STATISTICAL ACCOUNT 
 
 OF THE 
 
 SCHUYLKILL PERMANENT BRIDGE 
 
 • AT MARKET STREET, 
 
 PHILADELPHIA. 
 
 AeV 
 
 
 BUILT IN 
 
 1804 . 
 
 L_ 
 
 -J 
 
With the Compliments of 
 
 SAMUEL L. SMEDLEY, 
 
 Chief Engineer and Surveyor, 
 
 Philadelphia. 
 
Architectural Plan and Elevation of the Schuylkill P. Bridge. 
 
 / 
 
 A The Frame before Covering. 
 
 B The Cover. 
 
 C Surface of the Rock at the Bottom. 
 
A 
 
 STATISTICAL ACCOUNT 
 
 OF THE 
 
 Schuylkill Permanent Bridge, 
 
 Commenced September 5th 1801. Opened January 1st 1805. 
 
 COMMUNICATED 
 
 TO THE 
 
 PHILADELPHIA SOCIETY 
 
 OF 
 
 AGRICULTURE, 
 
 1806 . 
 
 PHILADELPHIA: 
 
 RE-PRINT OF JANE AITKEN, NO. 62, 
 NORTH THIRD STREET. 
 
 1807. 
 
THE following account of SCHUYLKILL PERMANENT 
 BRIDGE, and the circumstances connected with it, was 
 drawn up, at the request of one of the proprietors of an exten- 
 sively useful publication, now in progress. It was found, 
 that the plan of the worh did not admit of its being inserted 
 under any one article ; and it was therefore withdrawn. In 
 conformity with the design of our institution, it has been 
 presented to the Society. A statistical view of an erection so 
 important to agriculture and the arts, is deemed worthy of 
 being communicated among the objects of our attention. The 
 interests of this great commercial city, and the accommoda- 
 tion of all the inhabitants of this and other States, whose 
 affairs require an intercourse with it, through this approach, 
 are promoted by an enterprize completed with private funds, 
 and by the exertions of a few persevering individuals. 
 Though the facts of its history are local, many of them fur- 
 nish instructive lessons of general importance. 
 
 Philadelphia, 1806. 
 
 ^ \5 “V 0 
 

 
 Digitized by the Internet Archive 
 in 2017 with funding from 
 
 University of Illinois Urbana-Champaign Alternates 
 
 https://archive.org/details/statisticalaccouOOpete 
 
CONTENTS 
 
 OF THE 
 
 STATISTICAL ACCOUNT 
 
 OF THE 
 
 SCHUYLKILL PERMANENT BRIDGE. 
 
 Sundry Bridges erected in Pennsylvania and on its borders. 
 Character of the river Schuylkill. Law for establishing 
 
 High street ferry 7 
 
 Floating Bridges , an account of them. Projects in former 
 times for Bridges , and remarks thereon , - - - 9 
 
 Commencement of plan of the present Bridge, - - 17 
 
 Act of Incorporation, and Organization of the Company, - 19 
 
 Plans for the present Bridge , and its execution on the plan 
 adopted, - - - - - - - - - 21 
 
 Description of the Bridge, - - r - - - 26 
 
 General Observations, ~ - - - - - - 29 
 
 Recipe for Composition to imitate Stone, - - - 31 
 
 Dimensions of the Bridge, 33 
 
 Amount of Toll. Names of the Officers of the Company, 34 
 Extracts from Reports of the Building Committee, - - 34 
 
 Description of the Western Pier, - - - - - 37 
 
 Communication respecting the Cover , - - - 37 
 
 Address of the President and Directors at the close of the 
 
 Work, - -- -- -- -- 46 
 
 Statement of the situation of the Stock, in 1806 and 1807 , 49 
 
 Coffer Dams and Piers, - 51 
 
 Remarks on single, or multiplied Arches, - 64 
 
 Chronometrical Obelisk, and its Inscriptions, 66 
 
 Rates of Toll, established by Law ; and Rules respecting 
 
 Transportation, - - - - - - - 71 
 
 Plate of the Bridge prefixed. 
 
A STATISTICAL ACCOUNT 
 
 OF THE 
 
 SCHUYLKILL PERMANENT BRIDGE. 
 
 The State of Pennsylvania has long been deservedly famed, 
 for the multitude and excellence of its bridges, over the vari- 
 ous smaller streams, by which it is intersected. But no per- 
 manent means of transportation across the large and widely 
 extensive rivers, flowing in and through, or bounding, this 
 fertile and flourishing region, had, until a late period, been 
 attempted. That thrown lately over the Schuylkill , at the west 
 end of the High or Market Street of the city of Philadelphia ; 
 one over the same river at Reading ; those over the Lehigh at 
 Bethlehem , Weiss's ferry, and one near its discharge into the 
 Delaware; have begun the career of hydraulic architecture, 
 which will increase the celebrity of this State in that import- 
 ant branch of public improvement. A bridge over the Dela- 
 ware at Easton , connecting Pennsylvania with the State of New 
 Jersey , is in great forwardness ; * under the direction of Mr. T. 
 Palmer . One on a peculiar construction, and highly necessary 
 for the passage of the mails, and other constant transportation, 
 upon the great Post road of communication between the cities 
 of Philadelphia and New York , is recently finished. It is situ- 
 ated at Morrisville ) and near Trentcm on the Delaware ; and also 
 connects the State of Pennsylvania and New Jersey. This lat- 
 ter has been erected at the expence of a Company, under the 
 superintendance of Mr. Theodore Burr , who, as well as Mr. 
 Palmer is a self taught and ingenious American Bridge Builder, 
 and has evidenced much talent as well as industry in this struc- 
 ture. 
 
 *Since the account was drawn up, it is completed in its Frame, which, 
 after the example of the Schuylkill bridge, is covered. 
 
A Statistical Account of the 
 
 8 
 
 The success of the Schuylkill bridge, as far as it had proceed- 
 ed, was exemplary; and instigated the commencement of this 
 work, as well as encouragement in its prosecution. All these 
 erections are highly honorable to those who promoted, support- 
 ed, and completed them. But that over the Schuylkill , is the 
 only successful undertaking of the kind, attempted and carried 
 to perfection in and over a deep tide water. It has been attend- 
 ed with the most difficulty and expence; and has, in consequence, 
 more particularly called forth the talents, exertions, and per- 
 severance of those engaged in it. 
 
 The Schuylkill , which washes the western front of the city 
 of Philadelphia , although it affords great advantages, had long 
 been attended with many serious inconveniences. The frequent 
 interruption of passage by ice and floods; and the inefficient 
 and uncertain mode of crossing heretofore practised, had, for a 
 long course of years, employed the thoughts and attention, of 
 many ingenious, and public spirited members of the commu- 
 nity. The character of this river is wild, and, in times of floods, 
 rapid and formidable; and, to any structure, of slight materials, 
 ruinous and irresistable. 
 
 Its borders, to an extent of one hundred miles, are skirted by 
 precipitous mountains and hills. Its tributary streams, sudden- 
 ly filled, in seasons of rains, or melting snows, with the torrents 
 rushing down their sides, without notice or time for precaution, 
 fill the river with frequent floods, which no common works of 
 art within their reach, have heretofore been capable of with- 
 standing. Although these attributes, are not to a certain de- 
 gree uncommon, yet, in this river they are peculiarly dangerous. 
 They occur at irregular periods, and often at seasons of the year, 
 when floods are generally unexpected. These circumstances, at 
 all times created doubts of the practicability of any permanent 
 erection. The depth of the water opposite to the city, added to 
 the difficulties and apprehensions. The expence in the early 
 periods of its establishment, precluded any plan, requiring large 
 expenditures by those who then inhabited Philadelphia and its 
 vicinity. In the year 1723, March 30th, a law was enacted 
 
Schuylkill Permanent Bridge. 
 
 9 
 
 “by the Governor” Sir William Keith , “by and with the 
 “consent of the Freemen of the province, in General Assembly 
 “met,” (which shews the then style of the laws,) entitled, '‘An 
 “act for establishing a ferry over the river Schuylkill , at the end 
 “of the High Street of Philadelphia ," granting to the then 
 Mayor and commonalty, the right to make and maintain cause- 
 ways, on both sides of the river, and to erect a ferry at the west 
 end of High Street. Certain tolls were then fixed ; which the 
 present rates do not, in any case far exceed, and in many in- 
 stances, i. e. for country produce and manure, are much, and 
 liberally reduced. No person or persons (without violating that 
 law) could then, or can now, “ keep or use any boat or canoe, 
 “for transporting any person or persons, creatures or carriages, 
 “ for hire or pay, over the said river, in any other place between 
 “ these ferries, now called Poach' s (late Ashton's now Sherridine's) 
 “and Blunston's" (late Gray's ) “ berries on the said river, be- 
 dsides the Ferry thereby established.” By virtue of this law, 
 the corporation of the city, have held and exercised this exclu- 
 sive franchise, from the time of its being so granted, until their 
 transfer thereof to the present Permanent Bridge Company. 
 The Ferry was maintained, and generally used, until the float- 
 ing bridges were thrown over. In times of interruption of the 
 passage of those bridges, by ice and floods, (which too frequently 
 occurred) the boat was resorted to, for temporary transportation, 
 and always kept in readiness for use. 
 
 In December 1776, when the British troops had overran, and 
 nearly subjugated the State of New Jersey, General Washington , 
 apprehensive of being forced to retreat, with the shattered rem- 
 nants of his patriotic, but enfeebled army, wrote to General 
 Putnam , then commanding in Philadelphia , directing him to 
 take measures for the speedy passage of the Schuylkill , in case 
 of urgent necessity. Orders were at the same time given to 
 collect all the boats attainable at Wright's, and other ferries on 
 the Susquehanna. No pontoons existed, with which to comply 
 with the orders of the commander in chief. It fell to the lot of 
 the individual, who originated the project of the present Per- 
 
10 
 
 A Statistical Account of the 
 
 manent Bridge, and who then held a confidential office under 
 the United States , to he consulted on the subject. Having ad- 
 vised with some Ship- Wrights, a bridge of boats was at first 
 thought of ; but finally one of ship carpenter’s floating stages, 
 used for graving ships, was concluded upon. This plan, on 
 being suggested by him to General Putnam , was instantly adopt- 
 ed and promptly executed. The critical and masterly stroke, 
 made on the British auxiliaries at Trenton , superseded its mili- 
 tary use at that period. It gave, however, the first idea of the 
 floating bridges, over the Schuylkill , composed of buoyant logs, 
 for the support of a platform of planks; two whereof now re- 
 main, at Gray's and Sherridine's ferries. There does not appear 
 to be any express authority by law for the establishment of 
 these bridges. The act of 1723 recognizes the two ferries of 
 Poach and Blunston. An act passed since the revolution, re- 
 gulars and directs the lowering the ropes of ferries, and opening 
 the bridges (which had each Slip pieces for this purpose) within 
 a certain time, on notice, under a penalty. This implied per- 
 mission, appears to be the only warrant for their continuance. 
 The first of the log bridges was erected by the Executive of 
 the state. This was either much injured or destroyed. 
 
 A bridge was constructed by the British army in 1777, when 
 in possession of the City, on pontoons or large boats. But this 
 not sufficiently answering their purposes, another was thrown 
 over, composed of planks supported by floating logs after the 
 pattern, and perhaps with part of the materials of the one which 
 had succeeded the bridge of Stages, and is probably the one now 
 at Gray's ferry. One of the pontoons, used by the British , 
 prolonged the hostility which occasioned its fabrication. Two 
 of the piles of the coffer dam , sunk for the erection of the west- 
 ern pier of the present permanent bridge, were obstructed by 
 a part of one of those boats which had been accidentally sunk 
 in 1777, 28 feet below common low water. It occupied part of the 
 area of the dam, with one end projecting under two of the piles 
 of the inner row ; and had nearly rendered the erection abortive. 
 It was first discovered on pumping out the dam, in 1802 ; and 
 
Schuylkill Permanent Bridge. 
 
 11 
 
 was perfectly sound, after a lapse of 25 years. The iron work 
 had not the least appearance of rust, or the wood (which was 
 common oak) of decay. The taking this boat to pieces, the 
 straining the dam, and the leaks in consequence, were the chief 
 causes of an extra expenditure, by the company of more than 
 $4000, hardly and perilously disbursed in pumping (which alone 
 cost from $5 to 700 per week) and other labour, during forty 
 one days and nights, in the midst of a most inclement winter ! 
 
 The privations of supplies from the country on the western 
 side of the Schuylkill , had always been causes of regret, and too 
 often of increased expence, to the inhabitants of the City. These 
 were most severely felt, as the population increased. It would 
 be perhaps irksome, to attend to a recital minutely, of all the 
 schemes suggested, for a permanent passage, through a period 
 of near seventy years. It will be sufficient, shortly to mention 
 some of them. To those who have been actively concerned in 
 the present structure, most of these projects appear to have been 
 impracticable, or unadvisable. If they could have been exe- 
 cuted ; the funds were unattainable. 
 
 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 low stone 
 bridge; to be used only when the river was in its ordinary 
 state ; and when raised by floods, the torrent 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 expence 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 obstruc- 
 tions, placed on these flats, will confine, and, of course, redouble, 
 the force of the current. They would cause the accumulation 
 of the ice, and damming of the stream ; the most formidable 
 foes the bridge has to contend with. Some had proposed a 
 bridge on chains, stretched across the river, and elevated by 
 
12 
 
 A Statistical Account of the 
 
 columns of vast height, on its banks. Adding to this visionary 
 plan, some of its advocates would have pillars, in the middle of 
 the river, on a kind of wharf, containing stone promiscuously 
 thrown in. On such an uncertain, shifting, and unstable found- 
 ation, more modern projectors have contemplated erecting wood- 
 en superstructures ; and are not yet persuaded of their being 
 dangerous and insecure. If such should succeed in a river of 
 tranquil current, and level bottom, they are not calculated for 
 one frequently impetuous in the extreme; in some parts of its 
 bed, covered with mud, in others uncommonly unequal and 
 rocky. Still more ineligible, in one, irregular in its depths; 
 which suddenly vary, at small distances, so as to afford no en- 
 couragement to depend on any foundations, or supports for a 
 bridge, but those of solid masonry ; and this founded on the 
 rock, which stretches across its bottom. 
 
 Without entering into controversy on the merits or defects 
 of these plans, which were proposed for the position of the pres- 
 ent bridge, they are barely enumerated, with some of the ob- 
 jections to their establishment. 
 
 Before the Revolution, at various periods, citizens of intelli- 
 gence and talents, had abandoned the idea of erecting a bridge, 
 in the deep tide water, opposite the city, They sought for sit- 
 uations, less difficult; and higher up the river. Applications 
 were presented to the General Assembly of the Province ; and 
 surveys and accurate examinations were made, under the 
 directions of a committee of the Legislature. The places 
 viewed, were Peter's Island , and the Fording place , nearer the 
 falls ; which was, in early times, the most common passage over 
 the river. The road leading over it, is called, in antient deeds 
 and other writings, “ The old Lancaster road .” A third site 
 offered for the consideration of this committee, was the great 
 falls of Schuylkill ; where such an erection was said to be prac- 
 ticable, directly across the reef of elevated rocks, forming the 
 obstructions in that part of the stream. Maps and measurements 
 of these places, and their distances from the city, and varticu- 
 larly of Peter's Island , (which was the place generally fixed on, 
 
Schuylkill Permanent Bridge. 
 
 13 
 
 as possessing the greatest facilities and advantages, positive and 
 relative,) were made, and are yet extant. The route to Lancas- 
 ter by this place, through part of the Ridge or Wissahiccon 
 road, is shorter than that passing over the bridge opposite the 
 city. The distance by either place is not much greater. Al- 
 though a bridge may be erected, at either place, for a sum not 
 exceeding a fourth and probably a fifth, of the cost of the per- 
 manent bridge at High street, yet these sites cannot rival the lat 
 ter. They do not unite all interests, by being so generally ac- 
 commodatory to travellers and transportation, from all quarters, 
 southerly and westerly of the city. Their use will therefore be 
 partial, and the object of a distant day. Conflicting interests , 
 and the disinclination of the Legislature, to afford sufficient 
 means out of the public funds, occasioned the abandonment of 
 the measure at that time. The competitions ended in a lesson, 
 which zealous schemers never read ; to wit ; — Opposing advo- 
 cates, for local and clashing advantages, not unfrequently gain 
 nothing ; and are sure to defeat the object of all. 
 
