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UC-NRLF
$B 280 833
2 for.
R.A.S. for Mah adiapams 1
£1.1s. £1. Od 189-893
SIGLIM UNIVERSITATIS MDCCCLXVIII
EX LIBRIS
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DESCRIPTION
OF THE
CANALS AND RAIL-ROADS
OF THE
UNITED STATES.
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A
DESCRIPTION
OF THE
CANALS AND RAIL ROADS
OF THE
UNITED STATES,
COMPREHENDING
NOTICES OF ALL THE WORKS
OF
INTERNAL IMPROVEMENT
THROUGHOUT
THE SEVERAL STATES.
:
BY H. S. TANNER.
11
NEW YORK:
T. R. TANNER & J. DISTURNELL,
124 BROADWAY.
1840.
Digitized by Google
HE HE2751
T2
1840
Entered according to Act of Congress, in the year 1840,
By T.R. TANNER AND J. DISTURNELL,
in the Clerk's Office of the District Court of the Southern District of
New York.
THE MMU
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9sc
CONTENTS.
Page.
Advertisement to the first Edition,
..
9
Introduction,
..
11
General view,
15
Preliminary remarks on the State of MAINE,
29
Canals,
"
"
..
29
Rail-roads,
"
"
29
Proposed works,
"
"
..
30
Canals in the State of NEW HAMPSHIRE,
32
Rail-roads,
"
"
32
Canals in the State of VERMONT,
33
Proposed works,
"
: .
34
Rail-roads in the State of MASSACHUSETTS,
35
Canals,
"
"
:
43
Proposed works,
"
"
43
Rail-roads in the State of RHODE ISLAND,
44
Canals,
"
"
46
Rail-roads in the State of CONNECTICUT,
:.
47
Proposed Rail-roads, "
"
47
Canals,
"
"
:
48
Preliminary remarks on the State of NEW YORK,
:
50
Canals,
"
F
..
52
Croton Aqueduct,
"
"
59
Rail-roads,
44
"
70
Proposed works,
"
"
81
Preliminary remarks on the State of NEW JERSEY,
..
84
Canals,
"
"
86
Rail-roads,
"
"
88
Proposed works,
"
"
94
Preliminary remarks on the State of PENNSYLVANIA,
..
95
Canals,
"
"
97
Fairmount Water Works,
"
104
Rail-roads,
"
"
113
Proposed works,
46
"
132
M
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vi
CONTENTS.
Page.
Rail-roads in the State of DELAWARE,
147
Canals,
"
"
148
Proposed works,
"
"
148
Rail-roads in the State of MARYLAND,
149
Canals,
"
"
158
Proposed works,
"
"
159
Preliminary remarks on the State of Virginia,
160
Canals,
"
"
160
Rail-roads,
"
"
162
Proposed works,
"
"
166
Rail-roads in the State of NORTH CAROLINA,
167
Canals,
"
"
168
Proposed works,
"
64.
168
Rail-roads in the State of SOUTH CAROLINA,
169
Proposed works,
"
"
171
Canals,
"
"
171
Rail-roads in the State of GEORGIA,
173
Canals,
"
178
Proposed works,
"
178
Rail-roads in the Territory of FLORIDA,
179
Canals,
"
179
Proposed works,
"
179
Rail-roads in the State of ALABAMA,
180
Canals,
"
183
Rail-roads in the State of MISSISSIPPI,
184
Proposed works,
"
184
Preliminary remarks on the State of Louisiana,
185
Rail-roads,
"
"
188
Canals,
"
"
188
Proposed works,
"
"
189
Rail-roads in the State of TENNESSEE,
191
Proposed works,
"
"
191
Preliminary remarks on the State of KENTUCKY,
192
Rail-reads,
"
"
193
Canal,*
"
"
193
Proposed works,
"
"
193
Preliminary remarks on the State of ILLINOIS,
196
Ganals,
64
"
196
Rail-roads,
"
"
196
Preliminary remarks on the State of Indiana,
198
Canals,
"
44
198
Rail-roads,
"
"
201
Proposed works,
"
"
201
Preliminary remarks on the State of OHTo,
202
Canals,
"
"
209
Rail-roads,
"
"
212
* The name of this Canal is erroneously printed " Louisville and Pottsdam Canal,"
it should be Louisville and Portland Canal.
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CONTENTS.
VII
Page.
Proposed works in the State of OHIO.
213
ARKANSAS,
214
MISSOURI,
214
Preliminary remarks on the State of MICHIGAN,
215
Rail-roads,
"
"
215
Canals,
"
64
219
Proposed works,
"
"
219
WISCONSIN, Territory of
220
Iowa, Territory of
220
Canals in the Province of CANADA,
221
Rail-roads,
"
222
Proposed works,
"
222
Condensed Summary of the Canals and Rail-roads of the United States, 223
Glossary of the Scientific, Mechanical, and other terms employed in
Engineering,
234
Index,
265
ERRATA.
Page 53 line 24, for 60 or 70 feet, read 70 feet.
Page 53 line 25, for 2 fect, read 3 feet.
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ADVERTISEMENT
TO THE FIRST EDITION.
IN consequence of the numerous inquiries relative to the
Internal Improvements in the United States, we have been led to
draw up, as an accompaniment to the preceding map, the sub-
joined account of the Canals and Rail-roads which exist in the
various states. It will serve, in connexion with the map, to
elucidate, fully, the extent, courses, &c., of those great works,
to which the attention of strangers, in common with our own
citizens, is directed. In the arrangement of the several topics,
particular care has been taken to embody, under the head of
each state, all the canals and rail-roads which exist in it;
together with such facts as were deemed generally useful.
Among these will be found statements relative to the designa-
tion; points of commencement and termination; general course ;
locality; length; point of greatest elevation; ascent and de-
scent; capacity (width, depth, &c.); number of locks or
inclined planes; of dams; of aqueducts or viaducts; of tunnels;
of bridges; of sluices; of culverts; cost of construction ;
present condition; proprietors, &c., of each canal and rail-
road in the United States, so far as the requisite data have
been obtained.
These items being considered most important in reference to
the subject generally, all other matters, especially those which
relate to legislative proceedings, and other preliminary opera-
tions, found in most other works of this sort, have been pur-
posely omitted as comparatively uninteresting. Our chief aim
2
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10
ADVERTISEMENT.
has been to condense into a small space as much practical
information on the various subjects brought into view, as a due
regard to satisfactory results would allow. Should errors be
detected by those who are familiar with the details of any of
the works here mentioned, (and that errors may be found we
must admit,) we beg leave to request the communication of
such facts as will serve to correct in a future edition of this
work, whatever may be found defective in this.
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INTRODUCTION.
To AN American sincerely interested in the welfare and
prosperity of his own country, it must be peculiarly gratifying
to reflect on the rapid advancement in the great work of inter-
nal improvement, by canals and rail-roads, which, during the
present age, has been made in the United States. Whatever
may be the condition of other portions of the civilized world
with regard to these important modes of intercommunication,
we, in this country, may boast of our superiority, not only in
the extent to which the system has been carried here, but also
in the admirable formation of its various lines; and, what is of
infinite importance, in the structure and management of the
locomotive engine. Among us, the spirit of improvement is no
longer confined within the limits of our populous states; but,
like their restless inhabitants, has found its way to the remotest
corners of the republic, where its influence is equally felt and
appreciated, and where the system will become as universal as
it is beneficial.
This general extension, actual and prospective, of canals and
railways in the United States, is one effect of that enlightened
constitution of government, which the Revolution has confirmed
to us, and which impresses an indelible mark of distinction between
the enterprizing American and the plodding inhabitant of the
other hemisphere. In most other countries, the great mass of
the people, being destitute of wealth, have but little influence,
and still less power to effect important objects; hence every
work requiring large expenditure, must be accomplished by the
wealthy few, whom it is well known, do not always consist of the
most enterprising portion of a community. Here it is essen-
tially different; wealth and information being more generally
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12
INTRODUCTION.
diffused among the great body of the people, they possess and
exercise a powerful influence in all affairs of a public nature,
and of course, claim a large share of attention. To the people
of the United States then, is the great system of internal
improvement confided.-To this system, therefore, men of
learning and influence now direct their attention, as the people,
in the most comprehensive sense of the term, are to derive the
advantages, which must result from its general adoption.
Books divested of all superfluous technicalities, on the con-
struction of canals and railways, reduced from that size which
suited only the purses of the rich, and adapted to the wants of
the practical engineer, are greatly needed. It is to works of
this description, not only on the subject of internal improve-
ment, but all others, more than to those of an expensive class,
that our countrymen owe that superior improvement which
distinguishes them from the people of all other countries.
To promote and advance the knowledge of this system, is
the leading object of the present undertaking. No subject at
this time appears more important than that which we have
chosen, and, if treated in a way that may render it generally
useful, cannot fail to elicit the approbation of its friends.
The knowledge of the existing canals and railways of our
country, though not absolutely necessary for all classes of the
community, it must be allowed, is that which every well edu-
cated person is now expected to possess; and hence, books
which describe works, such as we have mentioned, promise
the best means for obtaining this knowledge.
The description of those works now offered to the public,
differs in several points from other books on the same subject.
Besides exhibiting an easy, distinct, and systematic account of
the existing works of internal improvement, we have endea-
voured to describe those merely contemplated, which are likely
to be constructed soon. The value and importance of canals
and railways depend on a combination of circumstances, which
reciprocally affect each other. There is a nearer connexion
between works situated apart and distant from each other, than
most people seem to apprehend. In a work of this kind, the
object of which is to develop the moral, political and commer-
cial effects of the system of internal improvement in our
country, none of these topics should remain unnoticed. The
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INTRODUCTION,
13
omission of any one of them would, in reality, deprive us of
a branch of knowledge, not only interesting in itself, but
which is absolutely necessary to enable us to form a just con-
ception of the subject in general. We have therefore thought
it necessary that our work should embrace the history and
present condition of the canals and rail-ways in every state and
territory of the union, with the particulars and details belonging
to each. This will, on reflection, appear necessary, when we
consider the powerful influence of the system upon the habits
and pursuits of a vast number of our people.
These subjects, indeed, till of late, seldom found a place in
geographical works; and, even where they have been intro-
duced, are by no means treated in such a manner as to afford
the desired information. Neither is this to be altogether im-
puted to inattention on the part of geographical writers. The
subject is too important and extensive to admit of satisfactory
description in a work not exclusively devoted to it. Such is the
difficulty of obtaining the requisite data for a just representation
of the whole system, that no one, who relies exclusively upon the
ordinary means of acquiring them, can do full justice to the
subject.
The general geographer, then, who could only employ the
materials placed in his hands, could scarcely be expected to give
that comprehensive view of it, which its increasing importance
demands. In the progress of improvement, however, the means
of acquiring correct information have greatly increased, and
nothing is now wanting but a moderate share of diligence and
patient research, to enable any competent writer to describe
satisfactorily every important work in the country. Without
manifest impropriety, we could not but avail ourselves of those
additional facilities, by the aid of which, we have been enabled
to give a more copious and perfect account of what is compre-
hended in the terms " Internal Improvements" than has hitherto
appeared.
In considering the present and future condition of the several
states, few circumstances are more important than their mutual
intercourse. This is chiefly promoted by commerce, the all
powerful agent in the economy of modern states; and with a
constant reference to this consideration, have we prepared the
present account.
2*
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14
INTRODUCTION.
Having, through the whole work, mentioned the principal
towns affected by any canal or railway, we have thought it
necessary, for the satisfaction of our readers, to insert a map
of the United States, including the various lines, coloured in
such a manner as to distinguish between the canals and rail-
ways. By this arrangement we afford the opportunity to the
reader, of comparing, not only the length and location of the
several works as they now exist, but also those merely con-
templated. The map, which exhibits a general view of the
country, will illustrate satisfactorily the descriptive parts.
In the execution of our design, we have uniformly endea-
voured to observe order and perspicuity. Brevity and truth
rather than refinement of style, have been our aim: whether
we have succeeded in our purpose, is not for us to determine.
What has enabled us to embody so many facts, within the
narrow bounds of this work, is the omission of all extraneous
matter, such as the legislative proceedings and other acts which
are necessary in the incipient stages of a work, but are perfectly
useless so far as any practical benefit is concerned.
In describing the various canals and rail-roads, we have been
more or less diffuse, according to their importance, with regard
not only to their magnitude, but also to their usefulness as
connecting links in a general series.
In treating of such a variety of subjects, some less obvious
particulars have, doubtless, escaped our notice. But if our plan
be good in the main, and the prominent outlines correctly
delineated, the candour of the reader, we trust, will excuse
imperfections which are unavoidable in a work of this descrip-
tion.
We cannot, without exceeding the prescribed bounds, say
much respecting the other parts of our work. The maps and
diagrams, which were originally drawn and since revised with
great care, will, it is believed, give satisfaction to those who
consult them. With regard to the subject generally, we have
on all occasion of doubt or uncertainty, resorted to the most
approved sources for information, to which access could be had.
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UNIT
INTERNAL IMPROVEMENTS
OF THE
UNITED STATES
GENERAL VIEW.
IN order to comprehend truly, the full extent to which the
system of internal improvements has been carried in the
United States, and correctly to estimate its future progress, it
will be useful to take a general view of the origin and present
condition of those leading works, which from their continuity or
connection with others, partake more of a national, than of a
merely local character.
In this class may be ranked all such works as do at present,
or may hereafter unite, and thus form a continuous line of
communication between distant portions of the country such,
for example, as the Camden and Amboy; Philadelphia, Wil-
mington and Baltimore; Baltimore and Washington, and other
rail-roads. In this point of view a canal or rail-road, however
insignificant in regard to length or other characteristic, assumes
an importance far beyond its intrinsic value, when considered
only in reference to its individual capacity.
The history of internal improvements in the United States
for the last twenty-five years is, indeed, replete with interest.
Within that eventful period, we have witnessed the commence-
ment, progress and ultimate completion of those great works,
the effects of which are every where developing themselves in
the rapid increase and extension of canals and rail-roads
throughout the civilized world. The most sanguine anticipa-
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16
GENERAL VIEW.
tions of the promoters of our system of internal improvements,
have fallen short of the actual results which their firm adherence
to that system has produced. Judging from the past, and pre-
sent manifestation of public spirit, every where exhibited, we
may anticipate a still more rapid and effectual progress in the
interior improvements of the United States, than at any former
period. Explorations, surveys and other measures preparatory
to the construction of rail-roads, more particularly, now occupy
the attention of legislative bodies, as well as companies and
individuals throughout the United States. This country indeed
appears to have led the way in the most useful undertakings of
this description; and the economy with which most of them
have been executed, when compared with the cost of similar
works abroad, is matter of surprise to all, and deserves the
attention of those who are practically engaged in the work of
internal improvement.
The improvement of the channels of intercourse between the
various sections of the same country, has always been considered
one of the first duties of the government ; and we find that roads
and other means of intercommunication, are more or less im-
proved in all civilized countries; but it is in commercial and
manufacturing communities, where roads and canals receive
their due share of national attention. Rail-roads and canals
are, in the most emphatic sense, labour-saving machines, and
it must be admitted, that their construction and improvement in
the United States, have progressed with a celerity and magnitude,
greatly exceeding the increase of population or the extension of
settlements. In the following list of those works, we have
endeavoured to give an account of all the canals and rail-roads,
either completed or in progress in the United States. It will
serve to exhibit the vast and increasing interests already creat-
ed by the introduction and extension of internal improvements
throughout the country and satisfy, in some degree at least,
that desire for detailed information on the subject, which is now
manifested by every intelligent reader. It, moreover, shows
that American energy and perseverance can effect the most
important and invaluable achievements. In this age when the
accomplishment of one great design is taken as an incentive to
undertake, and as a demonstration of the practicability of exe-
cuting other plans, still more magnificient, we may anticipate
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GENERAL VIEW.
17
the most splendid results; and in less than a quarter of a cen-
tury, locomotives and their attendant trains will be found
traversing regions far beyond the present haunts of civilized
man. The pre-eminent advantages of canals and rail-roads
have been established by the unerring test of experience, and
the entire country can now bear testimony to the superior
facilities which they afford, in promoting useful intercourse. As
to the purposes of beneficial communication, they diminish the
distance between places, and thus encourage the cultivation of
the most extensive and remote parts of the country. They
create new sources of internal trade and augment the advan-
tages of natural channels. Internal navigation and the facilities
of intercommunication which rail-roads create, may in fact
be regarded in the same light as exterior navigation, when
viewed in reference to the great family of mankind. As the
oceans connect the nations of the earth by the ties of commerce,
and the benefits of communication, so do canals and rail-roads
operate upon the inhabitants of the same country. The argu-
ments in favour of internal improvements apply with peculiar
force to the United States.
The immense effects which a connected system of improve-
ments between the East and West, must produce in securing
the trade of the latter to the Atlantic states, and in cementing
that bond of union upon which the safety of our institutions
depends, would furnish, upon the proper occasion, a subject of
interesting and profitable inquiry. But this is not the appro-
priate time to expatiate upon the brilliant prospect which would
open upon us were such a system perfected and brought into
active operation; nor to attempt to measure the consequences
which its completion would produce in augmenting the stream
of inland commerce, which would flow from its introduction.
Most of the rail-roads, which have hitherto been constructed
in the United States, were designed merely to connect certain
local points without reference to any general system. Notwith-
standing this want of forethought on the part of their projectors,
many of those roads now form parts of extensive thoroughfares,
and others will be ere long made available in completing other
leading avenues. The fact that the respective sections are
under the management of companies wholly independent of
each other, and subject to different, and in some cases, conflict-
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18
GENERAL VIEW.
ing regulations, may perhaps lead to unpleasant results. Some
of the companies fore-seeing this, have united their interests and
by this means avoided the effects of a want of unanimity in their
operations. Thus in the route between Philadelphia and Bal-
timore there were no less than four chartered companies: these
now form a single interest under the management of a board of
directors chosen by the stockholders of each in joint ballot.
The first great chain of rail-road, of which those just men-
tioned form a part, is that commencing at Portsmouth, in New
Hampshire, and extending with an occasional interval through
the Atlantic states, to Pensacola in Florida. From Ports-
mouth the Eastern Rail-road extends to Boston, whence
the line is continued, by the Boston and Providence Rail-
road to Providence, where it meets the rail-road to Ston-
ington, in Connecticut. From Stonington, after crossing
Long Island Sound to Greenport, on Long Island, the line is
resumed, and proceeds to Brooklyn, opposite New York, by the
Brooklyn and Long Island Rail-road, about 28 miles of which
are completed and in use, the remaining 72 miles are now in
progress. Crossing the East river to New York, and thence
over the Hudson to Jersey city, the line is continued by the
New Jersey Rail-road to New Brunswick, thence by the Tren-
ton and New Brunswick Rail-road to Trenton, and thence to
Philadelphia by the Philadelphia and Trenton Rail-road. From
Philadelphia it proceeds to Baltimore by the Philadelphia, Wil-
mington and Baltimore Rail-road, and thence to Washington
by the Washington branch of the Baltimore and Ohio Rail-
road. The road from Washington to Fredericksburg in
Virginia, though proposed, is not yet commenced. At Frede-
ricksburg the line is resumed and proceeds to Richmond by the
Fredericksburg and Richmond Rail-road, thence to Peters-
burg by the Richmond and Petersburg Rail-road, thence by
the Petersburg and Roanoke Rail-road to Gaston in North
Carolina, thence by the Raleigh and Gaston Rail-road to
Raleigh, whence it is proposed to construct a rail-road to
Columbia, in South Carolina. From Columbia, by the Colum-
bia branch of the South Carolina Rail-road, the line is conducted
to Branchville, and thence by the main line of the South Caro-
lina Rail-road to Augusta in Georgia. At Augusta commences
the Georgia Rail-road, which extends to De Kalb county, whence
a road to West Point, on the Chottahooche, is in progress.
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GENERAL VIEW.
19
From West Point the line proceeds along the Montgomery and
West Point Rail-road to Montgomery in Alabama, and thence
by the Alabama, Florida and Georgia Rail-road to Pensacola
in Florida. In the entire length of this extensive line, there
are but four sections wanted to render it complete, viz. one
from Greenport to Hickstown, Long Island; one from Wash-
ington to Fredericksburg one from Raleigh to Columbia, and
one from De Kalb in Georgia to West Point. The aggregate
length of these rail-roads, nearly all of which are completed,
and in use, is 1600 miles. Should the state of Virginia execute
her projected rail-road from Richmond, via Abingdon, to the
Tennessee line, a route to New Orleans will be effected by means
of the Highwassee, Knoxville and Nashville, and the New
Orleans and Nashville Rail-roads, now in progress.
The second great thoroughfare commences at Boston, and
proceeds to Worcester by the Boston and Worcester Rail-road ;
at Worcester the line is continued by the Great Western Rail-
road to West Stockbridge, and thence to Albany by the Albany
and West Stockbridge Rail-road, (now in progress.) From
Albany the line proceedsalong the Hudsonand Mohawk Rail-road
to Schenectady; thence by the Schenectady and Utica Rail-road
to Utica; thence by the Syracuse and Utica Rail-road to
Syracuse; thence by the Syracuse and Auburn Rail-road to
Auburn; thence by the Auburn and Rochester Rail-road (in
progress,) to Rochester ; thence by the Tonawanda Rail-road to
Attica; and thence by the Attica and Buffalo Rail-road to
Buffalo. This line is also nearly completed. It is 530 miles
in length, and is one of the most important highways in the
United States, especially that portion of it which extends from
Albany, westward.
The third route is that by the New York and Erie Rail-road,
about 450 miles in length, only a part of which is in course of
execution, but from the measures that have been adopted, its
early completion may be expected.
The fourth route commences at Philadelphia, with the
Reading Rail-road to Port Clinton; thence by the Danville
and Pottsville Rail-road to Sunbury, or the Little Schuylkill
and Susquehanna Rail-road to Williamsport; and thence by
the Sunbury and Erie Rail-road to the town of Erie, on Lake
Erie, 420 miles.
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GENERAL VIEW.
The fifth route consists of rail-roads and canals. It com-
mences at Philadelphia, and proceeds to Columbia, on the
Susquehanna, by the Philadelphia and Columbia Rail-road.
The central division of the Pennsylvania canal takes up the line
at Columbia, and proceeds to Hollidaysburg, at the eastern
base of the Allegheny mountain, which is crossed by another
rail-road, (the Allegheny portage,) extending to Johnstown on
the western declivity of the same ridge. At Johnstown com-
mences the western division of the Pennsylvania canal, which
terminates the line at Pittsburg. Length, 394 miles.
The sixth route extends from Baltimore to Wheeling, on the
Ohio river, by the Baltimore and Ohio Rail-road, 280 miles in
length.
The seventh route commences at Richmond, in Virginia, by.
the James River Canal, which extends to Covington, in Alle-
gheny county thence by Rail-road to Loup shoals in the
Kanawha river ; and thence by the Kanawha, the navigation
of which has been improved by dams and locks, to the Ohio river.
The eighth route, 718 miles in length, extends from Charles-
ton by the South Carolina Rail-road to Columbia, and thence
by the proposed Louisville, Cincinnati and Charleston Rail-
road, to Cincinnati, Ohio; and the
Ninth route extends from Savannah, in Georgia, via the
Central Rail-road, to Macon, and thence by the Alabama roads
to Pensacola.
All these routes it will be perceived, are connected with the
great Atlantic line, which may be regarded as the main artery
in the system. The minor canals and rail-roads, in turn, are
mere ramifications of those branches, and as such, augment the
revenues of the whole.
In addition to these extensive avenues of trade on the Atlantic
border of the United States, the western states are busily
employed in constructing lines of rail-road, not less than two
thousand miles in extent, in order to unite the navigable streams
with the great lakes. The cost of these works, most of which
arein actual progress, will exceed $50,000,000.
The circumstance, moreover, which is particularly important,
is that the public works in each of those states, are arranged on
a harmonious plan, each having a main line, supported and
enriched by lateral and tributary branches, thereby bringing the
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GENERAL VIEW.
21
industry of their whole people into prompt and vigorous action,
while the systems themselves are again united on a more exten-
sive scale, in a series of systems comprising an aggregate length
of more than 2,000 miles. The several sections of this exten-
sive work are now in a train of rapid construction. Ohio,
Indiana, Illinois and Michigan, are straining every nerve to
perfect their various lines; so that it may be confidently pre-
dicted, that within seven years from this time, nearly the whole
inland trade of that wide spread region will be conducted through
their canals and rail-roads into those of the Atlantic states, and
thus avoid the circuitous course of the Mississippi, and the more
dangerous navigation of the Florida Gulf.
In the south, the people, alive to the importance of the sub-
ject, are making great exertions to complete the lines of rail-
road already commenced; and in a few years, Virginia, the
Carolinas, Georgia and Alabama, will be intersected by rail-
roads in nearly every direction.
By the completion of the James River Canal and Rail-roads,
the Louisville, Cincinnati and Charleston Rail-road, the Georgia
and Western and Atlantic Rail-road, the towns on the Atlantic
will be so united with those of the interior, as to secure to
the latter not only a continuance of the trade which they now
enjoy, but will contribute to augment in no slight degree, the
future commerce of those states.
Perceiving that the completion of the northern system of rail-
roads would deprive the southern seaports of their accustomed
trade, unless its effects were counteracted by the construction
of similar works in the south, her citizens lost no time in com-
mencing a corresponding system, by which the threatened
contingency might be averted, and her comparative standing
maintained. This system is now rapidly advancing towards
completion, many of its lines being at this moment in successful
operation, while others are on the point of being opened for the
public.
Thus, it will be perceived, that the entire surface of our
country is now, or will be shortly, intersected by canals and
rail-roads in almost every direction; and the west will ere long
present a spectacle equally cheering to the friends of internal
improvements. As facilities of intercourse, the moral effects
of the general introduction of rail-roads and canals can never
3
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GENERAL VIEW.
be duly appreciated. Considered as means of revenue, merely,
it is doubtful whether they can be made to yield an interest
equal to that derived from most other investments. With
regard to the canals of any country, taken in the aggregate,
their average income falls considerably short of the current
interest of the country. Some of the canals of England, those
of Coventry, Erwash and Laughboro, for example, yielded in
1822, an average annual interest of upwards of one hundred
and twelve per cent. on their cost; whilst others, searcely
defray their ordinary expenses. The average receipts from
the New York State Canals for the last three years, have
yielded an interest on these of about eight per cent. And
the principal canals of Pennsylvania, for the same period,
have produced nearly six per .cent. The tolls for the last
fiscal year, ending on the 31st October, 1839, were on all the
canals, $542,886 63; on rail-roads, (Columbia and Portage,)
$319,622 88; on motive power, $280,123 53 total, $1,142,
633 04, which exceeds the annual aggregate of the preceding
year, by $151,380 62. The rail-roads throughout the country,
will, no doubt, prove hereafter to be more productive, than the
canals; though, according to a statement drawn up by Mr. De
Gerstner, the interest on the capital invested in rail-roads in the
United States in 1839, does not exceed five and a half per cent.
per annum.
This result is based upon the conclusion drawn from personal
investigation, that the aggregate cost of our roads, is $20,000 per
mile, including buildings and all requisite aparatus. The same
gentleman states, that the average amount paid by each passen-
ger conveyed on the American rail-roads, is five cents per mile;
that passengers are conveyed with a speed of from twelve to
fifteen miles per hour, stoppages included; that there are
on an average 35,000 through passengers, and 15,000 tons
of merchandize, carried annually over the American rail-
roads; that the expenses per mile of travel are one dollar;
that the average number of passage trips per year is 875; that
the expenses per passenger per mile are two and a half cents;
and that the annual current expenses for working the American
rail-roads, are $1,950, or per cent. per mile, on the
gross income. The foregoing estimates are founded upon the
condition of our rail-road establishment as it existed in the year
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GENERAL VIEW.
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1839, when many of the roads which were taken into the
account, had scarcely commenced operations; whilst others
were in such a state as to prevent their connection with estab-
lished lines, upon which income materially depended. The
average cost per mile of rail-road executed hereafter, will,
undoubtedly, be greatly reduced, especially in the south, where
a large proportion of the new rail-roads are now in progress.
With a diminished cost of construction, and an augmented reve-
nue, the result of an union of the present disjointed parts of
the system, and increased experience on the part of our engi-
neers, an average revenue, equal to seven per cent. per annum
on the aggregate cost of our rail-roads, may be confidently
anticipated for several years to come.
The gross income of the Pennsylvania state rail-roads for
the last year, was, as we have seen, $319,622 88; from which
deduct expenses, $27,941 34, and we have $291,681 54, as
the net amount of revenue from this source, or about five per
cent. on the total cost of these works; which, owing to their
peculiar construction, were attended with unusual expense.
With regard to the abstract question of revenue it is obvious
that a large portion of the immense sums invested in canals and
rail-roads in the United States, will fail in producing the anti-
cipated results. Visionary enterprises of all sorts, are the
distinguishing characteristics of the times; and the almost
infinite variety of schemes, which of late have been pressed
upon public attention, and adopted without due caution, have
in some instances, resulted in the diversion of funds from
objects of undoubted utility and advantage, to those of an oppo-
site character :-whilst the rate of interest in this country
continued as it has been for many years past, none but the most
promising enterprises should have been undertaken by individual
companies. The mode of improvement and its fitness to the
purposes for which it is designed, are considerations to which
little regard has been paid in deciding upon the location of
some of the public works in the United States. Hence the
numerous failures and the consequent withdrawal of public
confidence in such investments generally.
" Lines of communication," we quote from a spirited article
in the New York Review, may be judicious, and the plan of
the improvement be otherwise ; or, if the line and plan be both
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GENERAL VIEW.
eligible, an error may be committed in making the improvement
incommensurate, or more than commensurate, with its objects.
We need only refer, in illustration of our position, to the oppo-
site plans of connection by canal and rail-road, or to the case
of a single or double track rail-road. It will be easily per-
ceived, that a trade or travel which would pay a large profit on
the stock of a rail-road, might not be commanded by a canal,
and vice versa; and that whilst it would be a great error to
make a double track rail-road where a single track rail-road
would suffice, it would not be a less error to construct a road
graded for a single track only, where a double track would be
required. In cases where either a canal or rail-road may be
adopted, it is obvious that a great error would be committed
by selecting that least suitable to the circumstances of the case,
and the trade to be accommodated. In our opinion, and in the
opinion of engineers who have given most attention to the
subject, there are three cases in which rail-roads present
decided advantages over canals :-
1. Where persons or articles of great value are to be trans-
ported. In this case, the saving in time becomes a matter of
much more moment than any increased cost of rail-road over
canal transportation.
2. Where great difference of level are to be surmounted. In
this case, the delay and risk of interruption from a large amount
of lockage, is far beyond what would be occasioned by inclined
planes overcoming the same elevation on a rail-road, whilst the
same causes increase the cost of eanal transportation to so
nearly an equality with that of rail-roads, as to entitle the latter
to the preference.
3. When, no matter how bulky or ponderous the tonnage in
proportion to its value, the trade is principally a descending
one, and a profile can be had for the rail-road giving equal, or
nearly equal, facilities to the power employed in both directions.
In this last case, rail-road transportation, more advantageous
in other respects, becomes even cheaper than that on canals, in
consequence of the fall in the line, which in the case of the canal
would present a serious impediment, by the lockage it would
occasion, becoming an auxiliary to the power employed on the
rail-road. There are but few cases, of course, where the most
desirable profile has been had for a rail-road, the descent being
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GENERAL VIEW.
25
in most cases, either somewhat more or less than would be in
theory the most advantageous. One of the most remarkable
approaches to it seems to have been made in the case of the
rail-road now under construction between Philadelphia and the
anthracite coal districts, at the head of the Schuylkill, in Penn-
sylvania. On this work the graduation is said to vary between
a level and a descent of nineteen feet per mile, in favour of the
downward trade. It is thought the load of ordinary locomo-
tive engines on it will average from one hundred and fifty to
two hundred tons net, or three hundred tons gross, travelling
at the rate of from ten to twelve miles per hour, and that the
whole expense to the company, of transporting coal on it, will
be only fifty-three cents per ton the whole length of the rail-
road (ninety-six miles,) or little more than half the ordinary
rate of freight on canals of the same length."
The above propositions cannot of course, be laid down abso-
lutely, or without reference to the cost of the one or the other
improvement: but, in the. case first cited, it would require a
very great difference of expense to outweigh the decided supe-
riority of the rail-road in point of expedition; and in the
second and third cases, the item of lockage will generally
enhance greatly the cost of a canal beyond that of a rail-road,
and turn the scale more decidedly in favour of the latter
improvement.
