridge, as the height of the freshet of February 1822. This I
ascertained to be 10 feet, being only inches below that of 1784. Mr. Cono¬
ry also showed me a mark on the south side of the same abutment, as showing
the height of the freshet of February 1822, on that side of the abutment, and I
ascertained that this mark was 4 feet 3 inches below the mark on the north side,
showing a descent of the water of 4 feet 3 inches, in passing the width of the
abutment, which is 42 feet.
I also levelled the ground west of the western abutment, and found that 65
feet west from the coping of the northern wing wall of the bridge, the ground
was 11 inches, and at 127 feet 9 inches west, only 8 inches above high water
mark.
SAMUEL HAINS, City Surveyor.
Philadelphia, March 6th, 1830.
Certificate of Mr. Frederick Erdmann.
I do certify, that at the request of the Permanent Bridge Company, I measured,
on the 5th March, 1830, the several distances between the piers and abutments
of the Schuylkill Permanent bridge, at Market street. The following are the
measurements,—the wharf at the eastern abutment measures 54 feet 8 inches,
from the masonry to the extremity of the wharf,- and the wharf at the western
abutment, in the same way, measures 22 feet 6 inches. The distance from the
extremity of the wharf at the eastern abutment to the eastern pier, at high wa¬
ter, is 92 feet 4£ inches, and between the two piers, is 190 feet 8 inches, and
from the west side of the western pier to the extremity of the wharf at the west¬
ern abutment, is 124 feet 10 inches, making the clear water way at high water
407 feet 10^ inches at the Permanent Bridge. The eastern pier, at high water
mark, measures in thickness 23 feet 7 inches, and the western pier 23 feet 8
inches.
FREDERICK ERDMANN.
March 6th, 1830.
To the President and Directors of the
Schuylkill Permanent Bridge Company.
Gentlemen,-—
In compliance with your request we have examined the Permanent Bridge,
at Market street, with reference to a proposed alteration for Rail Road purposes,
agreeably to a published Report of Mr. Strickland, dated the 22d of February
last.
22
The wood work of the Permanent Bridge consists of three arches, each arch
having three ribs, one in the centre, and one on each ride. The ribs of the side
arches are supported by the abutments and piers, and the centre arch by the piers.
The solidity and safety of these ribs, depend, of course, on the solidity and firm¬
ness, and weight of the masonry of the abutments. The ribs are connected and
held together by ties, and by horizontal and vertical braces, which commence
at one abutment, and are carried on to the other. All these are essential to pre¬
vent the side vibration, and buckling of the ribs, and without which the whole
superstructure must sooner or later fall. The skuebacks of the side arches are
supported by the masonry of the abutments.
The alteration proposed by Mr. Strickland, in the first place, contemplates two
openings, or arched ways, through each abutment, each to be from eight to
twelve feet wide. Each abutment is forty-two feet in width, and will be there¬
fore cut into three sections ; one in the centre, and one on each side : so that
instead of forty-two feet of solid masonry to support the structure as it now is,
there will be but from eighteen to twenty-six feet of disconnected masonry to
support the present bridge and its proposed addition. ,
It is also proposed to carry eleven feet headway in the clear, between the pre¬
sent platform, or travelling way of the bridge, and the platform of the proposed
addition. This must cut away all the ties, and horizontal and vertical braces, to
that height, from one end of the bridge to the other, and would leave the three
ribs of each arch disconnected and separated from each other. The highest part
of the present travelling way is in the centre, and that would be only eight feet
above the headway of the Railway bridge below, and the only connexion left
between the ribs of the arches must be within the small space left above the
headway.
We are of opinion, that the cuttings proposed through the mound and curtain
walls of the abutments, (which we consider parts of the abutments,) would
take off that necessary weight at the top, which is essential to the safety and se¬
curity of the bridge. This applies even in a stronger degree to the western abut¬
ment, which, being built on piles, has already cracked, and which is barely suf¬
ficient, in its present state, to answer its present end.
We are also of opinion, that the cutting, which is inevitable, of the ties and
the horizontal and vertical braces, as before described, would leave the bridge
loose, and subject to great vibration 5 and which, in case of heavy gale3 of wind,
or of the passage of heavy burdens, would in all probability cause the breaking
of the ribs, and the destruction of the superstructure.