 Another project of a bridge over one of these places was pro- 
 posed, at the time when the canal from Norristown , was first 
 contemplated. The canal was thought, by many persons of in- 
 telligence, to be more easily and oeconomically practicable, on 
 the west side of the river. It was proposed to erect, at one or 
 the other of the places last mentioned, an aqueduct bridge, over 
 which, the canal should cross the river,; with a tow-path or 
 passage way, on each side of the channel for the water, for tra- 
 velling and land transportation. This is yet believed to have 
 been not only practicable, but also, that it could have been 
 nearly completed, with the sum expended on that unfortunate, 
 though highly desirable enterprize. This is not mentioned with 
 any view of censure ; because the obstacles occurring on the 
 east side, very many whereof would have been avoided on the 
 west, compelled expenditures, not calculated upon or foreseen : 
 And pre-conceived opinions are often found fallacious, when 
 brought to the test of practice. 
 
 A little out of its order, is mentioned the last unexecuted 
 
14 
 
 A Statistical Account of the 
 
 plan, for erecting a wooden bridge, over the middle ferry, in the 
 year 1767. A subscription for the purpose was circulated, and 
 many respectable citizens agreed to contribute. But this, from 
 various causes, fell through ; and all efforts to accomplish the 
 object were suspended for many years. This bridge was con- 
 templated to be of one arch, with stone abutments ; a plan still 
 believed by some of its former advocates, to be. practicable and 
 most oeconomical. The intended span was to have been 400 
 feet: height from the water 47 1-2 feet. 
 
 In theory, it seems reconcilable with principles, that an arch 
 of wood or iron, may be extended to any length of span, with 
 sufficient elevation. The point of either practicability or dis- 
 cretion, has never been precisely fixed. In a modern proposal 
 for a single arch of iron, over the Thames , in place of old Lon- 
 don Bridge , a project is exhibited for an arch of 600 feet span. 
 All agree in the theory, but practical men shrink at the danger; 
 though there are respectable opinions of intelligent theorists, in 
 favour of its principles. According to the best opinions of prac- 
 tical men here, (among them Mr. Weston and Mr; Palmer ,) one 
 of 200 feet begins to be critical and hazardous. The timber 
 arch of Piscataway bridge, erected by Mr. Palmer , spans 244 
 feet ; but he declared he would not again attempt one of simi- 
 lar extent. The most intelligent among those who have gained 
 experience in the late structure, believe, that the span intended 
 for the Schuylkill , in the last project, the draft whereof has been 
 often seen by them, was too extended for this spot ; and that it 
 would most probably have failed. The weight of transportation 
 here is uncommon and constant, and the friction of course in- 
 cessant. Strength, symmetry and firmness, are required here ; 
 of which one very extended arch is incapable. Although wood 
 or iron may be so framed, as to have the least possible drift , or 
 lateral thrust , on the abutments or piers, yet there is a point, 
 beyond which it is dangerous to pass. Of stone or brick it 
 would be adventurous, beyond all common discretion, to risque 
 an arch of such a span. Nor is the undulatory motion of an 
 extensive arch, (however composed) an unimportant objection. 
 
Schuylkill Permanent Bridge. 
 
 15 
 
 A bridge of so extended a span must have been (to be safe) 
 so much more elevated, that the filling would have pressed the 
 walls too dangerously. Some relief might have been given by 
 culverts, or reversed arches, to save filling ; but these are not 
 without their disadvantages. The pressure on the walls of the 
 present western abutment and wings, is quite as much as ma- 
 sonry on piles will bear ; and no other foundation could have 
 been had, but at an unwarrantable expence, the rock at the site 
 of the abutment, being covered with mud and gravel 38 to 40 
 feet deep. It was deemed, and found prudent, to sink the 
 whole frame of the present structure, three feet into the piers, 
 and imposts of the abutments, as well to avoid over weight of 
 filling, as to depress the platform, or travelling floor, to a point 
 easy of access. An approach of the abutments, for an arch of 
 400 feet span, would have created a necessity (not known when 
 such a plan was proposed) for coffer dams , and all their dangers 
 and expence. The present bridge enlarges the passage for the 
 water, at least, a fifth. One for an arch of 300 to 350 feet, would 
 have diminished it in a greater proportion ; because the abut- 
 ments must have approached each other, so as to occupy the 
 position now open, through the land or side arches. 
 
 No person engaged in such difficult works, should risque any 
 project to save expence of foundations, for piers or abutments. 
 But on the other hand, coffer dams should be avoided, if any 
 other means can, with common prudence, be adopted. Their 
 expence is enormous, and their success not always to be ensured. 
 The great proportion of the expenditures in the Schuylkill bridge, 
 has been incurred by the inevitable necessity for coffer dams. 
 The labour applied, and the difficulties encountered and over- 
 come, will appear to the best informed engineers, uncommon 
 and singularly arduous, as will appear by the short account of 
 them subjoined to the present statement. Every effort was 
 made to avoid the necessity of these dams, but on duly weigh- 
 ing all the projects suggested, none could be adopted with any 
 prospect of safety. The irregularity of the bottom, and depth 
 of water, at once were found to forbid the use of Batterdeaus. 
 
A Statistical Account of the 
 
 16 
 
 Floats were thought of, composed of a platform of logs, on which 
 masonry should be formed. These were to be built on, with 
 logs at the sides, and others crossing the whole, bolted like 
 wharves ; filled in with masonry, and raised on as they sunk, 
 till having lodged on the bottom, they should compose the found- 
 ation for masonry, from low water mark. But no horizontal, 
 or solid position could be obtained for them. All the objections 
 to batterdeaus lay against them. A flood too, might have car- 
 ried them off in an unfinished state. This was proved, when a 
 few of the belts of the coffer dam (light and buoyant, compared 
 to these floats, and more easily secured) were swept away by a 
 summer fresh ; though they had been supported by some piles, 
 and moored with anchors and cables, capable of holding a stout 
 frigate. The levelling the bottom, or making one artificially 
 (as was done by Semple at the Essex bridge in Dublin ) was found 
 impracticable, on account of the thick cover (13 feet) of mud in 
 some parts, and the total bareness and unevenness of the rock 
 in others. It became a choice of difficulties ; and the coffer dam , 
 or no bridge, was the alternative. Projects easily and cheaply 
 to be accomplished in shallow streams, with level bottoms, or 
 those capable of being artificially made so, were all found im- 
 practicable, and to the last degree imprudent here. The modes 
 pursued in New England , either of piles, wharves, log frames, 
 or stones loosely thrown into the stream, were considered and 
 condemned. The destruction of many of the bridges of that 
 country was predicted ; but with a hope that this apprehension 
 might prove unfounded, as the enterprizes of the people there 
 were admired and applauded. Sounds , or arms of the sea, shel- 
 tered from violent storms, broad rivers, capable of holding piles, 
 and affording extensive flats, for overflows and waste of floods ; 
 will admit of slighter foundations, though always exposed to 
 danger, under uncommon circumstances. Many of the sites of 
 eastern bridges are of this description 
 
 The pressing necessity for some permanent structure, called 
 the attention of many citizens to the subject. But none, for a 
 long course of time, attempted any decided measure, till the one 
 
Schuylkill Permanent Bridge. 
 
 17 
 
 whose endeavours were finally crowned with success, in the ac- 
 complishment of the present erection, moved in this important 
 desideratum . It was contemplated, originally, to erect the bridge, 
 at a small distance above the upper, or Roach's ferry. One 
 object in fixing on this site, was its supposed advantages in 
 point of practicability. But no inconsiderable motive, was that 
 of leaving the whole western front of the City unobstructed by 
 so great an impediment to the navigation of the Schuylkill , 
 which has already shewn itself to be of inestimable consequence. 
 The improvement 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, pos- 
 sessed 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 accomplished in a spot, in which a ma- 
 jority of interests and opinions where united. Endeavours, 
 which, through many difficulties succeeded, were therefore com- 
 menced, for obtaining from the City corporation, the site of the 
 present bridge; and forty thousand dollars (one half in bridge 
 Stock) were paid, as the consideration. The General Assembly 
 had, by a law, granted to the Bridge Company, the right of the 
 Commonwealth to a valuable lot adjoining this site, on the 
 eastern, and a purchase had been made of property on the west- 
 ern 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 struct- 
 ure there established; yet it is to be lamented that one half of 
 the western front of the City, is deprived of navigation on a 
 great scale. E’er long this river will pour into the lap of com- 
 merce, abundant supplies for foreign markets ; and the land 
 transportation passing over it, is very considerable. Twelve 
 feet water can be carried 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 expence. Four fathoms, 
 on an average, may be carried, after passing the bar, up to and 
 
18 
 
 A Statistical Account of the 
 
 along the whole City front. It is to be most seriously hoped, 
 that no obstacles to this important navigation, will in future be 
 added. One error probably unavoidable, which cannot now be 
 rectified, committed in the zeal for a new and essential improve- 
 ment and accommodation is enough. Passages for vessels, 
 through draws , should be insisted on, if at any time other 
 bridges should be required, where they interfere with the navi- 
 gation. Posterity should never be disinherited, to serve present 
 and partial objects. 
 
 The impediment to the navigation of the Thames , by old 
 London bridge, has long been highly injurious. Insomuch that 
 it is said, in an estimate presented to the British Parliament a 
 few years ago, (1801) that the difference in the price of coals 
 above , from that below bridge would in a short time, pay for 
 taking down the old , and building a new bridge , to admit large 
 vessels, either under or through the bridge, by means of a draw. 
 And there is a great plan in progress for that purpose. 
 
 It is mentioned with no view to personal adulation, but as a 
 successful instance, for the encouragement of persistance in com- 
 mendable pursuits, too often thwarted by opposite interests or 
 opinions, that the “ Act for incorporating a Company for erecting 
 a Permanent Bridge over the Piver Schuylkill , at or near the 
 City of Philadelphia ” was obtained, after persevering efforts, 
 during several years by the exertions of Richard Peters , who 
 was elected President of the Company, formed in virtue of that 
 Act. He originated the project of the present structure, and 
 assiduously assisted in its execution, from its commencement to 
 its completion. In a pursuit, generally deemed hopeless, though 
 so obviously of public utility, he was left solely, to encounter, 
 in its early stages, strong prejudices and incredulity as to its 
 practicability, and many local interests and objections, both as 
 to the place and principles of its establishment. Much opposi- 
 tion from several respectable quarters, was to be overcome, 
 before this law could be obtained. This was the more difficult 
 to combat, because it was grounded on laudable principles; 
 though it was foreseen, as the event proved, that their objects 
 
Schuylkill Permanent Bridge. 
 
 19 
 
 were unattainable ; and therefore that no bridge would be erect- 
 ed, but one according to the project effectuated by the present 
 company. Twenty one townships, on the western side of the 
 river, represented by respectable citizens, combined to prevent 
 the scheme for a toll bridge ; under the idea that they could ob- 
 tain one free of toll, and built by subscription, aided by public 
 support. But as this mode of raising funds, could not be ac- 
 complished, the attempt, (the success whereof was very much to 
 be wished) was abandoned. The Corporation of the City, were 
 very commendably anxious to erect a bridge on their property, 
 under the direction of the City Councils. This would have 
 been an appropriate and desirable object. But funds could not 
 be procured ; and their opposition was withdrawn. The expen- 
 sive and most extensively useful Water Works , had involved 
 the City corporation in pecuniary difficulties ; and operated, in 
 no small degree, to induce a sale, of their ferry franchise, to the 
 company incorporated for erecting the bridge. 
 
 The Act before mentioned was passed the 16th of March 
 1798. Its principle features are similar to all such incorpora- 
 ting acts. A stock of $150,000 divided into 15,000 shares, at 
 $10 each, is established. To this have been added 7,500 new 
 shares, to increase the funds; the expenditures being necessarily 
 far greater, than could have been foreseen. A great proportion 
 of the new shares, yet remain in the hands of the company un- 
 disposed of. 
 
 The usual arrangements for procuring subscriptions prefatory 
 to incorporation, are inserted. Three thousand of the original 
 shares, are reserved, fo^ the purpose of a site, and to establish a 
 fund for freeing the bridge. Sundry clauses relate to the incor- 
 poration, organization of the Company and its officers, and mode 
 of management of the funds. Power is given to the Stockhold- 
 ers to fix on the site ; and, if necessary, to add shares, to en- 
 crease the funds. There is also a description of the kind of 
 bridge to be built. The property of the bridge (and of such 
 other property as they shall acquire for its purposes or conven- 
 ience,) is vested in the Company for twenty five years, after the 
 
20 
 
 A Statistical Account of the 
 
 same shall be compleated ; arid the tolls to be taken are ascer- 
 tained with great encouragement to the transportation of country 
 produce and manure, and to the use of oxen for draft. Penal- 
 ties are laid on taking illegal tolls, as well as on those who in- 
 jure the bridge property or works, or impede the passage. The 
 bridge is not to be erected ‘‘in such manner, as to injure, stop, 
 “or interrupt the navigation of the said river, by boats , craft or 
 “ vessels without masts f “and when the tolls shall exceed fifteen 
 “per cent, nett annual profit; the excess shall compose a fund, 
 “for the redemption of the bridge, so as to render it free, save 
 “that there shall always be a small toll, or other revenue, for 
 “keeping it in repair; this excess shall be laid out in bridge 
 “Stock, or other productive funds, and the dividends, or annual 
 “product, shall be also added to this fund ; and all private dona- 
 tions for freeing the bridge shall also be received and invested 
 “in like manner; but if by the operation of the fund herein 
 “proposed, there shall be a sufficient sum to free the bridge, at 
 “a period less than the said twenty five years, then it shall be 
 “redeemed and become free, on the Stockholders being paid the 
 “appraised value thereof, and of the profits thereof for the resi- 
 “due of the said term of twenty five years which may be un- 
 “ expired; and if the said fund shall not be adequate to the pur- 
 “pose last mentioned, the legislature may, at the expiration of 
 “the said twenty five years, declare it a free bridge, (providing 
 “at the same time the means of keeping it in repair) and the 
 “ Company shall be obliged to take such sum of money therefor, 
 “as shall be allowed on a fair appraisement by indifferent per- 
 “ sons ; the like appraisement shall take place, when the sinking 
 “fund is adequate to the redemption of the bridge and the es- 
 tablishment of a revenue, if a toll be not thought more eligible, 
 “ for keeping the bridge in repair ; but if the said bridge shall 
 “not be redeemed, and paid for as a free bridge, before or at the 
 “expiration of the said term of twenty five years, the said cor- 
 poration may and shall continue to hold the same, on the terms 
 “of this act, beyond the said term, and until the same shall be 
 “redeemed and paid for in manner herein directed,” 
 
Schuylkill Permanent Bridge. 
 
 21 
 
 As a general observation and interpretation of this clause, we 
 insert an extract from a report of the building committee, 31st 
 January 1803. “Our stock will bear a comparison with any 
 “other, either in point of security or duration. It is secured to 
 “us for twenty five years after the bridge is finished. A period 
 “long enough to gain a valuable profit. If it is made free, com- 
 pensation must be previously made, by appraisement, for both 
 “the bridge and its revenues. A circumstance, however desir 
 “able, not likely to happen. The Company are to hold the 
 “bridge, after the twenty five years, until they are amply reim- 
 bursed. The duration of their tenure is therefore sufficient, 
 “and no loss of capital can occur. The bridge will be elevated 
 “above all floods ; and the piers and abutments of such strength 
 “and solidity, as to place it out of all danger.” And this latter 
 promise of that committee has, it is confidently believed, been 
 faithfully complied with. 
 
 In pursuance of this law, the then Governor, ( Mifflin ) on the 
 27th day of April 1798, incorporated the Company; the num- 
 ber of subscriptions, previously required, having been filled. 
 
 The Company was immediately organized ; and the following 
 named persons chosen according to law. 
 
 President , Richard Peters. 
 
 Directors , John Perot, William Sheaff, Joseph Anthony, John 
 Dunlap, John Dorsey, John Miller, M. C. Matthew 
 M’Connell, Robert Ralston, David Evans, junr. 
 William Bingham, Samuel Blodget, Nathan Sellers. 
 Treasurer , Richard Hill Morris. 
 
 The first Building Committee were 
 
 Richard Peters, George Fox, William Sheaff, John Dunlap, 
 and John Kean. 
 