Supposing the appropriate description of improvement to be
adopted, it may be executed on a plan incommensurate, or more
than commensurate with its object. In the way of canals, the
Union Canal in Pennsylvania and the Chesapeake and Ohio
Canal, are examples of the opposite errors on this subject it
being now generally conceded, that the former, had it been
constructed of larger section, and with larger locks, 80 as to
have admitted of the passage of such boats as are used on the
Schuylkill and Susquehanna Canals, could not have failed to
have been a productive work; whilst the dimensions of the
Chesapeake and Ohio Canal seem not to have been warranted
by any trade to be anticipated on it.
'To make a double track rail-road when a single track rail-
road is sufficient, is evidently an equally grave error; but not
more so than others which may arise in works of this descrip-
tion, from inattention to their objects and the best means of
3*
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GENERAL VIEW.
attaining them. A few words will be sufficient to show what
serious mistakes may be committed on this head. It has been
observed that short ascending and descending grades present no
serious impediment, at high velocities, to the most valuable
application of locomotive power. They are, consequently, not
seriously objectionable on rail-roads for passenger transportation
exclusively, on which high velocities will always be aimed at,
and where the whole adhesion of the engine is not required; it is
otherwise, however, on rail-roads designed for freight. On these
it is most essential that the company should be able to transport
cheaply, and this, in rail-road transportation, is only to be
effected by carrying heavy loads at slow velocities. Now, at
very reduced rates of speed, the limit to the useful effect of the
engine is its adhesion, and the load which this will admit of its
taking becomes diminished, therefore, precisely as the maximum
grade of the road increases, whether this be a longer or shorter
one. This being the case, it follows, that on roads destined
for the transportation of freights, a much greater expense is
justifiable to avoid undulations or to diminish the grades of the
roads, when ascents and descents are unavoidable, than on
roads destined for passengers. On these last, undulations not
exceeding twelve or fifteen feet per mile would be scarcely
an objection; whilst on roads designed for the transportation of
freight at low velocities, they would almost diminish the load
conveyed one-half. In these last, however, the expense which
is justifiable to improve the grades of the road, must be mate-
rially influenced by the amount of trade to be anticipated on it.
If this is but limited, it is, of course, better that the road should
be less perfect, and cost of transportation in consequence
enhanced, than that an increased first cost, more than commen-
surate with the object, should be incurred in reducing it and,
on the other hand, the largest outlay may properly be incurred
in improving the profiles of a rail-road, in a case where the trade
to be accommodated is of proportionate magnitude."
From the above reasoning, which is, we think, quite conclu-
sive, it is manifest that engineers should exercise the utmost
caution, lest by any inadvertence, they should expose their
employers to irretrievable losses and themselves to the mortifica-
tion which must result from the misapplication of their profes.
sional resources. Whether the internal improvements of the
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GENERAL VIEW.
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United States will prove sufficiently productive to ensure the
ultimate liquidation of the debt incurred in their construc-
tion, is a question of secondary importance, when viewed in
connection with the moral, political and commercial advantages
which must flow from their use. The advocates of the system
were, doubtless, influenced by higher views, than those of a
merely pecuniary nature, and the fruits of that system are now
developing themselves in the rapid extension of our settlements ;
in the increased value of agricultural products; in the improve-
ment of the social condition of the people, and in promoting that
friendly intercourse between them which is the surest guaranty
for the preservation of our institutions.
Merely counting the cost and estimating the probable reve-
nue, without regard to the advantages of internal improve-
ment, in a moral point of view, are inconsistent with those
enlightened views, which should enter largely into such cal-
culations. We shall therefore abstain from any further attempt,
satisfied that a mere statement of facts connected with the
system is all that is necessary to enable the reader to draw
conclusions to which those facts are so well calculated to lead.
We have prepared a brief explanation of the terms used in
describing the elementary parts of rail-roads and canals. It
will be found in the end of the volume. This explanation may
perhaps be deemed by some, as a work of supererogation but
it must be borne in mind by such persons, that all readers are
not engineers and to the uninitated, we feel persuaded, that
an explanation, divested of all technicality, will prove not only
useful, but indispensable to a clear understanding of the text.
We embrace this occasion also to state that we have given, in
its proper place, an elaborate account of the Columbia and
Philadelphia Rail-road with its appliances, under an impression
that it afforded a complete insight into the construction, opera-
tion and uses of rail-roads in general. The variety of material
and its diversified combination; the various forms and prin-
ciples of construction; the numerous kinds of rails employed
in its several sections, and the modes by which they are secured,
are perhaps better developed on this road than any other we
could have selected. Our precision in this instance may,
possibly, fatigue some readers, but in describing a road whose
formation and materials partake so much of the nature of those
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GENERAL VIEW.
of most other rail-roads, we determined to enter thoroughly into
all its minutia, and thus avoid the unprofitable task of describing
in detail, other roads similarly constructed, of which the
Columbia Rail-road affords a satisfactory model. By the
adoption of this course, the frequent repetition of matters
already described, is dispensed with. In treating of other
roads, particular details have been scrupulously avoided, except
in cases where they differ essentially in construction from the one
we have selected for description : among these are the Great
Western Rail-road of Massachusetts, and some of the Southern
Rail-roads, which, from the nature of the country traversed by
them, required a mode of structure almost unknown in the
north,
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INTERNAL IMPROVEMENTS.
MAINE.
IN 1836 the legislature of this state directed the organization
of a " Board of Internal Improvement." It consists of the
governor, who is ex-officio, president of the board; members
of the council; and the land agent. This board is charged
with the execution of all works, in any manner connected with
the internal improvement of the state; and especially, such
canals and rail-roads as the legislature may authorize. With
two or three exceptions, little has yet been done in Maine,
towards the extension of her improvement system. The Ban-
gor and Orono Rail-road, and the Cumberland and Oxford
Canal, are the only works of this description, completed in this
state.
CANALS.
CUMBERLAND AND OXFORD CANAL, extends from tide water
near Portland, to Sebago Pond, a distance of 201 miles. By a
lock in Songo river, the navigation is prolonged into Brandy
and Long Ponds, a farther distance of 30 miles. The canal
portion of this work, is wholly in Cumberland county. Length
501 miles; 34 feet wide at the surface, 18 at the bottom, 4 feet
deep; course, north-west; 26 wooden locks; completed in
1829; cost $250,000 cost per mile $12,500; constructed by
a joint stock company which possesses banking privileges.
RAIL-ROADS.
BANGOR AND ORONO RAIL-ROAD. Ten miles in length;
commences at Bangor, and passes along the right bank of the
Penobscot, to Orono, both in Penobscot county. The company
was incorporated in 1835, and the road opened for public use
in 1836.
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MAINE.
CALAIS AND MILTOWN RAIL-ROAD, in Washington county,
about 5 miles in length.
PORTLAND, Saco AND PORTSMOUTH RAIL-ROAD. A com-
pany for the construction of this road, which is designed as an
extention of the Eastern Rail-road, now nearly completed to
Portsmouth, was incorporated in 1837. This line commences
on the Salmon Falls river, opposite Portsmouth, in N. Hamp-
shire, and thence proceeds in a general N. N. E. direction,
through the towns of Wells, Kenebunk Port, and Saco, in York
county, and terminates at Portland, in Cumberland. Length
48 miles; estimated cost $781,507 72, or $216,281 61 per
mile, exclusive of land damages and fencing.
PORTLAND AND BANGOR RAIL-ROAD. The route proposed
is through the counties of Cumberland, Lincoln, Waldo, and
Penobscot, 132 miles in length; and cost, as estimated by the
examining engineer, $2,475,000.
PORTLAND AND QUEBEC RAIL-ROAD. In the month of July,
1835, an officer of the United States Topographical corps,
commenced a reconnoissance of the country between the sea-
coast of Maine and the river St. Lawrence, with a view to the
construction of a rail-road "from Portland or some other point
on the sea-board of Maine, to some point on the borders of
Lower Canada, in the direction of Quebec." He completed
his examination to the entire satisfaction of the authorities of
Maine, and extended his explorations beyond the boundary line,
so as to exhibit a connected view of the whole ground, from
the coast of Maine to the city of Quebec. The prolongation
of the survey beyond the limits of the state, had been assigned
by the Canadian Government, to an officer of the royal engi-
neers.
Several routes were examined, all of which were deemed
practicable. The first commences at Portland, proceeds
through the towns of Falmouth, Gray, Poland, Paris, Rum-
ford, Andover, and some others, and descends into the vallies
of Arnold's River and Lake Megantic, Chaudiere and Echemin
rivers, to the right bank of the St. Lawrence, opposite Quebec.
Length 277 ; and estimated cost $6,349,671.
The second route is from Wiscasset, along the valley of
Sheepscut river, by Webber's Pond, thence over to that of the
Sebasticook, enters the valley of the Kenebec, which is pursued
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MAINE.
31
to Currituck falls. Ascending the valley to the mouth of Dead
River, it passes Wilson's and Cold Streams, Parlin Pond, &c.,
to Moose river, and thence to the boundary near the Monu-
ment; from this point it descends rapidly to the De Loup
valley, and along this valley to that of the Chaudiere, where it
unites with, and pursues the course of the first line, to its termi-
nation on the St. Lawrence. Length 246 miles; and estimated
cost $5,419,626.
The third route commences at Belfast, proceeds through the
valleys of Wescott March, Halfmoon, and Sandy streams, and
thence to the Sebasticook, by Sibley Pond, to the Kenebec,
where the line intersects the first and second routes, and
becomes identical with them. Length 227 miles; and esti-
mated cost of construction $4,906,151. Average cost per
mile ; first route, $22,923 :-second route, $22,030 :-and
third route, $21,613. Route No. 3, from Belfast to Quebec
is recommended as the most eligible as well as the most eco-
nomical of the three.
PORTLAND AND DOVER RAIL-ROAD. About 46 miles in
length, is proposed. It will pass through the towns of Buxton,
Alfred, and South Berwick, where it crosses into New Hamp-
shire, and thence proceeds to Dover, about five miles from
Berwick.
PORTLAND AND AUGUSTA RAIL-ROAD, about 60 miles in
length, is proposed.
SEBASTICOOK AND MOOSE HEAD LAKE CANAL, 100 miles
long, is also proposed.
Aggregate length of canals completed in Maine, 50.50 miles.
"
rail-roads,
"
10.00 "
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NEW HAMPSHIRE.
RAIL-ROADS.
EASTERN RAIL-ROAD. The extension of the Massachusetts
Eastern Rail-road, into New Hampshire, commences on the
state line, about six miles from Newburyport, and crossing
Salisbury marsh, proceeds northward, leaving Hampton Falls
to the left, and passing through Old Hampton Village, enters
Portsmouth and there unites with the Portland, Saco and Port-
smouth Rail-road in Maine. Length of the New Hampshire
section, 15.47 miles.
This section of the road is constructed upon principles similar
to those of the Massachusetts line. It consists of four straight
lines, connected by curves of 5280 feet radius. Maximum
grade 35 feet per mile. To be finished in June, 1840.
Nashua AND LOWELL RAIL-ROAD, extends from Nashua
Village in Hillsboro county, N. H., to Lowell on the Merrimac,
in Massachusetts, and is a prolongation of the Boston and
Lowell Rail-road. It was opened for use on the 25th of Oct.
1838. On Jan. 23, 1839, the Company had expended upon
the work $285,052 26. Two companies, one in New Hamp-
shire and the other in Massachusetts, were incorporated for
the purpose of constructing the Nashua and Lowell Rail-road :
these were subsequently united under the title of the Nashua
and Lowell Rail-road Corporation. Length of the road about
15 miles. Its extension to Concord is proposed and a company
organized for the purpose.
CANALS.
Bow CANAL, along Bow Falls, three-fourths of a mile in
length, four locks; twenty-five feet fall ; finished in 1812 ; cost
$25,000.
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VERMONT.
33
HOOKSET CANAL, at the Hookset Falls of Merrimac ; 825
feet long : three locks : sixteen feet fall : cost $17,000.
AMOSKEAG CANAL, at the falls of Amoskeag, in the Merri-
mac, seventeen hundred and sixty yards in length : nine locks :
forty-five feet fall : cost $50,000.
UNION CANAL, passes seven falls in the Merrimac : length
including slack water navigation, nine miles : seven locks cost
$50,000.
SEWALL'S FALLS CANAL, completed in 1837 : length one-
fourth of a mile.
Aggregate length of canals in New Hampshire, 11.13 miles.
"
"
rail-roads
"
30.47 miles.
VERMONT.
WITH the exception of some small canals, designed to over-
come obstructions in the navigation of the Connecticut, there is
no canal worthy of notice in this state. These improvements
consist, principally, of dams with locks from one pool to another.
The following are the chief.
CANALS.
WHITE RIVER CANAL, Waterquechy Canal, and Bellows
Falls Canal, the latter of which is about 880 yards in length,
with nine locks ; and a fall of 50 feet. It is sufficiently capacious
to admit the passage of all such vessels as navigate this part of
the river, which is thus rendered navigable for about one hun-
dred and twenty miles above the lower falls.
The legislature, during the session of 1835, incorporated
companies for the following rail-roads ; nothing, however, has
yet been done towards their execution.
4
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VERMONT.
RAIL-ROADS.
THE CONNECTICUT AND PASSUMPSIC RIVER RAIL-ROAD
COMPANY, for a road from the north line of the state, along the
valleys of those streams, to the boundary of Massachusetts.
Capital $2,000,000. To be completed in fifteen years, or forfeit
charter.
THE RUTLAND AND CONNECTICUT RIVER RAIL-ROAD Com-
PANY, for a road from Rutland, through Ludlow and Cavendish,
to the Connecticut. Capital $500,000. To be completed in
ten years, or forfeit charter.
THE BRATTLEBORO AND BENNINGTON RAIL-ROAD COMPANY,
for a rail or M'Adamized road between those towns. Capital
$500,000. To be completed in ten years.
THE VERMONT CENTRAL RAIL-ROAD COMPANY, for a rail-
road through the Onion river valley to a point on the Connecti-
cut to be determined hereafter. Capital $1,000,000. To be
completed in twenty years, or forfeit charter.
NORWICH AND HARTFORD FORWARDING RAIL-ROAD, incor-
porated in 1836, extends from the falls in the Connecticut near
Hanover bridge, to Lyman's bridge. Capital $300,000.
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MASSACHUSETTS.
RAIL-ROADS.
EASTERN RAIL-ROAD, commenced July 22, 1836, and
completed in 1839, extends from Boston in a north-eastern
direction, to the division line between Massachusetts and New
Hampshire, whence it is continued by another company to
Portsmouth, in the last mentioned state. Length about 40
miles. The road passes through Lynn, Salem, Newbury-
port, &c., and is conducted under a part of the city of Salem,
through a tunnel. It forms a part of the contemplated north-
eastern line through New Hampshire and Maine, which
sooner or later will reach the extreme eastern confines of Maine.
On the fourth of July, 1839, there were upwards of 7000
passengers conveyed on this road, between Boston and Salem.
An additional section extending from Newburyport to Ports-
mouth, will be opened for use in the course of the present year,
(1840.) See New Hampshire.
BOSTON AND LOWELL RAIL-ROAD. The company under
whose direction this road was constructed, was incorporated on
the 5th June, 1830; its execution was commenced on the 28th
November, 1831, and in June, 1835, it was opened for public
use. Length 26.50 miles; 18 viaducts, one of them 1600 feet
in length; 51 farm and road bridges; 12 street or road
crossings; maximum grade, 1 in 528, or 10 feet per mile
least radius of curvature, 3000 feet. sh of the road con-
sists of curved line, and 30 of straight line ; summit 125
feet above high tide, and the northern terminus of the road at
Lowell is 94 feet above tide. The deep cut through which the
road enters Lowell, deserves attention; for the distance of
nearly a thousand feet, the solid rock has been excavated to the
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MASSACHUSETTS.
mean depth of forty feet, forming an immense chasm sixty feet
wide at top, and about forty at bottom.
Plan of construction.-The first track leading from Boston
to Lowell, 26 miles, is laid with the fish-bellied edge rail, of 35
lbs. per yard, and precisely of the pattern of the rail first
employed on the Liverpool and Manchester Rail-road, and
resting in cast iron chairs, supported on stone blocks and stone
cross-sills alternately the bearings being three feet apart from
centre to centre lengthwise of the road; the blocks and sills
being supported the whole length of the track, under each side,
by a wall of dry rubble masonry, 3 feet in depth, 21 feet wide at
bottom, and 2 feet at top. Between these walls, and also out-
side of them, the clay or other material composing the road bed,
and most convenient to be obtained, was used as a filling; the
contact of which, with the sides of the walls, and with so much
of the under, and also the vertical, sides of the cross-sills, as
did not rest upon the walls, caused both to be heaved by the frost
during its action upon the clay and earthy matter. Great
derangement of the track, with frequent fractures of the cross
sills, was the consequence.
The trench walls, therefore, being found not to answer the
preserving the first track from the effects of frost, as intended,
were not resorted to in the laying of the part of the second track
since put down. The fish bellied rail being also found to have
a disadvantageous form, and being too weak for railway
machinery of the most modern and economical weight, has not
been used in the second track, about ten miles of which, from
Boston to the water station, where the trains pass each other,
have been laid.
In the second track the H rail, in 15 feet lengths, with
square ends, weighing 55 lbs. per yard, being precisely the
pattern of the Boston and Providence rail, is employed. It is
laid upon stone blocks and stone cross sills, alternating, as above
mentioned, for a part of the distance, whilst, in a considerable
portion of the line, the stone sills extending across the track,
are exclusively used. It is now preferred that every stone
support to the rail should be a cross tie, and blocks will probably
be rejected in the further construction of the second track. In
the intermediate spaces, as well as at the joinings, the rails rest
upon the stone dressed smooth, but without the intervention of
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a chair, or other material : at the joinings of the rail, however,
they are let into the stone by an appropriate cut, so as to prevent
a lateral movement of the rail, where it is the weakest.
The usual form of spike, with a head projecting on one side
only, is used to hold down the rail by overlapping its base on
each side, the spikes being driven into holes drilled into the
stone, and filled with wooden plugs.
The sills and blocks rest upon a bed of gravel or sand, which
fills a trench 7 feet wide and 3 feet deep, underlaying the entire
track and well compacted by large rollers, (old mill stones were
used as rollers.) The sills are 6 feet long, of a square section,
6 X 12, or 8 X 10, averaging about 10 X 10 inches. The cost of
each sill delivered is stated to be $1 50. The cost per lineal
rod, of filling the trench (exclusive of excavating it,) with the
sand and gravel, compacting it with the rollers, and laying down
the track upon the same, is said to be $5, the gravel or sand
being supposed delivered in readiness alongside of the road.
The whole amount expended up to the 30th November,
1836, was for the road,
$1,323,522 00
For depots and aqueduct,
-
79,895 67
For Engines and Cars,
102,227 56
Amounting to
$1,505,645 23
The repairs of rail-road in the year ending the 31st May
1838, are stated to have been, $15,340 69, which includes
expenditures in improving the drainage of the road bed. The
annual cost of a track alone of 26 miles in length as now laid
upon this road with the H rail, would be $6,000, which is
$230 77 per mile of single track.
At Lowell the road unites with rail-road to Nashua, and thus
opens an uninterrupted rail-road communication with the
populous manufacturing districts of Middlesex and Hillsboro
counties. Cost about $1,650,000. A branch of this road
leaves the main line in the town of Wilmington, and extends to
Andover.
ANDOVER AND WILMINGTON RAIL-ROAD. This road branches
off from the Boston and Lowell Rail-road, in Wilmington, and
proceeds in a northern direction to Andover, distant 7.75 miles.
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MASSACHUSETTS.
The company was incorporated in 1833, and in 1836 the road
was opened for use.
ANDOVER AND HAVERHILL RAIL-ROAD, is an extension of the
preceding road, which is now in active use. Length as extended
17.75 miles.
CHARLESTOWN BRANCH RAIL-ROAD, a branch of the Boston
and Lowell Rail-road, in the town of Charlestown, extending to
Gray's wharf, one mile.
BOSTON AND WORCESTER RAIL-ROAD, commences at the
depot in Lincoln street, in the city of Boston; crosses the
estuary of Charles River, and proceeds along the right bank of
that stream to Newton; it thence continues, and at a distance
of two miles from Newton, the line is conducted to the opposite
side of the river into the town of Needham. Passing on through
Natick and Westboro, it descends into the valley of Elizabeth
river, which it ascends, mounts to the summit at Cutler's peak,
and after traversing a broken and rough country for a consider-
able distance, descends the valley of Blackstone river, and
enters the town of Worcester. Length 44 miles. Preparatory
arrangements were made in 1831, and in the latter part of that
year the work was commenced. Most of the work on this road
is heavy, with much deep cutting and high embankments. At
the crossing of Charles river is a costly construction of masonry
and trestle work, and a short distance beyond is an embankment
680 feet in length, and 30 feet high, which is immediately
succeeded by a cut 500 feet long and 31 feet deep, through
granite rock.
Before the line reaches Natick, another high embankment
occurs, and then a cut similar to the one just mentioned.
About five miles eastward of Worcester, the road attains its
greatest altitude, about 550 feet above high tide. The apex of
the dividing ridge is here excavated to the depth of 37 feet for
a distance of more than a quarter of a mile, through a hard
slaty formation. About ta of the line are level ; and the
remainder has an average grade of 23 feet, and a maximum
grade 30 feet per mile ; least radius of curvature, 954 feet.
Cost $1,700,000.
Plan of construction.-The rail employed is of the T pattern,
weighing 381 lbs. to the yard, in bars of fifteen feet in length
with scarfed; or oblique ends, at an angle of about 57 degrees
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with the line of the rail, and supported upon cast iron chairs,
weighing each 15 lbs., the bottom of the vertical stem of the
rail, resting on the bottom of the channel in the chair. The
rails are tightened in the chair by two wrought iron keys,
driven on the side of the rail outside of the track. The chair
rests on cedar sleepers 7 feet long and 5 inches square, acting
as cross ties, 3 feet apart from centre to centre. The sleepers
cost 20 cents apiece delivered at Boston, and they are laid
without any sill under them, but they rest upon a prism of rubble
and broken stone 15 inches wide by about 21 feet in depth, laid
in a trench dug for that purpose longitudinally of the road under
each line of rails. This method of construction, however,
having proved unsuccessful, the same company in their con-
struction of the Millbury branch used an under-sill of chesnut,
8 X 3, and from 15 to 25 feet long; the joinings of these sills
being supported by a piece of the same material from 3 to 4
feet long. The iron rails are stated to have cost $50 per ton,
delivered in Boston. The spikes used in fastening the chair
down upon the sleepers or cross ties of wood, above mentioned,
are very heavy, being 71/2 inches long, 11-16 square, and weigh-
ing about one pound each.
The total outlay, as given in round numbers, was $1,700,000
of which $250,000 were for real estate, right of way, depot,
buildings and machinery; leaving for the cost of the 44 miles
of road construction, with a single track, (the graduation being
mostly wide enough for two tracks) $1,450,000.
The Boston and Worcester Rail-road forms an important
part of the Great Western rail-road communication, which will
soon connect the eastern coast of Massachusetts with the valley
of the Hudson, and thence, by the numerous rail-roads of New
York, to the great lakes and the navigable waters of the
Mississippi.
MILLBURY BRANCH of the preceding, diverges from the
main line and extends to Millbury, 8 miles.
WESTERN RAIL-ROAD, extends from Worcester, through
Springfield, to the western line of the state, at West Stockbridge,
where it connects with the Hudson and Berkshire Rail-road,
from Stockbridge to the city of Hudson. At Worcester it
unites with the Boston and Worcester Rail-road, and thus forms
a continuous line from the latter to the valley of the Hudson.
In its length of 116.87 miles, the road surmounts four principal
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summits, whose respective elevations, exclusive of the necessary
cuts, are 908, 1432, 1072 and 980 feet above tide.
The eastern division, from Worcester to Springfield, 54.27
miles in length, was commenced in 1837, and opened for use on
the 1st October, 1839. The western, from Springfield to the
N. York state line, 62.60 miles, was commenced in June 1838,
and is now rapidly verging towards completion.
Plan of construction.-The road generally is graded for a
single track, but all the deep cuttings and high embankments in
its. entire length, as well as the bridges on the eastern division,
are prepared for a double track. The cutting for a single track
20, and for a double track 30 feet, except in rock, when the
latter is 26 feet. Fillings for a single track 16, and for a double
track, 26 feet.
The width of the track is 4 feet 81 inches. Edge rail, par-
allel form, of the depth of 31 inches, base 4 inches; top or
tread, exclusive of swells, 2 inches; length of rail 5 yards;
weight 55 lb. per yard. The rails are laid upon chesnut sleepers,
7 feet in length, 7 inches in depth, and from 7 to 12 inches
wide. The sleepers rest upon hemlock sills, laid longitu-
dinally of the road, 8 inches wide, and three inches thick, 4
feet 10 inches apart from centre to centre, with four additional
bearing pieces, each 3 feet in length, laid at the joints of the
iron rails; the sleepers. are laid 3 feet from centre to centre.
The rails, which are laid upon cast iron chairs, are secured in
the usual manner, by spikes driven into the sleepers, notches
being cut at the ends of the rails, about 1 of an inch longer than
the spike-holders in the plate, by which the effects of the
changes of temperature are obviated.
On the eastern division, the maximum inclination is 60 feet
per mile, and the minimum radius of curvature 1146 feet.
On the western division the former is 78.98 feet per mile,
and the latter is 1042 feet. Locomotive power is used exclu-
sively on the finished portions of the road.
Total cost of the eastern division, including depots, travelling
apparatus, land damages, &c., $1,972,985 97, or about $36,135
per mile.
The estimated cost of the western division, with the buildings,
&c. similar to the preceding, is $2,326,442 61.
WEST STOCKBRIDGE RAIL-ROAD, see New York.
ALBANY AND WEST STOCKBRIDGE RAIL-ROAD,See New York.
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BERKSHIRE RAIL-ROAD, commences at Sheffield on the south
boundary of the state, traverses the Housatonic valley and ter-
minates at West Stockbridge, where it unites with the Great
Western Rail-road from Worcester. Length about 25 miles.
BOSTON AND PROVIDENCE RAIL-ROAD, commences at Boston,
passes through the towns of Roxbury, Dedham, Walpole, Fox-
boro and across Sekonk plains and Cove, to India bridge in
Providence. This road, the work of a joint stock company
incorporated in 1831, was opened for public use in June, 1835.
Length 41 miles; single track, with side lines and turnouts.
The line is arranged for two tracks, being 26 feet wide, and
nearly straight. Cost $1,782,000.
The curvatures upon this road are very gentle, the least
radius being 5730 feet. The highest grade ascending in a
direction towards Boston is at the rate of 25 feet per mile, and
in the opposite direction 371 feet per mile. The highest point
upon the road is at Sharon, where it is 10 feet below the natural
summit, and 256 feet above the ocean level. At Canton is the
granite viaduct, of 700 feet in length, and upwards of 60 feet
in height, across the valley of the Neponset river; and besides
this noble structure, there are upon the road 1200 feet in length
of wooden bridging, having spans of from 30 to 125 feet.
There are likewise deep and long excavations and embankments,
the former of which were very costly, on account of the pre-
sence of rock of the hardest description.
Plan of construction.-The rail-road is formed with a H
rail in bars of 15 feet in length, with square joinings: 55 lbs.
per yard. The chair is of cast iron, weighing about 10 lbs.
The chairs are used only at the joinings of the rails, and the
mode attempted to check an endwise movement of the rail con-
sists in the narrowing of the sunk part of the top of the chair
to a less width than that of the base, or lower web of the rail,
and of cutting off a portion of that web on each side ; thus
narrowing the base of the rail correspondingly with the con-
tracted opening in the upper part of the chair, so that the base
of the rail so reduced in width will drop into the chair, and
leave two small shoulders in the base of the rail that abut
against the ends of the chair. The chair is let into the sleeper
to prevent its moving laterally, whilst a longitudinal movement
is resisted by the lateral strength of the 4 spikes, which are
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MASSACHUSETTS.
driven, two on each side, through holes in the chair, into the
wood beneath. These spikes have brad heads, which overlap
the lower web of the rails; and hence the plan is, that the
adhesion of the spikes to the wood of the sleepers, or cross ties,
in aid of the gravity of the materials, is relied upon to hold the
rail down in the chair, and the latter firmly upon the wood.
Upon the sleepers intermediate to those supporting the chairs,
the rail is fastened with the brad spike, four in each sleeper, as
is the case generally where the H rail is laid. The spikes
used upon this road are 1 an inch square, 6 inches long, and
weigh 9 oz. each. The rails rest on cross ties of white cedar,
3 feet apart from centre to centre, laid upon the bed of the road,
except in a few instances on embankments, where under-sills
were adopted to sustain the cross ties in proper line. The
surface of the road bed generally presents a good material,
being mostly composed of sand and gravel, yet these materials
have not prevented injurious and partial settlings of the
sleepers.
The cost of the repairs of road during the year 1836 upon
the whole line of 41 miles, amounted to about $15,000, princi-
pally for keeping up the rail-way track.
This road forms a part of the route to New York by steam-
boats, which run between that city and Providence. It is also
connected with another route from Boston to New York, via
Providence and Stonington in Connecticut.
DEDHAM BRANCH RAIL-ROAD, an arm of the preceding, two
miles in length, extends to Dedham.
TAUNTON BRANCH RAIL-ROAD, leaves the Boston and Pro-
vidence Rail-road in Mansfield, and proceeds to Taunton, 11
miles. An extension of this line to New Bedford, is now in
progress, 24 miles in length.
NEW BEDFORD AND FALL RIVER RAIL-ROAD, extends be-
tween those places, Massachusetts section 8 miles-Rhode
Island section, 5 miles ; total length, 13 miles.
NORWICH AND WORCESTER RAIL-ROAD, see Connecticut.
PITTSFIELD AND WEST STOCKBRIDGE RAIL-ROAD, about 15
miles.
SEKONK RAIL-ROAD, from Providence to Sekonk, Bristol
county, Mass. Length, about 5 miles.
QUINCY RAIL-ROAD, in Norfolk county, is used for trans-
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porting granite from the quarries in the town of Quincy to the
landing on Neponset river. Length 3 miles; branches 1 mile
one inclined plane, 275 feet in length, single track.
CANALS.
MIDDLESEX CANAL. The company was incorporated in
1789, and their canal was not completed till the year 1808
nearly nineteen years having elapsed from its commencement
to its completion. It extends from Chelmsford, on the Meri-
mac, two miles above Lowell, to one of the inlets of Charles
river, in Charlestown. This canal, like the Boston and Lowell
Rail-road, is designed to facilitate the intercourse between the
Merimac valley, in New Hampshire, and Boston. It is about
30 miles in length, and in a N. W. direction from Boston; 30
feet wide at top, 20 at bottom, and 3 feet deep. Rise from
Boston 104; fall towards Chelmsford 32 feet; total lockage,
136 feet; 20 locks; cost $528.000.
PAWTUCKET CANAL, in the town of Lowell, is used both for
navigation and manufacturing purposes. Length 1.50 miles
90 feet wide at top, and 4 feet deep lockage 32 feet.
BLACKSTONE CANAL commences at Providence, R. I., and
pursues nearly a due north course, and enters the valley of the
Pawtucket river, which it follows to the town of Worcester.
Length 45 miles; depth 4 feet; 34 feet wide at top ; 18 at
bottom; 48 locks, 80 by 10 feet cost $600,000; completed in
1828.
HAMPSHIRE AND HAMPDEN CANAL, is a prolongation of the
Farmington Canal of Connecticut. It commences at the point
of termination of that work in Southwick, Hampden county,
and proceeding through Westfield and Easthampton, and encir-
cling the base of Mount Tom, terminates at Northampton, in
Hampshire county. Length 22 miles; 36 feet wide at top, 20
at bottom, and 4 feet deep; locks 80 by 12 feet commenced
in 1825 finished in 1831.
MONTAGUE CANAL, near the Montague falls, in Connecticut
river. 3 miles long; 25 feet wide ; 3 feet deep ; 8 locks;
lockage 75 feet.
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RHODE ISLAND.
SOUTH HADLEY CANAL, along the falls of the Connecticut,
in the town of South Hadley. Length 2 miles; 5 locks.
Aggregate length of rail-roads in Massachusetts, 407.31 miles.
"
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canals,
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RHODE ISLAND.
RAIL-ROADS.
PROVIDENCE AND STONINGTON RAIL-ROAD. This rail-road
was intended to open a direct communication between the cities
of New York and Boston. Long Island Sound, which is suffi-
ciently free from ice during the winter, to admit of its unin-
terrupted navigation at all seasons of the year, forms a part of
this route, as well as that by the way of Narraganset Bay ;
though Narraganset Bay is avoided by the Stonington route,
yet most travellers prefer the former.