To obtain a clear headway of eleven feet from the travelling way, the propos¬
ed Rail Road platform must he set on the level of the skuebacks of the arches
at the abutments, and instead of arched ways, there would be open holes below
the present travelling ways. These would interfere most materially with the or¬
dinary travel of the bridge, and particularly on the western side, where the two
entrances to them approach from the north only, and one of which must neces¬
sarily cross the present approach from the west. If, in addition to these lines of
Railway, as we suppose is intended to be the case, " the Railway tracks are to
be continued in a straight line down Market street," we cannot conceive how-
there can be any accommodation for the ordinary travel of the bridge, the splay
of the wings at the toll house being only sixty-two feet.
To obtain the clear headway of eleven feet, the top of the platform must be
on a level with the skuebacks, which are sunk into the piers about twelve inches,
and bringing the platform to its smallest dimensions, the bottom will fall at least
three feet from the top of the coping of the piers, which would bring it within
the reach of the freshets of 17S4 and 1822. The height of the embankment
contemplated to the west, would of course greatly increase the damage from
the rises of the water.
We are of opinion, that from the spans of the arches of the Permanent Bridge
being so great, no framing can be adopted for the flooring of the Rail Road way,
under the flooring of the present structure, that would bear its own weight.
It must therefore be suspended to the present superstructure, as weakened by
the cuttings proposed, and depend upon it entirely for support. This would not
23
strengthen, but weaken, the present structure ^ and, by the increased burden
of the two travelling ways, the vibration of the bridge would be so great, as in
the course of time to render the upper and lower bridges entirely unfit for use.
FREDERICK GRAFF.
FREDERICK ERDMANN.
March 6th, 1830.
Opinion of Major Wilson.
Philadelphia, March 6th, 1830.
Having been applied to by the President of the Permanent Bridge Company,
to give my opinion respecting the proposed plan of making an opening through
the abutments and piers, for the purpose of constructing a Railway bridge, to be
suspended or supported by the arches of the present bridge, I have no hesitation
in saying, that the execution of such a plan would be decidedly injurious to the
Permanent Bridge, and, at the same time, would fail in answering the purpose
for which it is designed.
JOHN WILSON.
Note 5.
City Survey err's Certificate.
" I do hereby certify, that the medium height of Ashton street, at its intersec¬
tion with Market street, as fixed by law, is 13.5
and of Schuylkill Third street, 27.5
making a rise of ------- - 14 feel
in that distance, and that the distance from the west side of Ashton street, to the
west side of Schuylkill Third street, both of which are 50 feet
streets, is 1324 feet.
I do also certify, that the medium height of Schuylkill Sixth
street, at its intersection with Market street, as fixed by law, is 37 feet,
making a rise from Schuylkill Third street, to that street, of - 10.5 feet,
and that the distance from the west side of Schuylkill Third
street, to the west side of Schuylkill Sixth street, is - - 1338 feet.
SAMUEL HAINS, City Surveyor."
Philadelphia, March 4th, 1830.
The foregoing certificate is conclusive, and yet Mr. Strickland affirms in the
face of it, that " the rail tracks may be continued in a straight line on each side
of Market street, without any difficulty, to the public square at Broad street"—
That is, by a stationary steam-engine and inclined plane in that great street, with
its aitendunt train of rope passing down each side of it ! ! ! ! !
Mr. Strickland would fulfil by his plan the fear of Mr. Randall, that "nota
Conestoga wagon would be seen in Market street any more than such a vehicle
is now seen in Sbippen or Plumb streets," for his " rail tracks" on each side would
prevent one stopping at any store in that street west of Broad street. How
could you reach the side pavements from the centre of the street, across these
rail tracks ? Look to it well, people of west Market street !
24
Note 6.
Extract from the second volume of the Journal of the House of Representatives,
page, 332.
No. 179.
Report of the committee on Inland Navigation and Internal Improvement,
relative to the location of the western section of the Pennsylvania canal.
Read February 6th, 1827.
Mr. Lehman, from the Committee on Inland Navigation and Internal Improve¬
ment, to whom was referred the report of the Board of Canal Commissioners,
made the following report, which was read, as follows, viz.—
That they have maturely reflected upon that part of the report, which re¬
lates to the location of the western section of the Pennsylvania canal. The law
of last session provides, that the location of the canal shall be determined by the
Canal Commissioners, with the approbation of a skilful Engineer, and with the"
consent of the Governor. The Committee deem it inexpedient to alter the wise
provisions of the act. They therefore offer the following resolution,
Resolved, That the Committee be discharged from the further consideration
of that part of the report of the Board of Canal Commissioners, which relates to
the location of the canal.