 The general wish of the Stockholders, at the commencement 
 of the project, was strongly in favour of a stone bridge. A draft 
 of a stone structure, elegant, plain, practicable and adapted to 
 the site, with very minute and important instructions, for its 
 execution, was furnished to the President gratuitously, by 
 
22 
 
 A Statistical Account of the 
 
 William Weston Esq. of Gainsborough in England: a 
 very able and scientific hydraulic engineer, who was then here, 
 and from friendly and disinterested motives, most liberally con- 
 tributed his professional knowledge and information, to promote 
 the success of the Company. The foundations of the present 
 piers, and abutments were laid nearly according to his plan, 
 though circumstances compelled a considerable departure from 
 it, as the work advanced. His communications were attended 
 to with great advantage, wheresoever they could be applied. 
 Having viewed the inefficiency of the eastern coffer dam — in 
 the same spirit of liberality, he furnished to the President, a 
 draft for the western coffer dam , before his departure for Eng- 
 land. This plan was original, and calculated for the spot on 
 which it was to be placed. It was faithfully and exactly exe- 
 cuted under the care of Mr. Samuel Robinson, who was then 
 Superintendant of the Company’s work in wood. Mr. Weston 
 foresaw great risques and difficulties, arising from the peculiar 
 character of the river, and the nature of its bottom, in so great 
 a depth of water. He declared, that he should hesitate to risque 
 his professional character on the event, though he was convinced 
 that the whole success of the enterprise depended upon, and 
 required, the attempt. Some idea of its magnitude may be form- 
 ed, when it is known that 800,000 feet (board measure) of tim- 
 ber, were employed in its execution, and the accommodations 
 attached to it. Sufficient in quantity for a ship of the line. 
 
 But it was soon discovered that the expence of erecting a 
 stone bridge, would far exceed any sum, the revenue likely to ' 
 be produced would justify. For this reason alone, no farther 
 progress was made in the stone bridge plan. And though some 
 other drafts, among them a very elegant one by Mr. Latrobe , 
 were presented, the board of Directors were under the necessity 
 of returning them, as being objects, however desirable, too 
 expensive to be executed with private funds. It was therefore 
 concluded to procure plans of a bridge, to be composed of stone 
 piers and abutments, and a superstructure of either wood or iron. 
 Mr. Weston at the request of the President and Directors, sent 
 
Schuylkill Permanent Bridge. 
 
 23 
 
 from England (after viewing most of the celebrated bridges 
 there, and adding great improvements of his own,) a draft of 
 an iron superstructure, in a very superior stile ; yet with his 
 usual attention to utility, strength, and oeconomy, accompanied 
 by models and instructions. Although highly approved, it was 
 not deemed prudent to attempt its execution. All our work- 
 men here, are unacquainted with such operations ; and it was 
 thought too hazardous to risque the first experiment. 
 
 The castings can be done cheaper here, than in England, and 
 with metal of a better quality, though the amount of the erec- 
 tion would in the whole, far exceed one of wood. Mr. Weston 1 s 
 draft is preserved, and may yet be executed in some part of the 
 United States ; and it would do honour to those who could ac- 
 complish it. Finally, the plan so successfully perfected was 
 agreed to ; having been furnished by Mr. Timothy Palmer of 
 Newburyport in Massachusetts , a self taught architect, who was 
 employed to execute the work of the frame. He brought with 
 him Mr. Carr, as his second, and four other workmen from New 
 England. They at once evinced superior intelligence and adroit- 
 ness, in a business, which was found to be a peculiar art, ac- 
 quired by habits not promptly gained, by even good workmen 
 in other branches of framing in wood. Both the materials and 
 workmanship of this frame, are allowed to be remarkably fault- 
 less and excellent. It is also an evidence of prudence, in the 
 President and Directors, in selecting a plan already practised 
 upon, and workmen accustomed to its execution. 
 
 Previous to the decision upon the superstructure, the piers , 
 without a certainty of the stability whereof, no superstructure 
 could be attempted, were begun ; with the intent, that when 
 their completion was ensured, the Stockholders might be justi- 
 fied, with confidence to proceed in the work. There being no 
 general engineer, the President and Directors were under the 
 necessity of paying more attention, than is usually required in 
 such cases. The President, with the assistance of a building 
 committee, undertook the charge of the execution of this ardu- 
 
24 
 
 A Statistical Account of the 
 
 ous work, requiring much attention as well in the outline as in 
 its most minute details. 
 
 The President suggested, with the approbation of the com- 
 mittee, important parts of the plans of the masonry, and modes 
 of securing the dams ; and several improvements in the plan of 
 the frame, which were adopted by Mr. Palmer ; and occasioned 
 a material difference from those in New England , and elsewhere, 
 erected on similar principles. 
 
 The President’s proposition and general design of the cover, 
 were approved, and reported, by the committee. The opinions 
 of a very great proportion of the Stockholders were at first op- 
 posed to this measure ; though when perfectly understood, it 
 was unanimously agreed to. Its novelty excited doubts and 
 apprehensions, which time, and many violent assaults from 
 storms,. have proved to have been groundless. It will long re- 
 main an example for future similar undertakings ; and is the 
 only covered wooden bridge in the world, a much inferior one 
 over the Limmat , in the north of Europe , excepted. 
 
 Mr. Adam Traquair has merit in the draft of the cover, which 
 he assisted to delineate. It was executed with singular fidelity 
 and credit, by Mr. Owen Biddle , an ingenious carpenter and 
 architect of Philadelphia ; who made additions to the design. 
 He has published an architectural work, entitled “The Young 
 Carpenter’s Assistant;” useful as an elementary guide, and 
 which should be encouraged as an American production. In it 
 will be seen a plate of this bridge, and a concise account of it ; 
 some parts whereof are herein repeated. 
 
 The whole of the masonry was performed by Mr. Thomas 
 Vickers , who possesses not only integrity and practical skill, but 
 is firm, constant, and prudently bold, in hazardous undertakings. 
 His exertions were conspicuous on every emergency and casu- 
 alty attending the dams, and other dangerous and difficult parts 
 of the work. 
 
 Those who with the President, composed the building com- 
 mittee particularly, as well as the other members of the board, 
 
Schuylkill Permanent Bridge. 
 
 25 
 
 and the Treasurer, meritoriously afforded every requisite assist- 
 ance ; as well when their aid was necessary in the executive 
 business, as in a laudable attention to its pecuniary affairs. It 
 always happens in such associations, that some pay more atten- 
 tion, and thereby gain and apply more useful intelligence than 
 others. 
 
 It would be unpardonable, not to mention the Stockholders , 
 with high approbation. Their advances have been great, and 
 their patience under privations of profit, truly commendable. 
 The amount of expenditures is nearly $300,000, though the 
 dividends will be made on a much less sum, (about $218,000) 
 owing to the application of the floating bridge tolls, to the ex- 
 pence of the building. The company have evidenced a praise- 
 worthy ‘mixture of public spirit, with a justifiable desire of 
 pecuniary advantages ; in which it is to be ardently wished, they 
 will not be disappointed. Although these advantages may be 
 delayed, they are ultimately secured. Hot the least gratifying, 
 must be the satisfaction arising from the accomplishment of a 
 public improvement eminently beneficial, as well in its use as 
 its example, not only to those, who now enjoy its accommoda- 
 tion, but to posterity. 
 
 Common justice to the subject has compelled so detailed an 
 account of this undertaking. Actuated by no motives of mere 
 personal compliment, it is deemed of public utility to record for 
 imitation, individual exertions, in cases wherein great objects 
 have been accomplished by them, without any assistance from 
 the public funds ; and where the want of scientific and practical 
 knowledge, was supplied by the constancy and singular atten- 
 tion of those, who possessed no more talents or acquirements, 
 than are called for in the common affairs of life. Such success- 
 ful examples are worthy of imitation ; and will incite to perse- 
 verance, in laudable and necessary enterprizes ; however appar- 
 ently difficult and untoward ; as many parts of this work have 
 most undoubtedly been. Nor is it desired to recommend pro- 
 ceeding (where it can be avoided) in such hazardous under- 
 
26 
 
 A Statistical Account of the 
 
 takings, without professional engineers, both scientific and 
 practical. 
 
 Few would have persevered under all the difficulties attend- 
 ing this work ; which in its execution (unavoidably protracted 
 by the embarrassments attendant on building under water) oc- 
 cupied six years after the law was obtained. However humble 
 the merit of those who engage in such undertakings may be 
 considered, they are far greater contributors to the happiness 
 and convenience of mankind, than those who, with victories 
 and triumphs, dazzle while they desolate, and ruin and oppress 
 the human race. 
 
 DESCRIPTION OF THE BRIDGE. 
 
 0 
 
 The masonry is executed on a plan suggested to the mason, 
 uncommon, if not new. The walls of the abutments and wings, 
 are perpendicular, without buttresses , and supported by interior 
 offsets. These are found completely competent to support the 
 pressure of the filling (which gravitates in perpendicular lines) 
 without battering or contreforts. The abutments are 18 feet thick. 
 
 The wing walls nine feet at the foundations, retiring by off- 
 sets, till at the parapets, they are only 18 inches. The eastern 
 abutment and wing walls are founded on a rock. Those on 
 the western side are built on piles. The inclined plane of ap- 
 proach to the bridge, is elevated at an angle of 3 1-2 degrees. 
 
 Although the western pier has attracted most attention, that 
 on the eastern side of the river, was first erected ; and was 
 attended with difficulties appearing often insurmountable. It 
 is from 21 to 24 feet deep, below the tide, to the rock, on which 
 the lower course is laid and bolted. The coffer dam was on a 
 bad plan, though constructed as well as that plan admitted. Its 
 materials were too slight and incompetent. Constant exertion, 
 and repeated remedies for defects, were incessantly called for by 
 frequent accidents. Every thing was new to all employed ; but 
 it was a school to teach experience. The footing of the piles 
 
Schuylkill Permanent Bridge. 
 
 27 
 
 was secured, and the dam saved from impending destruction, by 
 an embankment of stone and sand, thrown around the bottom 
 on its outside ; and the latter washed in, and consolidated by 
 the current. The same means were used at the western dam , 
 and their utility decidedly proved. Both piers are of course, 
 similar in their general configuration and composition. The 
 first stone of the eastern pier , was laid September 5th, 1801. 
 That of the western pier, December 25th, 1802. The time pre- 
 ceding was occupied in procuring plans, gaining information, 
 and providing materials. These precautions, (always essential 
 in great undertakings' forwarded the work, and ensured against 
 delay and disappointment. 
 
 The frame is a masterly piece of workmanship ; combining in 
 its principles, that of king posts and braces, or trusses , with those 
 of a stone arch. Half of each post with the brace between them, 
 will form the vousseur of an arch ; and lines through the middle 
 of each post, would describe the radii or joints. There are 
 three sections of the frame, all similar. That in the middle, 
 divides the space into two equal parts, so that passengers in op- 
 posite directions, are prevented from interfering with each 
 other. 
 
 Th q platform for travelling rises only eight feet from an hor- 
 izontal line, and the top, or cap pieces, are parallel to this. Of 
 the sections, the middle one has the most pressure, owing to the 
 weight of transportation, being thrown nearer to that section 
 than towards the sides ; to which the foot ways prevent its ap- 
 proach. — These foot ways are five feet in width, elevated above 
 the carriage ways, and neatly protected with turned posts and 
 chains. It has been conceived that the foot ways would have 
 been more advantageously placed on each side the middle sec- 
 tion, to throw the weight of transportation to the sides of the 
 bridge. 
 
 Mr. Palmer (who is believed to be the original inventor of 
 this kind of wooden bridges) permitted with much candour, 
 considerable alterations in the plan, accommodatory to the in- 
 tended cover, the design whereof is. original. These were so 
 
28 
 
 A Statistical Account of the 
 
 much approved by him, that he considers the Schuylkill bridge 
 superstructure the most perfect of any he has built. It was 
 finished in one season ; and declared open for passengers and 
 transportation, on the 1st day of January, 1805. 
 
 The Shauffhausen bridge (which is now destroyed) much 
 eulogised in Europe, was by no means equal to that on the 
 Schuylkill. Any candid and intelligent architect, on inspecting 
 the drafts of the one, examining the other and the principles of 
 both, would give a decided preference to the latter. The design 
 of this is more simple, its strength is greater, its parts are better 
 combined, and more assistant to each other: and there is no use- 
 less timber, in any part. 
 
 The timber of which both the frame and the cover are com- 
 posed, (the roof, of cedar excepted) is of the best white pine. 
 
 The flooring of the platform is doubled, and in the whole 5 1-2 
 inches thick. The under course of white pine , 8 inches thick, 
 is permanent, and well spiked and secured. The upper course 
 is of sap pitch pine, slightly attached (2 1-2 inches thick) to be 
 renewed as often as worn either partially or generally, and with 
 this the joints are broken. This mode of planking has been 
 found, on the floating bridges, highly advantageous and econom- 
 ical. The under course admits of two or three removals of the 
 upper, which wears before it decays. The floorings of wooden 
 bridges are generally of single planks. 
 
 The exterior of the cover is handsomely ornamented and paint 
 ed. The under work imitative of stone, is well executed, by 
 dashing the paint while fresh, with sand and stone dust. This 
 is performed with so much ease and cheapness, that it is hoped 
 it will introduce a like mode of ornamenting and protecting the 
 surface of other wooden elevations. All apprehensions of scal- 
 ing by frost, are proved to be imaginary. 
 
 A number of Conductors, properly disposed, secure the super- 
 structure from danger by lightning. 
 
 All that could be spared for ornament, was expended on the 
 exterior ; as the interior neither admitted nor required it. The 
 
Schuylkill Permanent Bridge. 
 
 29 
 
 Pediments of the entrances were intended to be finished with 
 Emblems of Commerce , on the east ; and of Agriculture , on the 
 west. They are designed, and were to be executed, by that 
 eminent American naval sculptor, William Rush of Philadel- 
 phia ; whose works as an artist, are admired, in whatever part 
 of the world they are seen. It is desirable that this finish , the 
 expence whereof will be small, should yet be added. The 
 Pediments require it; to complete the design. 
 
 GENERAL OBSERVATIONS. 
 
 The Schuylkill Bridge Plan may be varied according to cir- 
 cumstances ; and its principles preserved. In whatever varieties, 
 projectors of other designs may indulge themselves, it is confi- 
 dently believed that Mr. Palmer's plan will be found on long 
 experience, to be the best. It is an unit in symmetry and move- 
 ment ; and all its parts support each other, like a phalanx in 
 tacticks. In some instances Mr. Palmer has placed the platform 
 for travelling, over the cap pieces and cross ties ; or rather these 
 latter become part of the frame of the platform. The great body 
 of the frame is of course below. But this was not found eligible, 
 where ice and floods were likely to assault the haunches, when 
 the frame was thus depressed. The elevation of the abutments 
 would require, for this plan, immense weight and expence of 
 filling, and expose the walls to dangerous pressure. Nor would 
 it be so well calculated for heavy transportation. — More im- 
 portant than all — it would be unfit for covering to such advan- 
 tage. Notwithstanding this great improvement, was highly 
 approved by Mr. Palmer it was not in his contemplation, as to 
 mode ) until the outline of the present cover was shewn to him ; 
 although he said he had repeatedly, but fruitlessly, urged the 
 measure of covering their bridges, in New England. It is hoped 
 this example will be followed, in all pontifical wooden structures 
 of magnitude, hereafter. Bridges may, for most situations, be 
 less expensive in the frame ; the middle section may be omitted 
 above the flooring ; nor need they be more than 30 feet wide. 
 
30 
 
 A Statistical Account of the 
 
 This width was deemed sufficient by Mr. Weston, for bridges in 
 general ; though he considered that over the Schuylkill to re- 
 quire more than common space, for its constant and burthensome 
 transportation. The Easton bridge, built under Mr. Palmer's 
 directions, is 28 feet wide ; and the frame of the middle section 
 does not rise above the platform. Its situation does not demand 
 a plan, or call for dimensions, on a greater scale ; and it is 
 erected according to the improved work of the frame of the 
 Schuylkill bridge. 
 
 Although the cover of the Schuylkill bridge compelled orna- 
 ment, and some elegance of design, lest it should disgrace the 
 environs of a great City ; these would not be necessary in such 
 a degree, in other situations. Neatness of elevation and taste 
 in design, may be shewn at a small expence ; and the workman- 
 ship and materials need be no more costly, than those for roof- 
 ing and weather boarding common frame buildings. The Schuyl- 
 kill bridge roof required one hundred and ten thousand shingles, 
 of 3 feet long and 6 inches wide ; and other materials in pro- 
 portion. Much of these may be saved, in narrower frames. 
 The painting or coating, with the durable composition, in imita 
 tion of stone, which appears on the exterior of the work, below 
 the platform, (for which a recipe is subjoined) may be done at 
 a small expence. Mineral paints are the worst, for coating 
 exposed to weather. The oil does not combine with the min- 
 eral, as it does with absorbent earths : and being extracted by 
 the sun, leaves the mineral particles without adhesion, and they 
 drop, or are washed away by rains, dews, and moisture. All 
 oils or fats, are known, chemically , to be alike composed ; and 
 are better or worse, as they are or are not mixed with foreign 
 matter. Linseed oil may be had every where, and fish oil is 
 common. Ochres for colouring, (far preferable to minerals) abound 
 throughout the country; and only require judicious exploration 
 for their discovery, Clarified turpentine is a good substitute 
 for oils ; but a mixture of both is best. The less forcing , to ac- 
 celerate drying, the better. Though inconvenient in some 
 respects, the composition will be more durable, the longer it is 
 
Schuylkill Permanent Bridge. 
 