The latter rail-road commences at Providence, where it
connects with the Boston and Providence rail-road, by a steam
ferry boat on the Providence river, proceeds in nearly a straight
line through the towns of Cranston, Warwick, and East Green-
wich, to Hurst's Run, where it deflects towards the southwest,
and continues that course to Sherman's Pond, in South King-
ston; here the road enters the valley of Charles river, which
is frequently intersected by it, passing alternately along its right
and left banks, until it reaches Paquent Run, the outlet of
Watchaug Pond, and thence over the high ground of Westerly,
and across the Pawcatuck river, and terminates at the cove of
Stonington, on Long Island Sound, in the state of Connecticut.
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Plan of Construction.-The rail is of the H pattern, of 58
lbs. per yard, in bars of 15 feet in length, with square ends;
that is, the top surfaces of the bars join in a direction at right
angles with the lengthwise line of the rail. It is very similar
in form to the rail of 55 lbs. per yard upon the Boston and
Providence road. The cast iron chair supporting the ends of
the rails, is nearly similar in form and weight to that on the
Boston and Providence road, (about 10 lbs.) as are also the
spikes of 6 inches long, 1 an inch square in the shank, and
weighing 9 ounces each. The sleepers are laid 3 feet apart
from centre to centre, are of white cedar from Maine, hewn
top and bottom to a uniform thickness of 6 inches, 7 feet long,
and were delivered at various landings on or near the line of
the road, at 26 cents a piece, dressed. These sleepers rest on
under sills of hemlock, 3 X 8 inches in the cuts, and 3 X 10
upon the embankments, and of a length from 20 to 30 feet
and costing upon the landing at the rate of $13 75 per M.
Under every joining of two adjacent under sill pieces, is placed
a short sill of the same scantling, 5 feet long, to support the joint;
and under every sleeper on which two rails join, there are placed
on each side of the under sill, and close to it, the half of a sleeper,
each consequently 31 feet in length. This superstructure reposes
on a bed of sand or gravel, with which the entire surface of the
road-bed is covered, to a depth of 18 inches. The gravelly
nature of the soil throughout a great part of the route, made
this bullasting not very expensive.
The cost of transporting all the materials of iron and wood
composing the track, from the landings to the line, an average
distance of 5 miles, was $1 75 per rod, in length of the road
the cost of laying the track $2 25 per rod and that of filling
it with gravel between the sleepers, after it was laid, 25 cents
per rod ; making the whole cost of laying the track $4 25
per rod.
Length 47 miles; company chartered in 1832 work com-
menced in 1-35; completed in 1837 ; summit 302 feet above
tide; graduation 14 miles level or nearly so; maximum grade
33 feet per mile; average of the remainder, about 13 feet per
mile; minimum radius of curviture, 1,637 feet, except a short
distance near Providence, where it is 480 feet; single track,
but is graded for a double track cost about $2,000,000.
5
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RHODE ISEAND.
New BEDFORD AND FALL RIVER RAH-ROAD. See Massa-
chusetts.
CANALS.
BLACKSTONE CANAL. See Massachusetts.
Aggregate length of rail-roads in Rhode Island, 47 miles,
canals
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CONNECTICUT.
RAIL-ROADS.
NORWICH AND WORCESTER RAIL-ROAD. On leaving the
steam-boat wharf at Norwich, the road pursues a general north-
east course, along the right bank of Quinebaug river, to Daniel-
sonville, where it crosses the main stream, and enters the
valley of Five Mile Run. From its crossing in Killingly, the
road proceeds nearly due north, leaves Five Mile Run, and
regains the bank of the Quinebaug, which is followed to the
mouth of French Creek, thence up that creek, it crosses the state
line, and enters Massachusetts. Continuing along the left bank of
French River, and passing through the towns of Webster, Mil-
bury and Auburn, it enters that of Worcester, where it meets the
rail-road from Boston, on the east, and that to Springfield, &c.,
on the west. Length 58.50 miles; maximum grade 20 feet
per mile; average inclination 11 feet per mile; cost about
$1,000,000. This road, in connection with the steam-boats on
Long Island Sound, and the Boston and Worcester rail-road,
will furnish a desirable route between New York and Boston,
and afford important accommodations to the densely populated
and manufacturing section of country through which it passes.
NEW HAVEN AND HARTFORD RAIL-ROAD, commencing near
Mill Creek, in New Haven, and crossing that creek, the road
is conducted to the bank of the Quinnipiack, in North Haven.
Here the road crosses the stream by an aqueduct, and gains its
left bank, which is ascended to Meriden, and thence through
the towns of Berlin and Weathersfield, to Hartford, its present
point of termination. Length 40 miles. It is proposed to
extend this road to Springfield, in Massachusetts, a further
distance of 28 miles.
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CONNECTICUT.
HOUSATONIC RAIL-ROAD. The charter, under the authority
of which this company is organized, was granted by the legis-
lature of Connecticut, in May, 1836, with the powers usually
conferred upon such bodies, and giving them authority to con-
struct a rail-road from the north line of the state, adjoining
the town of Sheffield, in Massachusetts, down the valley of the
Housatonic, by New Milford, to the town of Brookfield, and
thence to the city of Bridgeport, in Fairfield county.
Thus it will be perceived that the Housatonic Rail-road opens a
communication, not only with the western towns of Connecticut,
but also with those of Berkshire, in Massachusetts, and will,
ere long, be intersected by the Berkshire Rail-road, uniting the
Housatonic works with the Hudson and West Stockbridge
Rail-road, now in successful operation; and also with the Albany
and West Stockbridge Rail-road. Length of the Housatonic
Rail-road, 73 miles; commenced in July, 1837 it has one tunnel,
and an embankment 70 feet high; maximum grade 40 feet per
mile; minimum curviture 1,000 feet radius; cost about
$1,000,000, or $13,700 per mile.
BRIDGEPORT AND SAWPITTS RAIL-ROAD, in Fairfield county.
This road commences in Bridgeport, pursues nearly a west
course, and passes into the village of Fairfield; thence in the
same direction to Southport and Saugatuck river, which the
line crosses about one and a half miles south of Westport;
thence in a direct line to Norwalk river at Old Well ; here the
line deflects towards the southwest, which course is maintained
in ascending a ridge between the latter river and Five Mile
Run; at this ridge an excavation of 42 feet occurs; from
this point the line continues to the Short Rocks, and over Good
Wife's and Noroton rivers, to Stamford; thence by Miamus
river, Put's ridge, and Bynum's valley, it crosses into the village
of Sawpitts, in Westchester county, New York. Length 30.46
miles; maximum grade 40 feet per mile; cost $506,457 96,
or $16,628 per mile.
Rail-roads from Hartford to Springfield-from Worcester
to Hartford-in Fairfield county, &c., are in progress.
CANALS.
FARMINGTON CANAL, commences at New Haven, passes
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along the valleys of Mill creek and Farmington river, and inter-
sects the north line of the state in the town of Suffield, where
it unites with the Hampshire and Hampden Canal of Massa-
chusetts. Length 56 miles; general course nearly north; 36
feet wide at top; 20 at bottom; and 4 feet deep ; locks, 80 by
12 feet in the clear; ; cost $600,000.
ENFIRLD CANAL is designed-to overcome the Enfield falls, in
Connecticut river. Length 5.50 miles; 3 locks each of 10
feet lift, 90 by 20 feet.
Aggregate length of rail-roads in Connecticut, 188.46 miles.
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NEW YORK.
CANALS.
THE project of uniting the Hudson with the western lakes
by an artificial river," appears to have engaged the attention
of the citizens of New York from the earliest periods of its
settlement. No one, indeed, who had studied the physical
aspect of the region through which the Erie Canal now passes,
could fail to observe its peculiar fitness for such a work ; and
as the population increased in the western division of the state,
its importance became more obvious, and its practicability
demonstrated by a more thorough acquaintance with the phy-
sical structure of that part of the country,
The provincial legislature so early as 1768, had its attention
drawn to the subject by the then governor of the province, and
from this period it formed a prominent theme for its delibera-
tion. The political state of the times which preceded the
revolutionary struggle, and the ensuing conflict, arrested for a
time, all further proceeding in relation to this great enterprise,
until after the close of the war ; when efforts for its accomplish-
ment, were renewed by its advocates.
Although the project had been frequently brought before the
state legislature, no legal steps had been taken to secure its
execution, until 1808, when the assembly appointed a committee
to investigate the subject, and if found practicable, to solicit the
co-operation of the general government in " the accomplishment
of the great work."
The result of this investigation was highly favourable, and
established, beyond doubt, the entire feasibility of the proposed
measure, though nothing further was done at that time. Not-
withstanding the failure on the part of the legislature to act
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promptly upon the report of its committee, it had the effect
of arousing the citizens generally to a just appreciation of its
importance, and the ranks of its advocates rapidly auguented
in numbers and influence. In 1810 the legislature appointed
commissioners to examine and survey the entire route from the
Hudson to Lake Erie; this examination resulted in a recom-
mendation, on the part of the commissioners, that imme-
diate efforts be made to induce the general government to adopt
and execute the proposed connection. This proposition, as well
as subsequent applications to the various state governments for
aid, proving entirely fruitless, the state was, fortunately, thrown
upon her own resources, and thus escaped the trammels of those
entangling alliances that must have proved a source of enuless
and vexatious embarrassment to the conductors of the public
works.
Undismayed by these untoward events, the friends of the
system advanced with a steady pace until checked by the war
with England, which led to the dissolution of the board of canal
commissioners, and the consequent suspension of all proceedings
with regard to the object of its appointment.
Soon after the cessation of hostilities between the United
States and Great Britain, in 1815, the subject of internal
improvement was revived and zealously pressed upon public
attention; meetings were held in the city of New York and
elsewhere, which resulted in memorializing the legislature in
favour of the proposed improvements : and in 1816, a board of
commissioners was again appointed with powers similar to those
exercised by the board of 1812.
The new board displayed such energy and promptitude in
the performance of its duties, that the legislature was enabled
to act definitively ; and on the 15th of April, 1817, was passed
that memorable law upon which the system of internal improve-
ment in New York, is based. Contracts were immediately
entered into, and on the 4th of July, 1817, the execution of the
Erie Canal was commenced in the neighbourhood of Rome ; and
in rather more than two years, that portion of the work extend-
ing from Utica to Montezuma, was opened for navigation. 1 he
other sections continued to advance ; portions of each were
opened for use from time to time until October, 1825, when the
whole line was ready for use. The completion of this magni-
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ficent work was celebrated with great pomp and parade; an
event so well calculated to inspire feelings of exultation on the
part of its friends, fully justified the measures then adopted to
perpetuate its remembrance; which, though regarded by some
as extravagant, were viewed by all as an excusable ebulition of
feeling, on the consummation of their favourite object.
The moral effects of this herculean achievement, are now
visible in every direction. Stimulated by the complete success
of the New York system, other states have essayed to imitate
an example fraught with such incalculable benefits. Canals and
rail-roads now abound every where and every where may be
seen preparations for augmenting the number.
ERIE CANAL. Among the former, the Erie Canal still main-
tains its supremacy : it is unquestionably the first in point of
length, and by far the most important canal in the United States.
Its general course from Albany is a little north of west. Leav-
ing Albany it passes along the right banks of the Hudson and
Mohawk, crossing the latter at Middletown; following the left
or north bank of the Mohawk about 12 miles, it re-crosses that
river over what is termed the upper aqueduct ;" pursuing the
south bank of the Mohawk through Schenectady, Schoharie,
Canajoharie, and Little Falls village, it enters the flourishing
town of Utica, 108 miles by the canal from Albany. Continu-
ing its course along the southern bank of the Mohawk by
Whitesboro, Rome, Lenox, Syracuse, Jordan, Montezuma,
Lyons, Palmyra, Pittsford, to Rochester (distant 160 miles from
Utica), where it crosses the Genesee by a splendid aqueduct,
804 feet long, built of hewn stone, and supported by eleven
arches. From Rochester the canal assumes a more western
direction until it reaches Lockport, after passing the towns of
Brockport, Albion, Middleport, and some other " ports" of lesser
note; distance from Rochester to Lockport 63 miles. At
Lockport the canal ascends the mountain ridge, by five double
combined locks, each 12.4 feet rise. Nine miles from Lock-
port, the canal enters Tonnewanda creek, at the little village of
Pendleton, from which to Tonnewanda village, situated at the
mouth of the creek and distant from the former about 10 miles,
the canal is identified with the Tonnewanda. At a further
distance of 12 miles, this magnificent work terminates, at the
city of Buffalo. Entire length of the Erie Canal 363 miles;
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40 feet wide at top, 28 at bottom, and 4 feet deep ; 84 locks on
the main line, each 90 by 15 feet ; total lockage 688 feet ; 8
large feeders; 18 aqueducts; declivity from Buffalo to Rochester
4 feet ; rise 630 feet ; fall 62 feet; total rise and fall 692 feet.
Among the aqueducts which cross the Mohawk, is one 1188
feet in length.
What is called the "long level," is a portion of the canal
691 miles long, without any intervening lock. It begins at
Frankfort, 8 miles east of Utica, and terminates at Syracuse.
The great embankment, 72 feet high, is situated between
Palmyra and Pittsford, about 255 miles west of Albany. Cost
$10,731,595. An extension of the Erie Canal from Buffalo,
in the direction of Warren, Pa., is proposed.
In 1835, a project for enlarging the Erie Canal was adopted.
It arose from the necessity of repairing some parts of the canal,
especially the locks and aqueducts. The want of additional
facilities for conducting the increased trade had become appa-
rent, when it was determined to augment the capacity of the
existing canal rather than construct another line, which had
been long contemplated. Considerable progress has been made
in the work. The expense of the enlargement is now estimated
at $23,402,863 of which $4,182,565 have already been paid,
and contracts made on the work amounting in all to $10,683,565.
It is proposed to widen the canal to 60 or 70 feet, and to
deepen it 2 feet. If completed throughout on the scale adopted
by the canal commissioners, the canal will surpass in magnitude
every other work of internal improvement.
The aqueduct now being constructed across the Genesee
river at Rochester, which is to be a splendid structure, will,
according to the estimate, cost $422,245 28. Including the
wings, it is 858 feet long and 28 feet in height from the base
of the piers to the top of the parapet. It has 7 arches of 52
feet span, 6 piers and 2 abutments, each 10 feet thick. The
aqueduct is 75 feet 6 inches in width at the base of the piers,
and 67 feet 8 inches at the top of coping. The width of the
trunk, in the clear, will be 45 feet, affording space for a double
boatway.
The works at Lockport consist of five double combined locks,
of the enlarged size, having a total lift of 55 feet and 9 inches.
The total cost of these locks, $558.433 04. The old locks,
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displaced by the new set, were built in 1823-24-25, and cost,
exclusive of excavation, $123,309 55.
The length of the rock-cutting through the ridge at Lock-
port, is 21 miles, commencing at the head of the locks, 62 feet
wide, with vertical sides; and it is deepened 31 feet ; the cost
of enlarging this section of the canal will be $762,635 07.
With the exception of the Hudson and Delaware Canal, all
the minor canals in New York, may be regarded as branches
of the Erie Canal or main trunk. They are as follows :-
Champlain Canal; Chenango Canal Black River Canal Os-
wego Canal; Cayuga and Seneca Canal; Crooked Lake
Canal; Chemung Canal, and Genesee Valley Canal. The
entire cost of the finished canals belonging to the state, is
$12,072,032 25.
CHAMPLAIN CANAL. From its junction with the Erie Canal,
nine miles from Albany, the Champlain Canal pursues its
course through Waterford, Stillwater, and Bemus' Heights,
along the right bank of the Hudson, to within three miles of
Fort Miller where it takes the river for three miles. At Fort
Miller Falls is a canal of half a mile in length, and then again
it takes the river 8 miles to Fort Edward, from which place
the canal pursues a north-east course to Whitehall, after passing
the villages of Sandy Hill and Fort Ann. Length of the
Champlain Canal from its junction with the Erie Canal to
Whitehall, including the Glenns Falls branch, 11 miles in
length, and river navigation, 76 miles; 40 feet wide at top, 28
feet at bottom, 4 feet deep; 21 locks, each 90 by 14 feet ; rise
134, fall 54 feet; total lockage 188 feet elevation of Lake
Champlain above the Erie Canal, at the junction, 381 feet
commenced in 1816; completed in 1819 cost $1,179,872.
It has a lateral cut, at Waterford, connecting it with the
Hudson. At the upper part of the city of Troy, 3 miles below
Waterford, is constructed a state dam and lock, which forms a
capacious basin.
The annual net receipts on the Champlain and Erie Canal
are about $1,000,000, and the average cost for repair is about
$700 per mile.
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Statement of the Revenue from Tolle of the Erie and Champ-
lain Canals, the Expenditure for maintaining them, with
the Surplus of each year, from 1826 to Sept. 30th, 1839,
according to the Comptroller's Report.
Year.
Revenue.
Expenditure.
Surplus.
1826,
$715,245.89
$579,667.57
$135,578.32
1827,
846,651.73
446,293.76
400,357.97
1828,
794,054.25
312,377.27
481,676.98
1829,
771,012.85
292,818.71
478,694.14
1830,
1,005,392.32
236,972.97
768,419.35
1831, 9mo.
708,426.42
172,408.80
536,017.62
1832,
1,055,027.88
874,231.10
680,796.78
1833,
1,317,464.33
375,147.52
942,316.81
1834,
1,314,799.69
448,775.82
866,028.87
1835,
1,433,456.38
468,420.18
970,036.20
1836,
1,551,057.18
425,539.89
1,125,517.79
1837,
1,274,403.94
477,182.88
797,221.06
1838,
1,415,279.79
513,279.99
901,999.70
1839,
1,617,246.00
505,729.65
1,111,517.00
It was in the year 1826, that the tolls began to exceed the
expenditure; and the whole debt for these canals at the close of
the year 1826, exclusive of the interest of that year, amounted
to $10,272,316 75. According to the computation of the
Comptroller, the surplus revenue had, in 1888, paid the interest
on the debt, and reduced the amount of the debt to the sum of
$8,459,069 17.
CHENANGO CANAL leaves the Erie Canal at Utica, and pro-
ceeds in a south-west direction, over Paris Hill, and enters the
valley of Chenango river, which is followed to Binghamton,
at its junction with the Susquehanna. In its course the canal
passes through Oneida, Madison, Chenango and Broome counties,
and the towns of New Hartford, Clinton, Hamilton, Sherburn,
Norwich and Chenango Forks. Length 97 miles; rise from
Utica, 706 feet; fall from summit to Binghamten, 303 feet;
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total lockage, 1,009 feet 116 lift and 1 guard locks, 5 of stone,
and the remainder of composite," (stone faced with timber i)
19 aqueducts; 52 culverts; 21 waste weirs; 56 road, and 106
farm bridges; 53 feeder bridges; 12 dams; 17 miles of
feeders; cost, according to the canal commissioners' report,
$1,737,703, 22; commenced in 1833, and completed in 1838.
The summit level of Cheuango Canal is supplied with water
from 7 reservoirs constructed for that purpose.
BLACK RIVER CANAL consists of a succession of canals and
slack water pools. It commences on the Erie Canal, at Rome,
in Oneida, county, by a canal of 36 miles in length, which
terminates at the High Falls of Black River, Lewis county;
thence to Carthage, in Jefferson county ; the river, the naviga-
tion of which has been improved, completes the line. Length
of navigation, natural and artificial, including a navigable feeder
of 9 miles, extending to Boonville, 85 miles ascent and descent
from Rome to Carthage, 1,078 feet; cost of the whole,
$2,141,601 63.
The various surveys directed by the legislature, with a view
to the improvement of the northern tributaries of the Hudson,
have been successfully prosecuted, and will, no doubt, result in
the adoption of measures to that effect.
OSWEGO CANAL. This, like the Black River navigation,
consists of pools and canals. It commences on the Erie Canal,
near Syracuse, in Onondaga county, passes along the valley of,
and nearly parallel to, the Osweago river into Lake Ontario,
through the villages of Liverpool, Three River Point, Oswego
Falls, and Oswego, on the right bank of the river; general
course from Syracuse, northwest; length 38 miles; 14 locks
of stone, and 6 guard locks, each 17 by 90 feet; descent 123
feet; cost $525,115; commenced in 1826, and completed in
1828.
CAYUGA AND SENECA CANAL (pools and canal,) connects the
Seneca and Cayuga lakes with the Erie Canal, which it leaves
at Montezuma, passing through Waterloo, the seat of justice of
Seneca county, and along Seneca outlet, to Geneva; a branch,
2. miles in length, leaves the main line, proceeds to East Cayu-
ga course from Montezuma, southwest; length, including
branch, 23 miles; 11 locks; descent 73 feet; commenced in
1827, and completed in 1829; cost $214,000. By means of
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this canal a communication is afforded between Cayuga and
Seneca lakes and the Erie Canal.
CROOKED LAKE CANAL, from Pennyan to the outlet of Seneca
lake. Length 7.75 miles; lockage 269 feet ; 27 lift and
one guard locks, built of wood; '3 culverts; 12 bridges; cost
$137,000.
CHEMUNG CANAL, extends from the head waters of Seneca
lake to Elmira, on the Tioga branch of the Susquehanna.
Length 23 miles; with a navigable feeder of 16 miles, from
Knoxville. It has one guard, and 52 lift locks, of wood, over-
coming an ascent and descent of 516 feet ; 3 aqueducts; 5 cul-
verts; 76 bridges cost $344,000. Measures have been adopted
by the state authorities, to extend this canal to the Pennsylvania
line, near Tioga Point. The rail-road from the Blossburg coal
mines, Pennsylvania, will join the western termination of the
Chemung Canal, at Knoxville. Commenced in 1830, and com-
pleted in 1833.
The revenue derived from the minor canals is inadequate
to the payment of interest on the loans contracted for their con-
struction. The current expenses of, together with the inter-
est on the loans contracted for those canals, have hitherto
exceeded the revenue derived from their use. The deficiency,
which in 1839 amounted to $182,688 10, is a charge upon
the treasury.
Whether the state canals will ever yield the current interest
on the cost of their construction, is a question, however, of
secondary consideration, compared with the more important
commercial, agricultural and political improvement in the
social condition of the people, which must follow their intro-
duction.
CONEWANGO CANAL, from Buffalo to the Pennsylvania line,
in the direction of Warren, Pa. Surveys have been made for
this work under the authority of the state government.
UTICA AND OSWEGO SHIP CANAL. This work is to extend
from Utica to Oswego, on Lake Ontario, about 90 miles in
length, including a large portion of natural navigation, by the
Oswego and Oneida rivers, and Oneida lake, which is adapted
to vessels of a large class, and which will require but little
improvement. The entire line, consisting of 35 miles of canal
and 57 of river or lake navigation, will probably cost about
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$1,200,000. The legislature, during the session of 1839,
appropriated $75,000 to be expended in the improvement of the
Oneida river.
DELAWAKE AND HUDSON CANAL, unites the Hudson river
with the Carbondale coal mines, in Pa. It commences on the
left bank of the Walkill, at Eddyville, about 2 miles south of
Kingston, and proceeds in a general southwest direction, along
the valleys of the Walkill, Rondout, Butterkill and Nevisink
rivers, and through Kingston, Marbletown, Mombacus, and
Warwasing, in Ulster county, to Port Jervis, at Carpenter's
Point, on the Delaware. At this point the canal deflects
towards the northwest and pursues that course, along the left
bank of the Delaware, to a dam near the mouth of the Lack-
awaxen creek; here the canal crosses the Delaware, and enters
the valley of the Lackawaxen, which is thence followed along its
north declivity, to Honesdale, where it terminates, and where
the rail-road to Carbondale commences.
The rail-road section of this improvement, 16.50 miles in
length, has a rise towards the summit of 912 feet, and thence
to the coal mines it descends 850 feet, overcome by 7 inclined
planes, with an inclination of one in twelve. Length of the New
York section of the canal, 83 miles; Pennsylvania section, 25
miles; and rail-road, 16.50 miles; total length from the Hud-
son to Carbondale, 124.50 miles; rise from the Hudson to the
summit, in Sullivan county, 535 feet; thence to Carpenter's
Point is a descent of 80 ; thence to the crossing of the Dela-
ware, a rise of 148; and thence to Honesdale, a rise of 187
feet; total lockage 950; Honesdale 870 feet above tide water.
The canal is 4 feet deep, and varies in width from 32 to 36
feet; 107 locks, each 76 by 9 feet. These works were origi-
nally executed by two distinct companies; the Hudson and
Delaware Canal Company, of New York, and the Lackawaxen
Canal Company of Pennsylvania. These corporations having
been united, now form one interest. By acts of the legislature
of New York, the credit of that state was loaned to the com-
pany, for $800,000, for the redemption of which, the canal and
its appendages are pledged. The former company was incor-
porated in 1823, with banking privileges. The work was
commenced in 1825, and completed in 1829, at a cost of
$1,875,000,
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GENESEE VALLEY CANAL. From Rochester to Olean on
the Allegany river; 11950 miles in length.
This canal pursues the valley of the Genesee, the head waters
of which are elevated 1000 or 1500 feet above tide-water. After
flowing with a gradual descent nearly through the county of
Allegany, they are suddenly precipitated upon the alluvial
bottom, through a succession of cataracts, and rapids, which
extend northwardly for 17 or 18 miles from Portageville to,
and terminate at, Mount Morris.
The Genesee Valley canal partakes of the irregularities
which are occasioned by these abrupt transitions in the charac-
ter of the river. For the first 36 miles, after leaving Rochester,
it passes through the rich low land district of the Genesee valley,
between the Erie canal and Mount Morris, and it attains the
latter point by a lockage of only 95 feet divided into ten locks.
But immediately on leaving Mount Morris, the character of the
canal undergoes a sudden alteration. For nearly 17 miles
south of that place, the bed of the river is confined within a
precipitous and rocky defile, varying from one hundred to four
hundred feet in depth, which has been abraided by the stream
in its rapid descent from the elevated plateau at its source. This
sudden ascent is overcome by very numerous locks, a tunnel
and other expensive works. After surmounting this gorge, the
canal finally attains its summit level. The summit is 11.50
miles long, and from its southern extremity, the canal descends
for 10 miles down a gentle declivity to Olean. The summit
level is 978 feet above the level of Lake Erie, and 1546 above
tide-water. The lockage on the main canal is 1063 feet,
exclusive of the Danville branch. Cost $4,900,000 ; 114
locks; 81 of stone, and 33 composite.
DANSVILLE BRANCH of the Genesee Valley Canal, extends
from near Mount Morris to Dansville, 11 miles long. Cost
$314,520 43 ; lockage 83 feet.
HARLEM CANAL, extends from the Hudson to the East River,
across Manhatten or New York Island ; length 3 miles ; 60 feet
wide, and from 6 to 7 deep ; 2 tide locks; cost $550,000. This
work remains in an unfinished condition.
CROTON AQUEDUCT, is designed for the supply of the city
of New York with pure and wholsome water. Of the true
character and magnitude of this important work, but few, even
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of the citizens of New York have an adequate conception. The
great amount of mere manual labor in excavating and tunnelling
through solid rock, and the mechanical skill required in the
erection of the bridges, culverts, walls and other erections which
go to complete the great work, can scarcely be understood by
those who are not practically acquainted with such things.
The Croton Aqueduct is 40.56 miles in length. Its dimen-
sions are about 6 feet at bottom, 7 feet at top, and from 8 to 10
feet in height. It is higher for the first 5 miles after leaving
Croton than it is on the remainder of its route. The foundation
of the aqueduct is stone, well laid, and the interstices filled up
with rubble, and over this a bed of concrete, composed of cement,
broken stone and gravel, in due proportions, well mixed and
combined together, except where the earth is of a compact and
dry consistence, when the stone foundation is omitted, and the
bed of concrete laid on the earth foundation. The side walls
are of good building stone, 39 inches thick at bottom, and 27 at
top, having a batter of 3 inches by 12.
These walls are laid in regular courses, and built with great
care, under strict inspection, in order that the water may be
prevented from escaping or entering the aqueduct. The bottom
or flooring of the aqueduct is an inverted arch, and the top or
roof is a semi-circle. Both arches are turned with brick of the
most durable quality, and the interior surface of the side walls,
has a coat of hydraulic mortar, and is also lined with the same
material of brick. The whole of the mason work is constructed
with mortar composed of the best hydraulic lime and sand; and
there can scarcely be a doubt, that the work will stand the test
of time, and answer all the purposes for which it is designed.
The materials used are good building stone, of the proper
degree of hardness and durability, free from all metals, particu-
larly iron : gneis is preferred to any other, both because it is
more plentiful, and more easily worked. Some limestone is also
used, but not until it has the express permit of the Resident
Engineer. Brick is the next material ; it is required to be
from the centre of the kiln, such as is thoroughly burnt, free
from lime or any other impurity, and to possess a clear ringing
sound when struck. The worst accepted are such as cost from
$5 to $7 a thousand. Next is the cement, from which the
concrete and masonry generally are formed. Tl.c com-
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missioners' specifications are very explicit relative to the
manufacture of this article, requiring that the name of the
manufacturer should be known that the cement shall not have
been made more than six months before being used ; that it
shall be transported from the factory in water-tight casks ; and
in addition to all this, that each parcel or cargo received shall
be thoroughly tested, either by officers appointed for the pur-
pose, or by the Resident Engineer himself. These are the
principal materials, stone, brick, and cement. The stone is
required to be always clean, and in hot weather, kept wet, and
when laid in the wall requiring mortar, it must " swim" in the
cement-that is, when the stone is lifted up from its bed, no
point or surface of the stone must touch the one below it, each
stone must be surrounded by cement. When the weather
is hot, the top of the wall must be kept moist, and in cold
weather all the masonry must be covered SO effectually, as to
protect it perfectly. The brick must be laid true and even,
allowing 3 of an inch joint, or thereabouts. In hot weather,
they are to be soaked in water, and to be kept wet while being
laid. The cement is mixed in different proportions, according
to the work required. For stone work, the proportions are one
part of cement to three of sand, (the sand to be of medium size,
sharp grained. and clean-river sand is accepted.) For brick-
work, the proportions are one of cement to two of sand; for
concrete, one part of cement, three of sand, and three of clean
building stone, broken about as fine as that used for Macadam-
izing. Concrete is used for forming artificial foundations, is
mixed with as little water as possible, and when laid in any part
of the work, is left undisturbed forty-eight hours ; at the expi-
ration of this time it has become so hard, that a blow with a
pickaxe will not break it-it becomes quite a rock.
The aqueduct, maintaining a uniform descent, requires that
in places the earth should be cut away, and in crossing vallies
that they should be filled up. In the former case, the sides of
the cut are left standing at a slope of one-half to one-that is, if
the perpendicular height of the side of the cut be 6 feet, it will
fall off from directly above its base 3 feet. It is one-half hori-
zontal to one vertical. The base of the cut is always 13 feet
wide. Pegs, showing the bottom of the side walls, and of the
reversed arch in brick are given by the engineers, who, at the
6*
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same time, determine the centres, if necessary, from these data.
The builder lays a small layer of concrete, at least three inches,
whose top shall be as high as the top of the peg just set-on
this concrete he proceeds to build the side walls of the aqueduct.
The side walls being done, they are filled in behind them, up to
the top, with earth, to prevent strain or damage, also to act as a
support, and cover up the work as fast as possible. Then the
concrete is laid for the bottom of the reversed arch in brick, by
means of moulds placed every ten feet apart. When thoroughly
set, the brick work is commenced. Selecting the best brick
(and it has all been most thoroughly inspected) the reversed
arch is laid, and then the "brick-facing"-that is, facing the
inside of the wall with brick, when carried up to the top of the
wall. The upper arch, consisting of two ring courses (with
occasional headers) is thrown the arch is covered with a thick
coating of plaster, and the angle made by the top of the wall
and arch, filled with the same kind of masonry as the side walls.
You will perceive it to be a long brick vault stretching from
New York to Croton-ascending at the rate of nearly 14 inches
in a mile. The earth removed in the excavation is then " back-
filled" over the aqueduct until it is 4 feet deep over the crown
of the arch, level on top, and 10 or 8 feet wide, and the sides
slope 11 to 1. When the ground is too steep, a protection
wall" is introduced, this is laid dry, i. e., without mortar, and
made to slope one half to one, or one to one, at an angle of 45°.
So much for the aqueduct in open cutting in earth." When
a valley is crossed, a heavy wall fifteen feet wide on top, with
sides sloping one-twelfth to one, is built with large stones firmly
embedded in small broken ones. On the top of this wall, a foot
of concrete is placed, the aqueduct, as usual, is built on that.
As water passes through vallies, a stone passage way, called
"culvert," is made of suitable dimensions.