 31 
 
 in drying ; but care should be taken, that it be not so thin as to 
 run ; or not retain the sand and paint. Sea sand , or earth mixed 
 with marine salt, should be avoided, as being hostile to com- 
 positions or cements ; and particularly when calcareous sub- 
 stances are combined. Some of the Delaware stone cutters 
 sand, used with the Schuylkill bridge coating, was found to be 
 liable to this objection. We have daily before us proofs of this 
 fact in our plaistering ; where the hair of salt hides is used. 
 Every moisture of the room, or atmosphere, brings out stains 
 and damp spots on our walls ; to which papering will not adhere, 
 as it does on other plaistering, into the composition whereof, 
 salt hair does not enter. Chemists may account for this : but to 
 them it is not yet clearly ascertained, from whence the muriatic 
 acid is derived ; nor are its nature, and properties, accurately 
 known. Long and frequent experience has evinced, that the 
 least mixture of this acid, or common salt,* with gypsum , pro- 
 duces a tertium ) which renders it unfit for a cement ; and also 
 destroys its agricultural uses and properties. 
 
 RECIPE FOR COMPOSITION TO IMITATE STONE. 
 
 The work should not be primed ; though part of that at the 
 bridge was so done, before it was determined to coat it with 
 composition. 
 
 The paint used was common white lead and oil ; as the pain- 
 ters preferred their own way, and the scaffolding could not re- 
 main at risque, while experiments on other paints were tried. 
 It was conceded afterwards, that if there had been time to pre- 
 pare and use other paint, and the urgency of dispatch had not 
 
 * Common salt is compounded of the muriatic acid , and soda. The lat- 
 ter substance abounds in the ocean, and other places, where common salt 
 is found. The vitriolic acid of gypsum meeting with the muriatic , in 
 the salt, expels it from the soda of the salt ; and having a predominant 
 affinity, forms sulphate of soda y or glauber salts. Good common salt 
 should contain two thirds of soda y and one third of muriatic acid ; and is 
 seldom pure in its combination, as to proportion ; or absence of foreign 
 matter. 
 
32 
 
 A Statistical Account of the 
 
 precluded delay for drying, fish oil and clarified turpentine with 
 ochres , would have been more eligible. 
 
 As fast as the painter proceeded in his work, an adroit hand 
 dashed on the sand and stone dust. This was mixed in proper 
 proportions, as to colour and consistency* which is only to be 
 known by preparatory experiments ; easily accomplished. It 
 was thrown on with a common tin dust pan. The sand and 
 stone dust must be free from moisture, or any tincture from 
 marine salt. It was dried in the sun, or a large iron kettle over 
 a slow fire. A small proportion of plaister of Paris , was mixed 
 with the sand and stone dust. A long trough containing the 
 sand and dust, was placed under the work ; and caught what 
 did not adhere, so as to be thrown up again and prevent waste. 
 The dispatch with which this operation can be performed, 
 exceeded expectation, both as to facility and oeconomy. With 
 marble dust , it may be made to imitate that stone. As soon as 
 one coat is dry, the other must be laid on. Two coats, well 
 attended to, are sufficient. But this is left to the choice of those, 
 who think another coat is required. 
 
 The joints are imitated by convex strips, sprigged on the 
 weather boarding ; and after the coating is put on, they are 
 penciled off, with white paint. 
 
 The following is a recipe much followed, and with invariable 
 success, for barns and other buildings, in the country ; and being 
 particularly applied to roofs, it is called “fire proof” 
 
 Take 20 gallons of fish oil ; boil it 4 hours over a ^slow fire ; 
 and skim it as the feculence rises. Put in it 12 pounds of rosin, 
 or an equivalent proportion of clarified turpentine. Before 
 taking it off the fire, mix ten gallons flax seed oil, boiled in the 
 common way. Grind and mix with the oil, a sufficient quantity 
 of ochre (of what colour you please) to make the paint thick as 
 can be well brushed on. As you brush on the paint, have your 
 composition ready to sift, or dash on. It is thus made. — 
 
 Take one bushel of ground plaister, calcined over a fire in a 
 dry pot, or kettle. When cold, mix with it 3 bushels of stone 
 
Schuylkill Permanent Bridge. 
 
 38 
 
 dust or fine sand, dry , and the more gritty or siliceous, the better. 
 Sift or dash on, as fast as the paint is laid on. When dry, the 
 second coat is applied in the same manner. Live coals, in 
 quantities, have been thrown on roofs thus coated, without in- 
 jury. It does not scale with frost, or melt with the hottest sun. 
 The above is sufficient for a large roof. 
 
 The whole expence of the preceding composition including 
 labour and laying on will not exceed $50. 
 
 Length of the bridge, 
 
 Abutments and wing walls, 
 
 Total length, 
 
 Span of small arches 
 
 (three in the whole number, 
 including middle arch.) 
 
 * Ditto of middle arch, 
 
 Width of the bridge, 
 
 Curvature of the middle arch, 
 ditto of small arches - 
 Rise of the carriage way 
 Height in the clear over carriage 
 way - 
 
 ditto from surface of the river 
 to the carriage way, 
 
 Feet. 
 
 in. 
 
 550 
 
 
 750 
 
 
 1300 
 
 
 150 
 
 
 194 
 
 10 
 
 42 
 
 
 12 1 
 
 1 The curvatures are 
 
 10 1 
 
 1 catenarian. 
 
 8 
 
 13 
 
 31 
 
 *The middle arch was originally intended to be only 160 feet, but 
 the dam could not be placed on the spot contemplated, owing to the 
 bareness and inequalities of the rock at the bottom. 
 
 It is highly creditable to those concerned in the direction and execu- 
 tive branches of this work, that no delay ever occurred through want of 
 supplies, or prompt payment. Yet one million and an half of feet (board 
 measure) of timber, and above 22000 perches of stone, with all the sub- 
 ordinate and auxiliary materials required, were employed in this struc- 
 ture. The labour, the cost whereof was a great proportion of the expen- 
 diture, was obtained below the common rate, in most instances ; owing 
 to the regularity and certainty of payment. 
 
34 
 
 A Statistical Account of the 
 
 Feet. 
 
 Depth of water to the rock at the 
 
 western pier 41 
 
 ditto at the eastern pier - 21 to 24 
 
 Amount of toll when the work began for 1799, - $5000 
 
 Present rate, (1805.) 13000 
 
 The company have established commodious wharves, which 
 were necessary for the safety of the abutments ; and add greatly 
 to the improvements of that front of the city. 
 
 President and Directors at the close of the Work. 
 President . Richard Peters. 
 
 Directors John Dunlap, John Perot, Ebenezer Hazard, Thomas 
 Savery, William Poyntel, Charles Biddle, Richard 
 H. Morris, George Fox, Peter Browne, John G. 
 Wachsmuth, George Reinhold, Anthony Cuthbert. 
 Treasurer. John Dorsey. 
 
 Building Committee. Richard Peters, William Poyntel, Anthony 
 Cuthbert, John Dunlap, Peter Browne, 
 George Fox. 
 
 This account ought not to be closed without presenting for informa- 
 tion , as well as to gratify curiosity , part of the report of the 
 building committee , dated July 14 th 1803. Bigned. Richard 
 Peters , John Dunlap , Peter Browne , George Fox , Anthony 
 Cuthbert. 
 
 “ That it was thought proper to begin the work of this season 
 on the eastern side, by laying the foundation of the abutment, 
 and raising the eastern pier to the height required for the first 
 timbers of the wooden superstructure ; so that the whole of the 
 wood work will be elevated above all floods and substances 
 which might injure it when floating on and carried with violence 
 by high freshes. The highest fresh ever known having risen 
 12 feet 8 inches above high water mark, we have elevated the 
 
Schuylkill Permanent Bridge. 
 
 35 
 
 masonry 16 feet 8 inches above high tide ; to guard against all 
 danger. From five feet above the proposed spring of the arches 
 of a stone bridge, where our cut stone ceases, we directed it to 
 be carried up in range work, with hammered stone, as a facing ; 
 and the interior bonded with large, long and heavy stone, except 
 at the end of the pier, up stream, where the cut stone is contin- 
 ued as high as any floating ice will probably assail it. The 
 whole of the work is well filled, laid in common mortar and 
 grouted, so as to compose a solid mass, capable of resisting the 
 most severe assault from ice, floods or floating timber. The 
 terras mortar and clamping, cease with the cut stone, about five 
 feet above high water mark.” 
 
 “ When this pier arrived at its present height, the masonry of 
 the eastern abutment was proceeded in ; and so far completed, 
 as to be out of all difficulty. We then directed the workmen to 
 commence the raising the western pier. This had been carried 
 up, last winter, within eighteen inches of low water mark. The 
 dam having stood the winter without much injury, though 
 roughly treated by the ice, was pumped out on the 27th day of 
 May last. On examining the masonry with much attention we 
 found to our great satisfaction, that there had not been the least 
 alteration in the work by any accident. It had not settled an 
 hair’s breadth ; but stood firm on its foundation, which we can 
 now pronounce perfectly good, sound, and immoveable. We 
 were agreeably struck with the perfect state of the whole mason- 
 ry ; which does great credit to Mr. Vickers the master mason. 
 The tarras mortar used on the exterior is as hard as the stone ; 
 and the common mortar of the interior, as dry and indurated, 
 though covered with water four months, as any cement, exposed 
 in masonry to the open air for twelve months.” 
 
 “We mention for the instruction of those who may have oc- 
 casion to build where water covers or flows round the work, 
 that rich mortar should never be used. Our common cement is 
 composed of three parts sharp, clean, coarse sand, and one part 
 lime. Sand is thrown into a bed of tbin wash of slacked lime, 
 and agitated till every grain is coated with lime, it then receives 
 
36 
 
 A Statistical Account of the 
 
 additions of sand till brought to its proper consistency for use. 
 The grout is fluid, but composed of the like proportion of ma- 
 terials. The mortar used in the foundation once intended for a 
 pier, near the eastern toll house, but abandoned as a pier, and 
 now usefully employed, as the end of our wing walls, was cov- 
 ered more than a year with water. We had occasion to take 
 part of it up. The mortar, having been improperly made rich, 
 was friable, and had not the least tenacity or binding quality. 
 The tarras mortar is composed of one part tarras, two parts 
 lime and three parts sand.” 
 
 “ The western pier is now completed to the same height, and, 
 except in depth, of the same dimensions with the eastern pier. 
 The span between these piers is 187 feet 6 inches, from the piers 
 to each abutment the span will be 150 feet each. No formidable 
 difficulties have occurred in the work of the present season ; and 
 every thing has been conducted to our satisfaction.” 
 
 “ We think it proper to give a short description of this pier 
 (the greater proportion whereof is invisible) that its structure 
 may be known ; and its embarrassing, expensive and tedious 
 progress may be accounted for. We confine ourselves to the 
 masonry — a description of the dam will be hereafter presented 
 that it may be of service to others who may have occasion to 
 use such auxiliaries, in aquatic structures. The plan of the dam, 
 and instructions for its establishment, do much honor to Mr. 
 Weston who furnished them. Mr. Robinson our superintendant, 
 has great merit in faithfully executing this plan. But many 
 dangerous casualties and nnforseen embarrassments baffled all 
 previous arrangements ; and required the immediate and un- 
 ceasing efforts of the committee and the workmen to combat 
 them. The members of the Board, and others of our fellow 
 citizens, who voluntarily as fisted us in endeavours to evacuate 
 the dam of the obstructions which prevented our totally baring , 
 the rock, have our thanks for their exertions. These have af- 
 forded conviction that the plan we adopted for the foundation, 
 was indispensable. The result has undeniably proved its efficacy, 
 competency and permanence ; and leaves no doubt of its being 
 
Schuylkill Permanent Bridge. 
 
 37 
 
 in contact with the rock ; which though somewhat irregular, 
 rises at the interior circumference of our dam and forms in the 
 middle a tolerably regular cavity, well calculated to prevent (if 
 the weight on it were not sufficient) any injury to, or move- 
 ment of the foundation.” 
 
 DESCRIPTION OF THE PIER. 
 
 “ Not being able to arrive nearer to the rock than three feet 
 six inches, without the most imminent danger of ruin, and fail- 
 ure in our object, it was deemed (after every effort to evacuate 
 the dam had been tried) most adviseable, and dictated by evident 
 necessity to lay a rough foundation, before the masonry of cut 
 stone commenced, about eight feet below the common bed of the 
 river. This foundation was accordingly directed by the build- 
 ing committee ; and on the 25th of December 1802 began to be 
 formed. It consists of large foundation and smaller stone inter- 
 mixed. Roach lime and sharp sand cover and fill the interstices 
 of each layer of these stone ; which are all well rammed ; and, 
 reaching the rock, compose a solid mass, four feet thick, filling 
 the whole interior of the dam ; the area whereof is 42 feet six 
 inches in breadth, by 92 feet in length. On this foundation, the 
 cut stone was laid, and the pier shaped to its proper dimensions ; 
 which are here 30 feet in breadth, by 71 feet 6 inches in its ex- 
 treme length ; the ends being semicircular. It continues of these 
 dimensions to the first offset, about four feet from the foundation. 
 — There are six offsets to low water mark ; each diminishing the 
 pier about four inches ; so that at that point it is twenty six feet 
 eight inches in breadth and sixty seven feet two inches in length. 
 There are from this point, to 18 inches above high water mark, 
 three offsets, each diminishing the pier 10 inches. So that the 
 dimensions, at this point, are twenty one feet eight inches in 
 breadth, and sixty three feet two inches in length ; the whole 
 continuing semicircular at the ends. From this point the pier 
 begins to batter and the cut stone ceases. The hammered stone, 
 in range work, begins, and rising sixteen feet, lessens regularly 
 
38 
 
 A Statistical Account of the 
 
 to nineteen feet four inches in width, and in length sixty feet 
 ten inches. When finished it will be in height fifty five feet 
 nine inches from the rock, and will be neatly surmounted with 
 cut stone, at each end, formed in the shape of a half dome. The 
 cut stone are all clamped at every joint, with iron clamps, well 
 secured. The outer ashlers are all laid in tarras mortar. There 
 are a proper number of headers, dove-tailed in each course ; run- 
 ning into the pier many feet. On these are laid vast rough 
 stone, some whereof are twelve tons in weight. — These large 
 stones of various sizes, are common in the interior of the pier, 
 which is laid in a workmanlike manner, in common mortar, and 
 properly filled with smaller stone ; the whole being grouted and 
 forming a solid mass. Six large and heavy chains, are worked 
 into the masonry, crosswise of the pier, at the foundation ; and a 
 large curb of timber, hooped with iron, surrounds the cut stone 
 at this point. Fifteen other massive chains, fastened at proper 
 places, with perpendicular bolts, well wedged, are dispersed in 
 various parts of the pier, crosswise thereof, as high as low water 
 mark. The whole masonry of the pier, was performed (includ- 
 ing the winter work with all its disadvantages) in seventy four 
 working days, after we had been seven months preparing and 
 fixing the dam. Two months of this period were employed in 
 incessant pumping, clearing and combatting casualties and im- 
 pediments the most embarrassing and expensive. The courses 
 of cut stone vary in depth, the least course being ten inches, 
 and the largest two feet eight inches in depth.” 
 
 “The foundation is further secured by the embankment of 
 stone, intermixed and embodied with sand, thrown around the 
 dam, on the bed of the river, to the height of fourteen feet. The 
 interior piling will be cut off below low water mark, and connect- 
 ed with the pier by chains. Building stone are thrown in, be- 
 tween this piling and the masonry, about ten feet high, the whole 
 forming a strong barrier against any attacks on the foundation.” 
 
 “ Had we foreseen that so many casualties, difficulties, and 
 dangers would have attended our enterprise, we should probably 
 not have hazarded the undertaking.” 
 
Schuylkill Permanent Bridge. 
 
 “We were convinced that the whole of our success depended 
 on compleating this pier ; and persevered against casualties and 
 impediments, which frequently appeared insurmountable. It is 
 at length accomplished, and the completion of our whole work 
 thereby ensured. We mention, not as it respects ourselves, but 
 for the emulation and encouragement of others, who may be 
 obliged to encounter similar circumstances, that by perseverance, 
 we have prevailed over the most discouraging obstacles. A pier 
 of solid masonry, having 7250 tons on its foundation, which is 
 twenty nine feet below low water mark, and at high tide, 38 to 
 40 feet deep, was began on Christmas day, in a severe winter, in 
 a depth of water uncommonly forbidding, and in forty days car- 
 ried up from necessity, during the inclemency of the season, to 
 near low water mark ; the point aimed at in our original design, 
 for the work of an earlier and more temperate period.” 
 
 “ We knew our work was difficult enough ; and the only struct- 
 ure of the kind in this country. But we did not know that it 
 was so singular a proof of the effects of persevering industry in 
 any country. In a letter from William Weston Esq. to Richard 
 Peters , he writes : — 
 
 “ Gainsborough (in England ) 
 
 4:th May , 1803. 
 
 “ I most sincerely rejoice at the final success that has crowned 
 your persevering efforts, in the erection of the western pier ; it 
 will afford you matter of well founded triumph, when I tell you, 
 that you have accomplished an undertaking unrivalled by any 
 thing of the hind that Europe can boast of. I have never in the 
 course of my experience, or reading, heard of a pier founded in 
 such a depth of water, on an irregular rock, affording little or no 
 support to the piles. That the work should be expensive — ex- 
 pensive beyond your ideas — I had ho doubt ; the amount there- 
 of, with all the advantages derived from experience, I could not 
 pretend to determine ; and if known, would only have tended 
 to produce hesitation and irresolution in a business, where no- 
 thing but the most determined, unceasing perseverance, could 
 enable you to succeed. However, now “ all your toils and dan- 
 
40 
 
 A Statistical Account of the 
 
 gers o’er” I heartily congratulate you on the result: not doubt- 
 ing but the completion will prove as honourable to you as bene- 
 ficial to the stockholders.” 
 
 “We give this extract for the satisfaction of the stockholders ; 
 who must be convinced, that their money has been applied to 
 an object of great difficulty and magnitude ; in which expence 
 was neither to be calculated or spared.” 
 
 Nor should the following communication from the President he 
 omitted: it contains facts and information , which we hojpe will 
 satisfy all who are hereafter engaged in such structures , of the 
 necessity of covering them. 
 
 “After many fruitless attempts by others, to raise funds, and 
 institute plans for erecting a Permanent Bridge over the Schuyl- 
 kill, I was fortunate enough, through many difficulties and much 
 opposition, to obtain (owing to its own merit, urging on and as- 
 sisting my perseverance) the law under which the erection of 
 the present structure has been effectuated. I hold it therefore 
 a duty peculiarly incumbent on me, who originated, and have 
 faithfully laboured in the execution of an enterprize, in which 
 so many have embarked their property, to make an effort for 
 the completion and safety of a w^ork, on which the value of their 
 advances so materially depends. — Under these impressions, I 
 bring before you the subject of covering the Bridge ; and herewith 
 present several drafts of covers, adapted to the frame. From 
 the time of the first idea of a wooden superstructure, I have 
 never wavered in my opinion of the indispensable necessity of 
 the cover. I was surprised (a long time after I had conceived 
 it to be a general sentiment) to find myself in a minority on this 
 subject, though I was not entirely alone. I have reason now to 
 hope that the sentiments of several of the Directors and great 
 numbers of the Stockholders have materially changed ; or re- 
 turned to original impressions. I have been accustomed to this 
 situation in many of the most important parts of the work, and 
 subjects connected with it. I have now, as heretofore, waited 
 
Schuylkill Permanent Bridge. 
 
 41 
 
 for the candour of the Board and Stockholders to produce con- 
 victions ; and have generally been gratified by the event. In 
 some former communications it will appear, that I have never 
 approved of painting or coating with composition or resinous sub- 
 stances , the surface of unseasoned or massive timber. I gave 
 my reasons for this opinion, which comport with long exper- 
 ience and observation, however singular it may appear. I en- 
 deavoured to prevail on the Board, or the building committee, 
 to cause the straight timber to be bored through the heart ; that 
 the air might pass, and the sap , there evaporate ; which, when 
 confined, feculates, and sooner or later, rots all large timber. — 
 Since this has not been done, I am not displeased that the tim- 
 ber is splitting ; and, through crevices, giving opportunities of 
 escape to this intestine and deadly foe. Casing of such timber 
 with lead , tin , copper or wood , in immediate contact, and thereby 
 closing the pores and preventing the emission of the feculating 
 sap , I have endeavoured to shew to have been found, in most 
 instances, worse than fruitless ; because mischievous. Nothing 
 has been proved so effectual, as covering the whole of a frame, 
 constructed of large timber, with a roof ; and, at the sides, ex- 
 cluding rain, without preventing an uninterrupted circulation of 
 air. The cover I propose is calculated to be sufficiently strong 
 for its own support ; but if tempests, uncommonly violent assail 
 it, the covering may blow away before the frame can be injured. 
 The light sails may, by sudden squalls, be detached and yet the 
 ship remain staunch. These causes of apprehension, have, how- 
 ever, never struck me with any force. Bare and improbable 
 possibilities ought not to be subjects of reasonable and sober 
 calculation, What is certain far over-balances conjectural prog • 
 nostics. — The bridge if left uncovered , will most assuredly decay in 
 ten or twelve years. Experience is the best teacher in all cases. — • 
 The modes of protection proposed in these drafts, have proof to 
 support them, drawn from long and Respectable experiment. 
 Among others the iSchaaffhausen bridge was a strong instance. 
 It had been by its cover, effectually preserved from decay for 
 thirty eight years ) and was perfectly sound, at the time the French 
 
42 
 
 A Statistical Account of the 
 
 destroyed it. We have never heard of its being injured by tem- 
 pests, though in a situation much exposed to them. In the 
 eleventh report to the British Parliament, by the Commissioners 
 of Land Revenue, dated February 6th, 1792, it will be found 
 stated, from settled facts, that timber, secured in the manner 
 here proposed, is of very long duration 
 
 “Ships built under cover are the most durable. In Venice, 
 ships have, for a long course of time been built and preserved 
 under cover. That practice has also been introduced into Sweden ; 
 and is mentioned by Mr. Necker, in his treatise on the finances 
 of France. The Venetian ships of war are built and preserved 
 from the weather while building, under sheds covered with tiles, 
 resembling the roofs of houses ; supported mostly by brick walls 
 on each side, to defend the workmen in winter, from the inclem- 
 ency of the weather; which walls are as high as the upper parts 
 of the ships reach, and secured by cross beams, high enough to 
 admit of ships being launched under them. The sheds cover the 
 ships completely on both sides ; but are open at the stem and stern : 
 only projecting a few feet farther out ; and there they have tem- 
 porary covers of boards to keep out the rain. Eiyhteen large 
 ships, some pierced for 80 guns had been thus preserved , perfect- 
 ly sound (in 1792)/or fifty nine years , under the sheds.” 
 
 “ I contrast with the foregoing facts, those I have collected 
 on the subject of timber generally ; and those relative to the un- 
 covered wooden bridges in America, particularly. It is to be 
 regretted that all these structures are thus destitute of the means 
 of preservation. I now confine myself to the account of them 
 I recently received from Mr. Timothy Palmer ; in a letter dated 
 the 10th of December last, in these words : ” — “ To some ques- 
 tions you put to me some time since, relative to the durability 
 of timber bridges , without being covered , sides and top, I answer, 
 from the experience that I have had in New England and Mary- 
 land — that they will not last for more than 10 or 12 years , to be 
 safe for heavy carriages to pass over. The bridge near New- 
 buryport, over the Merrimack, was built in the year 1792. It 
 was repaired in the year 1802. The bridge at Andover, across 
 
Schuylkill Permanent Bridge. 
 
 48 
 
 the same river, was built in 1793. It was rebuilt in 1803. 
 Piscataqua bridge, near Portsmouth, (N. II.) was built in 1794. 
 I believe there have been no repairs since, except the Draw. 
 But I have lately been informed it teas much decayed , and is to 
 be repaired next season. The bridge tfat I built over the 
 Potomac at Georgetown, in 1796, is not safe for heavy teams to 
 pass over. Some have tried paint in the joints, others turpentine 
 and o«7, but all to no great effect. 1 am an advocate for weather 
 boarding and roofing, although there are some that say I argue 
 much against my own interest. Notwithstanding, I am deter- 
 mined to give my opinion as appears to me to be right. And 
 it is sincerely my opinion, that the Schuylkill bridge will last 
 30 and perhaps 40 years if well covered — You will excuse me 
 in saying that I think it would be sporting with property, to 
 suffer that beautiful piece of architecture (as you are pleased 
 sometimes to call it) which has been built at so great expence 
 and danger, to fall into ruins in 10 or 12 years /” Need much be 
 added on the subject generally, after these statements, and re- 
 marks of a practically intelligent, and worthy man.” 
 
 “ Never then conceiving, that any objections would be made 
 to covering the bridge, I furnished several sketches for covers 
 (as no person better qualified would do it,) contemporaneously 
 with Mr. Palmer's drafting his plan ; and always considered the 
 cover as much a part of the plan, as the frame. Knowing the 
 liability of timber uncovered to decay, I should not have thought 
 it justifiable to invite subscriptions to our stock, unless I had 
 taken it for granted, that the bridge would be protected by some 
 cover. I prevailed on Mr Palmer to suffer me to alter his plan, 
 in several important particulars ; with a view to my design for 
 a cover. To this he liberally consented ; and now considers 
 these alterations to be valuable improvements; and has declared 
 his intention to adopt them in all his future plans for bridges. 
 The masonry too was calculated by Mr. Vickers , agreeably to 
 drafts furnished by me, for a cover similar to that marked No. 
 1. delineated by Mr. Adam Traqaair from my sketches. I 
 mention these facts, not with any view to individual merit, but 
 
44 
 
 A Statistical Account of the 
 
 to shew contemporaneous opinions ; for 1 communicated every 
 thing to those with whom I acted, as I occasionally met them. 
 I presented an estimate (as correct no doubt as those generally 
 are) calculated for this design : made at my request by Mr. 
 William Garrigues and Mr. Samuel Robinson , then superinten- 
 dant. It may be applied to any other with no great variation. 
 It amounts to eight thousand dollars, a sum bearing no impor- 
 tant proportion to the loss of capital, by the decay of the struct- 
 ure on which it has been expended. No. 2 and 3, are other de- 
 signs for covers, which I have procured to be made. No. 2 is 
 an improvement on the first sketch, made with the assistance 
 of Mr. Dorsey and Mr. Traquair. Mr. Owen Biddle furnished 
 the sketch No. 3.” 
 
 “ It is a mistake, in my opinion, into which some respectable 
 gentlemen have fallen, that the timber will be benefitted by re- 
 maining, for a season, uncovered. The leakages during rains, 
 or the meltings of snows, percolating through almost all the 
 joints of the frame and the platform, sufficiently refute this idea. 
 Every week and month this finish to our work is unnecessarily 
 delayed, is an advance to ruin. No time should therefore be 
 lost in preparations for the cover, which I have always con- 
 sidered as a part of the original plan ; and not a new, or addi- 
 tional measure, though the exact design, or elevation, was not 
 specially fixed.” 
 
 “No person can regret more than I do, the unforeseen but 
 inevitable expenditures of the stockholders. None can give 
 them more credit than I do for their patience, under long and 
 unpleasant privations. These will, however, now, with the 
 success of our work, be remunerated. But it is their interest, 
 and our duty, to secure what, with uncommon difficulties, and 
 such heavy expences, has been accomplished. Their stock will 
 be appreciated, when the object of it is rendered in its duration , 
 as well as other attributes, really 'permanent. It would be a re- 
 flection upon their understandings, and, with the knowledge we 
 have on the subject, a breach of our trust, to practice a danger- 
 ous and false oeconomy, and thereby incur the penalty of certain 
 
Schuylkill Permanent Bridge. 
 
 45 
 
 destruction. I beg the excuse of the board for giving my sen- 
 timents at length on the subject. It is one on which I thought 
 it my duty, whatever may be the result, to be explicit.” * 
 
 RICHARD PETERS. 
 
 *The following notes, omitted to be inserted in page 34, are here 
 added. 
 
 “ Grouted.” Grout is mortar of the same proportions, in its com- 
 ponent parts, with that used in the common way. But this is in a fluid 
 state ; and from time to time, poured on the courses of masonry, as the 
 work is in progress. It searches out, and fills, every vacancy ; and com- 
 pletely embodies the mass. All masonry, faithfully built, should be thus 
 treated. Contract work is too often slighted, to save the materials of 
 common cement; brick walls as well as those of stone should b z grouted. 
 In large works it is peculiarly necessary. 
 
 “ Tarras” is a species of lime, procured from Holland (called Dutch 
 farms') and several parts of the European Continent . It has the quality 
 of becoming insoluble (or hardening) under water ; like common lime, in 
 atmospheric air. It is a substitute for Puzzolan earth, found in Italy, in 
 the vicinity of Volcanoes ; it being volcanic matter. 
 
 Welch Lime , in a considerable proportion was used ; a sufficient quan- 
 tity of tarras not having been procured, and no difference, in their qual- 
 ities or effects, was perceived. This lime is found on part of the coast 
 of Wales ; and is said to be thrown up by the sea , on its shores. It is 
 believed to have calcareous matter (which abounds in the ocean, as well 
 as in the earth) for its basis, combined with fixed air or carbonic acid ; as 
 is our common lime stone. But no analysis was made ; its effects only 
 being the objects. In the Spanish West India Islands , they use marine 
 productions in cement, for coating or rough casting , impervious to water, 
 or moisture. They may, possibly, be of the nature of Welch lime: and, 
 with careful search, such useful substances may be found on our shores ; 
 or, in our country, tarras , or some earth of similar qualities may be dis- 
 covered. In flamaica they have an earth, which answers every purpose, 
 of either puzzolan , or tarras. 
 
46 
 
 A Statistical Account of the 
 
 Address of the President and Directors at the close of the ivork. 
 
 “ At the close of a work so important to you, and so advan- 
 tageous to the community, as that of the Permanent Bridge 
 which we now deliver over to our successors, in a state to every 
 useful purpose complete, it might he expected, that some specific 
 enumeration of its various difficulties, and the impediments 
 which rendered it dilatory and expensive, should be given. 
 But in the course of the undertaking, every circumstance, wor- 
 thy of notice, from time to time occurring, has been detailed and 
 published in the reports of our Building Committee ; with an 
 attention and constant regard to correctness of representation, 
 which has marked their conduct, from the commencement to 
 the end of this arduous enterprize. The whole has been under 
 the view of the Stockholders, who have evinced their approba- 
 tion, by continuing in the exercise of the trust confided to them, 
 the President and the major part of the Directors, as they were 
 originally chosen. This mutual confidence has animated us in 
 the discharge of a duty, often laborious, frequently perplexing, 
 and always exposing us to responsibility for measures, taken 
 under emergencies, sudden, difficult, imperative, and requiring 
 large and unlooked for expenditures. The whole was new to us; 
 and some parts of the work unexampled in any country. W e 
 could obtain, in exigencies the most pressing, no immediate as- 
 sistance, from persons either scientifically or practically skilled, 
 in some of the most difficult and dangerous portions of the erec- 
 tion. We were therefore under the necessity of proceeding, 
 with such auxiliaries as we could obtain (in which we have gen- 
 erally been peculiarly fortunate) and risquing both public opin- 
 ion, and the funds of our constituents, on the result.” 
 
 “ In situations the most hazardous and untried, we had not 
 the encouragement or consolation of general opinion. We la- 
 boured with persevering industry against it ; knowing, as we did, 
 that our fellow citizens had even less experience to direct their 
 judgment, than ourselves. We were satisfied that our object 
 was worth the boldest attempt ; and that without the accom- 
 
Schuylkill Permanent Bridge. 
 