The dam at Croton, about 5 miles above its mouth, will back
the river several miles, and cover with water, exclusive of its
present bed, between five and six hundred acres, and thus form
the great reservoir, which will contain 100,000,000 of gallons
for each foot in depth from the surface. It is a submarine
mound, 100 feet in length; 70 feet wide at bottom, and 7 feet
at top; with an average height of 40 feet; built of stone and
hydraulic cement. Immediately after the aqueduct leaves the
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dam, it passes through the " Corporation Tunnel," 180 feet in
length, and proceeding one mile further, it crosses Lounsberry
brook, where there is a culvert of 6 feet in diameter, and 66 in
length. In crossing this valley, the grade line is 40 feet above
the brook, and 55 to the top of the aqueduct. Five miles from
Lounsberry's, Indian Brook is crossed by a culvert, 8 feet in
diameter, and 142 feet long; and the aqueduct is conducted
through Benveneu tunnel, 720 feet long, and the Acker's Brook
Tunnel, 166 feet long. Half a mile from Indian Brook occurs
another, Heagshill tunnel, 276 feet in length. From this to Sing
Sing there are several small valleys crossed by the aqueduct, vary-
ing from 5 to 18 feet, and averaging about 12 feet each, below the
grade line, and 25 feet below the top covering of the aqueduct.
At Sing Sing it passes the Sing Sing Kill tunnel, 336 feet in length,
cut through solid rock, and arrives at the crossing of Sing Sing
Kill, 2 miles from Indian Brook. The chasm, worn by the
action of the water, is about 70 feet deep, and is crossed by an
aqueduct bridge of 88 feet span, lined with cast iron plates,
with an eliptical arch of 25 feet rise, resting on stone abut-
ments. Proceeding one mile from this bridge, it passes the
two State Prison Farm tunnels; one 416 feet, and the other
375 feet in length and at a further distance of half a mile,
the Holis Brook tunnel is entered, and in passing the valley, the
grade line is 35 feet above the stream, and the top filling of the
aqueduct, 49 feet. The culvert is 6 feet in diameter, and 131
in length. One mile further it crosses Ryder's Brook, where
the foundation wall is 20 feet high, from the bed of the stream
to grade, and 34 to the top line of the aqueduct; the culvert
is 6 feet by 100. The next object is a culvert or viaduct,
erected over the road, with an arch built of stone, of 20 feet
span. Proceeding north, the line is conducted through the
Austin Farm tunnel, 186 feet long; thence to Mill river there
are several valleys, where the depression of the earth varies
from 5 to 15 feet below the grade of the aqueduct, and from
20 to 30 feet to the top filling. At Mill River, 13 miles from
the dam, the grade is 72 feet above the surface of the river,
and the foundation wall, including the aqueduct, reaches to the
height of 87 feet. The culvert is 25 feet in diameter, and 172
feet in length. From Mill River the aqueduct passes five
depressions, all of which required culverts. Two miles below,
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Mill River is the White Plains tunnel, 246 feet long ; and two
and a half miles further, the aqueduct crosses Jewell's Brook,
which requires a foundation wall of 50 feet to grade, and 62 to
the top of the embankment, constructed with immense labour.
The culvert is 6 feet in diameter, and 148 in length. An addi-
tional road culvert, 14 feet wide, and 141 long, is also erected
here. At a distance of 18½ miles from the Croton Dam, the
aqueduct crosses Wiltsey's Brook, 36 feet below the grade, and
49 feet below the top filling, with a culvert 6 feet in diameter,
and 137 feet in length. About half a mile beyond this, it
passes Dobb's Ferry tunnel, entirely through earth, 262 feet in
length. The depression at Storm's Brook, is 29 feet, and 40
feet from the top of the aqueduct; the culvert here is 137 feet
in length and 6 in diameter. Between Storm's Brook and
Cook's Run, there are several minor depressions. At the latter,
the foundation wall is raised about 30 feet above the stream,
and the top of the aqueduct is 40 feet; culvert 4 by 32 feet.
This terminates the second division.
Entering the third division, the aqueduct proceeds to Dyke-
man's Brook, 22 miles from the Croton, and 18 from New
York. The grade line here is 21 and top of the embankment
35 feet above the surface.
After encountering five unimportant depressions the line
reaches the village of Yonkers, 25 miles from the dam, and
passes the great tunnel near, and aqueduct over, the Saw Mill
river. The tunnel is excavated through earth and rock for a
distance of 684 feet. The foundation here is 42 feet above the
bottom of the valley, and the top covering of the aqueduct, 56
feet. The culverts are double, and of the largest dimensions
being each 25 feet in diameter, and 90 in length. Another
expensive road structure is also constructed here. It has a
span of arch of 20 feet, and is 31½ in length, with the propor-
tional height of abutments. After crossing Nodine's Run, the
aqueduct passes a considerable elevation by Tibbett's Brook
tunnel, 810 feet in length, cut in solid rock. Immediately
emerging from the tunnel, the line crosses the valley of
Tibbet's Brook, 27 feet below grade, and 40 below the top
filling. The culvert is 6 feet in diameter, and 107 in length.
Passing many inconsiderable depressions, which each required
a culvert, including Aiken's Brook, depressed 28 feet below.
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grade, the aqueduct reaches the crossing of Harlem River,
33 miles from the dam, and 7 from the distributing basin in the
city of New York. Here the aqueduct encounters its most
formidable impediment. Harlem river, improperly so called,
is merely a strait which separates the main land of West
Chester county from Manhattan or New York Island. Its
length, from the Hudson to the East River is inconsiderable,
not exceeding five miles; its depth at the crossing of the aque-
duct, 26 feet at ordinary high tide, and its width at the same
point, is 620 feet. Owing to the great depression of the stream
below the grade line, and the peculiar inclinations of its banks,
the length of the aqueduct bridge, will greatly exceed the
width of the strait, at its surface (620 feet.) The bridge will
be 1,420 feet in length, between the pipe chambers at either
end; 18 feet in width, inside of the parapet walls; and 27 feet
between the outer edges of the coping; 16 piers, built of
stone laid in courses of uniform thickness. Of these, 6 will be
in the river, and 10 on the land, (8 of which will be on the
West Chester side of the strait.) The river piers will be 20
by 40 feet at base, and 84 feet in height, to the spring of the
arch; diminishing as they rise in height. The arches will
have a span of 80 feet. The land piers will be proportion-
ably less in size, their height varying according to the slope of
the banks, and the span of these arches will be 50 feet each.
The central height of the arches over the stream is to be 100
feet above high water level, in the clear; and the distance from
high tide to the top of the parapet walls will be 116 feet. The
total elevation of the structure, from its base at the bottom of
the strait to the top of the parapet, will be about 138 feet.
The piers and abutments will be carried up with pilasters to
the top of the parapet, with a projection of two feet beyond
the face of the work. Those piers to be erected in the water,
will commence with solid rock, upon which the earthy bed of
the stream reposes. The estimated cost of this structure is
$755,130.
The bridge is intended for the support of iron pipes; and
these will be laid down, in the first instance, two of three feet
diameter, which it is supposed will be adequate for the supply
of water to the city, for many years to come. The work how-
ever will be SO arranged, as to admit the introduction, at any
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time hereafter, of two four feet pipes, whose capacity will be
equal to that of the grand trunk. The pipes will be protected
from the action of the frost, by a covering of earth four feet in
depth, well sodded on the surface. The aqueduct will discharge
its water into the northern pipe chamber, whence it will pass
over the bridge into the southern chamber, where the aqueduct
resumes its course towards the city. At the distance of half a
mile, the line crosses a ravine of 30 feet to the top line of the
embankment; and at a short distance beyond, it enters the
Jumel tunnel, 234 feet in length and 6½ miles from the city.
A ravine is passed soon after leaving the tunnel, 25 feet below
the grade line; and soon after, another, still more formidable,
presents itself; which required a foundation of 30 feet to ele-
vate it to the grade. No impediment of importance occurs
until the work reaches Manhattanville, near which occurs a
tunnel, 1,215 feet in length, the longest in the whole series. It
is denominated the Manhattan Hill tunnel, and is 35 miles from
the point of outset at Croton river.
The water will be conducted over the Manhattan valley by
means of iron pipes or inverted syphons. The depression of the
valley is 105 feet below the grade line, and arrangements of
pipe chambers, on each side of the valley, similar to that at
Harlem strait, will be adopted here. The pipes are to be laid
on a foundation of stone, covered with a course of concrete
masonry, six inches thick. After the pipes are laid, concrete
is to be worked under them, as a support, 18 inches wide, and
12 high; and the whole is to be protected with a covering of
earth, to guard against frost and other injury. The aqueduct
having terminated at one pipe chamber, on Manhattan Hills,
it re-commences at another on the Asylum Hill; and after pro-
ceeding a short distance southward, enters the Asylum Hill
tunnel 640 feet in length, which is the last. About three miles
from the southern terminus of this herculean work, the aque-
duct commences its passage over several streets, the grading of
which has a mean depression below that of the aqueduct, of
about 40 feet; this vale is to be passed by a bridge of a cor-
responding height. The line of aqueduct runs 100 feet east of
the Ninth avenue; and on the land, extending from one street
to the other, a foundation wall is to be built of sufficient width
and height to support the aqueduct. Over the carriage way
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and side walks of each street, there will be circular arches
turned. Ninety-sixth street, being 100 feet wide, will have two
arches of 27 feet span, for the carriage way ; and one arch of
14 feet span, on each side, for the side-walks. The other
streets, being only 60 feet in width, will each have an arch of
30 feet span for the carriage way, and one on each side, of 10
feet span. The breadth over the arches to be 24 feet.
On the whole line there will be ventilators placed at intervals
of one mile apart; and between each, triangular cavities,
designed for the erection of additional ventilators, are left,
covered with flag stone, and their location indicated by marble
slabs. Some of the ventilators can be used as waste weirs
and as entrances into the aqueduct.
The next important work is the receiving reservoir, 38 miles
by the line of the aqueduct, from its northern terminus. It
covers 35 acres of ground, divided into two sections. The north
section to have 20 feet of water when full; and the south, 25
feet; the whole reservoir will contain about 160,000,000 of
gallons. From this reservoir the water will be conveyed
through the Fifth avenue to the distributing basin, of about 5
acres, holding 20,000,000 of gallons, at Murray Hill, in
Forty-second street, by means of pipes 30 inches in diameter.
From Murray Hill the water will be conveyed to the city by
the ordinary distributing pipes.
The difference of level between the basin at Murray Hill
and the pool at Croton, is about 46 feet, being a fraction
less than 14 inches to the mile.
About 26 miles of the aqueduct are now (April, 1840,)
completed, and several other detached sections are nearly so.
It must not, however, be inferred that the work still to be
done is of but small amount; on the contrary, the most
difficult and expensive portions of it remain to be performed.
According to the engineers' report, the whole work, with the
exception of the bridge over Harlem strait, will be completed
and ready for use in the spring of 1842. The completion of
the bridge cannot be expected before the close of 1843 and it
may and will probably be still further delayed. To diminish
this delay, it is proposed to erect a temporary conduit pipe of
suitable dimensions, as soon as the coffer dams at Harlem will
admit of it, by which means the city may have the benefit of
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the water, two or three years before a supply could be had by
the Harlem aqueduct bridge.
The original estimate of cost of this great work, was
$4,718,197; but it will not fall short of $10,000,000;-
$3,924,650 08 having been expended at the date of the last
report, January 1st, 1840.
In considering this gigantic undertaking, in all its various
aspects ; its great extent ; immense cost; and the length of time
which must elapse before it can be made available ; the ques-
tion naturally suggests itself, whether an adequate supply of
water, for all the wants of the city, could not have been sooner
obtained by other and less expensive means?
The Bronx, it is said by those who have investigated the
subject, does not afford such a supply, at all times, as to justify
a reliance upon that stream exclusively. Whether any mode
of augmenting its volume, by artifical means, has ever engaged
the attention of the water commissioners, we know not : but,
on glancing at a map, we were forcibly impressed with the appa-
rent fitness of that stream, so far as it extends, to the purposes
for which the great aqueduct is designed. The general course
of the Bronx, for twenty-five miles, is nearly parallel with, and
at a mean distance of only four miles from, the line of the
aqueduct : and this course is maintained until it reaches a point
within about four miles of the Harlem aqueduct bridge, where
it deflects towards the east and passes into Flushing Bay. It
rises in the centre of West Chester county and flows in a direc-
tion towards the city of New York, with an average descent of
about two and a half or three feet to the mile. This is a liberal
allowance, as the average grade from the summit level of the
New York and Albany Rail-road to tide-water, does not exceed
five and a half feet per mile, though the high lands of Sharon
are included in the line. Adopting the latter, we have for the
sources of the Bronx an altitude above tide-water, of seventy-
five feet. Thus far, it is manifest, that the Bronx is, to a large
extent, adapted to the purposes of supplying the city with
water.
Admitting the objection of an inadequate supply, to be valid,
of which we entertain no doubt, the question as to the practica-
bility of turning some of the neighbouring streams into the
Bronx, spontaneously presents itself. From the physical struc-
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ture of the country, it seems probable that such an expedient is
highly feasible. The Croton itself could, no doubt, be thus
employed; and we were surprised to find that neither Brown,
Weston nor Macomb, engineers who were employed to investi-
gate the subject, make any mention of uniting it with the Bronx,
Indeed the matter seems to have escaped their attention. The
report of Canvass White is the only one among those we have
consulted, which suggests such a connection. Although he
expresses a doubt as to its practicability, he concludes by say.
ing, perhaps a route may be found to connect the Croton with
the Bronx or Byram river." The surface of the former, at
the great reservoir, as we have shown, is 46rfσ feet above the
distributing basin at Murray Hill : anda large part of its course
is coincident with that of the Bronx.
The nature of the country and the testimony of travellers,
go to prove, that it is much broken by falls and other indictions
of considerable elevation, and this is verified by the survey for
the New York and Albany Rail-road : and we know that the
country situated between the village of Bedford and the Croton
valley, has a mean altitude greatly exceeding that of the reser-
voir. From these considerations, it is obvious that the water of
the Croton at its south-eastern bend, is sufficiently elevated to
admit its discharge into the ravine of the Bronx, unless insur-
mountable difficulties of a physical description, of which we
are not aware, should interpose to prevent it.
The reader, by turning to a map of New York, will perceive
that a small branch of the Croton interlocks with the head
streams of the Bronx. This stream flows in a direction from
south to north, and with the Bronx valley, forms a natural
canal, with one interruption only, extending from the Croton to
a point within four miles of Hurlem river. Such being the
hydrography of this region, it only remains to ascertain. the
nature and elevation of the ridge which divides the waters
running into the Croton and Bronx, respectively. Judging
from a mere inspection of the map, not the most safe guide, we
admit, the extent of tunneling and other excavation and embank-
ment would not exceed seven miles in length, which, added to
those necessary to conduct the water from the Bronx to the
distributing basin, about eight miles, would make fifteen miles
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of outling and embankment, in place of nearly Porty-one miles,
the length of the work now in progress.
The passage of the ridge, just mentioned, would, doubtless,
be attended by a cost greatly exceeding that of a similar section,
in point of length, of that work : and in addition, the erection of
works for the purpose of raising the water into the distributing
basin, would be required. These works, however, would super-
sede the necessity of the elevated and expensive structure across
Harlem river, as an aqueduct bridge of an ordinary description
would answer every purpose. The difference in cost between
the two, would, no doubt, pay the expense of the water-works.
Assuming such a connection to be entirely practicable, an
immense amount of labour and of course, expense, would have
been avoided by its adoption. Nearly two-thirds of the heavy
and expensive exeavation and embankment, would have been
dispensed with and the aggregate amount of tunneling materially
reduced.
Whatever should be the cost of a line, such as we have
described, it could not, if found at all practicable, exceed, in
any event, that of the works now in course of construction, and
would, unquestionably, fall very far short of the actual cost of
those works.
RAIL-ROADS.
Lone ISLAND RAIL-BOAD, commences at the South Ferry in
Brooklyn, and proceeding along Atlantic-street, in nearly an
east course, passing through Bedford and East New York, it
enters the village of Jamaica: thence turning towards the
north-east, it advances through Brushville and Clowesville to
Hicksville, its present eastern terminus. From Hicksville
the line is to be continued to Greenport, about 100 miles from
Brooklyn. Two lines have been surveyed for its prolongation,
one called the North, the other the South route. The former
passes through Woodbury, Huntington and Milltown, where it
intersects the South line, and thence proceeds to the point of
termination. Length of the finished portion 27 miles.* The
# This includes the Brooklyn and Jamaica Rail-road, which has been
leased to the Long Island Rail-road Company for 45 years. The capital of
the latter is $2,400,000, of which $700,000 have been expended.
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Brooklyn section, about 2000 feet in length, ascends at the rate
of 200 feet per mile. The grades on the other parts of the
road do not exceed 40 feet per mile, and the minimum radius
of curvature is 5280 feet. Single track, but graded for two.
Plan of construction.-From Brooklyn to Jamaica, a dis+
tance of 12 miles, the rail-way consists of a T rail, supported
by cast iron chairs, resting upon stone blocks from the com-
mencement in Brooklyn, to Bedford; and upon cross ties or
sleepers of wood from thence to Jamaica. Both the sleepers
and the stone blocks are three feet longitudinally of the track
from centre to centre. The sleepers are of red cedar sawed
6 inches square and 8 feet long ; they as well as the blocks rest
upon the bed of the road, from which, loam and clay where
they occur, (which is rare, as the soil generally, excepting the
top mould, consists of the finest gravel,) have been removed to
a depth of 18 inches upon the entire breadth of the road.
The T rail upon this road weighs about 38 lbs. per lineal
yard-the chair used to support it upon the sleeper, weighs 15
lbs., and the chair supporting it upon the stone block, weighs
20 lbs.
The opposite stone blocks are connected across the track by
an iron tie, consisting of a bar half an inch thick by 24 inches
wide, and 4 feet 81 inches long; which last is the distance in
the clear between the iron rails. In the bottom of the chair
used with the stone blocks, is a recess of the width and thick-
ness of this bar, into which it fits, and by the spike which
passes through holes corresponding in both chair and bar, they
are fastened to the block together.
The top part of the rail rests on the jaws of the chair, in
which it is made fast by a double key ; the ends of the rails
are square, and their lengths fifteen yards.
From Jamaica to Hicksville, a distance of 15 miles, the rail
used is of the double T, or H form, 15 feet long with square
ends, and weighing 56 | lbs. per yard, resting upon sleepers
flatted both sides to a vertical thickness of 5 inches. These
sleepers bear upon under longitudinal sills of wood, 3x 10
inches. At the joinings of the rails are cast iron chairs, weigh-
ing each 8 lbs. with 4 square holes to admit the 4 spikes by
which, and their brad heads, the lower web or base of the rail
is fastened down upon the chair, and the chair to the sleeper.
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NEW YORK.
The contrivance adopted to counteract an endwise movement
of the rail, is a horizontal projection on the top of the chair
which fills a square notch cut out of the base of the rail. This
provision is upon both sides of the chair, but only at one end
of the rail ; that end is in a fixed position, whilst all other parts
move and slide upon the supports, in the contractions and expan-
sions of the rail from changes in temperature. At the inter-
mediate bearings the rail is secured by means of brad headed
spikes, 4 of which are driven into each sleeper, being one upon
each side of the lower web of each rail in each sleeper. The
spikes weigh 10 oz. each, and cost 9 cents per lb.
It may here be observed, that the under sills (to support the
cross ties) have been adopted between Jamaica and Hicksville,
on account of the use of such a support being dictated by the
previous experience upon the Boston and Providence Rail-way.
HARLEM RAIL-ROAD, commences near the City Hall, in
New York, and passing along Centre and Broome streets and
the Bowery, enters the Fourth Avenue, which it pursues to
Harlem Strait, about 8 miles from the City Hall. At its ter-
mination a bridge crosses the strait to Morrisania where the
New York and Albany Rail-road commences. The road is laid
with a double track, and is traversed for nearly three-fourths of
its length, by steam power. Owing to the peculiar nature of
the ground and the necessity for maintaining a nearly level
grade, for a considerable part of the line, long and heavy cuts
and embankments were required, which augmented the cost of
construction far beyond that of any other similar work in this
country. The whole cost of the work, including depots, motive
and other power, &c. amounted to $1,100,000 or $137,500 per
mile. The receipts for fare, by the company during the year
ending December 31st, 1839, were $99,811. Notwithstanding
the great number of persons conveyed on this road, about
1,200,000 annually, the directors have not as yet declared a
dividend, and up to the 1st of January, 1840, the stockholders
had not received a dollar from the work. The tunnel through
which the line passes, is the most costly portion, as well as the
most attractive feature of the road. Among the thousands who
are almost daily conveyed through it, a vast majority is impelled
by a desire to examine the " tunnel," which, though excavated
at an immense cost, contributes, in no small degree, to increase
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the revenues of the company. The tunnel is cut through solid
rock, which chiefly consists of quartz and hornblende of such a
compact texture, that masonry is entirely dispensed with, even at
the ends. It extends along the Fourth Avenue from 91st to
94th streets, and is 844 feet in length, 24 in width, and 21 in
depth from the crown of the arch. The road descends through
the tunnel, towards Harlem, at the rate of 25 feet per mile ;
maximum inclination, 30 feet per mile.
The rail-way consists of the plate rail, 21 inches wide by code
thick, laid upon string pieces of wood 7x7, resting upon cross
ties of locust or cedar, 3f feet apart. Within the densely settled
part of the city, the plate rail is laid upon stone sills arranged
longitudinally, to afford a continuous support to the rail. The
opening of this important, though short rail-road, was a desirable
event, as it forms the commencement of the great line to
Albany. An extension of this road from Centre, through Canal
street to the Hudson, is proposed.
NEW YORK AND ALBANY RAIL-ROAD, commences at Mor-
risania, on the east bank of Harlem river opposite to the
termination of the Harlem Rail-road. From thence it proceeds
north, through the county of West Chester, nearly equidistant
between the Hudson river on the west and Long Island Sound
on the east. From the north boundary of West Chester county,
the line passes through the eastern part of Putnam and Dutchess
counties; the centre of Columbia county, thence to Greenbush,
opposite Albany, and also to Troy in Rensselaer county. In
its course the line approaches very near the western boundaries
of the states of Connectieut and Massachusetts. The road
attains its greatest altitude, 769 feet, in the north-east part of
Dutchess county, The ascents and descents of the summits, are
very gradual, not exceeding 30 feet per mile, the steeper grades
being confined to about The of the distance. The remainder
varies from level to 25 feet per mile. From Harlem to the first
summit, 26 miles, a rise of 16. feet per mile. From summit to
Croton valley, 12 miles, a fall of 20 feet per mile. Croten to
second summit, 54 miles, a rise of 1011 feet per mile. Thence
to Greenbush, 47.07 miles, a fall of 16 feet per mile. The
line in its northern course, traverses successively, the valleys of
Bronx, Croton, Ten-mile rivers; and of Ancram and Cline
creeks. The whole distance from the City Hall in New York
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to Albany is 147.71 miles. The radii of curvature exceed,
with two exceptions, 1500 feet. T³σ of the road consist of
curved, and T⁷₀ of straight lines. Estimated expense for a single
track, from Harlem river to Greenbush, $2,377,946 74. This
is exclusive of land damages, warehouses, locomotives, &c. &c.
The great importance of this thoroughfare will become
apparent on glancing at the map. Independently of the
immense mineral and agricultural resources, which would be
developed in the event of its completion, the amount of travel,
especially in the winter season when the navigation of the
Hudson is interrupted by ice, would be incalculable. The
Housatonic, the Hudson and Berkshire, the Great Western,
the Troy, and West Stockbridge and all the western rail-roads,
would be auxiliary to it. It would, in short, perform, during
one-half the year, all its own duties as well as those of the
Hudson, and during the other half, would, if judiciously con-
ducted, participate, largely, in the summer travel, and enter into
direct competition with the steam-boats on the Hudson. Its early
completion should be steadily aimed at by those who are in
charge of this important work.
NEW YORK AND ERIE RAIL-ROAD, commences on the Hud-
son river, at Tappan in Rockland county, 25 miles above New
York, and thence pursues a general north-west course to Goshen
in Orange county; from Goshen the line proceeds over the
Wallkill by Mount Hope, crosses the Hudson and Delaware
Canal, and descends into the valley of the Nevisink, which is
traversed for a few miles. Leaving the Nevisink near Monti-
cello, in Sullivan county, it continues towards the north-west,
and reaches the outlet of the Popacton branch of the Delaware,
and thence along the left bank of the latter to Deposit, where
it crosses the Mohawk branch, and proceeds over the dividing
ridge between the Delaware and Susquehanna, where it attains
an elevation of 1430 feet above tide-water in the Hudson, and
arrives at Binghamton in Broome county. Crossing the Che-
nango Canal at Binghamton, the road is conducted along the
right bank of the Susquehanna, through Owego to Tioga point,
and thence to Elmira, where it intersects the Chenango Canal.
From Elmira the road leaves the Tioga river, joins the feeder
of the Chemung Canal and continues parallel with it to
Knoxville, where it rejoins the river and enters the Canisteo
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valley : passing up this valley, through Addison and Hornells-
ville, in Steuben county, the line ascends the summit level, 1780
feet above tide, in Allegany county, where it attains its greatest
altitude. It now descends into the valley of the Genesee, and
crossing over to that of the Allegany, it enters Olean in Catta-
raugus county, where it unites with Genesee Valley Canal.
Pursuing the right bank of the Allegany, the road continues till
it reaches the Indian village, where it abruptly leaves the river
bank, passes into the Connewango valley, thence to an inclined
plane, which conducts it into the level below, and finally termi-
nates on the shore of Lake Erie, in Chautauque county. The
entire length of this stupendous work is 450 miles. That section
of the road from Tappan to Middletown in Orange county, about
50 miles in length, will soon be completed; and that through
the counties of Steuben, Chemung and Tioga, has been put
under contract. The company was incorporated in 1832, and
in 1836, the legislature authorised a loan of the credit of the
state to the New York and Erie Rail-road, to the amount of
$3,000,000, subject to certain conditions and restrictions. By
the terms of the charter, the company is required to complete
one-fourth part of the road in ten years; one-half in fifteen, and
the whole in twenty years. It may augment its capital to
$10,000,000. It may commence the work on receipt of sub-
scriptions to the amount of $1,000,000 : is to relinquish the
road to the state at cost, with interest at 14 per cent. per annum,
should it be required, after the expiration of ten years, and
within fifteen years from the completion of the work.
As the grades and curvatures of the road will, no doubt, be
materially changed during the progress of the work, we abstain
from entering into details on these points at present, reserving
for a future edition, a notice of such items as cannot now be
satisfactorily described.
HUDSON AND BERKSHIRE RAIL-ROAD, commences at the
city of Hudson in Columbia county, curves round towards
the north, and gradually inclining east and then south-east,
enters the village of Claverack thence it proceeds in nearly
a direct north-eastern course, through Ghent to Chatham
corners; thence east into and through Canaan to the state
boundary here the line curves towards the south, descends
the valley of the west branch of the Housatonic, and termi-
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76
NEW YORK.
nates at West Stockbridge in Massachusetts, where it meets
the Great Western Rail-road of that state which extends to
Worcester. That portion of the road, 2.75 miles long, which
lies in Massachusetts, was constructed by a company char-
tered by Massachusetts, called the West Stockbridge Rail-road
Company. The interest of the two companies were sometime
since united, and the joint work is now known by the name of
the Hudson and Berkshire Rail-road. Length 33 miles ; the
grades for 25 miles from Hudson mostly ascend ; three miles
of this distance have an inclination of 70, and a quarter of a
mile 80 feet per mile. It was opened for public use on the
29th September, 1838.
CATSKILL AND CANAJOHARIE RAIL-ROAD, commences at the
town of Catskill, on the west bank of the Hudson, and proceeds
in a north-west direction, through the counties of Greene,
Albany, Schoharie and Montgomery, and the towns of Athens,
Greenville, Rensselaerville, Middleburg, Carlisle and Root,
and terminates at Canajoharie, on the Erie Canal. Length 78
miles.
ALBANY AND WEST STOCKBRIDGE RAIL-ROAD, commences at
Greenbush, opposite Albany, and proceeds in a general south-east
direction, through Rensselaer and Columbia counties, and by
Lebanon Springs, to West Stockbridge, in Berkshire county,
Massachusetts, with a branch to Pittsfield. Length 41.75 miles;
maximum grade 40 feet per mile; cost, as estimated by the
engineer, $647,529 or $15,509 per mile, exclusive of depots
and apparatus.
RENSSELAER AND SARATOGA RAIL-ROAD, commences at the
steam-boat landing, in the city of Troy, and extends through
River street, to the foot of Federal street, where it crosses the
Hudson to Green Island, at the confluence of the Mobawk and
Hudson, by a viaduct 1,512 feet in length, which is also used
for ordinary carriages. On leaving the bridge, the line is con-
duoted along the right bank of the Hudson, over the Mohawk,
and through the village of Waterford, to Mechanicsville. Here
the road deflects towards the north-west, and pursuing that course,
crosses the Champlain Canal near the mouth of Anthony's Kill,
and thence along its valley to Ballston, where it joins the Sara-
togo and Schenectady Rail-road.
The superstructure of the Rensselaer and Saratoga Rail-road
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NEW YORK.
77
is of wood, with flat rails. That of the bridges is also of wood,
constructed upon the lattice plan. The piers and abutments
are of stone. A large portion of the road is level and the
grades low; the maximum being about 30 feet to the mile.
The company was chartered in 1832, with a capital of
$300,000; which was subsequently increased to $450,000.
Length 23.50.
TROY AND WEST STOCKBRIDGE. This work is designed to
open a communication with the Great Western Rail-road of
Massachusetts. It passes through the towns of Greenbush,
Sand Lake, Schodac, Nassau and Chatham, and unites with the
Hudson and West Stockbridge Rail-road, at Chatham Corners.
Length, from Troy to the junction, about 30 miles.
WEST TROY AND SCHENECTADY RAIL-ROAD. This road will
probably pursue the south bank of the Mohawk. It is not yet
commenced. Length 15 miles.
WHITEHALL AND SARATOGA RAIL-ROAD, now in progress.
About 43 miles in length.
MOHAWK AND HUDSON RAIL-ROAD, extends from Albany to
Schenectady. With the exception of an inclined plane in
Schenectady, which has an inclination of 1 in 18 and about 6
miles level, the entire road has an ascending grade, varying
from 1 in 225 to 1 in 250. The inclined plane in Albany is
17 of a mile in length, and inclines at the rate of 1 in 18.
The entire length of the road 15.86 miles. There are six
curves; one of 10 chains, on a radius of 700 feet ; two of 8
chains each, of 1,100 feet; one of 9 chains, 4,200 ; one of 6
chains, of 23,000 feet; and one of 10 chains of 4,000.
The excavations are 38 feet wide, and the embankments 26
feet. The deepest excavation is 47, and the highest embank-
ment 44 feet. Greatest altitude, 335 feet above tide water at
Albany. The cross sleepers are of wood, 7 inches in diameter,
and 8 feet in length. The iron plate is a bar, 9.16 by 21 inches,
with the upper curves rounded to 1/ inches width. The stone
blocks are laid three feet apart from centre to centre, on broken
stone, and on these the timber rails are placed. The width
between the rails is 4 feet 9 inches. The company was chartered
in 1826, with a capital of $600,000, or about $38,000 per mile ;
and the work was commenced in 1830 double track completed
in 1833.
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78
NEW YORK.
SARATOGA AND SCHENECTADY RAIL-BOAD. This road, in
connection with the Mohawk and Hudson Rail-road, forms the
common route from Albany to the springs of Ballston and Sara-
toga. It was commenced in 1831, and was opened for public
use, on July 12th, 1832. Length 21.50 miles; single track ;
cost $297,237. The grades vary from a level to an inclination
of 1 in 330. The road bed, 15 feet wide on embankments, and
30 in excavations, including the side ditches.
UTICA AND SCHENECTADY RAIL-ROAD. This road on leaving
Schenectady, proceeds in a north-west direction, and passing
the village of Scotia, regains the north bank of the Mohawk;
thence by the general course of the river, it reaches Amster-
dam, in Montgomery county; thence along the left bank of the
Mohawk, through Caughnawaga, St. Johnsville, Manheim, Little
Falls village, and Herkimer, to the viaduct, by which it crosses
the Mohawk, and thence to Utica; where it connects with
the Syracuse and Utica Rail-road. Length 77 miles. Com-
menced in 1834, and completed in 1836, at a cost of $1,540,000,
or $20,000 per mile. This road forms the second link in the
great chain by rail-road, from Albany to Buffalo and Falls of
Niagara. Some of them are now completed, and others in
course of execution. Semi-annual dividend in December, 1839,
five per cent.
SYRACUSE AND UTICA RAIL-ROAD, is a continuation of the
Utica and Schenectady Rail-road. It passes up the south accli-
vity of the Mohawk, near to, and parallel with, the Erie Canal,
which is crossed in entering Rome. Leaving Rome, it
re-crosses the Erie Canal, with which it proceeds, by Verona
Centre, over the Oneida creek, and through the villages of
Canistota, Sullivan, Chittenango, in Madison county, Fayette-
ville and Orville, in Onondaga, and terminates at Syracuse.