 47 
 
 plishment of what really was, as it appeared in its earliest stages, 
 the most arduous part of our project, the work must be aban- 
 doned. Success crowned our perseverance. Prom this we claim 
 no other merit, than that of having set an example to others, who 
 may be engaged in works so unpromising ; attended with sim- 
 ilar risques, and affording only a choice of difficulties. In our 
 situation, what in the common course of things might be stiled 
 oeconomy , would have been ruinous parsimony. Yet whenever 
 real economy could be practised, we have regarded it with the 
 most scrupulous attention. A very great proportion of the ex- 
 penditures, was forced upon us by inexorable necessity. The 
 fruits of them are, for the most part invisible ; large disburse- 
 ments having been inevitably applied to the coffer dams, in all 
 their variety of casualty and dangerous vicissitude — to the sub- 
 aqueous, expensive, and difficult parts of the piers, and the 
 foundations of the abutments. Participating, ourselves, in either 
 the success or failure of the design, we relied on the candor of 
 our fellow Stockholders. Impressed with a conviction of having 
 acted from motives the most upright, we trusted, in every event, 
 in their sense, and our consciousness, of our integrity of inten- 
 tion, and unremitting regard to our duty. These are all the 
 observations we deem necessary, as they respect unavoidable 
 expenditure. We have made them, as we shall make others, 
 not because we deem ourselves under any necessity of justifying 
 our conduct ; but to recall to your recollection, for your own 
 satisfaction, past circumstances, which have attended the great 
 work you have so meritoriously supported ; and to fix your 
 attention to future prospects.’’ 
 
 “As to what regards the other solid, durable, and visible parts 
 of the work, and the mode of performing it, as well as those 
 which maybe deemed ornamental , these must be left, for inspec- 
 tion, to the structure itself, which will furnish its own eulogy. 
 We are happy to believe it meets with general approbation. 
 We have, throughout, studied simplicity, strength, and dura- 
 bility ; and have expended on ornament no more than our sense 
 of propriety justified. We could not suppose, that those who 
 
48 
 
 A Statistical Account of the 
 
 had so laudably suffered privations of immediate profit, were so 
 absorbed in calculations merely pecuniary, that they would have 
 been contented with a fabrick disgraced by savings unseemly 
 and sordid. We considered ourselves bound to exhibit at the 
 entrance of our city, a structure worthy of the place of its estab- 
 lishment. We were supported in every thing relating to the 
 novel, but, in our opinion, elegant exterior of the cover, as well 
 as in the measure itself, by the express approbation of a most 
 respectable meeting of Stockholders. The draft by which it 
 was executed (some necessary additions, and indispensable, but 
 not extensive alterations excepted) was at that meeting, produced 
 and examined. It fully answers our expectations : and appears 
 to have satisfied those who originally entertained objections 
 against it. This finish not only adds beauty, but affords pro- 
 tection, to a structure which will very long remain a monu- 
 ment of public spirit, as well as a testimony of persevering, 
 successful, and well directed private enterprize. It will also, at 
 no distant period, amply retribute all pecuniary advances. Our 
 tolls have already nearly trebled in nett amount. They continue 
 to advance, from causes now in operation. From circumstances 
 only beginning to have influence, we are justified in calculating, 
 not only on a steady and customary increase, but on a progress 
 accelerated in a flattering degree.” 
 
 “ Apparently supplementary, yet essentially connected with 
 our object, are the capacious and highly commodious wharves , 
 we have deemed ourselves warranted in establishing, on both 
 sides of the river. On mature consideration, we found them 
 absolutely requisite to the security of our abutments ; especially 
 that on the western side. On that side considerable improve- 
 ments and business are commencing. On the eastern margin of 
 the river, and in its vicinity, a new, healthy and incalculably 
 valuable front to this great and opulent city, is rapidly rising 
 into importance and extensive utility. Every part of our under- 
 taking, so successfully accomplished for our own benefit, gives 
 also a forcible impetus to the efforts of others. Their improve- 
 ments add^value to the bridge property ; and greatly encrease 
 
Schuylkill Permanent Bridge. 
 
 49 
 
 the revenues of the Company. Thus will the advantages 
 resulting to others, from our spirited labours and expences, most 
 profitably reverberate on ourselves.” 
 
 “We lay before the Stockholders our accounts from the com- 
 mencement of the work ; classified in detail, as accurately as the 
 mass of matter, and the extensive range of the business, will 
 permit. Our books and minutes are ready for inspection. Our 
 time and anxieties have been occupied in the erection. A future 
 Board will have leisure and opportunity, and, from the encreas- 
 ing revenue, we trust, means , of placing the pecuniary affairs of 
 the Company, on a footing profitable and easy.” 
 
 “We beg leave to present our sincere gratulations on the 
 success of an undertaking, commenced under circumstances very 
 discouraging ; and completed with every prospect of well earned 
 emolument. Of its stability, we have not the most distant 
 doubt. We know its materials are so well selected; and its 
 workmanship so faithfully executed, that, both the quality of 
 the one, and the excellence of the other, will bear the test of the 
 most critical and rigid examination. 
 
 Signed by order, and in behalf of the Board, 
 
 RICHARD PETERS, President. 
 
 December 2 6th : 1805. 
 
 The following is a short statement , of the situation of the Stock. 
 1806. 
 
 Original Stock, 15000 Shares 
 
 Additional. 7500 
 
 Shares authorized to be issued ; but not 
 used. ----- 
 
 22500 
 
 2000 
 
 24500 
 
50 
 
 A Statistical Account of the 
 
 Whereof, are completed, and certificates 
 
 issued. 19567 
 
 Remain on hand, not sold or subscribed 4933 
 
 24500 
 
 Stock issued, 19567 Shares at $10 each, is $195,670 
 
 So that a clear revenue of $12000, will pay more than 6 per 
 cent discount : and this will happen, when all the debts are paid. 
 These are now funded ; and interest paid regularly. They must 
 be gradually discharged. 
 
 A small proportion of shares forfeited, are unsold; but these 
 go to the credit of the Company ; and lessen the aggregate on 
 which dividends are to be struck. 
 
 When, by the rise of the Stock in the hands of the Company, 
 it can be disposed of, so as to commute the debt for Stock ; or 
 to pay it with proceeds of Stock subscribed for, and delivered 
 out of that remaining on hand ; then the Capital on which divi- 
 dends will be made, will encrease by the addition so made. 
 The sum mentioned in page 25 (218000) as being the probable 
 amount, was conjectural, and is not exact. The following is as 
 correct a statement as can now be made ; though it may not be 
 entirely accurate. It is founded on the probable result of the 
 year 1807. 
 
 Number of Shares completed on which dividends 
 
 will be made is 19567 at $10. - - - $195,670 
 
 The sum funded, or borrowed on loan, is $42000 
 Interest at 6 per cent, is - - $2520 
 
 The probable contingent ex pences 
 
 of every description. - - 2356 67 
 
 The Revenue for 1807, will be 
 $14000, at least. 
 
 Although the Revenue is fluctuating, according to circum- 
 stances annually occurring, yet it has, on an average, constantly 
 progressed in an encreasing amount. This will be seen by re- 
 curring to the sum produced by the floating bridge, as hereto- 
 fore mentioned, and that now arising from the tolls of 1807. 
 There is yet a small proportion of unliquidated debt. 
 
Schuylkill Permanent Bridge. 
 
 51 
 
 COFFER DAMS AND PIERS. 
 
 It is almost impracticable to give an intelligible description 
 of a coffer dam, without technical’ language, and a draft or model. 
 It is calculated for excluding the water of a river, in which a 
 pier is to be erected on a stable foundation ; and for this purpose? 
 to give access to the bottom, or bed, with safety ; and, without 
 danger or impediment, to ensure the accomplishment of the 
 work. It is a fixture, and entirely different from a batterdeau, 
 which is a tight vessel or box, in which the masonry is carried 
 on as it floats ; and, being at first calculated for the depth, or 
 raised upon as it sinks with the weight, it finally arrives on a 
 level bottom, or bed, (which is indispensable) or on a grating > 
 (supported by piles, driven into a previous and deeply covered 
 bed,) accurately prepared for its reception, and permanent sta- 
 tion. When it is thus fixed, the sides of the box are detached, 
 and the masonry is exposed : the bottom of the batterdeau re- 
 mains under the masonry, either on the bed of the river, or the 
 grating, prepared for it. 
 
 The coffer dam for the western pier, was composed ©f two 
 ranges of piles ; some, much larger than others, called main 
 piles ; and between these, less, or sheet piles, were driven. The 
 ranges were nine feet from each other ; embracing, within the 
 interior range, an area, several feet larger than that of the lower 
 course of the masonry of the pier. They were connected by 
 cross ties placed horizontally ; and the space between them was 
 filled with loam, or earth, and called puddle; consolidated from 
 the bottom, or bed, of the river, to a height above the tide ; and 
 forming an embankment of this filling , so as to exclude and 
 resist all access of water. The piles were about 42 feet long ; and, 
 being sharpened, and shod with iron, at the lower ends, were 
 driven (where the cover on the rock would admit) by the heavy 
 ram of a powerful pile engine. They were neatly worked and 
 jointed, and united with each other by tongues and grooves. 
 The ranges were secured by horizontal frames of large timber, 
 well strapped ; called belts , of the shape and figure of the dam ; 
 
52 
 
 A Statistical Account of the 
 
 which had six sides. These belts, which were double, to receive 
 the piles between them, were alike in both ranges ; and con- 
 nected with each other, as well as with the gratings and crossbeams, 
 which were horizontally placed inside the dam, to resist the 
 pressure from without, as the belts were calculated to sustain 
 that of the puddle ; the whole united together, like a floor of 
 joists. The lower belts and gratings were first sunk, as near the 
 bed of the river, as its inequalities would permit. The others, 
 to the number of five, or six, were sunk successively, with the 
 correspondent gratings , at proper heights or distances from each 
 other ; secured, at first, by anchors and cables , and finally fixed 
 by main piles driven by the ram , so as to form a skeleton of the 
 whole dam ; which was thereafter embodied , by driving the sheet 
 piles , and filling in the puddle. After the dam was completed, 
 the water contained in it was pumped out ; and the pumps con- 
 tinually kept at work, while leakages required. The foundation 
 was laid for the pier, as soon as the dam was evacuated of most 
 of its contents. But a long course of labour, danger, and appre- 
 hension, occurred, before this was accomplished. As soon as the 
 masonry arrived at the gratings , successively, the exact shape 
 and size of the pier were cut away. The parts of the beams, 
 and other timber of the gratings remaining, bearing against the 
 stone work had their full effect in supporting, and keeping the 
 dam in its place. 
 
 The great desideratum , in such works, is to have some pervi- 
 ous substance, as a footing for the piles, and sufficiently sound 
 and tenacious, to prevent bottom leakages , or blowing , which are 
 often fatal. The advantages of such footing were denied, in 
 many parts, by the bareness of the rock, on which the pier is 
 founded. Owing to this untoward circumstance, under leakages 
 constantly annoyed and threatened. A well intended, but mis- 
 taken endeavour, to evacuate all the silt and mud out of the 
 dam, was arrested in time to save the whole from ruin. The 
 balance to the pressure of the exterior head of water, was per- 
 ceived to be on the point of being destroyed : and the attempt 
 at a total removal of the whole contents of the dam, was fortu- 
 
Schuylkill Permanent Bridge. 
 
 53 
 
 nately discontinued.* The under leakages were highly alarming 
 
 *The success attending the first, or eastern foundation, being laid and 
 bolted on the rock , inspired an ardent wish in all interested in the work, 
 to arrive at it, for the establishment of the western pier . Difficulty and 
 danger were overlooked ; and only the object regarded. When the dam 
 became incessantly leaky, and the more so as the mud was evacuated, a 
 Committee of experiment was joined to the Building Committee, at their 
 request. Nothing could exceed their joint exertions, but the laudable 
 zeal with which they were animated ; and several of the Stockholders 
 voluntarily rendered their assistance. But this zeal had nearly ruined 
 the object of it ; a considerable time before the close of these well in- 
 tended efforts, the President (who, by constant attention, was minutely 
 acquainted with the principles and construction, and, of course, the fort 
 and foible , of the dam,) became uneasy ; and intimated to the mason, that 
 the prosecution of the attempt, at the total evacuation, was dangerous in 
 the extreme. The mason was convinced that the opinion was correct ; 
 and the superintendant declared he had long been apprehensive of the 
 consequences. Under the hope that this would be soon perceived by 
 others, a plan of the present artificial foundation, was communicated by 
 the President to the mason ; and by him digested. It was mentioned 
 with candour and caution ; but received with decided disapprobation, by 
 the greatest number. The industry and redoubled diligence of the Com- 
 mittee, were viewed with painful solicitude. At length the critical period 
 arrived, when it appeared highly probable that another day’s work would 
 have defeated the whole enterprize. It was known that nothing but ac- 
 tual perception of the consequences, would bring conviction ; which all 
 reasoning (resisted by the strong desire to reach the rock) had failed to 
 produce. Several of the stoutest labourers were set to work, with a view 
 to dig a pit, to the rock ; which was not more than 3 or 4 feet from the 
 then surface. They had not pierced the mud above half its thickness, 
 before a column of water, copious and alarming, suddenly gushed up. 
 This produced an immediate conviction, of the unjustifiable hazard of 
 any farther attempt to bare the rock : and the factitious foundation, being, 
 without farther hesitation, agreed to, was forthwith commenced. The 
 principles on which this occurrence was predicted, appeared to be proved ; 
 not only by this specimen of the effect of admitting even partial aveuues 
 for the water, but in the progress of the masonry. — After the foundation 
 was completed, the leakages lessened very perceptibly. As the work 
 proceeded daily, the leaks decreased : so that, in a few days, either 
 C/ymer*s or the chain pumps , could free the dam ; and at length pumping 
 was intermitted, for long intervals, entirely. Thereafter to the close of 
 the work, the chain pump was sufficient; and only occasionally employed. 
 The water flowed round the work, during the time of laying a few of 
 the first courses of the masonry ; but afterwards it remained below, and 
 was harmless and manageable. — Some advantage, no doubt, accrued, by 
 
54 
 
 A Statistical Account of the 
 
 and ceaseless. The dam could always be pumped out, as low as 
 30 or 33 feet, with ease. Probably , the column of air, equal to 
 the area of the dam in its base, assisted the substances remain- 
 ing in the dam, to balance and resist the exterior pressure ; 
 which could not be overcome to a greater depth by any efforts, 
 until the puddle , and the outward barrier of stone and sand (here- 
 after mentioned) had acquired the last degree of consolidation 
 and settlement: and even then it was uncertain and hazardous; 
 as appeared by the result of the attempt before stated. 
 
 During the erection of the pier, a great number of workmen 
 and labourers, were employed. Those engaged within the dam, 
 at the masonry, working without apprehension of danger, some- 
 
 the compactness of the foundation filling the dam. But there always had 
 been dangerous and constant leaks above this ; which, until the pressure 
 of the external head of water was fairly conquered, and entirely over- 
 balanced, by the additional and daily encreasing weight of the masonry, 
 never ceased to flow, copiously and perilously. The exertions of the 
 Committee were not only meritorious in their motive, and facilitated the 
 laying the artificial foundation, but proved, incontestibly, the unavoidable 
 necessity of the step. And this was a point of no small importance, in 
 a work which depended so much on public opinion, to induce farther 
 advances for its prosecution. 
 
 The dam was so pressed, and became so critically debilitated, towards 
 the last stages of the evacuation of the mud and silt, that the breaking of 
 a single cross beam , had nearly wrecked it. This beam broomed and 
 splintered ; and in its diruption, with a loud and violent explosion, shook 
 the dam throughout. Another beam which resisted the pressure on the 
 failure of this, had been fortunately saved from being cut, to admit a 
 pump. The weakening, or cutting this, would have gone far to corn- 
 pleat the destruction. Thus perilously uncertain are coffer' dams , on the 
 best construction, in deep water, and with little, or partial footing for 
 piles. 
 
 These circumstances are detailed, to shew the true state of things, with 
 which many Stockholders were unacquainted ; and were, in consequence, 
 dissatisfied, because the first course of masonry of the western pier, was 
 not laid on the rock. They supposed, though experience has proved 
 the contrary, that the artificial foundation would be found incompetent : 
 and some yet conceive, the rock could have been bared without danger. 
 
 The statement will also serve as a caution, to all who in future engage 
 in such difficult tasks, to avoid, however desirable the object, the ruinous 
 consequences of doing too much. 
 
Schuylkill Permanent Bridge. 
 
 55 
 
 times by the light of many lamps and lanterns, on the bed of a 
 deep and often rapid river, in an enclosure of complex and 
 stupendous construction, incessantly pressed by a formidable 
 head of water, exhibited, in connection with the busy scene 
 above — an interesting spectacle — curious — novel — and entertain- 
 ing : yet, at times, when dangers threatened, or casualties oc- 
 curred, not unattended with perplexing and serious anxieties. 
 