Length 53 miles; capital stock $800,000. This is probably
the most productive work in the state. According to a state-
ment of the president, the company received for tolls in five
months, $117,614; equal to twelve per cent. on its cost; or
thirty per cent. per annum.
SYRACUSE AND AUBURN RAIL-ROAD, continues the route to
Buffalo. It leaves Syracuse, and on entering Geddes the tracks
divide, and after proceeding a few miles they re-unite, and
descend the valley of Nine Mile Creek, to Camillus; thence
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NEW YORK.
79
the road turns westward, passes into Elbridge, and across
Skaneateles outlet, where it changes its course to south-west,
and finally terminates at Asburn, in Cayuga county. Length
26 miles.
AUBURN AND ROCHESTER RAIL-ROAD. A company was
incorporated in 1836, with a capital of $2,000,000, for the
purpose of constructing a Rail-road from Auburn to Rochester.
The whole line is now (April 1840,) under contract. It is grading
fora single track from Auburn to Geneva, from Geneva to Canan-
daigua for a double track, and from Canandaigua to Rochester
for a single track; the embankments for the single track are
14 feet in width, and the excavation 26 feet; the whole well
ditched. On the portion of double track, the width in excava-
tion is 36 feet, and in the embankment 24 feet on the surface,
with proper slopes. The masonry is of undressed stone,
except at the Genesee River, where the bridge abutments and
piers are dressed.
The grading between Rochester and Canandaigua (29 miles)
is about three-fourths finished, and that portion of the road
may be put in operation by July next; between Canandaigua
and Auburn the contractors are at work only on the heaviest
sections, which portion of the road may be ready for use in
July, 1841, by which time there will, in all probability, be a
continuous line of rail-roads from Boston to Buffalo, of which
line the Auburn and Rochester Rail-road will be second to none
in importance.
This road will cost less per mile than any of the others
east of this, on the same line; the reason of this, to any one
acquainted with this country is obvious; on all the other
roads from this to Albany they have had more or less diffi-
cult and expensive works, such as inclined planes, expensive
bridges, river wall, steep side hills, heavy rock cutting and
swamps. Now, with the exception of one mile of swamp at
the foot of Cayuga lake, there is no work of the above char-
acter. Length 80 miles. The total cost of this work, as esti-
mated by the engineer, will be $1,124,710 46. An extension
of this road to Lockport whenee there is a rail-road to the
Falls of Niagara, is proposed.
TONAWANDA RAIL-ROAD. This road extends from Rochester,
on the Genesee river-in Monroe county, to Attica, in Genesee
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80
NEW YORK.
county. Its course from Rochester to Batavia is west south-
west and nearly direct. At Batavia, it assumes a more western
direction, which is maintained to the end of the road at Attica.
The line traverses the townships of Gates, Chili, and Riga, in
Monroe county and those of Bergen, Byron, Stafford, Batavia
and Alexander in Genesee. Length 45 miles.
ATTICA AND BUFFALO RAIL-ROAD. The terminating link in
the great chain of rail-roads from Albany to Buffalo. It is 30
miles in length ; the greatest inclination, which is at the Buffalo
summit, is 35 feet for a distance of two miles; the remainder
does not in any case exceed 30 feet per mile. Estimated cost
of construction, building, road apparatus, &c. $8,000 per mile.
This, with the road from Rochester to Auburn, when com-
pleted, will perfect a continuous line of rail-roads from Albany
to Buffalo. The sections which remain unfinished, will, doubt-
less, soon be executed.
BUFFALO AND NIAGARA FALLS RAIL-ROAD, passes along the
bank of the Erie Canal from Buffalo to Black Rock, thence it
diverges for a mile or two, and then, resuming its northern
direction, descends the valley of Tonawanda, crosses that creek,
pursues the right bank of the Niagara strait, opposite to Grand
Island, and terminates at the village of Grand Niagara, near
the Falls. Length 23 miles cost $110,000. Company incor-
porated in 1834.
LOCKPORT AND NIAGARA RAIL-ROAD, extends from the Falls,
through the townships of Niagara, Wheatfield and Cambria to
Lockport, in Niagara county, a distance of 20 miles. Company
incorporated in 1834, with a capital of $175,000.
BUFFALO AND BLACK Rock RAIL-ROAD. This road is of a
peculiar construction, all of wood, except the rails; three miles
in length, and cost about $7,500.
ROCHESTER RAIL-ROAD, from the head of navigation in the
Genesee river, to Rochester in Monroe county. It descends
the right or east bank of the Genesee to the landing at Port
Genesee, 255 feet below the Erie Canal at Rochester. Cost
$30,000 opened for public use, 1st January, 1833.
ITHACA AND OWEGO RAIL-ROAD, extends from Ithaca at the
southern extremity of Cayuga Lake to Owego on the Susque-
hanna, in Tioga county, where it intersects the line of the
proposed New York and Erie Rail-road. It is 29 miles in
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NEW: YORK.
81
extent, with two inclined planes which conduct the road from
the base up to the summit, 607 feet above the lake. One plane,
1733 feet in length, has a grade of 1 in 28 and the other 1 in 21,
2225 feet long. Stationary steam power is used on the first,
and horse power on the other. Horse power is also used on
the other parts of the road. Maximum curvature, 10,000 feet
radíus-minimum, 700 feet. The curve with which the road
enters the town of Owego, has a radius of only a few hundred
feet.
BATH RAIL-ROAD, from the town of Bath in Steuben county
to Crooked Lake, 5 miles in length.
OGDENSBURG AND CHAMPLAIN RAIL-ROAD. Surveys for this
road have been made, the result of which establishes its entire
practicability. The length of the most feasible route is about
122.08 miles. The rate of ascent in reaching the summit from
Ogdensburg, is 30 feet per mile, and thence to Lake Champlain,
33 feet per mile. Probable cost $1,451,805 05 or about
$11,900 per mile.
Oswego AND UTICA RAIL-ROAD. To extend between those
towns. Length about 70 miles.
PORT KENT AND KEESVILLE RAIL-ROAD, extends from Port
Kent in Essex county, to Keesville in Clinton county, four and
a half miles in length. Maximum grade 40 feet per mile. Cost
$60,000.
Aggregate length of canals in state of N. York, 931.25 miles.
"
"
rail-roads
"
670.11 miles.
In addition to the works already completed OF in progress,
the following rail-roads are proposed:
When
Names.
Capital
incorporated.
authorized.
Adonirac
1839
$100,000
Albion and Tonawanda
1832
250,000
Attica and Sheldon
1836
50,000
Auburn and Canal
1832
150,000
Aurora and Buffalo
1832
300,000
Binghamton and Susquehanna
1833
150,000
Black River Company
1832
900,000
8
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Google
82
NEW YORK.
Black River
1836
200,000
Brewertown and Syracuse
1836
80,000
Brooklyn, Ft. H. B. & C. Island
1836
150,000
Buffalo and Batavia
1838
500,000
Buffalo and Erie
1832
650,000
Casadaga and Erie
1836
250,000
Cherry Valley and Susquehanna
1836
500,000
Chemung and Ithaca
1837
200,000
Coxsackie and Schenectady
1837
500,000
Cooperstown and Cherry Valley
1837
150,000
Coldspring
1839
2,500
Coeymans
1836
75,000
Dansville and Rochester
1832
300,000
Delaware
1836
400,000
Dutchess
1836
1,000,000
Erie and Cattaraugus
1837
200,000
Fishhouse and Amsterdam
1832
250,000
Fredonia and Van Buren Harbour
1836
12,000
Genesee and Cattaraugus
1837
400,000
Genesee and Pittsford
1836
150,000
Geneva and Canandaigua
1831
140,000
Goshen and New Jersey
1837
150,000
Great Au Sable
1833
150,000
Gilboa
1839
150,000
Greene
1837
20,000
Herkimer and Trenton
1836
220,000
Honeyoye
1836
250,000
Hudson and Delaware
1830
500,000
Jordan and Skaneateles
1837
20,000
Ithaca and Auburn
1836
500,000
Ithaca and Geneva
1832
800,000
Ithaca and Port Renwick
1834
15,000
Jamesville
1836
25,000
Johnstown
1836
75,000
Kingston and Turnpike
1835
20,000
Lewistown
1836
50,000
Lockport and Batavia
1836
200,000
Lockport and Youngstown
1836
350,000
Malden
1837
350,000
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NEW YORK.
83
Manheim and Salisbury
1834
1,500,000
Mayville and Portland
1832
100,000
Medina and Darien
1834
100,000
Medina and Lake Ontario
1836
100,000
Newark
1836
100,000
Oswego and Syracuse
1839
500,000
Oswego and Utica
1836
750,000
Otsego
1832
200,000
Owego and Cortland
1836
500,000
Penfield and Canal
1837
12,000
Rochester and Charlotte
1836
100,000
Rochester and Lockport
1837
400,000
Rome and Port Ontario
1837
350,000
Rutland and Whitehall
1836
100,000
Saratoga and Fort Edward
1832
200,000
Saratoga and Montgomery
1836
150,000
Saratoga and Schuylerville
1832
100,000
Saratoga and Washington
1834
600,000
Schoharie and Otsego
1832
300,000
Scottsville and Onondaigua
1838
100,000
Scottsville and Leroy
1836
200,000
Sharon and Root
1838
70,000
Skaneatelas
1836
25,000
Staten Island
1836
250,000
Syracuse, Cortland and Binghamton
1836
500,000
Syracuse and Onondaigua
1836
75,000
Syracuse and Stone
1836
75,000
Trenton and Sackett's Harbour
1837
600,000
Troy Turnpike and Rail-road
1831
1,000,000
Tyrone and Geneva
1837
500,000
Ulster County
1836
500,000
Unadilla and Schoharie
1836
600,000
Utica and Susquehanna
1832
1,000,000
Warren County
1832
250,000
Warsaw and Leroy
1834
100,000
Warwick,
1837
100,000
Watertown and Rome
1836
1,000,000
Watervliet and Schenectady
1836
500,000
Whitehall and Rutland
1833
158,000
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( 84 )
NEW JERSEY.
ALL the canals and rail-roads of this state have been exe-
cuted by joint stock companies, exclusively. The policy of the
state government, with regard to internal improvements, has
been one of extreme caution : which, whilst it sanctioned, by
legal enactments, the enterprises of individuals and private com-
panies, forbade any direct appropriation of its funds to objects
of this description.
Notwithstanding this apparent indifference to these objects,
on the part of the state authorities, the work of internal im-
provement went on, and the state now rejoices in the possession
of some of the most important and productive canals and rail-
roads in the country ; the complete success of which vindicates,
triumphantly, the course which prudence and a commendable
economy dictated. The transit duties levied by the state upon
passengers and merchandise conveyed upon the canals and rail-
roads now in operation, furnish an annual sum sufficient to pay
the ordinary expenses of the state government. These will, no
doubt, increase, so as to enable her to become, ultimately, the
purchaser of most of them, which, by the terms of the charters,
she has the privilege of doing at the expiration of a certain
time, on reimbursing the stockholders.
Thus it will be perceived that, although individuals in their
corporate capacity, have advanced the necessary funds for the
construction of those works, and though New Jersey has not
advanced or even loaned a dollar towards it, still the fee is in
her, and not in them. They are truly mere lessees for a term
of years only, and the state can, and unquestionably will, -dis-
solve all corporations whose works yield a net income, beyond
the current interest of the state, whenever that term expires.
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NEW JERSEY.
85
The relation that exists between the corporation, in such cases,
and the state, is simply that of landlord and tenant, with leave
to improve, under limitations and restrictions, dictated by the
state and acceded to and ratified by the former. Under these
arrangements, the state has abundant reason to be satisfied; she
gave nothing and gains every thing; and has thus furnished to
her own citizens and the public, a communication as cheap, safe
and expeditious as any in the United States, and completed for
the country one of the most important links in the chain of
communication between the north and south.
From the Delaware and Raritan Canal and the Camden and
Amboy Rail-road and its branches, which now form one interest,
most of the revenue is derived by the state, but chiefly from
the rail-roads. Cost of the works, including land, $6,064,953 42.
The company's receipts for the six months ending December
31st, 1839, show a profit of seven per cent. which greatly
exceeds that of any former period. With the exception of
1836, there has been from the opening of these works up to the
present time, a regular and progressive increase of the net
profits, as will appear from the following statement.
An annual Statement, showing the number of passengers and
tons of merchandize transported across the State over the
Camden and Amboy Rail-road.
Columns A. A. show the relative increase and diminution, of
the number of passengers and tons of merchandize trans-
ported across the state. The year 1833 being estimated at
a hundred.
Number of
A.
Weight of
A.
Passengers.
Merchandize.
From Jan. 1 to
Dee. 31, 1833
109,908
100
6,043
100
"
1834
105,418
951
8,397
139
"
1835
147,424
134
10,811
1784
"
1836
163,731
149
12,508
207
"
1837
145,461
1321
10,642
176
"
IS38
164,520
1494
11,765
1441
"
1839
181,479
165
13,520
2234
8*
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86
NEW JERSEY.
Yearly Statement of Receipts, and Comparative Statement of
the same.
No. 1, Date. No. 2, Gross amount of Receipts. No. 3, Com-
parative statement, showing the relative proportion that the
receipts of the different years bear to the receipts of the year
1833. No. 4, Gross expenditures. No. 5, shows the rela-¹
tive proportion that the expenditures bear to the receipts of
the year 1833. No. 6, Net gain. No. 7, shows the relative
proportion of the net gain to the receipts of the year 1833.
No. 1.
No. 2.
No. 3.
No. 4.
No.5
No. 6.
No.7
From Jan. 1 to
Dec.31,1833
468,142 50
100
287,091 90
611
181,050 60
384
" 1834
546,993 54
117
313,261 69
67
233,731 87
50
" 1835
679,463 63
146
317,491 76
69
361,971 87
77
" 1836
770,621 28
165
368,344 90
78
407,276 38
874
" 1837
731,995
24
156
359,510 44
77
372,484 80
791
" 1838
754,989 89
161
855,249 10
76
399,740 79
851
" 1839
685,329 76
146
258,043 48
55
427,286 28
914
From this statement it appears there has been an annual
increase of the net profits of the companies of 20 per cent.
Total receipts in 6 years
$4,637,535
Expenditures
2,253,993
Net income
$2,388,542
This sum exceeds the entire cost of the road, exclusive of
the cost of steam-boats, land, and engineering.
CANALS.
DELAWARE AND RARITAN CANAL, commences at Borden-
town and proceeds in a north-west direction up the left bank
of the Delaware to Trenton ; thence, abruptly turning towards
north-east, it ascends the right bank of the Assanpink creek a
few miles, then crossing the dividing ridge between the Assan-
pink and Millstone river, it enters and descends the valley of
the latter, along its right or west bank to the Raritan. Here
Digitized by Google
NEW JERSEY.
87
the canal deflects to the south-east, and passing along the right
bank of the Raritan, enters the city of New Brunswick where
it terminates. This canal, in connexion with the Delaware and
Raritan rivers and Staten Island Sound, formsa complete inland
water communication between the cities of Philadelphia and
New York. The canal intersects the counties of Burlington,
Mercer, and Middlesex; and passes through Trenton, near
Princeton, Kingston, Griggstown, Millstone and Milton. It
was commenced by a joint stock company in 1831, which in
the same year, was united with the Camden and Amboy Rail-
road Company, and under this joint management, the work was
continued and finally completed in 1834. The length of the
canal is 42 miles; 75 feet wide, and 7 deep 14 locks, each
100 by 24 feet, and 1 tide lock at New Brunswick; 116 feet
of lockage ; 17 culverts; 1 aqueduct, and 29 road and farm
bridges. Cost, including Delaware feeder, $2,500,000.
The feeder of this canal is also navigable, being from 50 to
60 feet wide at the surface of the water, and six feet deep. It
commences at Bull's Island in the Delaware, pursues the left
bank of that river, and, on reaching Trenton, curves eastward,
and unites with the main trunk. Length 23 miles grade,
descending towards Trenton, 2 inches in a mile 1 lift and 2
guard locks; 15 culverts and 37 bridges.
MORRIS CANAL, commences at Jersey City, opposite New
York, pursues a circuitous route through the Bergen marshes,
and crossing the Hackensack and Passaic rivers a short distance
above their discharge into Newark Bay, enters the flourishing
town of Newark. Here the canal assumes a course nearly
north, which it maintains to Patterson, passing the village of
Bloomfield. After Heaving Patterson, its course is nearly south-
west to the Little Falls of Passaic, where it crosses that river,
and thence pursues a more western direction, through the little
town of Powerville into Rockaway valley ; still continuing its
western course along the valley of the Rockaway, until it enters
the township of Roxbury, it ascends the summit level 2 miles
north-west from Drakesville. From the summit at Hopatcong
pond, the canal is carried along the left bank of the Musconet-
cong river, which it crosses one and a half miles south-west from
Andover Forge; thence, assuming a south-west direction, it
passes near the village of Hacketstown, Beatystown, Anderson,
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88
NEW JERSEY.
Mansfield, Broadway, and New Village, and terminates on the
Delaware at Phillipsburg, opposite Easton. General course
from New York to Easton, west : length, 101.75 miles; ascent,
915, descent, 759 feet total rise and fall, 1674 feet overcome
by locks and inclined planes. The latter consist of apparatus for
the purpose of conveying the boats from one level of the canal
to another. There is a lock at each end of the plane ; one at
the foot, in which the boat is adjusted for its ascent, and ano-
ther at the top to elevate it to the level above ; when adjusted,
the whole is drawn up by means of appropriate machinery,
which is also used for regulating the downward passage of the
boats. By means of this ingenious contrivance, which super-
sedes the necessity for water, as in ordinary locks, the boats
are conveyed safely and expeditiously, up or down the several
ascents and descents of the line. Elevation of Easton 161, and
summit level, 915 feet above the Atlantic ; 32 feet wide at top ;
20 at bottom; 4 feet deep. Rise and fall, 1674 feet, of which
235 feet are overcome by 24 locks, and 1439 feet by 22 inclined
planes, the average inclination of which is about 2 in 21 ; 4 guard
locks; 5 dams; 30 culverts; 12 aqueducts, including one of
stone at the Little Falls of Passaic, with a single arch of 80 feet
span, and another of wood over the Pompton river, 236 feet
in length, supported by nine stone piers; 200 bridges. Cost
$3,100,000.
The company under whose direction this important work was
executed, was incorporated with banking privileges. Their
bank is located in the city of New York.
SALEM CANAL, extends from Salem creek to the Delaware
and is designed to shorten the distance from the upper parts of
Salem county to Philadelphia. Length, 4 miles.
RAIL-ROADS.
CAMDEN AND AMBOY RAIL-ROAD, commences at Camden,
opposite Philadelphia; thence, crossing Cooper's creek, it
follows, generally, the east bank of the Delaware. Six miles
from Camden the road crosses Pensaukin creek ; and six miles
farther it crosses Rancocus by a substantíal viaduct. The
road hence to Burlington, (six miles) is perfectly straight, and
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from Burlington to Bordentown, a further distance of ten miles,
it is nearly SO.
The general direction of the road from Bordentown to South
Amboy, its point of termination, is nearly north-east. At a
distance of 21 miles from Bordentown, the road passes Cross-
wick's creek; 7 miles farther it enters the village of Centre-
ville ; thence to Hightstown 4 miles ; thence, by nearly a direct
course, to Spottswood, 11 miles. About one mile beyond the
latter place, the road recrosses the turnpike, and passes Her-
bertsville two miles from Spottswood. At a further distance of
7 miles this important work terminates at the long wharf in
South Amboy. Length from Camden to Bordentown, 27.50
miles, and thence to South Amboy, 33.50 miles. Total length
from Camden to South Amboy, 61 miles commenced in 1830
and completed in 1837 ; cost $1,238,000. The curves, with a
few exceptions, have radii of 1800 feet and upwards. Д con-
siderable portion of the road is level, and the inclination on the
other parts do not exceed 20 feet to the mile, except at Cross-
wick's creek, South river and Amboy. At the latter place the
grade is 45 feet to the mile, for a short distance.
Plan of construction.-The rail is of the H pattern, in bars of
16 feet in length, with square ends, weighing 41 lbs. per yard.
In the track extending from Bordentown to Amboy, the rail is
supported on stone blocks 18 inches square by 12 inches deep,
laid 3 2-10 feet apart from centre to centre, upon stone broken
to pass through a two-inch ring, placed in a continued longitu-
dinal trench 3 feet wide and 2 feet deep, under each rail. The
broken stone were well compacted by rollers. At the joinings,
as well as at the middle of the rails, are cast or wrought iron
plates, with holes in them to admit the spikes, the brad heads
of which catch over the base of the rail on each side, out of
which, at both the middle and the ends, a notch is cut to admit
the shank of the spike, with a view to prevent the endwise
movement of the rail. The rails are attached to each other,
at their joinings, by a wrought iron plate about 4 inches long,
which fits into the hollow of the rail on one side of it, between
the upper and lower webs, against the vertical stem, and is
fastened to each rail by a rivet having a herizontal position, and
passing through the stem of the rail by means of a hole made
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NEW JERSEY.
oblong in one end of the rail, to allow of their contraction and
expansion.
Upon the top of each stone block is placed a piece of plank
from 1 to 2 inches thick, intervening between the block and the
base of the rail, and the joinings of the rails are so ordered that
the end of one comes opposite the middle of another, or nearly
so. The two lines of rails are tied across the track, at dis-
tances of 8 feet, by iron rods passing under the bottom of the
rails, and bent over the outside of the lower webs.
The part of the railway between Camden and Bordentown,
subsequently made, is laid with wooden cross ties or sleepers,
instead of stone blocks, and at the same distance apart, namely,
3 2-10 feet. These sleepers rest upon plank 3 inches .thick
by about 12 inches wide. The clay and other material reten-
tive of water, and therefore likely to be affected by frost, is
removed altogether from the bed of this part of the road, and
sand and gravel substituted, (where the latter do not form the
graded surface previously,) for a depth of 18 inches.
A portion of the rails used upon this road were imported
from England, modified somewhat from the form at first
adopted, by making the inner part of the upper web thicker,
so as to withstand more effectually the action of the wheels,
and to diminish the wear of the flanges, by increasing the
breadth of the surface against which they rub.
By the terms of the charter which prohibits the construction
of any other road within five miles of the one now in use, this
company enjoys a complete monopoly in the conveyance of
passengers and merchandize between Philadelphia and New
York. The number of the former is immense, averaging during
the travelling season about one thousand daily.
TRENTON BRANCH of the Camden and Amboy Rail-road,
extends from the main line near Bordentown to Trenton.
Length, about 8 miles.
JOBSTOWN BRANCH of the Camden and Amboy Rail-road,
from Craft's creek to Jobstown. Length 13 miles.
PATERSON AND HUDSON RAIL-ROAD, commences on the New
Jersey Rail-road, about two miles from Jersey City, and thence
proceeds in a north-west direction, over the Hackensack and
Passaic rivers, to Paterson in Passaic county, a distance of 16.30
miles. Near its point of outset the road passes Bergen ridge
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by an excavation of nearly 50 feet in depth, some of it through
solid rock. A large portion of the route consists of marsh
embankment, but little above the ordinary high tide of the
adjoining bay.
The rivers are crossed by substantial bridges, one 1700 feet
long, so constructed as to admit the passage of vessels. Com-
pany incorporated in 1831, with a capital of $250,000, which
may be increased to $500,000.
CAMDEN AND WOODBURY RAIL-ROAD, extends from Camden,
on the Delaware opposite Philadelphia, to the town of Wood-
bury in Gloucester county, 9 miles in length.
NEW JERSEY RAIL-ROAD, extends from the ferry dock in
Jersey City, opposite New York, to New Brunswick. Its
course to Newark is west-north-west, and thence to New Bruns-
wick, south-west, through the counties of Essex and Middlesex.
At a distance of two miles from Jersey City, the road is inter-
sected by the Paterson and Hudson Rail-road ; at 10 miles it
passes through Newark; at 16 miles, it enters Elizabethtown;
at 20, it enters Rahway, and at 34, it crosses the Raritan and
terminates at New Brunswick, where it meets the Trenton and
New Brunswick Rail-road, a part of the great mail route,
towards the south. The company was incorporated in 1832.
Cost of road and appendages, $2,000,000. The least radius of
curvature, in Newark only, is 400 feet; with this exception,
there is none less than 2000 feet. The highest grade is 26 feet
per mile. The deep cut through Bergen Hill and the viaduct
over the Raritan, deserve especial notice.
Plan of construction.-From the wharf at Jersey City to
Newark, two tracks are laid, upon both of which, as far as the
branching off of the Paterson Rail-road, at a distance of two
miles, and upon one of which from thence to Newark, the plate
rail was originally used, laid upon a wooden structure, consist-
ing of string pieces, resting upon notched cross ties. This part
of the track has been relaid in a more substantial manner, after
the plan next to be described.
Upon one of the two tracks, from Bergen Hill to Newark, 6
miles, and upon the single track from Newark to New Bruns-
wick, 22 miles, the rail is of the T form, weighing about 37 lbs.
per yard; each bar being 18 feet long, with square ends. The
rail rests by its top part, or two upper flanges, upon the top of
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NEW JERSEY.
the two checks of the chair, whilst its vertical stem descends
into the jaws of the chair where it is tightened by means of a
single key, fitting into a grooved notch, partly in the chair, and
partly in the rail.
The rail is supported at equal distances of three feet from
centre to centre, upon the cast iron chair of 15 lbs. each, rest-
ing on cross sleepers of wood, and fastened to them by means of
two spikes, each 3-8 square and 5 inches long. These cross
ties are of red cedar and chesnut the eedar being sawed 4x 5
inches and 7 feet long ; the chesnut ties are of the same length,
but of somewhat larger section, and were procured in the
vicinity at twenty-five cents each. These cross ties are sup-
ported upon under-sills of chesnut 5x7 inches at the smaller
end, and not less than 18 feet long, laid longitudinally of the
track, under each rail. The rail-way is new and in very fine
adjustment, and the machinery works well upon it.
Besides two wooden viaducts, the one over the Passaic, and
the other over the Hackensack, there are two extraordinary
works upon this road that merit a passing notice, namely, the
cut through Bergen Hill, and the viaduct over the Raritan at
New Brunswick.
Deep Cut. through Bergen Hill.-The total length of this
cut is about one mile, and the greatest depth 50 feet, of which
35 is in rock, covered by 15 feet of earth. Whole quantity of
excavation, five hundred thousand cubic yards, of which two
hundred thousand are of hard, silicious, hornblende rock. The
average of excavating and removing the rock, is $1 70 per
cubic yard ; whilst the excavation of the earth near the northern
end of the cut cost 15 cents, and at the southern end 10 cents
per eubic yard. The breadth of the cut at bottom is 28 feet,
and the established grade for the road 26 feet per mile. The
cost of excavating a red shale, in a thorough cut of 15 feet in
depth, near New Brunswick, was from 40 to 60 cents per cubic
yard.
The Raritan viaduct is on Col. Long's plan, and is 1700
feet in length, in spans from 112 to 145 feet reach. Depth
of truss 22 feet width between hand rails on top 31 feet
piers, 7 in number, which with the two ablitments, are faced
with sienitic granite, from Connecticut, and the filling is of the
blue and red shales of the vicinity. The structure is of two
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stories ; the lower floor resting upon the bottom of the trusses,
of which there are three, supports a double road way to accom-
modate common carriages. The railway reposes on the top
of the trusses, supported by joist bearers 4 feet apart. The
chairs, holding the rails, rest on string pieces, 4 inches thick by
11 wide, pinned down to the upper floor, which latter performs
the office of a roof. The braces of the truss framing abut upon
pieces of thin sheet iron, introduced into the joints. At a depth
of 9 feet from the tops of the piers and abutments, there is ад
offset of 9 inches, upon which are footed the shore braces that
assist in supporting the trusses.
There are four distinct sliding draws, two in each story.
The rail-road draws move back into the place of a section
which slides sideways, out of the way, while the common road
draws roll on, opening over the part of the bridge baok of
them; a moveable platform connecting the draws with the floor
of the bridge, being raised up from it by means of lever beams,
when the draw is about to be opened for the passage of vessels.
The spans of the draws are each 30 feet, and those in the rail-
road cost from $3,000 to $4,000 each.
TRENTON AND NEW BRUNSWICK RAIL-ROAD. This road,
which completes the line between Philadelphia and New York,
on leaving Trenton, passes along the immediate south-east bank
of the Delaware and Raritan Canal. At Kingston it diverges
from the canal and pursues the valley of Heathcote's brook a
distance of about four miles, to Long Bridge farm, and thence
into and along the valley of Lawrence brook to Dean's mill
pond ; it here ascends and crosses the table land to New Bruns-
wick. The execution of this work was commenced on the 6th
of June, 1838, and completed on the 1st of December of the
same year. The superstructure is composed of T rail, 16 feet
long, resting on 9 cross ties, 8 of which are oak or chesnut, the
joint tie being locust, resting on two stone blocks. The rails
are united by a cast iron chair. Length, 27 miles.
MORRIS AND Essex RAIL-ROAD, branching off from the New
Jersey Rail-road in the city of Newark, crosses the Mount Plea-
sant turnpike, near Orange, and turning towards the south-west,
proceeds to South Orange, along the valley of the east branch
of Rahway river, to the village of Jefferson in Essex county.
Thence by a circuitous western course, to Chatham, and thence
9
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NEW JERSEY.
through Union Hill and Madison, to Morristown. Length, 22
miles.
MINE BROOK RAIL-ROAD, is to commence at Newark or
Elizabethtown, pass through the towns of Springfield, Basking
Ridge, Germantown, Clinton, &c. and the counties of Somerset,
Huntingdon and Warren, and terminate on the Delaware, oppo-
site Easton, Pa., 75 miles in length ; maximum grade 48 feet
per mile ; greatest curvature, 1000 feet radius.
WHIPPANY RAIL-ROAD, extends from the Morris and Essex
Rail-road at Madison, through Columbia, to Whippany. Length
about 10 miles.
ELIZABETHPORT AND SOMERVILLE RAIL-ROAD, extends from
Elizabethport in Essex, to Somerville in Somerset county.
Length 25 miles. It is now completed and in use from Eliza-
bethport on Staten Island Sound, to Plainfield, a distance of 15
miles.
Aggregate length of canals in New Jersey, 170.75 miles.
"
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rail-roads
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215.30 "
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PENNSYLVANIA.
IT is now about eighty years since the first movements were
made to introduce a system of internal improvements into the
then province of Pennsylvania. The friends of the system
were indefatigable in their efforts to promote its commence-
ment, in which they were seconded by the public authorities
of the time. Essays showing the utility of internal naviga-
tion were written and extensively circulated, by which the
people were stimulated to active exertions, in order to secure
the accomplishment of this important object.
Having by these means enlisted the zealous co-operation of
some of the most influential and wealthy inhabitants of the
province on behalf of the proposed measure, application was
made to the provincial legislature, for authority to open a
water communication between the Schuylkill and Susquehanna
rivers, and in the year 1762, a survey with a view to this
object, was effected, by which its practicability was satisfacto-
rily demonstrated. In 1791, the Schuylkill and Susquehanna
Canal" was commenced; and in 1794, one of the western
sections, four miles in length, was completed and opened for
navigation. From this period the further prosecution of
the work was suspended; and it was not again resumed until
the year 1816, when a newly organized company assumed its
management, under whose direction the canal was completed and
opened for use in 1824. This is, briefly, the history of the "Union
Canal" now so called. Other works, less important in char-
acter and extent, had been executed in some parts of the pro-
vince long prior to the above date. They are, however, merely
adverted to now in justification of the claims of Pennsylvania,
to credit, as the leader in the march of internal improvement in
our country. By a reference to early enactments, especially
those embraced in the period from 1780 to 1800, it will appear
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PENNSYLVANIA.
that the legislature was not wholly indifferent to the promotion
of internal improvement, or insensible to its importance. A
navigable communication between the eastern waters and those
of the Ohio, early attracted the attention of the public autho-
rities; surveys for this object, were made by several distin-
guished engineers, assisted by David Rittenhouse, in his capa-
city of astronomer, who reported that " the whole distance of
a navigation by water between Philadelphia and Pittsburg, would
be 426 miles, in which there would not be any interruption but
one portage of 18 miles at Conemaugh." The route as proposed
by Rittenhouse and his colleagues, coincides, very nearly, with
the line of the Union Canal, the central and western divisions of
the Pennsylvania Canal, now constructed. In 1792 a company
was incorporated to construct a canal between the Delaware,
at Philadelphia, and the Schuylkill, at Norristown. This work
was subsequently commenced, and considerable progress made
in its construction, when, for want of funds and other causes,
its further prosecution was suspended for the time, and ulti-
mately abandoned altogether. A part of this line now forms
the bed of the Columbia Rail-road, from Fair-mount to a point
near Peters's Island. The failure of this enterprise, and the
suspension of others of a like description, seem to have para-
lized the energies of the friends of internal improvement.