 Extracts from a report signed by the superintendant Samuel 
 Robinson , (who with the master mason Thomas Vickers formed 
 these reports) are subjoined ; dated November 17th 1801. There 
 are several of these, containing a curious history of difficulties 
 and details ; some whereof exhibit useful instruction. They 
 will shew some of the embarrassments, but by no means the 
 whole, attending the coffer dams. They will serve as guides , in 
 future undertakings of this kind, or beacons to avoid their use, 
 if it can be dispensed with, however here they were unavoidable. 
 European engineers would have startled at placing dams on 
 rocks, which, though partially covered, were in many parts bare, 
 or so scantily overspread with mud, or any tenacious substance, 
 as to afford no footing for the piles. Yet they succeeded, in 
 untaught but persevering hands ; whose zeal knew not profes- 
 sional caution, overlooked danger, and supplied the place of 
 practical talents. The expedient of forming an artificial em- 
 bankment of stone and sand, promiscuously thrown around the 
 footing of the piles, was attended with compleat success. It 
 saved the eastern , and was essential to the security of the western 
 dam. Many hundred perches of stone were used ; and great 
 quantities of sand ; which, having been washed in by the stream, 
 consolidated the mass which now forms a perpetual protection 
 to the foundations. Both these dams were exposed to ruin ; by 
 the cross ties connecting the inner and outer walls, or ranges of 
 piles. The space between them was filled, or puddled, chiefly 
 with loam, found to be the best filling. The ties were horizon- 
 tal, and of large timber ; permitting, under each of them, a sink- 
 ing or settlement of the puddle ; which afforded channels, or 
 courses, for constant streams of heavy leakages ; which were, 
 
56 
 
 A Statistical Account of the 
 
 with great difficulty, kept under by many pumps. These pumps 
 were worked by horses, and labour of men. They were ingeni- 
 ously contrived ; one of them (far superior to the best chain 
 pump) was made by George Glymer of Philadelphia , a self taught 
 mechanic ; capable of throwing out 400 gallons per minute, and 
 not subject to choak with sand, or even small pebbles, chips or 
 filth. This pump voided nearly half the water evacuated from 
 the dam. Twelve hundred gallons per minute have been (when 
 hard pressed) ejected by all the pumps; commonly 600 to 800 
 gallons, when the head, encreased by the tide, augmented the 
 leakages. The mischiefs attendant on the ties, were the only 
 faults experienced in Mr. Weston's, otherwise perfect, and really 
 admirable, plan of the western dam. The eastern dam was quad- 
 rangular ; the western , hexagonal ; the salient angles acute ; and 
 pointing up and down the stream * 
 
 The report also shews, how little service was afforded by our 
 most ingenious mechanics, out of the line of their several trades. 
 With the best dispositions, many, as well mechanics as other 
 citizens, suggested remedies for misfortunes, or supposed guards 
 against them. Some assisted in executing their ideas in both 
 dams, but not a solitary attempt succeeded. The Company are 
 not the less obliged ; nor is it any reflection upon them, as they 
 had as little experience in such undertakings, as those whose 
 duty compelled bold and hazardous measures, on which, even 
 
 * Hemlock timber, ( Pinus Abies Americana , Lin.) had nearly defeated 
 the eastern dam : much of it was used, on account of its cheapness. But 
 it always gave way, when hard pressed ; and its failure, at several critical 
 times, was nearly fatal. The belts (which serve to a dam , the same pur- 
 poses as hoops to a cask') frequently broke ; owing to their being of this 
 wood, and flinty, or curly, in spots. Straight grained hemlock, entirely 
 free from curl or flint , is seldom to be found ; though some varieties are 
 better than others. But this timber never should be depended upon ; 
 either for strength, or durability. It was excluded from the western dam. 
 Some hemlock is very durable ; but the appearance of this wood, is so 
 generally alike, that it is imprudent to risque the chances of hitting on 
 the kind required for lasting, or strength. Perhaps there may be some 
 stages of growth, or time of felling, as it is with other woods, more or 
 less favourable to durability. 
 
Schuylkill Permanent Bridge. 
 
 57 
 
 professional men, versed in hydraulic mechanism, would not 
 have risqued their characters. 
 
 These extracts are calculated to give a general idea of the 
 difficulties, unavoidable expence, and magnitude of these all 
 essential parts of the undertaking. A detailed and accurate 
 description would extend to a greater length, than is contem- 
 plated in this communication ; though drafts and notes, for the * 
 purpose, are preserved. 
 
 EXTRACTS. 
 
 Schuylkill Permanent Bridge , Nov. 17, 1801. 
 
 “ Gentlemen of the Building Committee, 
 
 “ In compliance with your directions of the 18th October, I 
 now lay before you a statement of the expence incurred in erect- 
 ing the (eastern) coffer dam. At the same time I beg your in- 
 dulgence while I point out some of the difficulties with which 
 
 we had to combat. When Mr. L ,” [the first mason and 
 
 super in tendant, who misled the committee into an inefficient 
 plan of the dam] “ was consulted with respect to this dam, he 
 could give us no useful information, or assistance. But in this 
 case, as upon all other occasions of difficulties, we found great 
 assistance from the acting members of the Building Committee. 
 We explained to them our objections to raising the dam, on the 
 proposed plan, of the three rows of piling, which were contem- 
 plated. We wished to throw off one, as there was not sufficient 
 hold at the bottom , to resist the great pressure of such a puddle ; 
 we were afraid of its bursting outward. A member of the com- 
 mittee, [the president] proposed forming, at the bottom of the 
 river, around the sides of the dam, a barrier of common build- 
 ing stone and sand, which when raised nearly to low water mark, 
 he thought would be of great service. The plan was approved 
 of and executed, and we found it to answer the purpose com- 
 pletely ; not only of keeping the dam in its place, while we 
 proceeded in finishing it ; but was of great use, throughout the 
 
58 
 
 A Statistical Account of the 
 
 whole progress of the work. When the dam w'as sunk, notwith- 
 standing all the precautions we took, it burst open at the South 
 
 West corner, we then had recourse to clamping it.” [Mr. R 
 
 then proceeds to give a detailed account of the means taken, 
 with the advice of the committee, for securing the dam. It, 
 however, burst again, and other remedies were applied, so that 
 • they began to puddle. Preparations were made for pumping, 
 and caulkers were employed to caulk the joints of the sheet 
 piling, which was not only weak and without substance of tim- 
 ber, but was not ploughed, tongued, or grooved. The leakages 
 increased, and some of the puddle was dug out, and the residue 
 rammed ; yet the leaks continued along the pile ties , which upon 
 every trial were found to be the cause in a great measure, of 
 the misfortunes, from the bad construction of the dam. Reme- 
 dies were applied, but still the evil prevailed. Caulking began 
 to be efficacious, and enabled them to pump out the water, and 
 see the long looked for bottom of the river.] “ When the water 
 was nearly out of the lower side, the dam suddenly gave way at 
 the bottom, caused by the pile-casing being cut square, and not 
 accommodated to the rugged and uneven bottom.” [The blow- 
 ing of the dam and bottom leakages were alarming. Plans to 
 counteract this evil were projected, and applied with great la- 
 bour and exertions. The chain pumps were worked by horses. 
 Expectation was raised, and suddenly disappointed. The dam 
 gave way, behind the chain pumps, which however, “ were kept 
 at work by the labourers with great resolution ” until the car- 
 penters had secured this part of the work ; and the chain pumps 
 continued at work, and the difficulty was overcome. He then 
 states the reasons why the disasters occurred ; which are attrib- 
 uted to the radically bad plan of the dam, which was now 
 amended “ by throwing off the outside row, and substituing “ the 
 stone barrier in its room outside ; and the puddle inside, which 
 answered the purpose effectually .’] The report proceeds to state 
 that, 
 
 “ On the 5th September the first stone of the pier was laid. 
 This day we fortunately kept the water out all day ; the masons 
 
Schuylkill Permanent Bridge. 
 
 59 
 
 worked 13 hours without refreshment ; except a little drink. We 
 were now unanimously of opinion, that our difficulties could be 
 overcome ; nevertheless, we were obliged to work night as well 
 as day, when the tide answered,” [the leakages always increased, 
 owing to the greater head of water at high tide] “until we got 
 above low water mark. W e were then at ease ; but little pump- 
 ing afterwards. The ivater shoots * laid in the dam, served to 
 regulate the tide afterwards on all occasions, until the masonry 
 was finished ” 
 
 * Water shoots were tubes , in the first, and trunks in the second dam, 
 furnished with valves , or shutters y so as to permit the exit of water, but 
 to repel its entrance , and to be opened, or entirely closed at pleasure. — 
 They were placed just above low water mark; and while the dam was 
 filling with puddle, suffered to remain open for the flux and reflux of the 
 tide ; or shut when circumstances required. The dam could of course 
 be always emptied to low water mark, without pumping ; and by clos- 
 ing the shoots, the tide was entirely excluded. But a great length of 
 time elapsed, while the puddle was filling, and consolidating, before it 
 was safe entirely to exclude the tide. The water, inside the dam, was a 
 great counter balance ; not only to the pressure without, but to that of 
 the settling puddle. None but those who have experienced it, can con- 
 ceive the almost resistless force of earth, while consolidating : and the 
 puddle of these dams consisted of several thousand cart loads. The ad- 
 mitting and excluding the water,, required great care and judgment ; and 
 frequent trials were made, before the risque was encountered of the entire 
 exclusion of the tide. Before the earth of the puddle was sufficiently em- 
 bodied, to sustain itself, the work had to support not only its weight, but 
 the immense force and irregular protrusions and pressures, of parts differ- 
 ently composed, and settling faster or slower than others. 
 
 Every kind of earth, or substance, any wise proper, was tried for 
 filling or puddle . 
 
 Crude brick or potter's clay , settled unequally, and cracked when other- 
 wise consolidated. Tempered clay was little better. 
 
 River mud was bad; it had some of the properties of clay. 
 
 Gravel , was good for the filling of the abutments ; but not proper for 
 the dam. So was it with sand. 
 
 Smith' s ox furnace cinders were very useful in stopping ground leaks; 
 but a sufficient quantity could not .be procured. 
 
 After all these were carefully used, in every way, the common loam or 
 earth free from roots, stones, or foreign matter, was preferred; and found 
 perfectly competent. That under the vegetable mould, was the best. 
 
60 
 
 A Statistical Account of the 
 
 “ We would be ungrateful if we did not here express our ob- 
 ligations to those members of the Committee ; who by their 
 personal attention and counsel, wherever it was necessary, con- 
 tributed, in a principal degree, to the final success of our under- 
 taking ; which had all along been attended with great risque ; 
 and inconceivable difficulties. But from them, and from our 
 own discoveries, which were accidental, we derived much assist- 
 ance. The variety of schemes suggested by those who occa- 
 sionally gave their advice and opinion, though gratefully attend- 
 ed to by us, were of no manner of service. We mention this 
 merely to shew, how little capable of judging are those, who 
 only partially attend to such subjects ; and are not practically 
 engaged therein. In case of failure, our having attended to 
 every thing of this kind which have seemed to be of any use, 
 would have been a great consolation to us.” 
 
 The expence of erecting the eastern dam is detailed ; and 
 amounts to $9491 88 cents. 
 
 (Signed) SAMUEL ROBINSON, f 
 
 f The eastern dam narrowly escaped being rendered abortive, and the 
 project stifled in its infancy. A most important beam , running longitudi- 
 nally (like a main girder, in a large building) and on which depended 
 many smaller ties , ramifying from it, was designedly, and wickedly, sawed 
 nearly through, with a fine saw, on a Saturday night, at a time of swift 
 water, to expose the dam to the dangers of the next day of intermission 
 from work. It was luckily discovered early the next morning, in time to 
 guard against the ruinous consequences. No discovery was ever made of 
 the perpetrator. It was known but to a few, and kept secret (among other 
 reasons) to preclude alarms in the stockholders ; whose apprehensions 
 were sufficiently alive from causes arising from common circumstances. 
 Where advances of money are required, by voluntary payments, no un- 
 necessary terrors need be raised. Some thought the first loss would be 
 the best, and suffered their first instalments to be forfeited, prematurely 
 foreboding the worst. Some invidious and illiberal persons wished ill to 
 the undertaking; as had appeared on various occasions. In this age of 
 speculation, many bets were laid, for and against the final success of the 
 enterprize. 
 
 The stroke was aimed at a vital part, if the expression be allowable, 
 and it was adroitly executed. Conjectures were suggested, but none could 
 be verified. But whether it was done from mere mischief, or motives. 
 
Schuylkill Permanent Bridge. 
 
 61 
 
 The plan and execution of the western dam , were in perfect 
 contrast with those of the eastern. But the difficulties were also 
 incalculably great, owing to the depth of water, and magnitude 
 of the work ; and the expence was in proportion. It would oc- 
 cupy too much room and time to do justice to the subject ; which 
 would be instructive, as well as monitory. The only hydraulic 
 carpenter of any experience, gave up the work, at an early stage 
 of it, as hopeless ; and disgracefully abandoned it, in despair. 
 An ingenious machinist , who had been the principal dependance 
 for machinery and work in wood, was killed, by unaccountably 
 getting under the ram* * of the pile engine of the western dam ; 
 
 illiberal or sordid, will never be known. It had however, the good 
 effect of producing caution. A guard was thereafter kept, and a watch- 
 man is yet employed, constantly to watch the work. This should not be 
 neglected in all such undertakings. Such malicious injuries are generally 
 committed, by the vilest members of society ; and none others could be 
 suspected. Slaves, depraved children, and cowardly offscourings, gene- 
 rally perpetrate secret mischiefs : and it is often indiscreet to take too 
 much notice of them ; as the hidden perpetrator may not be discovered, 
 and others may take the hint. This is now mentioned, because some have 
 thought, that more publicity should have been, at the time, given to the 
 circumstance. Its monitory uses, give now its only importance to this 
 fact. 
 
 * This ram weighed about 750 pounds. One of almost double the 
 weight was, at first used. It was soon found, that a too ponderous ram 
 defeated the object of it. It broomed the heads of the piles, shook and 
 weakened the engine, took too much time in its movements, and shattered 
 and split with its own weight ; though composed of the best live oak. 
 The rams used at the piling of the foundations of the western abutments 
 and wings, were less; being of about 500 pounds. They moved quickly, 
 did more work, and required less power to move them; but the piles 
 were smaller. 
 
 The machinery of the engine at the dam, was moved in the usual way, 
 seen in large horse mills, by four horses, on a floating stage, anchored 
 near the dam. There were several parts, ingeniously, and uncommonly, 
 contrived. The ram was elevated by a 6 or 7 inch rope, which was white ; 
 because tared yarn was found more inflammable, and otherwise unfit 
 The friction (though the sheave, over which it moved, was of 18 inches 
 diameter) was so great, as to excite a heat, which consumed the hemp 
 internally, when the surface appeared sound, and felt cool: so that the 
 best rope soon failed ; and chains , never so neatly formed, would not an- 
 swer. The ram could be drove to 60 strokes in an hour; but 40, were 
 
62 
 
 A Statistical Account of the 
 
 which he had himself constructed. The building committee 
 where thus left to struggle through every difficulty, unaided by 
 any person practically acquainted with such work ; and with no 
 scientific assistants. They depended solely on the workmen, 
 who had gained some experience at the eastern dam, for the 
 farther execution and fortunate completion of the work ; which 
 they faithfully performed. It is not surprising that the com- 
 mittee should, after all other schemes were considered, and found 
 fallacious and impracticable, be fully sensible of the risque and 
 difficulty of attempting a new and untried undertaking. In 
 their report of the 31st December 1802 they thus express them- 
 selves. 
 
 “ Our particular duty, as a committee, was to superintend the 
 execution of the plan. But as members of the board, we cannot 
 avoid lamenting that the dangerous character, of the river, its 
 extraordinary depth and rocky bottom, forbad any other mode, 
 to ensure the stability of the piers, than that which necessity 
 compelled us to take. Every substitute we could devise, or were 
 informed of, even though some were only plausible, or palpably 
 visionary, were stated to Mr. Weston , than whom there are few, 
 if any, among hydraulic engineers more competent to judge. 
 He decidedly advised us to the mode we have adopted ; warning 
 us of the difficulties we had to encounter. lie disinterestedly 
 gave instructions, and furnished the plan of the coffer dam , which 
 is a pattern worthy the imitation of all who engage in such en- 
 terprizes. After experiencing the expence and difficulties in 
 erecting our eastern pier, we had no small apprehensions in un- 
 dertaking the present work. We were flattered by our success ; 
 
 found as many as were, with prudence, admissible. The rope was worked 
 by a vertical cy Hinder ; on the principle of the capstan and leading block . 
 This cyllinder was thrown out of gear, by a simple operation, produced 
 by the weight of the ram ceasing to act on it, when detached from the 
 traveller. It then (being operated upon by the weight of the traveller) 
 performed a retrograde motion, so as rapidly to unwind the rope ; and 
 the traveller instantly followed the ram, in its descent. As soon as the 
 tongs had seized on the ram, the cyllinder was again in its place, and 
 progressed in its duty. The horses, relieved when fatigued, constantly 
 proceeded, with a steady, but somewhat quick pace. 
 