With the exception of the Schuylkill Navigation and some
minor works, little or nothing was done by them towards the
introduction of a general system of improvement, until aroused
by the example of their neighbours of New York, whose success-
ful achievements now began to attract universal attention, they
resumed their efforts, and succeeded in arresting the attention of
the government. The legislature of Pennsylvania, actuated by a
due sense of the importance of the subject, authorized the imme-
diate commencement of several extensive canals and rail-roads
and on the 4th of July, 1826, was commenced that great sys-
tem of internal improvement, which for extent, magnitude and
utility, stands unrivalled in modern times. Though the canals
and rail-roads are now in a condition to accommodate the
present trade, there are yet some sections under contract, and
in progress, which must be completed in order to perfect the
system.
The whole of these public works are 80 located as to pene-
trate those sections of the state, which, from their known fertility
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and mineral resources, afforded the greatest promise of a suc-
cessful commerce with the great eastern and western emporia
of the state; and more, perhaps, than any other sections,
required those facilities which would most effectually develop
their resourses.
The entire expense to which the state will have been sub-
jected, when the various lines of improvement are completed,
will probably not be less than $25,000,000. In addition to the
state works, there are distributed throughout the common-
wealth, completed or in progress, canals and rail-roads, the
aggregate cost of which, when finished, will not fall short of
$25,000,000.
CANALS.
CENTRAL DIVISION OF THE PENNSYLVANIA CANAL. This
canal, with the Columbia and Portage Rail-road, and the west-
ern division of the Pennsylvania Canal, forms the great chain of
communication between the Delaware and Ohio rivers. It com-
mences at Columbia, on the western terminos of the Columbia
and Philadelphia Rail-road, follows the east bank of the Susque-
hanna, and passes through the villages of Maytown, Bainbridge
and Falmouth; intersects the Union Canal at Middletown, where
there is a side lock of three feet, connecting this division with
the Union Canal, and others, which connect it with the Susque-
hanna river. From Middletown, after uniting with the Susque-
hanna by a series of locks, it continues along the east bank of
that river, through Highspiretown and Harrisburg to Duncan's
Island, where it is intersected by the Susquehanna division of
the Pennsylvania Canal. At the head of this island the canal
crosses the Susquehanna and enters the valley of the Juniata,
which it pursues mostly along its north or left side, and passing
Millerstown, Mexico, Mifflintown, Lewistown, Huntingdon and
Petersburg; and through the counties of Lancaster, Dauphin,
Perry, Juniata and Huntingdon, terminates at Holfidaysburg,
where it meets the Portage Rail-road across the Allegany
mountain.
Length 172 miles; course W. N. W. total lockage, from
the basin at Columbia, to that at Holkdaysburg 670.53 feet;
40 feet wide at top, 28 at bottom, 4 feet deep ;. 18 dams; 33
aqueducts; 108 locks, exclusive of 2 guard locks, and outlet
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PENNSYLVANIA.
locks at Columbia; those between Columbia and Duncan's
Island are each 90 by 17 feet; and those from Duncan's
Island to Hollidaysburg, 90 by 15 feet in the chamber; the
latter are built on the composite plan. 15.83 miles of this
canal consists of slack water navigation.
RAYSTOWN FEEDER, at the mouth of the Raystown branch of
the Juniata. Length 1 mile.
WESTERN DIVISION OF THE PENNSYLVANIA CANAL. This
link in the grand chain which stretches from Philadelphia to
Pittsburg, traverses the valleys of the Conemaugh, Kiskiminetas
and Allegany rivers, to its termination at Pittsburg. After
leaving Johnstown, it passes the towns of Fairfield, Lockport,
Blairsville and Saltzburg in Indiana county, Warren and
Leechburg in Armstrong, and, crossing the Allegany above
the mouth of the Kiskiminetas, enters Butler county, and thence
along the right bank of the Allegany (which is crossed by a
splendid aqueduct) enters and passes through the city of Pitts-
burg, and terminates on the Monongahela river. Length
104.25 miles; 40 feet wide at top, 28 at bottom, 4 feet deep ;
lockage 471 feet; 66 locks (exclusive of four on a branch canal
to the Allegany) 90 by 15 feet within the chamber; total
lockage 470 feet; 10 dams; 211 miles of the above canal
consist of slackwater navigation. The average fall from Johns-
town to Blairsville, 30 miles, is about 8 feet per mile. Between
the latter and Pittsburg it is 3 feet per mile 2 tunnels; 16
aqueducts; 64 culverts; 39 waste wears; 152 bridges. Cost,
$3,000,000.
This work completes the route by rail-roads and canals to Pitts-
burg. It is one of the great thoroughfares from Philadelphia to
the west. The entire distance from Philadelphia by the canal and
rail-road is 394.54 miles. A navigable feeder extending from
Kittaning to this division and commenced in 1838, was suspend-
ed in 1839, as no appropriation had been made by the legisla-
ture, for the prosecution of the work. Length 14 miles. Esti-
mated cost $662,603.
JOHNSTOWN FEEDER, at the eastern terminus of the western
division. Length 1.50 miles.
ALLEGANY BRANCH, from Alleganytown to the Western
division. Length 0.75 miles.
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SUSQUEHANNA DIVISION OF THE PENNSYLVANIA CANAL,
commences at the outlet lock on Duncan's Island, where it
joins the Central Division, crosses the north outlet of the Juniata,
and enters Buffalo township, in Perry county ; thence it pursues
nearly a due north course through Perry and Mifflin counties,
along the right bank of the Susquehanna, in Union county, to
the town of Northumberland, where it intersects the canals
which extend along the north and west branches of the Susque-
hanna. Length 39 miles ; cost of construction $1,039,256 ;
12 locks; and 86.50 feet of lockage.
WEST BRANCH DIVISION, leaves the Susquehanna Division at
Northumberland, and passes along the left bank of the west
branch of the Susquehanna, through Northumberland and Ly-
coming counties, to Farrandsville, in Clinton county. Length,
including several sections of pool navigation, 73 miles; lockage
138.50 feet 19 guard and lift locks; 8 dams, varying from 4
to 10 feet in height 4 aqueducts; cost $927,388.
BALD EAGLE SIDE CUT, extends from the pool at Dunns-
town Dam, on the West Branch Division to Bald Eagle Creek.
Length 3.62 miles.
LEWISBURG SIDE CUT, extends from Lewisburg, in Union
county, to the West Branch Division. Length 0.63 miles.
TANGASCOOTAC EXTENSION, from Dunnstown to the mouth of
the Tangascootac, a distance of 7.50 miles nearly completed.
SINNEMAHONING EXTENSION. This work had progressed to
some extent, when, in July, 1839, active operations were sus-
pended for want of funds. It is 33 miles in length, and extends
from the mouth of Tangascootac to that of the Sinnemahoning.
The line, as located, will require 2 dams ; 2 guard, and 17
lift locks; 5 aqueducts; .19 culverts; 10 waste weirs; and
30 bridges; with a lockage of 150 feet; estimated cost
$1,388,099 15.
NORTH BRANCH DIVISION, commences at the basin which
unites the Susquehanna and West Branch Divisions at Nor-
thumberland. This canal pursues a north-eastern course,
through Northumberland, Columbia and Luzerne counties;
and by the towns of Danville, Bloomsburg, Berwick, &c.,
and terminates at Lackawana, in Wyoming valley. Length,
including pool navigation, 72.50 miles; 40 feet wide at top,
28 at bottom, 4 feet deep ; 7 lift and one guard locks, each
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PENNSYLVANIA.
17 by 90 feet within the chambers; rise 68.89 feet; cost
$1,096,178.
NORTH BRANCH EXTENSION, in progress, commences at the
mouth of Lackawana creek, and terminates at the village of
Athens, in Bradford county. Length 90 miles, with 189.50
feet of lockage 23 locks; 6 guard locks; 9 aqueducts; 3
dams; 23 waste weirs; 26 culverts; and 100 bridges. The
design of this work is to effect a communication by means of
the Chenango Canal of N. York and the Susquehanna, between
the improvements of Pennsylvania, and the Erie Canal of New
York, and thus facilitate the exchange of the various products
of the respective states. Estimated cost of the North Branch
Extension $3,528,302 20.
WISCONISCO CANAL, in progress, extends from Wisconisco
creek, at the western terminus of the Lykins Valley Rail-road
to the pool of Clark's Ferry dam, at Duncan's Island. Length
12.25 miles. It has 1 guard and 6 lift locks; 3 aqueducts 1
dam; 2 culverts; 5 waste weirs; and 18 bridges; descent 35
feet; estimated cost $376,195 43.
LACKAWANA FEEDER, at the northern terminus of the North
Branch Division. Length 0.25.
DELAWARE DIVISION OF THE PENNSYLVANIA CANAL. Com-
mences at Bristol, in Bucks county, 18 miles above Philadel-
phia.
On leaving the basin at Bristol, the canal passes in nearly a
direct line to Morrisville, opposite Trenton, leaving Tullytown
on the right, and Tyburn on the left. On leaving Morrisville
it pursues a course nearly at right angles with the section from
Bristol to Morrisville. Following this direction; sometimes
approaching within a short distance of, and then receding from
the Delaware; it successively passes the towns of Yardleyville,
Taylorsville, Brownsburg, New Hope, Lumberville; Smithville
and Monroe, and terminates at Easton, where it unites with the
Lehigh Company's works. Length 59.75 miles; 40 feet
wide at the water line, and 5 feet deep; rise 164 feet, over-
come by 23 lift locks, 90 by 11 feet, varying in Height
from 6 to 10 feet; 9 aqueducts; 20 culverts; 125 bridges; 2
guard locks; 1 outlet and 1 tide lock; completed, October,
1830; cost $1,275,715.
BEAVER DIVISION OF THE PENNSYLVANIA CANAL. This
canal is merely preparatory to a more extensive line of canals,
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designed to connect Conneaut lake, in Crawford county, with
Lake Erie, and ultimately with the Ohio river at Pittsburg.
Another section of this work is just completed ; it extends from
the town of Beayer, on the Ohio, to the head of slack water navi-
gation on the Shenango, 6 miles above New Castle, and is 30.75
miles in length; 17 locks ; lockage 132 feet. The section of
the Beaver Division, from the Ohio to the confluence of Big
Beaver and Mahoning, about three miles below Newcastle,
forms a part of the communication between the canals of Ohio
and Pennsylvania. The surface of low water in the Ohio
river at the mouth of Big Beaver is 419.50 feet below the
surface of Conneaut lake, and 90.50 above that of Lake Erie.
FRENCH CREEK FEEDER, extends from the head of naviga-
tion in the pool of Bemus Dam, three miles above Meadville,
to the junetion with the Erie extension; including Conneaut
Lake. Length 27 miles.
FRANKLIN LINE, extends from the feeder aqueduct over
French creek, seven miles below Meadville, to the town of
Franklin, on the Allegany river. The surface of the water
in the aqueduct will be level with the Conneaut Reservoir when
full, and 510 feet above Lake Erie. Length 22.25 miles;
lockage 128.50 feet.
ERIE EXTENSION. This work, now in progress, commences
at the head of the pool, on the Shenango, six miles above New
Castle, Mercer county, and thence proceeds towards the north
along the valley of the Shenango, and through Crawford and
Erie counties, to Presque Isle, at the town of Erie. It is
105.50 miles in length, and is divided into two lines, viz., the
Shenango line, extending to the summit at Conneaut lake, 60
miles; and the Conneaut line, thence to lake Erie, 45.50 miles.
The ascent from the New Castle pool to the summit, when the
reservoir is full, is 287.50 feet and the descent thence to the
surface of Lake Erie, is 510 feet; making the entire lockage
797.50 feet. A section of 43 miles, extending from the nor-
thern terminus of the Newcastle pool to Greenville, in Mercer
county, is nearly completed, and will be opened for the public,
in the spring of 1840. There are on the Shenango line 44
locks; 35 of stone, and 9 of the composite order, (stone walls
faced with plank) 5 dams; 3 aqueducts; 21 road, 46 farm,
and 11 towing-path bridges; and 24 waste wiers; estimated
cost $1,658,679 06.
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THE CONNEAUT LINE. Eleven and a half miles, 13 locks,
6 culverts, and 2 bridges of this line are progressing towards
completion. The remainder of the work was put under con-
tract in 1839. It is divided into 61 sections, comprising 21
composite locks; 2 aqueducts; 5 culverts ; 50 waste weirs;
41 road, and 40 farm bridges. Estimated cost of the Con-
neaut line $1,612,515 45; or $3,271,194 51 for the whole
work, extending from the pool above Newcastle to Lake
Erie.
RECAPITULATION.
Pennsylvania Canal, Central
Division
172.00
"
"
Western
"
104.25
"
"
Susquehanna
"
39.00
"
"
W. Branch
"
73.00
"
"
N. Branch
"
72.50
"
"
Delaware
"
59.75
"
"
Pittsburg and
Erie*
"
80.00
"
"
West Branch Feeder
4.25
"
"
North Branch Feeder
0.25
"
"
West. Division Feeder
2.25
"
"
Cent. Division Feeder
1.00
Total Canals
608.25
Columbia Rail-road
81.60
Allegany Portage
36.69
Total Rail-roads
118.29
Total Canals
608.25
Grand total of Pennsylvania state works
726.54
All the above feeders are navigable. There are others not
navigable. That at Hollidaysburg is 3 miles, and that at
Swatara is 2 miles in length.
# This includes the French Creek Feeder, and all the other improvements
in that section of the state.
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Canals and Rail Roads constructed by Joint Stock Companies.
CANALS.
SCHUYLKILL NAVIGATION. This work extends from the dam
at Fairmount, near Philadelphia, to Port Carbon in Schuylkill
county. It consists of a succession of canals and pools. The
pool above Fairmount dam is entered by a short canal on the
west side of the Schuylkill. This pool extends about six miles
to Flat Rock. About 11 miles from Flat Rock dam, the
Manayunk Canal leaves the last mentioned pool and rejoins the
stream a short distance above the dam, and thus enters the
second pool. This extends 4 miles to an inconsiderable canal,
which connects it with the pool above. Three miles farther,
another small canal conducts into the pool above Norristown, in
Montgomery county; thence the stream is ascended by several
short canals and pools, to the commencement of the " Oaks
Canal," 31 miles in length. The Oaks Canal commences half
a mile above the outlet of Perkiomen creek, and extends along
the north or left bank of the Schuylkill, to a dam about one
mile above Phenixville, in Chester county, where it enters the
river. The pool formed by the dam just mentioned, extends to
the outlet of the Vincent Canal, nearly five miles in length.
About 1 mile above the termination of the Vincent Canal,
commences the Girard Canal, one of the most extensive in the
series. It is 22 miles in length, and extends along the right
bank of the Schuylkill, from Pigeon creek five miles below
Reading in Berks county. In the space between that point and
Reading there are two dams and a small canal, which is con-
nected with that passing through Reading, where the Union
Canal intersects the Schuylkill Company's works. The latter
canal enters the Schuylkill a short distance below Reading, and
is on the left bank of the stream. With the exception of the
Hamburg canal, ten miles in length, and another of three miles,
the distance from Reading to Hamburg is traversed by a suc-
cession of short canals, mostly on the left bank of the Schuyl-
kill ; this is also the case from Hamburg to Port Carbon, where
the navigation ceases.
This work opens a direct communication between Philadel-
phia and the anthracite coal region, in Schuylkill county,
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PENNSYLVANIA.
whenee immense quantities of it are transported to Philadelphia
and other cities of the Union. Length of canals 58, and of
pools 50 miles. Entire length from Fair Mount to Port Carbon,
108 miles. Canals 36 feet wide at top, 22 at bottom, 3 feet B
inches deep; 129 locks, each 80 by 17 feet ; 34 dams ; 1 tunnel,
385 feet in length ; rise 610 feet ; cost $2,500,176. Com-
menced in 1815 ; completed in 1826.
FAIRMOUNT WATER WORKS. The hydraulic works by
which the city of Philadelphia and the adjoining districts are
supplied with water, are situated on the east bank of the Schuyl-
kill, two miles north-west from the city. They occupy an area of
30 acres, which extends from the Schuylkill on the west, to
Fairmount street on the east, and from Callowhill and Biddle
street on the south to Coates street and the Columbia Rail-road
on the north. The greater part of this area consists of the
"mount," an oval shaped eminence, about one hundred feet in
height, with sides more or less inclined, according to the nature
of the formation and the uses to which they are applied.
On the top of the hill, at an elevation of one hundred feet
above mid-tide in the Schuylkill, and about 56 feet above the
highest ground in the city, there are four reservoirs, whose
aggregate capacity is about twenty-two millions of gallons.
One of these is divided into three sections, for the purpose of
filtration. They are inclosed by a substantial pale fence, which
while it serves to protect, does not obstruct the view of the
reservoirs. The whole is surrounded by a gravel footway,
extending along the entire brow of the hill, which is attained by
a flight of steps on the west, and several inclined planes, of easy
ascent, from the east.
Fairmount originally extended to, and formed the immediate
bank of the Schuylkill, and the entire site of the various struc-
tures, and the beautiful embellishments which now adorn the
place, and render it an object of peculiar attraction, is the result
of expensive and laborious excavation into solid gneiss rock. It
was commenced in 1819, and continued with occasional inter-
missions from that time down to the present day. The requi-
site power for propelling the machinery, is obtained by means
of a pool formed by a dam, erected across the Schuylkill, which
backs the water for several miles, and thus serves the double
purpose of improving the navigation of the river, and giving
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motion to the wheels and forcing pumps by which the reservoirs
are supplied. The excavated plateau, extending from the foot
of the mount to the precipitous bank of the river, is partly
occupied by the wheel houses, forebays and other necessary
structures, and the remaining spaces are very tastefully arrang-
ed, with flower gardens, gravel walks, fountains, statues and
other ornamental devices, which, viewed in connection with the
romantic country around, and the animating and busy scenes
presented by the canals and rail-roads in the vicinity, form,
altogether, a prospect of uncommon interest and beauty.
Previously to the erection of the works at Fairmount, the
city had been supplied with water from the Schuylkill by means
of two steam engines, one on Chestnut and Front streets, near
the river, and the other at the intersection of Broad and Market
streets. These were soon found to be wholly inadequate to the
necessary supply, and were in a few years superseded by the
works at Fairmount. By the first arrangement, the water was
let into a basin, formed with suitable gates, at the foot of
Chestnut street, and thence conveyed by an aqueduct, 460 feet
in length to the water shaft at the lower engine house. Here
it was raised by the engine and forcing pumps into a tunnel, 6
feet in diameter, extending along Chestnut and Broad streets,
3144 feet, to the other engine house at the Centre, now called
Penn square. At this point, the water was again elevated, by
the second engine, into a reservoir, 36 feet above the ground,
and thence into an iron distributing tank, from which the wooden
pipes, then in use, conducted the water through the various
parts of the city. The total cost of this establishment from its
commencement in 1799, to its abandonment in 1815, was
$657,398 91, including $898 94 for whiskey;" and the
amount of water rents received during the same period, was
$105,351 18, leaving a balance chargeable to the city treasury
of $552,047 73.
In August, 1812, the construction of the steam works at Fair-
mount was commenced, and in September, 1815, was so far
completed as to afford a partial supply of water to the citizens.
In 1818, after expending $320,669 84 in the erection and
support of these works, it became apparent that a more econom-
ical system, and one better calculated to secure the object in
view, than the one then in use, must be adopted, and in compli-
10
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PENNSYLVANIA.
ance with a recommendation of the watering committee, coun-
cils immediately appropriated $350,000, and authorized the
erection of the dam and other works, now in operation at Fair-
mount,
The dam, a mound of earth and stone, planked on its southern
side, is 1600 feet in length, including the western pier, 150
wide at the base, 12 at top, and varying in height from 36
to 12 feet. The entire length of the overfall is 1204 feet, the
eastern embankment 270, and the head arches through which
the water flows into the mill race, 104 feet. At the western
end of the dam is a short canal, with 2 guard, and 2 lift locks,
constructed at the expense of the city, by agreement, for the
use of the Schuylkill Navigation Company.
The strength of this dam has been subjected to many severe
trials, but it has hitherto escaped serious injury. The great ice
freshet of the 26th January, 1839, when the water rose 10
feet 2 inches above the top of the dam, and 12 feet 3 inches
above high water in the river below, affected it more than any
previous one. It completely inundated all the pump machinery,
and by its force burst open the doors and considerably injured
the partitions, floors, &c. of the mill houses, and carried away
some of the planking and masonry of the dam.
The mill race forms a parallelogram, excavated from compact
gneiss rock, to a mean depth of 38 feet, is 419 feet long, from
north to south, 90 feet wide, and 6 feet deep below the overfall
of the dam. It is bounded by a paved avenue, 253 feet long and
26 wide, and the mill houses on the west ; on the east by the
rocky and nearly vertical side of Fairmount, 70 or 80 feet in
height, and on the north by the head arches, which are so
constructed as to allow the passage into the race of a body of
water 60 feet wide and 6 feet deep. By means of a waste gate,
the water in the race may be drawn off and discharged into the
river below the dam. The mill buildings are of stone, 238 feet
long and 56 wide. The lower floor is divided into 12 apart-
ments, 4 are intended for 8 double forcing pumps, of which six
have been introduced. The other apartments are for the fore-
bays leading to the water wheels. These wheels are all of the
same length, but not of the same diameter, are formed of wood,
having iron shafts weighing about five tons each. The pumps
with a head equal in weight to 7900 lbs., force the water into
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the reservoirs at the top of the mount, 92 feet in height. The
first of which was put in motion on the 1st July, 1822. It is
15 feet long and 15 feet in diameter, working under one foot
head and seven feet fall. It forces one and a quarter millions
of gallons of water to the receiving basin in twenty-four hours,
with a stroke of the pump of four and a half feet, a diameter of
16 inches, and the wheel making eleven and a half revolutions
in a minute. Five have since been put in operation, some of
which make thirteen strokes in a minute, with small additional
water fall, and force one and a half millions of gallons in twenty-
four hours. Though the wheels are sunk below the ordinary
line of high water, they are seldom affected except when the
back water is about sixteen inches on the wheel.
The pumps are worked by a crank on the water wheel
attached to a pitman connected with the piston at the end of
the slides. They are fed under a natural head of water, from
the forebays of the water wheel, and are calculated for a six
feet stroke, but they are generally worked with not more than
five feet. They are double forcing pumps, and are each con-
nected with an iron main 16 inches in diameter, which is car-
ried along the bottom of the race, to the foot of the mount, and
thence up the bank into the reservoir, 92 feet above the dam.
The lowest estimate of the quantity of water afforded by the
river in dry seasons, is 440,000,000 of gallons in 24 hours.
The average quantity of water raised by each wheel and pump
is about 530,000 gallons daily, but when the whole six wheels
are put in motion, they can supply 6,000,000 of gallons in the
24 hours. The average daily consumption of water for the
present year is about 4,000,000 of gallons, or 177 for each
permit.
The reservoirs are lined with stone, and paved with bricks,
laid upon a very tenacious clay bed, in strong lime cement, and
made water tight. They are 12₺ feet in depth. The whole
cost of the reservoirs was $133,824 42. From the central
reservoir the water is conducted into the city by means of two
iron pipes, one 20 and the other 22 inches in diameter. One
passes down the north and the other down the south slope of the
mount, each is nearly 10,000 feet in length additional mains
have since been inserted in the same reservoir. In 1821, the
work of laying down iron distributing pipes was commenced,
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PENNSYLVANIA.
and gradually displaced the old wooden pipes which had been
used previously and exclusively. Ofthe 30 miles of wooden pipes
laid from Fairmount through the city, in 1819, only 3 miles
remain. Since the introduction of iron pipes there have been
laid 62.62 miles of them up to January, 1840; add to which,
48.13 miles laid by the districts, and we have 109.75 miles.
They extend about four miles in a south-east direction, and
nearly the same distance towards the north-east. The
larger iron pipes were originally imported from England the
whole cost of which, however, does not exceed $20,000;
whilst those furnished by American manufacturers amount to
$497,171 37.
The expense of supplying the city by steam power, with the
same quantity of water now used, would be $206 a day ; whilst
the cost by water power, is $7 a day. This includes atten-
dants' wages, fuel, light, &c. The estimated expenses for the
year 1840, including general repairs and improvements, and
extension of pipes, is $27,500 and the amount of the water
rents for the same year, is $127,234 25; from which deduct
the annual appropriation to the sinking fund, $17,000, and
the estimated expenses for 1840, $21,209 67; making in all
$38,209 67, and a balance remains, applicable to any other
purpose, of $89,024 58. The whole sum expended at Fair-
mount since the employment of water power was determined
on, up to December 31st, 1839, is $1,464,146 21 ; and the
amount paid for salaries, labour, and incidental expenses, from
1812, is $379,428 19; making a total of $1,843,674 40. The
amount of revenue derived from the city and districts for the
use of the water, from the commencement of the works, is
$1,493,024 53.
In addition to the innumerable pipes which convey the water
into dwellings, &c., there are now distributed throughout the
city and liberties 1007 " fire plugs," so called; to which, in case
of fire, hoses, corresponding in calibre with the cavity of the
plugs are attached, and thus convey the water to the engines,
or, as is often the case, directly to the fire.
The average daily supply of water for the city and districts,
during each quarter of the year 1839, was as follows:
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Gallons.
January, February, and March,
2,981,560
April, May, and June,
4,363,191
July, August, and September,
4,573,465
October, November, and December,
3,995,211
This shows an average daily supply for the year, of 3,978,357
gallons; and exceeds the consumption of the preceding year by
127,710 gallons.
In the city, the cost to each family supplied with water by pri-
vate pipes, is $5 a year ; the owner or occupant of the house
paying all expenses of the introduction of the water into the
premises. In the districts, each family pays $7 50 for the
like supply. Hotels, manufactories, &c., pay an amount in
proportion to the water supposed to be used, and generally at as
high rates as families.
Their payments vary from $10 to $600 per annum. The
County Prison pays $500 the City and Northern Liberties
Gas-works, each $200; United States Mint, $85; stable
keepers pay each $1 a year for each horse kept by them ;
hydrants for washing pavements, $2 each ; small houses in the
rear of other buildings, $2 50 ; and for openings, in private
baths or lodging rooms, $3. Establishments similar to that at
Fairmount, are now in successful operation in Richmond and
Lynchburg, Virginia; Nashville, Tennessee; Cincinnati, Ohio ;
Wilmington, Delaware; Pittsburg, Lancaster, Allentown, and
Bethlehem, Pennsylvania ; the latter was established in 1752,
and is probably the first work of the kind erected in this
country.
UNION CANAL, extends from a point a short distance below
Reading, to Middletown, on the Susquehanna, and passes
through the counties of Berks, Lebanon and Dauphin. If the
pool near Reading be regarded as a part of the Union Canal,
that work commences about three miles below Reading, on the
west bank of the Schuylkill, and running nearly due north,
enters the valley of Tulpehocken creek; following that stream
chiefly along its left bank, the canal gradually ascends to the
summit, a distance of 41.29 miles. The summit level is 6.97
miles, and the western section, including 3 of a mile of towing
path, along the right bank of the Swatara, is 33.80 miles in
length, making the entire length of the Union Canal, 82.08
10*
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miles. Course W. S. W. Summit at Lebanon, 498.50 feet
above tide water; ascent 311 descent 208.50 total lockage
519.50 feet; 36 feet wide at top; 24 at bottom; 4 feet deep ;
93 lift and 2 guard locks, each 75 by 8.50 feet; 43 waste
weirs; 49 culverts; 135 bridges; 14 aqueducts; 1 tunnel, 729
feet in length. A navigable feeder from the Swatara, 6.75
miles long, and a pool formed by a dam at the head of
the feeder, have also been constructed by the Union Canal
Company. As the pool from which the summit is supplied is
below the canal, the water is thrown into it by means of two
forcing pumps, which are worked by water wheels; steam
engines are provided for the same purpose, to be used in the
event of accident to the wheels. This improvement affords a
navigable communication from the main trunk of the Union
Canal to Pine Grove, a distance of 23 miles, in a north-east
direction. From Pine Grove the company have laid a rail-road
through a gap in the Sharp Mountain, 4 miles in length, to the
coal mines.
LEHIGH NAVIGATION. The Lehigh works, like those on the
Schuylkill, consist of several canals and slack water pools.
They extend from Easton to the Great Falls of the Lehigh,
near Stoddartsville, in Northampton county.
Leaving the Lehigh immediately south of Easton, the line
is conducted by locks, into the first canal, on the right bank of
the river. About four miles above its point of outset, this sec-
tion of the canal terminates at a dam one fourth mile below
Smith's Island, and the pool thus formed is entered. This pool
is about two miles in extent. At a distance of about six miles
from Easton, commences the most extensive section of canal.
It leaves the river one mile below Jack's Mill, passes along the
north or left bank, through Bethlehem, and re-enters the
Lehigh, at a dam not far from Allentown, in Lehigh county ;
thence by the river, one and a half miles; thence by canal to a
dam, three miles; thence to river, three-quarters of a mile ;
thence by canal to a dam, four and a half miles; thence by the
river, one and a half; thence by canal one mile to a dam
thence by the river, two and a half miles; thence by the canal
three and a half miles to the Lehigh Water Gap. Here the
Canal passes the Great Blue Mountain, and enters the coal
region. From the termination of the last mentioned canal, the
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river is used for one mile to a dam at the mouth of the Aquan-
shicola creek; then occurs a canal four and a half miles long,
to a dam; thence by the stream one mile ; and then is entered
the eanal, six miles in length, which extends to Mauch Chunk.
From Mauch Chunk to Whitehaven, 24.75 miles, the improve-
ments consist of canal and slack water navigation, similar to
that below Mauch Chunk. From Whitehaven to Wright's
creek, about one and a quarter miles, it is slack water and
thence to the Great Falls, at Stoddartsville, it is for a descend-
ing navigation by artificial freshets. The works from Easton
to Mauch Chunk are 46.23 miles in length ; and from Mauch
Chunk to their northern terminus, 38.25 miles. Total length,
84.48 miles; of which 30.53 miles consist of pools; 39.26 of
canals 2.48 of locks; and the remainder of sluices.
The canals above Mauch Chunk are 60 feet wide at top
water line, 40 feet at bottom, and 5 feet deep.
The locks, 29 in number, are each 20 feet wide, 100 between
the quoins; 86 feet clear of the swing gates; 10 to 30 feet
lift ; and are capable of passing boats of more than 100 tons.
One of the locks has a lift of 30 feet, which is filled or emptied
in two and a half minutes.
High water guard, 5 to 6 feet. Working guard, 3 to 4 feet.
Twenty dams, from 187 to 375 feet long, and from 14 to 38
feet high. Total fall, 935.83 feet.
The canals at and below Mauch Chunk, are 60 to 65 feet
wide at top water line, 45 feet at bottom, and 5 feet deep. Five
guard, 3 guard and lift, and 44 lift locks, 22 feet wide, 100
between the quoins, 85 feet clear of the swing-gates 6 to 9
feet lift ; pass boats carrying more than 100 tons; 8 dams from
300 to 564 feet long, and 8' to 19½ feet high. Total fall, 353.2
feet.
The export of coal by the Lehigh Company, during the year
1839, was 142,507 tons; and by other companies, 79,343 tons ;
total conveyed on the Lehigh Canal, 221,850 tons. In 1837
the Lehigh Company sent down the canal 200,000 tons.
The tolls received on 273.190 tons of coal and other articles
amounted in 1839 to $141,300 11.
This company's coal lands, amounting to six thousand acres,
comprise the whole of the east end of the first or southern
anthracite coal field, beginning on the top of the mountain,
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PENNSYLVANIA.
about half a mile from the Lehigh river, and near Mauch.
Chunk, and extending without interruption to Tamaqua,
on the Little Schuylkill, a distance of 13 to 14 miles. On
these lands are found, beginning on the north side of the Coal
Basin, nine veins from 5 to 28 feet in thickness, making toge-
ther 111 feet. On the south side, which has not been so fully
examined, are found veins of 50, 20, 15, and 9 feet. This coal
is now penetrated, from the Room Run Valley, which cuts into
the mountain on the northern side of the Coal Basin, and near
to its base, and thus exposes the veins above-mentioned. At
the Old Mine, five miles west of Room Run, the vein of 50 or
60 feet, which is the only vein worked at this place, lies as a
saddle on the top of a hill nearly as high as the main mountain;
here the coal is removed by quarrying in open day. About 30
acres have been worked out from this single vein, which have
produced upwards of 1,100,000 tons.