Schuylkill Permanent Bridge. 
 
 63 
 
 and our experience was in no small degree, essentially useful. 
 But we foresaw additional danger and expence in our present 
 object. We even wished, if an iron or wooden superstructure 
 were intended, to propose avoiding the sinking the present dam 
 and erecting this pier, by adopting an extended arch, compre- 
 hending the breadth of the river, which in theory, seemed prac- 
 ticable. We know that no iron superstructure of such a span had 
 been executed. We sent for Mr. Timothy Palmer , of Newbury 
 Port ) a celebrated practical wooden bridge architect. He viewed 
 our site and gave us an excellent plan of a wooden superstructure. 
 But he pointedly reprobated the idea, of even a wooden arch ex- 
 tending farther than between the position of our intended piers, 
 to wit, 187 feet. He had at the Piscataway bridge, erected an 
 arch of 244 feet ; but he repeatedly declared that, whatever 
 might be suggested by theorists, he would not advise, nor would 
 he ever again attempt extending an arch, even to our distance, 
 where such heavy transportation was constantly proceeding. 
 We therefore found ourselves compelled to progress, on the plan 
 we have been executing ; let the expence or difficulty be never 
 so discouraging. Happily we have thus far succeeded ; but it 
 is with some emotion, we look back at the dangers we have 
 escaped.” 
 
 t By a report of December 26th 1803, it appears that (although 
 the work was not then finished,) “ The whole of the stone work 
 from its commencement consisted of 105,780 feet of cut and 
 hammered stone, included in 15,131 perches of masonry. When 
 it is considered that one half , at least , of this was erected under 
 water , it is not extraordinary that the work should have been 
 tedious, difficult and expensive.” 
 
 The cut stone was very expensive ; though an expedient of 
 cutting the faces of those under water only at the joints, about 
 two inches broad, was suggested to, and adopted by the mason. 
 
 The eastern pier is 40 feet high from the foundation, and 
 contains 3635 perches of masonry. 
 
 The western pier is 55 feet 9 inches high from the foundation, 
 and contains 6178 perches of masonry. 
 
64 
 
 A Statistical Account of the 
 
 Seeing, then, that such difficulties and unavoidable expendi- 
 tures attend bridges erected on piers, especially where batter - 
 deans, or coffer dams are used, it is to be regretted that the genius 
 of hydraulic engineers and architects, or others, whose minds 
 have been occupied in such subjects, has not, in a long course 
 of time both enlightened and active, produced some practical 
 specimens of single arches, of such span as to supersede the use 
 of piers ; in deep and navigable streams, at least. This not 
 having been done, sufficiently proves, that (however plausible 
 the theory) the practice has not, though indubitably desirable, 
 been thought safe or justifiable. There have been sundry plans 
 proposed ; but none accomplished on an extensive scale. Every 
 projector of such arches or inventions, has an exclusive confidence 
 in his own project ; and some of them pronounce philippics and 
 denunciations, against bridges on piers. The expence and diffi- 
 culties attending these, are too well known, to be disputed ; or 
 to require display and enumeration. But actual experience, 
 from the most remote times to this day, has warranted their 
 being employed ; preferably to untried, however ingenious 
 schemes. The advantages of single arches, for navigable streams 
 particularly, are obvious ; and experiments, on any feasible plan, 
 are devoutly to be wished. It is easier, in many cases to vault 
 over, than to encounter, difficulties and dangers. But the ques- 
 tion is, who can afford it, or will take the risque of the first leap, 
 in an expensive operation. Hitherto no very extensive single 
 arch has been hazarded in practice ; unless the one at Weremouth, 
 be considered as a decided example. Yet, at the time of erect- 
 ing the Schuylkill bridge, there were great doubts of the stability 
 of the Weremouth arch, suggested by a respectable English En- 
 gineer, who went expressly to view it. Insomuch that the in- 
 ventor, and executor of that work, who was conversed with, 
 pointed out defects ; and it appeared had changed and improved 
 his plans, in after erections. It would have been unjustifiable, 
 in those who had the trust of other persons money, to put it at 
 the risque on a theory, however plausible. When engaged in 
 a plan, dictated by experience and former practice, they were 
 
Schuylkill Permanent Bridge. 
 
 65 
 
 compelled to hazard , by necessity , in the progress; and justified by 
 success , in the event. 
 
 Those who wish to indulge their curiosity, and exercise their 
 patience on such subjects, may have the opportunity afforded, 
 by the perusal of the voluminous reports of the “ Select Commit‘ 
 tee ” of the British Parliament, “ upon the improvement of the 
 Port of London ” printed in 1801. — The advantages and disad- 
 vantages, and the theory and practice of arches, single and mul- 
 tiplied — the strength, application and quality of materials — the 
 uses and inconveniencies of piers — and all points relating to a 
 project for erecting the siugle arch before mentioned, over the 
 Thames , will there be found, learnedly and ably discussed, by 
 men of the first talents, both professional and theoretical, in 
 Great Britain. 
 
 In one of the reports there are two elevations of bridges — 
 one with a single arch of iron, 600 feet span , calculated for ves- 
 sels “ to pass under it ” — the other of a stone bridge, of 9 arches, 
 on piers , with an ingenious plan of a draw , designed to exemplify 
 a “ mode of admitting ships to pass through it ) at all times ; with- 
 out occasioning any interruption to the land communication 
 over it.” The relative and positive merit of these and other 
 projects, are elaborately and scientifically discussed and exam- 
 ined, in this, and several precedent reports. 
 
66 
 
 A Statistical Account of the 
 
 CHRONOMETRICAL OBELISK. 
 
 To complete the usefulness of this work, a pyramidical Pedestal, sur- 
 mounted with four Dials, for the benefit of passengers, is erected at the 
 eastern entrance of the bridge; and on three of the Tablets, the most pro- 
 minent facts and events, occurring in the construction, are recorded. 
 This small Obelisk (fifteen feet eight inches in height from the founda- 
 tion, and five feet square at its Plinth') is of white marble, on a basement 
 of freestone , and is of neat and simple construction, in character with the 
 masonry of the bridge. The inscriptions appear to be composed in con- 
 formity with a correct criticism on such subjects, as expressed by the 
 elegant pen of the late Dr. J. Beattie. They are calculated “ to convey 
 to the traveller, not the wit of the composer, but some authentic information 
 in regard to the object that draws his attention, and is supposed to raise his 
 curiosity ” — “ They are simple and true ; and as concise as the subject will 
 admit.” In imitation of the Greek and Roman inscriptions “ mixtures of 
 verse and prose” of “ foreign languages,” and of narrations too much en- 
 cumbered with abstract remarks, — have been avoided. 
 
 There will be also an Equation Table, to shew the difference between 
 the time marked by the apparent , and that measured by the real, motion 
 of the sun. With the aid of these accurate and curious Dials, and the 
 Table; which were delineated, with scientific precision, by Professor 
 Patterson , a complete Chronometer is obtained. The same gentleman 
 also obligingly furnished, from careful observations, inscriptions of the 
 latitude and longitude, and the variation of the compass . 
 
 These objects have been long desired, by astronomical and philosophical 
 characters Their advantages are obviously great, and highly creditable 
 to the Company ; who have thus extended the public utility of this estab- 
 lishment. 
 
 With copies of these inscriptions, taken from the Tablets, and the list 
 of tolls established by law, this account will close. The statements and 
 remarks have been made with no other views, than to excite others to 
 constancy in necessary undertakings, under circumstances appearing never 
 so difficult and forbidding. If scientific or practical knowledge be want- 
 ing ; it is proved, that persistance, with even common talents, can effect 
 the most valuable purposes. Nor is it intended to hold up this work, as 
 one singularly pre-eminent over all others; or vainly to display peculiar 
 personal merit; though in some of its parts it was attended with unex- 
 ampled difficulties; which were overcome by unremitted exertions. If 
 this communication should convey any useful instructions, or excite to 
 similar perseverance, its end will be attained. If it should invite others, 
 to give publicity to their ideas on such subjects; and to impart similar 
 information, of the improvements made in various parts of this prosperous 
 country ; — rich in the spirit, industry and enterprize of its citizens, — nq 
 small reward will be obtained, for the time and pains bestowed. 
 
Schuylkill Permanent Bridge. 
 
 67 
 
 WESTERN TABLET. 
 
 THIS BRIDGE 
 was erected 
 at an expence of 
 near 300.000 Dollars, 
 by a Company 
 
 Incorporated the 27tli of April, 
 in Virtue of a Law, 
 passed the 16th of March 
 1798. 
 
 The Coffer Dams , 
 Foundations, 
 
 and other subaqueous works, 
 consumed a great proportion 
 of the Expenditures. 
 
 It was commenced, 
 by laying the first stone of the 
 EASTERN PIER , 
 after many difficulties had 
 attended the Dam, 
 on September the 5th, 
 
 1801. 
 
 And completed for passage, January 1st, 
 1805. 
 
 The Coyer was begun and finished, 
 
 In the same year. 
 
68 
 
 A Statistical Account of the 
 
 SOUTHERN TABLET. 
 
 Dimensions 
 of the 
 
 BEID G E. 
 
 Length 550 feet. 
 
 Abutments 
 and wings 750 
 Total— 1300. 
 
 Span of smaller arches each 150. 
 of middle arch, 194 feet 10 inches 
 Width of the Bridge — 42. 
 Curvature of the middle arch, 12. 
 of the smaller arches 10. 
 
 The Curves are Catenarian. 
 
 Rise 
 
 of the Carriage way — 8 feet. 
 
 Height , 
 
 over the platform, to the 
 Cross ties — 13. 
 
 From the surface of the 
 River to the platform, 
 in the greatest elevation, 31. 
 Elevated 
 above all Floods 
 ever known 
 In this river. 
 
 Inclined Plane to Entrances; 3 1-2 Degrees. 
 
Schuylkill Permanent Bridge. 
 
 69 
 
 NORTHERN TABLET. 
 
 THE EASTERN PIER 
 was first erected ; in a 
 depth of water of 21 to 
 24 feet, in a Coffer Dam . 
 
 The lower course of 
 Masonry is bolted on the 
 Rock. 
 
 THE WESTERN PIER , 
 attended with greater dif- 
 ficulties, constant hazard and 
 unavoidable expense, was 
 commenced in the midst of 
 an inclement Winter, within 
 a Coffer Dam , of original and 
 appropriate construction ; 
 in which 800.000 Feet of 
 Timber were employed. 
 
 The depth of Water from the 
 Rock is 41 Feet. 
 
 No Pier of regular Masonry , 
 in so great a depth of Water, is 
 known to exist in any other part 
 of the World. 
 
 The Masonry of this Pier, was 
 begun on Christmas Day 1802 : 
 
 And erected from the Rock to 
 low Water Mark, in 41 Days and 
 Nights ; after 7 Months had been 
 occupied in preparing the Dam, 
 and retrieving its Misfortunes. 
 
 These Piers are in Length 71 Feet 6 inches, 
 and in Thickness 30 feet at the 
 bottom ; battering to the top ; where 
 they are in Length 60 Feet 10 Inches ; and in 
 Thickness 19 Feet 4 Inches. 
 
 The Height of the Eastern Pier from 
 the Rock is 40 Feet ; and that of the 
 Western Pier is 55 Feet 9 Inches. The first contains 
 3635 Perches, and the latter 6178 
 Perches of Masonry. 
 
 The Eastern abutment , 18 Feet thick, and 
 its wings, are founded on the Rock. The West- 
 ern abutment , of equal Thickness, and its wings, 
 are built on a platform supported by Piles. 
 
 Splay of the wings, 60 Feet. 
 
A Statistical Account of the 
 
 EASTERN TABLET. 
 
 THE BRIDGE 
 is in itself \ 
 the most grateful 
 Reward , 
 
 expected from its 
 Institution : — 
 
 A Recompense , 
 
 the most honourable to those, 
 who by liberal advances, 
 and long Privations of Profit, 
 unassisted by public pecuniary aid, 
 Encouraged and Supported : — 
 And a Memorial , 
 the most acceptable to those, 
 who by enterprising, arduous, 
 and persevering exertions, 
 ACHIEVED , 
 
 This extensively beneficial 
 Improvement. 
 
Schuylkill Permanent Bridge. 
 
 71 
 
 Rates of Toll, according to law, at the Schuylkill 
 Permanent Bridge. 
 
 For every * Cents. 
 
 1. Foot Passenger, - I 
 
 2. Horse or Mule, without Rider or Harness, ( Halter excepted ,) i 
 
 3. The same , with Rider, ------ 2 
 
 4. Head of horned Cattle, not more than 20 to pass at one time, 1 
 
 5. Living Sheep, Swine, or Calf, ------ ^ 
 
 Carriages of Pleasure. 
 
 6. Four wheels, drawn by four horses, ----- 20 
 
 Additional Horse , each, 4 
 
 7. The same, drawn by two horses, - - - - - 12 
 
 8. The same , drawn by one horse, - - - - 10 
 
 9. Two wheels or Sleigh, with two horses, 10 
 
 Additional horse , 4 
 
 10. The same , with one horse, ------ 6 
 
 Carriages of Burden. 
 
 11. Four wheels drawn by four horses, loaded, - - - 17 
 
 Additional horse , each 4 
 
 Add, to the additional horses. 
 
 If 3 tons, or above 2 tons, - 5 
 
 4 tons, or above 3 - - - _ _ .15 
 
 5 tons, or above 4 - 45 
 
 6 tons, or above 5, being the heaviest weight 
 
 allowed to pass, - _ _ . _ _ j 35 
 
 12. same , with produce of the country, wood and stone 
 
 excepted, 12 \ 
 
 Additional horse , each 3 
 
 13. The same , with manure or empty - 8£ 
 
 Additional horse , 2 
 
 14. Four wheels, drawn by three horses, loaded - - - 14 
 
 15* The same, with produce, except wood and stone, - - 10^ 
 
 16. The same, with manure or empty, - 7 
 
 17. Four wheels, drawn by two horses, loaded, - - - 12 
 
 1 8. The same, with produce, except, See. - 9 
 
 19. The same , with manure or empty, ----- 6 
 
72 
 
 A Statistical Account, &c. 
 
 Cents. 
 
 20. Two wheels or sled, drawn by two horses, loaded, - io 
 
 Additional horse , each ______ 4 
 
 21. The same, with produce, except, &c. - 7^ 
 
 Additional horse , 3 
 
 22. The same , with manure or empty, - 5 
 
 Additional horse, 2 
 
 23. Two wheels, or sled, drawn by one horse, loaded, - 6 
 
 24. The same, with produce, except, &c. - - - - 4} 
 
 25. The same, with manure or empty, - 3 
 
 26. Oxen in draught; 2 estimated as equal to 1 horse. 
 
 Sleds of heavy burden, to be estimated as four wheel carriages of 
 like burden. 
 
 RULES ACCORDING TO LAW. 
 
 Persons, carriages, or cattle, of whatsoever description, passing over 
 the Bridge will keep to the right. Offence against this Rule by obstruct- 
 ing the Passage, will subject the Drivers of Carriages to back out , and 
 Drivers of Cattle to return, and enter on the proper direction, under 
 penalty of thirty dollars. 
 
 Carriages of heavy burden shall pay as loaded, which contain any thing 
 more than feed for two days journey. 
 
 Carriages of light burden shall pay as loaded, if not wholly empty. 
 
 Loading, if not wholly produce, is not entitled to diminution of toll. 
 Loads of any description whatsoever, exceeding two ton, their weight 
 shall be truly declared by the driver, previous to passing. 
 
 Injury done to any part whatsoever, of the property of the Bridge 
 Company, will subject the offender to forfeiture and payment of thirty 
 dollars, and of being liable to damages for further torts. Evasion of tolls 
 is injury of property. 
 
 Published by order of the Board of Directors. 
 
 J. DORSEY, Treasurer. 
 
 Philadelphia, December 31, 1804. 
 
 ERRATA. 
 
 Minor errors, both of Orthography , Grammar , and Punctuation , are 
 left to the reader to correct. 
 
 In page 9, after “ Mayor and Commonalty ” insert “and their suc- 
 cessors.” 
 
 In page 50, “6 per cent discount” should be, “6 per cent dividend”