Connected with the Lehigh Navigation, are several rail-
roads leading from the various coal mines, situated in what are
termed the first and second coal fields, whence large quantities
of anthracite coal are sent to Philadelphia by the Lehigh and
Delaware Canal, and to New York by the Morris and Delaware
and Raritan Canal. Among these are the Beaver Meadow ;
Hazelton ; Nesquehoning; Wilkesbarre ; Mauch Chunk; Buck
Mountain; Sugarloaf, and other small rail-roads.
LACKAWAXEN CANAL, see Hudson and Delaware Canal, New
York.
CONESTOGA CANAL, consists of dams and locks. It com-
mences at Reigart's landing in the city of Lancaster, and
terminates at Safe Harbour on the Susquehanna. Length, 18
miles; course, south-west 9 locks, each 100 by 22 feet; 9
dains ; descent 62.
CODORUS NAVIGATION, is similar to the preceding, the im-
provement having been effected by means of canals and pools.
It extends from York to the Susquehanna river and consists of
8 miles of slack water pools, and 3 of canals; length 11 miles ;
course, north-east; 9 locks.
BALD EAGLE AND SPRING CREEK NAVIGATION, extends
from the state dam, on the Bald Eagle Creek, at the head of
the side cut, to the town of Bellefonte in Centre county. Length
25 miles; cost so far as finished, (19 miles) $230,000. This
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improvement, though under the control of a joint stock com-
pany, is in fact a state work, constructed on the faith of the
commonwealth which is pledged for the payment of an interest
of 5 per cent. per annum for 25 years on $200,000, and has
since become a stockholder to the amount of $25,000.
WEST PHILADELPHIA CANAL, is a small canal around the
western abutment of the bridge over the Schuylkill, near Phila-
delphia. It is designed for the use of such vessels as cannot
pass underneath the bridge, and enables those engaged in the
coal trade to approach the first lock of the Schuylkill Naviga-
tion. Length one-twelfth of a mile.
SUSQUEHANNA CANAL, commences at Wrightsville, opposite
Columbia on the Susquehanna river, and descends the right or
west bank of that stream to Havre de Grace in Maryland.
Length 45 miles ; 50 feet wide at top ; 5 feet deep; 29 lift
and 2 guard locks, double chamber, and admit the passage of
two boats each 85 feet long at the same time, or 1 raft 170 feet
long and 16 wide ; total lockage 233 feet. This work, some-
times called the " Tide water Canal," opens a communication
between the Central Division of the Pennsylvania Canal and
Chesapeake Bay. In structure, it is similar to the Pennsyl-
vania Canal, and is designed as a continuation of that work,
to tide water, though owned by a private company.
CHESAPEAKE AND OHIO CANAL. See Maryland.
SANDY AND BEAVER CANAL. See Ohio.
MAHONING CANAL. See Ohio.
RAIL-ROADS.
COLUMBIA AND PHILADELPHIA RAIL-ROAD, the first link in
the great western chain, commences at the intersection of Vine
and Broad streets, Philadelphia, pursues a western course, and
terminates at Columbia on the Susquehanna. Length 81.60
miles. This rail-road opens a direct communication between
the valleys of the Delaware and Susquehanna, and intersects
those of the Schuylkill, Brandywine and Conestoga, passing
through the counties of Philadelphia, Chester and Delaware
and the towns of Downingtown, Lancaster, &c. The West
Chester branch leaves the main line at a point 22 miles from
Philadelphia, and that to Harrisburg, in the city of Lancaster.
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PENNSYLVANIA,
This road forms a part of the great thoroughfare to Pittsburg
and the western states, and is the most important outlet of the
city of Philadelphia, towards the valley of the Mississippi. At
its point of termination at Columbia, commences the Central
Division of the Pennsylvania Canal which, with the Alle-
gany Portage Rail-road, and the Western Division of the
Pennsylvania Canal, completes the Rail-road and canal route
to Pittsburg." An extension of this road from Columbia to
York, in York county, is nearly completed and a farther
extension towards Gettysburg was advancing, when an order
from the legislature, during the session of 1838-39, arrested
its further progress. The Columbia Rail-road is the property
of the commonwealth of Pennsylvania ; the legislature of which
authorised its construction on the 24th of March, 1828, and its
location soon followed. On the 20th of September, 1832,
twenty miles of single track were ready for use ; in April,
1834, a single track along the entire route from Philadelphia
to Columbia, was opened for travelling ; and in October of the
same year, the second track was completed, and the road opened
for public use. The depots, work-shops and other necessary
structures, were subsequently completed.
At a distance of about two miles from its point of outset, the
road crosses the Schuylkill by a viaduct 984 feet in length, and
immediately ascends an inclined plane of 2805 feet in length
and 187 feet in height and thence pursues its course along
the dividing ridge between the Delaware and Schuylkill to a
point near the intersection of the West Chester Rail-road,
where it attains an elevation of 543 feet above high tide.
Hence the road descends the South Valley hill into the great
Chester valley, to Downingtown; from the summit of the
South Valley hill to the Big Brandywine bridge, which is 250
feet above tide, the descent is at the rate of 29 feet per mile.
After crossing the Little Brandywine, the road ascends the
North Valley hill until it attains the summit at Mine Ridge
Gap. Here the soil, being such as to forbid the excavation of
37 feet as originally intended, it was determined to increase the
grade so as to reduce the depth of excavation to 23 feet; the
grade, therefore, from the summit on both sides now stands at
45 feet per mile, for three-fourths of a mile, and thence a farther
distance of one-fourth of a mile at 40 feet, when it resumes the
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115
original inclination of 30 feet per mile. From the Gap summit,
which is 533 feet above high tide at Philadelphia, it proceeds
through Lancaster, and enters Columbia at the outlet lock of
the Pennsylvania Canal. The plane by which the town of
Columbia was formerly entered, is 1800 feet in length and 90
in height.
After many vexatious delays, occasioned by individuals,
whose personal interests were likely to be affected by the loca-
tion of the road, especially its eastern section, Major Wilson,
the efficient engineer in chief, proceeded to the execution of his
important task. Having determined upon its route, the prin-
ciples of its construction next engaged his attention. The
maximum grade of the line was fixed at 30 feet per mile and
its minimum radius of curvature 631 feet. These principles
were rigidly adhered to, with the trifling exception at Mine
Ridge Gap, above-mentioned. As the inclined planes augment
the expense and time of transit on this road, efforts have been
made to avoid them. A new route of six miles has been com-
pleted, by which that at Columbia is dispensed with ; the dis-
tance is nearly the same as the abandoned section, but its grade
is 35 feet per mile. Several routes have been surveyed for the
purpose of avoiding the inclined plane near Philadelphia but
as yet no alteration has been made. Two roads for this pur-
pose have been commenced by joint stock companies; the
West Philadelphia Rail-road, about 8 miles in length, with a
maximum grade of 57, and an average grade of 43.30 feet
per mile, and the Valley and Norristown Rail-roads ; by the
latter, the distance to Columbia will be increased 2.12 miles.
There are on the Columbia Rail-road nearly 57 miles of
straight line 12 miles with a mean radius of 2230 feet, and
the remainder with that of 822 feet. The width of the road is
25 feet in the excavations, the top width of embankments gene-
rally exceeds 25 feet. The deepest cuttings are between 30
and 40 feet, and the highest embankment is 80 feet. A build-
ing at the head of the Schuylkill inclined plane, contains a
stationary steam engine of 60 horse power. The rope used for
elevating the carriages, is an endless one, 9 inches in circum-
ference when new, and cost about $2,800. The first rope used
was 6.75 inches in circumference, and cost $2,100, weighed
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PENNSYLVANIA.
5.25 tons, and lasted about one year. On this plane cars pass
up and down at the same time.
The culverts, 75 in number, are built of stone, and the
masonry is either hammer or rubble work, with spans, varying
from 4 to 25 feet, and contain 31.161 perches of masonry.
The number of viaducts is 20 ; they are constructed with
stone abutments and piers, surmounted by wooden structures.
There are 33 bridges across the rail-way for public and private
roads.
The superstructure of the Schuylkill viaduct is of wood, with
distinct trusses, formed of arch piers, king-posts and braces.
The whole width from out to out is 49.67 feet, which admits
of three separate passages, two of 18.50 feet each, in- the clear,
and one of 4 feet; the latter is used for foot passengers ; one of
the former for two rail-way tracks, and the other for common
carriages. The spans are seven in number and six piers. The
whole length of wooden platform is 1,045 feet, and the height
of bridge floor above usual water line, is 38 feet. The total
cost was $133,947.
Valley creek viaduct has four spans, each 130 feet in clear
between the piers. Piers vary from 56 to 59 feet in height.
Cost, including stone work, $22,254. The wood work was
recently destroyed by fire, and replaced by a lattice bridge,
(depressed so as to admit of the rail-way being carried over the
top.) Cost, $17,218.
East Brandywine viaduct, four spans, two of 88.66 feet each,
and two of 121.58 feet in the clear. Clear width 18.50 feet ;
length of platform, 477 feet, and height of floor above water,
30 feet. Cost, $17,523.
The West Brandywine viaduct, has a wooden superstructure,
resting upon stone piers and abutments. Length of platform,
835 feet, divided into six spans ; its greatest height above the
water is 72 feet. The whole of stone and wood work. Cost,
$57,916. In this, like the one over Valley creek, the line is
carried over the top.
Big Conestoga viaduct, is 1412 feet in length, and is elevated
60 feet above the water; stone piers and lattice superstructure
on Town's plan. Cost, 31,503. The longest span of the bridge
is 120 feet.
Little Conestoga viaduct, stone piers and abutments; flooring
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PENNSYLVANIA.
117
804 feet in length elevation 47 feet above the water. Cost,
$15,359.
Mill Creek viaduct, length of platform 550 feet ; elevation
above the water 40 feet. Cost $9,273.
Pequea viaduct, single span 130 feet; cost $8,735. This,
like most of the others, is on Burr's plan.
Railway superstructure.-The entire length of single track
is 163.20 miles, 6 miles of which have granite sills, plated with
flat iron bars; 16 with wooden string pieces, similarly plated ;
2 miles with stone blocks and edge rails, having stone sills,
extending across the track at intervals of 15 feet ; and 137.20
miles with stone block and edge rail, having wooden sills across
the track, except on some of the embankments, where the edge
rail is secured to cross sills of wood, supported by mud sills.
Granite track-The trenches are dug in the direction of the
road, two feet wide and 22 inches deep, measuring from the
level of the top sill. Broken stone is then placed compactly,
in layers of 3 inches each. Upon this are laid granite sills
varying in length from 3 to 12 feet, and one foot in depth and
width. Holes are drilled into the stone, 3.50 inches in depth
and 5-8 of an inch in diameter. Into these holes, plugs of
locust wood are driven, to receive the spikes which secure the
iron bars, which are 15 feet in length, 2.25 inches wide and 5-8
of an inch in thickness. The inner edge of the sill is cham-
fered off for a width of two inches, and the outside is backed up
with broken stone. Horse power being used on the road when
this track was laid, a horse-path was formed of broken stone or
gravel 6 inches in depth. The average cost of one mile of this
track, including the trimming and dressing off half the width of
the road-way, was $10,179 20.
Wooden truck.-The trenches are dug across the road, four
feet apart, eight feet in length, one foot in width and 16 inches
in depth, (making 24 inches to top of wooden rail.) Into these,
broken stone is rammed in layers, upon which are laid sills of
chesnut or white oak, 7.50 feet long and 7 inches square. The
sills are notched to receive a yellow pine string piece, 6 inches
square, which is secured in its place by wooden wedges. Flat
iron bars are then spiked on, similar to those used on the
granite track; the horse-path is also similar. This track cost
$5,604 48 per mile.
11
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The two kinds of structure just described, have been in use
about seven years, during which the wooden sills and string
pieces have become much decayed ;' some of the bars also are
broken and displaced, and in consequenee they are working
leese. This part of the road is to be renewed with edge rails,-
a portion of which are already laid.
Edge ruils on stone blocks and sills-The trenches are dug
in the direction of the road, 28 inches wide and 24 deep from
top of bleck ; at 15 feet these are connected by a cross trench,
10 inches wide. Broken stone to the depth of 12 inches, is
well rammed in layers; the blocks and sills are then settled in
their places by heavy rammers, and backed up to their tops
with broken stone. The blocks are of granite or other hard
stone, 20 inches long, 16 wide, and 12 deep ; the sills are of
the same material, 6.50 feet long and one foot square, placed
across the track at every 15 feet the blocks are so arranged
as to give support to the rails at every three feet. Cast iron
chairs, weighing 15 lbs., are secured to the blocks and sills, by
bolts driven into cedar plugs previously inserted into the stone ;
there are two bolts to a chair, weighing 10 ounces each ;
between the stone and chair, a piece of tarred canvass is inlaid.
The rails are of rolled iron, 15 feet long, 3.50 inches deep,
parallel at top and bottom, and weigh 41.25 lbs. per lineal yard.
The rail is secured in the chair by two wrought iron wedges,
one on each side, weighing 10 OZ. The horse-path for this track
is formed of broken stone and gravel, 9 inches deep. Average
cost of one mile, $12,568 85.
Several miles of track were laid in á similar manner to the
above, emitting the stone sill, and substituting in its place two
blocks, at a cost of $10,927 88 per mile. This kind of track
was found so liable to spread, particularly in the spring of the
year, that wooden sills have since been put in at intervals, con-
neeting the two rails of the track.
Edge rails on stone blocks and locust sills.-This kind of
track is similar to the edge rail track already described, with
the following exceptions ; instead of stone, locust sills are used,
placed 15 feet apart on the straight lines, and 9 feet apart on
the curves ; to suit which, some bare were rolled in lengths of
18 feet ; the stone horse-path is dispensed with, the tops of the
blocks and sills being level with the graded surface of the road.
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PRENSYEVANIA.
119
The average cost of one mile on this plan is $13,249 92
the excess over the cost of the track in which stone. sills
were used, is owing to a rise in the cost of iron, from $41 to
$50 per ton, (delivered at the eastern end of the road.)
On newly formed embankments the following plan was
adopted : longitudinal trenches were dug, 22 inches wide, and
22 inches deep broken stone to the depth of 6 inches, being
rammed in, string pieces of white oak or chesnut were laid, 12
inches deep by 10 inches. wide; these being notched to the
depth of two inches, cross sills of the same material, 6 by 8
inches, were secured to them at every 3 feet by pins or wedges.
On these sills the iron chairs, rails, &c. were placed. The
trenches were connected at intervals, by cross trenches, running
out to the edge of the embankment, for the purpose of carrying
off the water. This description of track cost $12,905 35 per
mile. This road having been originally constructed for horse
power, a system of turn-outs and side-tracks was adopted.
Turn-outs were placed at intervals from one track to the other,
and side-tracks were laid, adjacent to each of the main lines, at
the distance of one mile and a half apart, for the whole length
of the road ; these side-tracks measured as follows :-160 feet
in length parallel to the main track, and 70 feet at each end,
curved to the intersection with the outside rail of main track.
They afforded a space of about 200 feet in length for cars, and
as the cars always entered in the same direction after both
tracks were completed, only one moveable switch was used.
Upon the introduction of steam power, the old castings having
been found objectionable, were displaced, and others better
adapted to this object, laid down; most of the side-tracks were
also removed.
The following table exhibits the cost of the Columbia Rail-
way, as nearly as can be ascertained. It must, however, be
borne in mind, that since the road was opened for public use,
various sums have been appropriated to it, in addition to pre-
vious appropriations; some portions of which belong, properly,
to the item of construction, while others have been applied to
objects not connected with its construction.
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120
PENNSYLVANIA.
Total cost of the Columbia and Philadelphia Railway.
Grading,
$649,158 69
Culverts,
74,113 94
Viaducts or rail-way bridges,
327,695 80
Road and farm bridges,
42,055 00
Fencing,
65,410 86
Rail-way superstructure,
2,181,156 25
Building and machinery,
111,787 12
Engineering and superintendence,
133,934 31
Damages,
54,833 29
Repairs,
42,451 76
Incidental,
11,980 18
Alteration to accommodate the city of Lan-
caster,
60,000 00
$3,754,577 20
Since the road was opened in 1834, the following items of
expenditure are to be added :-
Locomotive engines,
$327,203 41
Additional buildings, turn-outs, &c.
37,511 16
Retained per centage on former contracts,
5,134 08
Engineering,
4,741 25
New ropes at inclined planes,
11,584 34
Embankment at Maul's bridge,
1,796 34
Renewal of wooden track,
18,907 48
Rebuilding Valley Creek bridge destroyed by
fire,
17,218 13
New road to avoid Columbia inclined plane, 118,123
53
Grand total
$4,296,796 92
The total expenses of working the road for one year, com-
mencing October 31st, 1837, to October 31st, 1838, were :-
Ordinary road expenses,
$44,033 23
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PENNSYLVANIA,
121
Motive power
"
133,820 99
$177,854 13
Receipts during the same period.
Road tolls,
$233,588 75
Motive power tolls,
164,052 74
$397,641 49
Deduct expenses,
177,854 13
Profit to the state,
$219,787 36
During the year just mentioned there were 103,336 passen-
gers and 87,180 tons of merchandize conveyed upon the road.
All the cars used on the road belong to individuals or com-
panies, but the motive power is furnished by the state. Horse
power is used on the West Chester Rail-way and a few others.
The officers and attendants of the road consist of one "super-
intendent of motive power," who has charge of every thing in
that department. One supervisor, who is charged with the
repairs, &c. These officers are wholly independent of each
other ; they appoint all persons employed under them, respec-
tively, and report annually to the Board of Canal Commissioners,
by whom the collectors of tolls, five in number, are appointed.
The rates of toll, vary from 6 mills to 4 cents per ton (of2000
pounds) per mile ; there are twelve different rates, the average
of which would be 2 cents per ton per mile. The lowest rates
are for coal, stone, iron, vegetables, lime, manure, and timber, and
the highest are for dry goods, drugs, medicines, steel and furs.
On the United States mail, the toll is one mill per mile for
every 10 pounds; on every passenger, one cent per mile. In
addition to these rates, a toll is levied of one cent per mile on
each burthen car, two cents on each baggage car, and on every
passenger car, one cent per mile for each pair of wheels. The
motive power toll is, for each car having four wheels, one cent
per mile, for each additional pair 'of wheels five mills, for each
11*
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122
PENNSYLVANIA.
passenger, one cent per mile, and for all other kinds of loading,
12 mills per ton (2000 pounds.) The owners of cars now
charge $3 25 for each passenger, and $7 50 for every ton of
merchandise conveyed the whole length of the road, they pay-
ing all tolls; which is at the rate of 4 cents per mile for a
passenger, and 91% cents per mile for a ton of goods.
The heavy locomotives now used for the transportation of
freight, are capable of drawing thirty-five cars, each with a
load of three tons, or one hundred and five tons, exclusive of the
cars, engine and tender; if these be added, the whole will be
190 tons. The number of locomotives on the road at the date
of the last report, was thirty-six, of which twenty-seven were in
good order. The daily duty of the engines is to run about
seventy-seven miles. During the year 1839, 51,156 cars passed
ever the Schuylkill plane, and 52,664 over that at Columbia.
Subjoined is an article relative to the cost of motive power,
which is from the American Rail-road Journal, and which, in
connection with the preceding remarks will afford a satisfactory
view of the whole subject.
" In 1838 the cost of motive power, for repairs, oil, fuel,
attendance, &c., was per mile run on the
Boston and Lowell Rail-road,
94 cents.
Boston and Worcester Rail-road,
79
"
Baltimore and Ohio Rail-road,
1 60 "
Richmond and Fredericksburg Rail-road,
80 "
Philadelphia and Columbia Rail-road,
55 "
The length, and the manner in which each of these roads is
built, and the kind of engines used on them, are all before
the world, and we presume our readers are familiar with
their history ; it is therefore unnecessary to make any
remarks with regard to them. It is also well known that the
Philadelphia and Columbia Rail-way is owned by the state of
Pennsylvania, and the motive power is supplied by the state,
while the cars are owned by individuals or companies. In
making a statement of what profit the road would have given
to the state, if it had owned the cars, we will assume an indebt-
edness for them in addition to the cost of road and motive power,
when we shall find that it paid a profit upon the whole outlay,
of nearly 12¢ per cent.
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PENNSYLVANIA.
123
Original cost of the road,
$3,333,236
Fifty locomotive engines cost
336,000
Various appurtenances,
330,764
Cost of passenger depots, supposed,
200,000
Pay of agents and officers,
55,625
Three hundred and sixty-three cars at $275 each, 99,825
Twenty passenger cars at $2,000
40,000
Wear and tear,
27,964
Contingencies,
20,000
4,443,414
In the year 1838 there was carried over the
road 87,180 tons 82 miles at $7 50 per ton, 653,850 00
75,612 passengers, $3 25,
245,739 00
$889,589 00
The expenses were for carrying
87,180 tons at $2 50,
$217,950
The expenses were for carrying
75,612 passengers at $1 60, 120,979 80
338,929
80
Net receipts, $550,659 20
Which is 12.39 per cent on the preceding statement of cost.
We consider it as very remarkable that the state can manage a
road with more profit than a company ; yet so it is; and as
some may doubt the correctness of the assertion, we give the
different expenses in detail; which are as follows:
A statement of the cost of working the Philadelphia and
Columbia Rail-road, from October 31st, 1837, to October 31st,
1838.
Cost per trip, the distance of 82 miles, $44 03 c. 5 m.
The fuel costs per trip, of 82 miles,
14 04
1
Cost per ton, the distance of 82 miles,
1 55
3
Cost per ton per mile, 7,562,040 tons,
1
8
Fuel cost per ton, 82 miles,
50
79-1000
Cost of repairs per ton, 82 miles
27
4
Cost of repairs per ton per mile,
3
3
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124
PENNSYLVANIA.
Cost per mile travelled for repairs of en-
gines,
9 c. 7 m.
Cost per mile travelled 260,400, inclu-
ding all repairs, attendance, &c.,
54
99-100
Cost of maintenance of planes per ton,
82 miles,
18
3
Engineer's and firemen's pay per ton,
82 miles,
18
8
Cost of maintenance of planes per mile
per ton,
2
2
Engineer's and firemen's pay per ton
per mile,
2
3
Cost for fuel per mile travelled,
13
86-100
No. of tons per trip way and through,
28 1-5 useful load,
No. of cars per trip 14 2-7.
Cost of oil per ton per trip, 82 miles,
7 1
Cost of oil per ton per mile,
8
Cost of oil per mile travelled,
2 5 2-10
No. of tons through and way trains,
useful load 42 1-7
Total number of tons hauled, allowing 15 passengers to a ton,
and 87,180 tons of merchandise, was 92,204 tons 82 miles,
as copied from the book of performances kept in that year.
A. statement of the work done on the Philadelphia and
Columbia Rail-way by 13 engines, manufactured by M. W.
Baldwin, and the cost; said engines being taken in order as
they came on the road, being the 13 last furnished by him to
the state, from the time they commenced running till 31st
October, 1838. [See Table next page.]
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No. of
No. of ts.
No.
No. of
No. of
ts. dis.
dis. 1 m.
No.
of ts.
Cost of
cars
per
When commenced.
Class.
travel-
3 ts. pr
cent of 45
trips.
Cost pr. m.
Cost
Cost
1837.
miles
77 ms.
over as-
of
repairs
haul'd.
haul'd
pr.
pr. ton
trip
to
ton
dis. 77
led.
car.
ft per mile.
thro'
engines.
prm.
miles.
Westchester, Feb.
19.*
3d
30.636
1.973
5.919
455.763
268
22.08
1.715.97
5c6m
.76
c28.97
Virginia, Feb. 19.+
"
36.421
3.729
11.187
861.399
473
23.65
1.658.48
4.55
1.92
14.82
Paoli, Feb. 19.+
"
36.036
3.426
10.278
792.099
468
21.98
1.148.45
3.16
1.44
11.14
Connestoga, F'b. 22.+
1st
5.929
1.549
4.647
357.819
77
60.35
131.62
2.21
.36
2.83
Ed. F. Gay, March
24.
"
25.872
7.265
21.795
1.678.215
336
64.86
1.475.78
5.63
.87
6.68
Parksburg, April 2.
"
24.178
6.361
19.083
1.469.391
314
60.77
1.591.29
6.58
1.08
8.33
Octarara, April 7.
"
13.552
3.628
10.884
838.068
176
61.84
771.90
5.69
.91
7.09
PENNSYLVANIA.
Pequa, April 24.
"
14.168
3.664
10.992
846.384
184
59.73
1.221.69
8.61
1.44
11.11
Downingtown,A 16.
"
26.257
7.074
21.222
1.634.094
341
62.23
1.475.23
5.64
.9
6.95
Indiana, May 1.
"
26.026
6.975
20.995
1.611.225
338
61.90
562.80
2.16
.34
2.68
Mississippi, May 9.
"
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15.323
3.915
11.745
904.365
199
59.02
1.384.01
9.04
1.41
11.07
Montgomery, May 15.
"
21.406
5.261
15.783
1.215.291
278
54.99
830.64
3.88
.68
5.32
Wisconsin, May 28.8
"
8.624
2.160
6.400
480.960
112
51.85
82.22
.95
.17
1.26
274.428
56.980
170.940
13.162.380
3.564
14.031.59
5.18
1c.
9.
avera.
avera.
average.
* This was run 10,000 miles, below the Schuylkill plane, of which the number of cars was not kept.
t Ran the passenger train.
1 This was on the Portage road six months.
§ This was used on a ferry boat, at Clark's ferry, all the season.
125
126
penneylvania.
N. B. 'All those engines whose repairs exceed $1000, met
(during the period of seventeen months, at different times,) with
accidents, such as running off the track, and breaking their
axles, springs or frames, so that the mere wear alone, or
repairs occasioned by running, would have been less. The
West Chester is not allowed any cars or expenses for 10,000
miles which she run from Broad-street to the Schuylkill plane
-all her repairs being charged to the number of cars she
hauled over the road, which, if allowed, would diminish her
expenses considerably.
The Paoli and Virginia, run with passenger trains, took less
cars, but run more trips-the first running 473 out of 530
working days; the second 468 out of the-same number of days.
One losing 57 days, the other 62. The other engines did not
fill up the time so, because freight was not to be had at all
times."
ALLEGANY PORTAGE RAIL-ROAD. This work commences at
the termination of the Central Division Pennsylvania Canal, at
Hollidaysburg, pursues a W. N. W. course to Blair's Gap, and
thence turningto,thes. W. enters and passes.along the valley of
the Connemaugh to Johnstown, in Cambria county, having tra-
versed in its course portions of Huntingdon, Bedford and Cam-
bria counties. This road is connected with the central and west-
ern divisions of the Pennsylvania Canal, by two-extensive basins,
with which it communicates with slips and branch rail-ways.
Length 36.69 miles; rise from Hollidaysburg to the summit
1398.71 feet, in a distance of 10.10 miles; and fall from the
summit to Johnstown 1171.58 feet, in a distance of 26.59
miles; total rise and fall 2570.29 feet; of which 2007.02 are
overcome by planes, varying in inclination from 4° 9' to 5° 51',
or from 7.25 feet to 10.25 feet elevation, to -100 feet base.
The planes are all straight in plan and profile; and 563.27 feet
by grading. With the exeeption of the ends, the grades never
exceed 21.12 feet, and are generally between 10 and 15 feet,
per mile. Aggregate length of the bases of the inclined
planes, 4.37 miles, and that of the graded portion of the road,
32.32 miles. The embankments are 25 feet wide on the top.
There are four extensive viaducts; one over the Connemaugh
at the Horse Shoe bend, which is a magnificent structure, with
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PENNSYLVANIA
127
a single arch of 80 feet span, and the top of the invistity it 70
feet above the surface of the water. The cost of this work
was $54,562.24. One at the Ebeasburg branch ; one at the
Mountain branch ; and one across the Beaver Dam branch of
the Juniata. Of culverts there are 68 ; 85 drains; and several
bridges; 11 levels; 10 inclined planes, 5 on each side of the
mountain; 1 tunnel, about four miles from Johnstown; it is
901 feet long, and 20 feet wide by 19 high within the arch ; cest
of tunnel $87,498 85. Width of the road 25. feet, exclusive
side drains.
The edge rails used on the Allegany Portage, are " parallel"
rails of rolled iron, weighing about forty pounds per lineal yard.
They are supported by cast iron chairs, which weigh on am
average about thirteen pounds each. The rail is secured in
every chair by one iron wedge. The stone blocks which sup-
port the chairs, contain three and a half cubic feet each, and
they are imbedded in broken stone, at a distance of three feet
from centre to centre. On a part of the rail-way, the chairs
are laid upon a timber foundation ; and on the inclined planes, and
along the canal basins, at the two terminations of the road,
flat rails upon timber are used. At the head of each inclined
plane, there are two stationary steam-engines of about thirty-
five horse power each, which give motion to the endless rope,
to which the cars are attached. Only one engine is used at a
time, but two are provided to prevent delay from accidents.
Four cars, each loaded with 7000 lb. can be drawn up, and
four may be let down at the same time; and from six to ten
such trips can be made in an hours A safety car attends the
cars, both ascending and descending, and stops them in case of
accident to the rope, which adds greatly to the security. The
grubbing and clearing of the Portage Rail-road cost $30,524.
This work was equal to cutting a road through a dense forest,
120 feet wide and about 30 miles long. The grading of the
rail-road, including the grubbing and clearing, and all work
done under the contracts for grading cost $472,162 594.
This work includes,
337,220 cubic yards of common excavation.
212,034
"
slate or detached rock.
566,932
"
hard-pan or indurated clay.
210,724
"
solid rock.
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14,857 cubic yards of solid rock in tunnel, at $1 47.
967,060
"
embankments carried over 100 feet.
67,327 perches slope-wall, of 25 c. feet.
13,342
"
vert. " and wall in drains.
The viaducts and culverts, and the skew bridge for carrying
the turnpike over inclined plane No. 6, contain 28,368 perches
masonry, and their total cost was $116,402 64±. For the first
track and the necessary turn-outs, including a double track
upon the inclined planes, there were delivered 50,911 stone
blocks, each containing three and a half cubic feet, cost
$27,072 15 ; and 508,901 feet lineal of 6 by 8 inch timber;
239,397 feet of 10 by 10 ; and 2,842 feet of 12 by 12 inch
timber, of white oak and pine, which cost $47,184 50. The
work done under the contracts for " laying" rail-way on the
first track, including furnishing broken stone, amounted to
$135,776 26. The total cost of British iron at Philadelphia
imported for the first track, was $118,888 36. The aggre-
gate cost of all the work done and materials furnished under
contracts for the first track of rail-way, was $430,716 591.
For the second track there were imported 16,976 bars of
edge rails, each eighteen feet long, which weighed 1803
tons, 14 cwt. gross, and cost at Philadelphia $87,494 80, or
#48 51 per ton. The aggregate cost of all work done, and
materials furnished under contracts for the second track of rail-
way was $362,987 051. Aggregate cost of work done and
materials furnished under contracts for building ten stationary
engines and machinery at the inclined planes, houses, sheds,
dwelling-houses for enginemen, wells, water-pipes and ropes,
first set, was $151,923 304.
General statement of the cost of Portage Rail-road.
Cost of Grading,
$472,162 59¥
Masonry,
116,402 641
First track of Rail-way,
430,716 591
Second "
"
362,987 50f
Buildings, Machinery, &c. at planes,
first set,
151,923 301
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Ten Stationary Engines, second set, 37,779 25
Buildings, &c. for second set of en-
gines,
21,048 59
Depots, Machine Shops, Water Sta-
tions, Weighing Machines, and
various works,
41,336 661
$1,634,357 691
The above sum is the cest of constructing the Portage Rail-
road at the contract prices; but it does not include office
expenses, or engineering, or the extra allowances made to
contractors, in a few instances, by the legislature after the
work was completed, and beyond the contract prices.
Four locomotive engines have been used upon the ' long
level," but the expenses of them belong to another account.
In its course from Hollidaysburg to Johnstown the road
attains an elevation of 2,491 feet above the Atlantic ocean.
At Johnstown the Portage Rail-road joins the Western Division
of the Pennsylvania Canal.
The execution of this important work was authorized by an
act of the legislature of Pennsylvania, passed on the 21st of
March, 1831. It was commenced on the 12th of April, 1831,
and completed March 18th, 1834.
PHILADELPHIA RAIL-ROADS. The various important rail-
roads which concentrate at Philadelphia, are extended into the
city and surrounding districts by several minor works; among
which are the following:
CITY RAIL-ROAD, commences at the termination of the
Columbia Rail-road, at the intersection of Vine and Broad
streets; extends thence down the latter, and terminates at the
crossing of Cedar or South street, where it unites with the
Southwark Rail-road. Length 1 mile; double track.
MARKET-STREET BRANCH OF THE PRECEDING, leaves the
main line at Broad street ; proceeds eastward to Third street;
thence south, to, and along, Dock street, to an extensive range
of buildings, erected by the city authorities, for the accommoda-
tion of the tobacco trade. Length 1.25 miles; double track
to Eighth street; thence to Dock street, single track; and
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along Dock street double tracks are laid. These roads are the
property of the city.
NORTHERN LIBERTIES AND PENN TOWNSHIP RAIL-ROAD,
diverges from the Columbia Rail-road near its eastern terminus,
and proceeds eastward, along James and Willow streets, to the
Delaware. In its course it is intersected by the Germantown
and Norristown, and Philadelphia and Trenton Rail-roads.
Length, about 1.25 miles ; constructed by a joint stock com-
pany.
SOUTHWARK RAIL-ROAD, extends from the termination of the
City Rail-road at Broad and South streets, along the former, to
Prime street, where it is intersected by the Philadelphia and
Wilmington Rail-road. After uniting with that road, it curves
towards the east, and proceeds down Prime street to the Dela-
ware, near the Navy Yard. Length, about two miles.
A branch leaves this road and extends, along Swanson street,
to South street. Length, half a mile.
WEST PHILADELPHIA RAIL-ROAD, Pa., commences on the
Schuylkill river about 400 feet below the Market-street bridge,
a
north-west
Hamilton
and
Mantua
pursues the feet avoid maximum but villages, of about VALLEY Philadelphia. the Columbia per the 8 work miles mile. and inclined grade RAIL-ROAD, is joins and from The now is It Philadelphia plane 57 the the is suspended. grading feet course, 20.25 Schuylkill. extends on Columbia per the miles of mile, through Rail-road, from latter this and in and This Norristown road length, at its Philadelphia Peters's about road average is with principally is 31 to a Island. grade intended miles a maximum Rail-road point 43.30 done, west Its on to
inclination of 35.70 feet per mile. From Norristown the road
has ascending grades nearly its entire length.
WEST CHESTER RAIL-ROAD, connects the Columbia Rail-
road with the village of West Chester ; it commences on the
South Valley Hill, 22 miles from Philadelphia, and pursues the
general course of the ridge about 10 miles to West Chester, in
Chester county. Single track, though graded for two tracks.
Width between the tracks is 4 feet, 84 inches. Maximum
radius of curvature, 1260 feet ; minimum, 541 feet. Greatest
inclination 40 feet per mile ; constructed in 1832; cost $90,000.
HARRISBURG, PORTSMOUTH, MOUNTJOY AND LANCASTER
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RAIL-ROAD. This company was incorporated in 1832 ; since
which time various supplements to their charter have been
enacted by the legislature, under which their corporate privi-
leges are now exercised. The road was commenced in 1836,
and a single track completed in September, 1838. It is pro-
posed to lay down, immediately, another track of the best T
rail iron. Length, 35.50 miles. Maximum inclination 42.24
feet per mile, but generally under 35 feet; the radii of the
curves are mostly 2640 feet, and only one where the radius is
less than 1000 feet. More than 22 miles of the road is per-
fectly straight. It has one tunnel, 850 feet in length. Total
cost of the road, locomotive engines, &c. $859,537 03 or
$24,212 31 a mile.
The gross receipts of the company for tolls were, in 1837,
$38,536 44; in 1338, $64,532 94, and in 1839, $92,894 72.
Total in those three years, $195,964 10; from which deduct
expenses, $139,524 50 net gain $56,439 60.
Two dividends, amounting to 10 per cent. on the cost, were
declared in 1839 : leaving a surplus of $16,614 72, which has
been partly applied to the liquidation of the company's debts,
and partly expended on the repairs of the rail-road. Already
the sum of $49,146 43 has been expended in repairs, which
became necessary in consequence of the settlement of the em-
bankments and the abrasion of the slopes. This road forms a
section of the line towards Pittsburg, commencing on the
Columbia and Philadelphia Rail-road in Lancaster, and termi-
nates at Harrisburg, where the Cumberland Valley Rail-road
commences.
CUMBERLAND VALLEY RAIL-ROAD, is a continuation of the
Lancaster and Harrisburg Rail-road. After leaving Harris-
burg and crossing the Susquehanna, the road proceeds with a
general ascending grade, nearly due west, to Carlisle, in Cum-
berland county thence, gradually curving towards the south-
west, it enters Newville. Here the road taking a south-west
direction, and passing through Shippensburg and Green Village
whence the grade descends, enters Chambersburg in Franklin
county. Length 50 miles. This road constitutes a part of the
great western route to Pittsburg, &c.
FRANKLIN RAIL-ROAD, is a prolongation of the preceding.
Its course, after leaving Chambersburg, is nearly south, which
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is pursued, and passing through Greencastle, and along the left
bank of Conecocheague creek, enters and terminates at Wil-
liamsport on the Potomac, in the state of Maryland, where the
road intersects the Ohio and Chesapeake Canal. Length 30
miles.
CHAMBERSBURG AND PITTSBURG RAIL-BOAD. The line
proposed for this work, commences at Chambersburg, passes
through Cumberland valley, crossing the west branch of Cone-
cocheague creek some distance below Loudon, thence ascend-
ing the side of Cove Mountain, it reaches Cowan's Gap, and
descending the valley of Augwick creek, by the Burnt Cabins,
to Sidling Hill Run, it proceeds up that stream. Passing
through Well's valley, the line meets Ray's Hill, or properly a
point where the Harbor Mountain joins the Broad Top Moun-
tain, where a tunnel will be necessary. The line then proceeds,
and, passing into Woodcock valley, and through the valley
of Bloody Run, enters the town of Bedford. Thence over Dry
Ridge and Deeter's Run, it encounters the main ridge of the
Allegany, which must be tunnelled ; and then passing on three
miles north of Somerset, it ascends Laurel Hill; thence to
Laughlintown, and along the valley of Loyalhanna, through
a gap in Chesnut Ridge, it reaches Greensburg. From Greens-
burg it proceeds along Brush and Turtle creeks, and thus
gains the valley of the Monongahela, which is followed to
Pittsburg. Length of line 243 miles. It attains an elevation of
2081.69 feet at Laurel Hill.
Other lines from Chambersburg to Pittsburg have also been
surveyed by the state engineers; but as no route has yet been
definitively located, any further notice of them at this time, is
deemed unnecessary.
YORK AND WRIGHTSVILLE RAIL-ROAD. This road, although
the work of a private company, may be regarded as an exten-
sion of the Columbia and Philadelphia Rail-road. It unites
with that road at Columbia, crosses the Susquehanna to
Wrightsville, and thence proceeds to York, where it meets the
unfinished rail-road to Gettysburg, and the Baltimore and Sus-
quehanna Rail-road, now in operation. Length 13 miles.
STRASBURG RAIL-ROAD, in Franklin county, extends from the
Cumberland Valley Rail-road to the town of Strasburg; 7 miles
in length.
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MARIETTA RAIL-ROAD, from Columbia to Marietta.
BALTIMORE AND YORK RAIL-ROAD. See Susquehanna Rail-
road, Maryland.
PHILADELPHIA AND READING RAIL-ROAD. This road has
its point of outset at the foot of the inclined plane, on the
Columbia and Philadelphia Rail-road, on the west side of the
Schuylkill, about three miles from the city of Philadelphia.
Ascending the right bank of the river Schuylkill, through
Montgomery, Chester and Berks counties, the road enters the
town of Reading in the last named county. It was commenced
in 1835, under the orders of a joint stock company, and opened
for public use on the 17th of July, 1838. A branch leaves the
main line at the Falls of the Schuylkill, and thence proceeds
in an eastwardly direction, and intersects the west bank of the
Delaware, at the village of Richmond, three miles from Phila-
delphia. This branch is designed for the accommodation of the
coal business. The entire length of this road from the Dela-
ware to Reading, is 59 miles: and from its junction with the
Columbia Rail-road, 54 miles. An extension of this work to
Pottsville, 36 miles from Reading, is nearly completed its
structure is similar to that of the southern section. The
heaviest grade from Reading to Philadelphia is 19 feet to the
mile, for about 17,700 feet; between those points, there are
152,600 feet of level, and the remaining distance is divided into
grades, varying from 1.5 to 11.8 feet per mile. All of which,
as well as those between Reading and Pottsville, descend in
approaching Philadelphia. About 30 miles above Philadelphia,
the line passes through the Black Rock Tunnel, which cost
$150,000. At Flat Rock, 8 miles from Philadelphia, is another
tunnel, 960 feet long, cut through gneiss rock. Near Port
Clinton is a third tunnel, 1600 feet long. The shortest radius of
curvature is 819 feet, and but 1480 feet struck with this radius.
The other curves generally average from 2000 to 3000 feet
radius. Total cost, including Pottsville extension, $5,000,000.
Plan of construction.-The H rail is employed, weighing
451 lbs. per yard lineal ; each bar is 184 feet in length, with
square ends, and weighs, on an average, 282 lbs., or 8 bars to
the ton. With exception of the square ends, the form of the
rail resembles that on the Washington branch of the Baltimore
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and Ohio Rail-road, except that it is 51 lbs to the yard heavier
than the latter.
The rail is laid upon the white oak sleepers, or cross ties, 7
feet in length, and hewn upon the upper and lower sides, so as
to have a flat surface for the under bearing, and a similar one
for the rail to rest upon of 8 inches wide ; the depth of the
sleeper being 7 inches uniformly. These are laid 3 feet 11
inches apart from centre to centre, and cost, upon an average,
delivered at distances apart of about two miles, on the graded
surface of the road, about 60 cents each. Timber is scarce
and dear upon the Schuylkill, and it was said that these were
brought by the Union Canal from Huntingdon county. Each
sleeper is laid upon a prism of broken stone, deposited in a
trench 14 inches deep, 12 inches wide, and 9 feet long, trans-
versely of the line of the track. The cost of broken stone
was, on an average, (for this the first track) $1 10 per perch
of 25 cubic feet, delivered in heaps 10 feet apart on the road
surface. Two sizes of broken stone were used, the one to pass
through a two inch, the other through a 3 inch ring, the larger
of which constitute the lower portion of the mass. The stone
were placed and compacted in three different layers, one upon
the other. The spaces between the sleepers are filled with
clay, or any material most convenient to be obtained. This
filling reaches the top surface of the sleepers in the middle of
the track.
Every sleeper (except where there is a chair) is notched to
a depth of about one-fourth of an inch, to receive the lower web
of the rails. These notches cost 5 cents per sleeper, which is
not included in the 60 cents above-mentioned.
Of the fastenings, it may be observed, that the rails, at their
joinings, rest upon cast iron chairs, let into the sleepers by
means of notches cut for that purpose. The chair is 6 inches
square at its lower surface, where it is five-eighths of an inch in
thickness. Upon that side of the chair situated upon the outer
side of the track, and upon the entire length of the chair, there
is a portion of the casting having an upward projection, and
passing over the lower web of the rail upon that side, and
thence to the stem of the rail ; and also extending to, or very
nearly to, a contact with the under side of the upper web.
Through this upper projecting part of the chair, there are two
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square countersunk holes, to receive square bolts, with heads
formed to fill the said countersunk holes: each bolt passes
through one of these holes in the chair horizontally, and like-
wise through a hole in the stem of the rail, near its end. The
hole in the rail, however, is not precisely square, as it is in the
chair, but is three-fourths by seven-eighths of an inch, and
situated at a clear distance of three-fourths of an inch from the
end of the rail. The hole in the chair is for a bolt five-eighths
square, and the head of the bolt to fill the countersink, is fifteen
sixteenths. Upon the inner side of the rails, a nut screws upon
each bolt, to hold the ends of the two rails to the chair, and in
proper line, whilst the hole in the rail is wider than the bolt to
allow for contraction and expansion from change of tempera-
ture. The bolt and nut weigh seven ounces, and the chair 101
lbs., and is held in place by means of four spikes, the heads of
which pass over the edge of the chair, whilst their stems are
driven into the sleepers, and also fill recesses left for that pur-
pose in the corners of the chairs in casting them. The same
kind and size of spike is used to fasten the rail to each sleeper,
(except where the chairs are) the head of the spike passing over
the edge of the lower web on each side of the rail. The spikes
are six inches in length, and their stems are three-fourths by five-
eighths of an inch, and they weigh about three-fourths of a lb.
each. It is thought that the stem should be square, and the
length 4½, or at most 5 inches.
The varied cost of the iron rails at Philadelphia, averaged
about $60 per ton. And the cost of the conveyance to the
road, by means of the Schuylkill Navigation, was $2 60 per ton.
There are in the mile of track,
Bars of rails, in number 563, weighing
71 tons.
Chairs,
do. 563,
do.
5,910 lbs.
Spikes,
do. 7,882,
do.
4,524 "
Screw bolts & nuts, do. 1,126,
do.
481 "
Sleepers of wood, do. 1,689.
The track cost an average rate of $1 50 per sleeper, or
$2,533 per mile, exclusive of the cost of all the iron materials,
at Philadelphia.
The cost of laying down this single track of rail-way, con-
sisting of excavating the trenches to receive the broken
stone-putting down the broken stone-laying, notching, and
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adjusting the sleepers-putting on the chairs and the iron
rails complete-has been, on an average, 40 cents per sleeper,
or $675 60 per mile of track : to which add, for contingencies,
such as cutting the iron bars, in order to make the joinings of
each two have a position opposite to the middle of the length
of the opposite rail, or bar, (this being a condition uniformly
observed in the track) extra transportation, cleaning the side
ditches, making crossings, &c. &c., say about $200 per mile.
The above-mentioned 40 cents per sleeper, or $675 60 per
mile, is included in the aforesaid $1 50 per sleeper, or $2,533
per mile. The contracts for laying down the rail-way were
made at SO much per sleeper, viz. 40 cents as above.
The entire cost of the single track, as laid, is stated to be
$7,617 per mile, inclusive of materials and workmanship.
The Tunnel, about 30 miles from Philadelphia, is 1932 feet
in length, 19 feet wide, and feet in extreme height. The
sides are cut perpendicular at a height 10.9 feet from the
bottom of the grade line, which is ten inches below the top of
the rails. Above this the form of the cross section is that of a
semi-ellipse, rising 6.4 feet. The faces of the excavations of
the openings at the ends of the tunnel, are respectively 47 and
55 feet in height, and these are secured by well dressed
masonry. Except at the ends, no masonry is required, as the
rock, called here Grauwacke slate, appears to be of sufficient
tenacity, to justify dispensing with arch masonry.
Stone Viaduct.-At the northern end of the tunnel, the road
immediately crosses the Schuylkill to its left bank, by means
of a stone bridge.
Length 4 spans, each 72 feet,
288 feet.
3 piers, " 8 "
24 "
with circular wing walls to support the banks, &c. Width of
structure, from out to out, 18 feet 4 inches. Roadway above
low water mark 24 feet. Versed sine of each arch 161 feet,
the form being that of a circular segment of 471 feet radius.
The abutments and piers are founded upon the rock from 8 to
12 feet below the surface of low water, by the use of coffer
dams. The work is laid in Roman cement below the water
surface, and in common mortar above that line. The whole
exterior is of cut stone, and has a very light and beautiful
appearance.
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The Philadelphia and Reading Rail-road, with its extension
to Pottsville, completes the line of communication between
Philadelphia and the anthracite coal region of Schuylkill
county and comes in direct competition with the Schuylkill
Navigation, which unites the same points, and pursues nearly
the same course as the former. It connects with the Mount
Carbon Rail-road, and by means of it, with the Danville and
Pottsville Rail-road. It will also, at the same place or at
Mount Carbon, half a mile below Pottsville, be connected with
the Mill Creek and Schuylkill Valley Rail-roads, either by the
extension of one or other of the last named rail-roads, or by a
branch of the Reading Rail-road of less than two miles to Port
Carbon. At Schuylkill Haven it connects with the Mine Hill
and Schuylkill Haven Rail-road and at Port Clinton, 15 miles
below Pottsville, it connects with the Little Schuylkill Rail-
road, by which the Lehigh Coal and Navigation Company can
transport their coal to the Reading Rail-road. It will thus be
perceived, that the Reading Rail-road unites with all the
rail-roads in the coal region of Schuylkill county, by which
the coal is, at present, brought in cars to the Schuylkill
Canal.
Some idea of the character and construction of the Phila-
delphia and Reading Rail-road may be formed from the fact,
that an engine weighing 11 tons, conveyed over the road from
Reading to Philadelphia, 101 cars, with a gross weight, including
the engine, of 423 tons, at an average speed of 10 miles per
hour. Among the freight were 2002 barrels of flour, weighing
1901 tons! Amount of freight for this trip, $835 19, and
expenses of every sort, including the return of the empty cars,
&c., $105 94; net profits, $729 23.
LITTLE SCHUYLKILL RAIL-ROAD. Commences at Port Clin-
ton, at the junction of the two principal branches of the Schuyl-
kill; and extends to the mines at Tamaqua, at the foot of the
Broad Mountain. Length 23 miles; single track, although
graded for a double track. The radii of curvature are in gen-
eral from 477 to 1000 feet. Rise, 406T1 feet.
DANVILLE AND POTTSVILLE RAIL-ROAD. Commences at a
point on the Mount Carbon Rail-road, 21 miles N. W. of
Pottsville; by a deep cut and tunnel, of 700 feet in length,
the road passes into and along the valley of Mill Creek, until
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it reaches, by four inclined planes, the first summit on the Broad
Mountain, 1014 feet above Sunbury. Thence it descends the
Broad Mountain by a plane, which depresses the road nearly
400 feet to a level, 21 miles in extent, when the sixth inclined
plane conducts it to another level of four miles. The line then
proceeds and gains the summit between the Mahonoy and Sham-
okin creeks, by the seventh plane and an ascending grade, and
then descends the Shamokin valley to Sunbury on the Susque-
hanna ; length 44.54 miles. A branch, 7 miles long, from the
main line to Danville is proposed entire length 51.54 miles.
The eastern section of this road was opened for use on the
24th of September, 1834. On this section there are 1 large,
and 4 inferior inclined planes. The former, in Mahonoy valley,
is 1650 feet in length, and overcomes an elevation of 345 feet,
and the 4 latter 700 feet.
The coal tunnel on the Girard estate, which opens a commu-
nication between the Mahonoy and Shenandoah valleys, is 2500
feet long.
LITTLE SCHUYLKILL AND SUSQUEHANNA OR CATAWISSA
RAIL-ROAD, is a prolongation of the Little Schuylkill Rail-road,
though owned by a different company. The Company was
incorporated by the legislature of Pennsylvania, in; the year
1830, with a capital of $300,000, for the purpose of extending
the Little Schuylkill Rail-road to the town of Catawissa, on
the North Branch of the Susquehanna. By subsequent legisla-
tive enactments, however, the capital stock of the Company was
increased to two millions of dollars; and the managers were
authorized to extend their road to Williamsport, on the West
Branch of the Susquehanna. They are also permitted to hold
five thousand acres of coal land ; to exercise mining privileges ;
and to make whatever contracts they may consider necessary,
with other rail-road and canal companies, for the transportation
of their coal to market.
This road commences on the northern termination of the Little
Schuylkill Rail-road, and proceeding northward, through Lind-
ner's Gap, and a tunnel, 1150 feet in length, in the ridge which
divides the waters of the Schuylkill from those of Catawissa creek,
it enters and pursues the valley of the Catawissa, to the village of
that name, on the North Branch of the Susquehanna. Here it
intersects the line of the Pennsylvania Canal, which will extend to
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the New York boundary. From Catawissa the road ascends the
left bank of the Susquehanna a short distance, then crosses that
river to Bloomsburg, where it enters the valley of Little Fish-
ing Creek, which it ascends, passing through the village of
Millville to Cox's Gap, where it traverses a summit 479
feet above Catawissa. Descending the northern declivity of
the Muncy Hills to Muncyboro, and thence with the left bank
of the West Branch of the Susquehanna, the line is conducted
to Williamsport in Lycoming county, where it unites with the
Williamsport and Elmira Rail-road.
A branch line, 12 miles in length, with a descending grade,
leaves the main road near Lindner's Gap, about one mile south-
east of the summit, traverses the valley of the Quakake, and
intersects the Beaver Meadow Rail-road, about four miles from
the Lehigh, and below its inclined planes. At Lindner's Gap
is a plane 1900 feet long, whose angle of inclination is 4° 58',
overcoming an elevation of 165 feet. In the section from Cata-
wissa to the summit tunnel there is no grade exceeding 33 feet
per mile : from that point to Tamaqua the maximum inclination
is 66 feet per mile, and the total descent 740 feet. There are
two tunnels on the main line, and one inclined plane on the
Beaver Meadow branch road. Total cost, as estimated by the
principal engineer, exclusive of engineering, $1,622,117. Length
of main line 106 miles; general course north-west. Though it
appears by the charters of the two companies, that the Little
Schuylkill company's works should terminate 9 miles north of
Tamaqua, we have considered them as terminating at Tamaqua,
and framed our descriptions accordingly.
WILLIAMSPORT AND ELMIRA RAIL-ROAD. This road leaves
Williamsport at the termination of the Tamaqua road, and pur-
sues the left bank of Lycoming creek; passing through the vil-
lage of Ralston and the county of Bradford, it enters Chemung
county, in New York, and terminates at the town of Elmira, the
southern terminus of the Chemung Canal. Length 73.50 miles.
General course, N.N.E.
CORNING AND BLOSSBURG RAIL-ROAD, partly finished and
the remainder in progress, from Blossburg, in Tioga county, Pa.,
to Corning at the western termination of the Chemung Canal,
in Steuben county, N. Y. Length 40 miles. With the addi-
tion of about fifteen miles of rail-road, which are proposed, from
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Blossburg to the Williamsport and Elmira Rail-roud, an
unbroken chain of improvement by canal and rail-road, from
Philadelphia to Buffalo and the Falls of Niagara, will be estab-
lished. This is a most important improvement as it affords a
new and convenient route to the central and western parts of
New York, and is the first opening from those parts to the coal
region of Pennsylvania. The chartered name of the company
under whose direction this work was commenced, is the " Tioga
Navigation Company."
CATAWISSA AND TOWANDA RAIL-ROAD, as proposed, will
diverge from the Little Schuylkill and Susquehanna Rail-road
at or near Millville, and pass up the east bank of the Little
Fishing Creek, thence by the head waters of the Muncy and
Loyalsock, through Towanda and Athens, to the New York
state line, where it will intersect the New York and Erie Rail-
road, and form a connection with the rail-road between that
point and Ithaca, at the head of Cayuga Lake.
SUNBURY AND ERIE RAIL ROAD. The necessity for a con-
tinuous rail-road communication from Philadelphia to the great
lakes, was long since suggested and is now universally admitted.
In consequence of the increase of trade between eastern and
western Pennsylvania, it has become an object of the utmost
importance to improve those channels of communication upon
which the continued increase of that trade depends. Influenced
by this consideration, some of the citizens of Philadelphia, in con-
junction with others, concerted measures for the construction of a
rail-road to extend from the town of Sunbury to that of Erie on
the southern shore of Lake Erie, and thus complete the line
from Philadelphia to that point: a charter having been obtained
in 1837, the surveys which soon followed resulted in the adop-
tion of the following line :-Commencing at the town of Erie, it
passes in a south-east direction, and ascends the escarpment
which separates the waters of Lake Erie from those of French
Creek. Having attained the summit, the line enters the ravine of
Boeuf Creek, and thence crossing by an eastern course the north
branch of French Creek, it surmounts the ridge between the head
streams of that creek and those of the Broken Straw Creek, whose
valley is pursued to the mouth of Kenjua Creek, in Warren county.
Here the line deflects towards the south-east, and ascending the
valley of the Kenjua, proceeds over the high table-land of
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McKean county, and falls into the ravine of the Driftwood
branch of the Sinnemahoning, whose valley is then entered and
followed to its junction with the West Branch of the Susque-
hanna in Clinton county. From the confluence of the Sinne-
mahoning, and West Branch, where it meets the western termi-
nus of the state canal, the line proceeds along the right or south
bank of the West Branch, and terminates at a point opposite to
Dunnstown. The route thence to Sunbury has not been defi-
nitively located, nor is its point of connection with existing
works yet determined. Owing to the deranged state of the cur-
rency, nothing further than a survey and location of the line has
yet been done in its execution. By means of this rail-road, and
either the Danville and Pottsville, or the Susquehanna and Little
Schuylkill Rail-road, and the works now completed or nearly
so, between Port Clinton and Philadelphia: a continuous rail-
road communication will be opened from the latter city to the
town of Erie, a distance of about 420 miles.
The great importance of such a communication, and the deep
interest which the friends of internal improvement take in its
successful completion, are abundantly exemplified in the enthu-
siasm which animated the members of the late convention. The
merchants of the east and the manufacturers and farmers of the
west, cannot fail to perceive how intimately their future success
in trade is identified with the issue of the great effort now making
to open the way to a more intimate connection between them,
and thus to promote their mutual prosperity. At present there
is but little intercourse between the inhabitants of the east and
those of north-western Pennsylvania, for the obvious reason that
the necessary facilities of a direct communication are wanting.
The citizens of Pennsylvania, therefore, could not but view this
enterprise with peculiar favour, as tending to unite more closely
the interests of every member of the great Pennsylvania family,
and thus to cement that bond of union, which should form one
of the leading objects of all such efforts.
It is proposed to extend a branch from the Sunbury and Erie
Rail-road to Pittsburg. Surveys to a limited extent have been
made, chiefly to ascertain the practicability of crossing the
main ridge of the Alleganies. These surveys prove satisfacto-
rily that a rail-road, without inclined planes, may be constructed
from Lock Haven, on the Sunbury and Erie Rail-road, along the
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PENNSYLVANIA.
valley of Bald Eagle Creek, through Emigh's Gap of the Alle-
gany mountain, into the Kiskiminitas valley ; whence, to Pitts-
burg, no uncommon difficulty is likely to interpose to prevent
the accomplishment of this important connection.
MOUNT CARBON RAIL-ROAD, commences at the lower land-
ings of Mount Carbon, passes through Pottsville, and thence up
the valley of Norwegian creek, where it unites with the Dan-
ville and Pottsville Rail-road. Length, including two branches,
7.24 miles. Cost $118,000. Rise 246.50 feet.
SCHUYLKILL VALLEY RAIL-ROAD, extends from Port Carbon,
where the Schuylkill Navigation terminates, and follows the
valley of the Schuylkill to Tuscarora. Length 10 miles. It
has 20 branches extending from this road in various directions,
the aggregate length of which is 15 miles. Cost of main line,
$5,500 per mile. There are two sets of tracks, the width of
each is 3 T₄ feet. The curves are numerous and many of them
abrupt.
SCHUFLKILL RAIL-ROAD, 13 miles in length ; cost, $7,000
per mile.
MILL CREEK RAIL-ROAD, from Port Carbon to the coal
mines near Mill Creek. Length of main line 4, and of branches
5 miles; cost $20,000.
MINE HILL AND SCHUYLKILL HAVEN RAIL-ROAD, com-
mences at Schuylkill Haven, extends along the west branch of
Schuylkill, through Mine Hill Gap, and terminates at the coal
mines in that vicinity. Length, including two branches, 20
miles ; cost $181,615. The curves have radii from 400 to 500
feet ; maximum grade, 30 feet per mile ; 2 inclined planes ;
50 bridges; 12 culverts highest embankment 21 feet.
MAUCH CHUNK RAIL-ROAD, extends from Mauch Chunk to
to the coal mines, 9 miles, exclusive of branches which are
nearly 16 miles in length ; constructed in 1827 ; elevation of
the mines above the Lehigh, 936 feet. The curves are gene-
rally abrupt, most of the radli being only 190 feet. Some of
these have been improved. The line ascends, in some parts, at
the rate of 133 feet per mile. Cost $3,500 per mile. Single
track, with turn-outs, &c. ; width between the tracks 42 inches ;
iron rails, one inch and three-quarters wide, three-eighths of an
inch thick, fastened on wooden rails, sleepers mostly of wood.
ROOM RUN RAIL-ROAD, extends from Mauch Chunk to the
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coal mines on Room Run. Length 5.26 miles. Rise 534.57
feet. Cost $76,111.
BEAVER MEADOW RAIL-ROAD, extends from Parryville on the
Lehigh, 6 miles below Mauch Chunk, to the Beaver Meadow
coal mines in Northampton county. Length 20 miles.
HAZELTON AND LEHIGH RAIL-BOAD, from the mines above
Hazelton to a point on the Beaver Meadow Rail-road, 8 miles.
NESQUEHONING RAIL-ROAD, from the Nesquehoning coal
mines in Northampton, to the Lehigh, 5 miles.
LEHIGH AND SUSQUEHANNA RAIL-ROAD, extending from
White Haven on the Lehigh, to Wilkesbarre on the Susque-
hanna, forms a part of the Lehigh Coal and Navigation Com-
pany's works, and unites the Wyoming valley with that of the
Lehigh.
It is 19.58 miles in length, with one tunnel and three inclined
planes, by which it ascends the mountain from Wilkesbarre.
From its northern terminus, the Wyoming Coal Company have
constructed a branch rail-road, four miles in length, extending
to their mines, and thence to the North Branch Canal. This
road will be so constructed with iron T rails as to permit
loaded boats to be conveyed over it and thus avoid the tranship-
ment of their cargoes.
CARBONDALE AND HONESDALE RAIL-ROAD. This road ex-
tends from Honesdale, the western terminus of the Lackawaxen
Canal, to Carbondale on the Lackawana river, in Luzerne
county, Pa. It forms the concluding link in the chain of im-
provement from the Hudson river to the coal region of Luzerne
county, Pa. Length, including branches, 17.67 miles; to
which add about 4 miles of turn-outs and side lines; the entire
length of single track is 21 miles. The road attains the sum-
mit of Moosic mountain, 912 feet above the mines, by seven
inclined planes, worked by stationary power, and descends, 850
feet, by three self-acting planes. Minimum radius of curvature
1000 feet. About nine miles of this road consist of lofty truss
work in place of embankments.
LYKENS VALLEY RAIL-ROAD, extends from the Broad Moun-
tain through Bear Creek Gap, and thence on the north side of
Berry's Mountain, to Millersburg on the Susquehanna, in
Dauphin county. Length 16.50 miles.
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PENNSYLVANIA.
PINE GROVE RAIL-ROAD, from Pine Grove, in Schuylkill
county, to the coal mines, 4 miles above.
PHILADELPHIA AND TRENTON RAIL-ROAD, commences at
Philadelphia, passes through or near the towns of Frankford,
Bristol, Tullytown, &c. and terminates at Morrisville, opposite
Trenton: length 26.25 miles.
PHILADELPHIA, GERMANTOWN AND NORRISTOWN RAIL-
ROAD, extends from Philadelphia to Norristown. About three
miles from the former, the road to Germantown branches off
and pursues a north course, whilst that to Norristown enters
the valley of the Schuylkill, which it follows to Norristown,
passing through Manayunk. Length from Philadelphia to
Norristown, 17 miles. Entire length, including Germantown
branch, 21 miles. The cost of the latter was nearly $50,000
per mile.
PHILADELPHIA AND WILMINGTON RAIL-ROAD, commences
on the Southwark Rail-road at the intersection of Prime
and Broad streets in Philadelphia, proceeds towards the south-
west through Chester, in Delaware county, and terminates on
and unites with the Wilmington and Susquehanna Rail-road,
at Wilmington, in Delaware. Length 27 miles.
This road and the others which now form a continuous line
of rail-road between Philadelphia and Baltimore, having been
commenced by four several and distinct companies, it soon
became obvious that an union of the various interests was indis-
pensable to the full development of all the advantages, which,
under judicious management, might be anticipated, from this
important link in the great Atlantic chain. Measures were
accordingly adopted, to re-organize the whole ; and, after obtain-
ing the sanction of the various legislatures, an arrangement
was effected, on the 5th February, 1838, by representatives
from the respective companies, and subsequently ratified by the
stockholders, by which they were consolidated under the title
of the Philadelphia, Wilmington and Baltimore Rail-road
Company. In the construction of this work, several kinds of
rails have been adopted for different sections of the route, in all
of which, strength and consequent permanence have been made,
essential requisites. The bridge rail, weighing 40 lbs. per
yard; the T rail, weighing 56 lbs. per yard; and the heavy
bar rail, 1 3-4 inches in thickness, by 2 1-2 inches in breadth,
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weighing 40 lbs. per yard, are used throughout the whole,
with the exception of a portion of the route between Philadel-
phia and Wilmington, upon which the heavy plate bar has been
laid.
The superstructure of the road consists of longitudinal sills,
connected by cross ties of locust, red cedar, or seasoned white
oak, and surmounted by longitudinal string pieces of Carolina
heart pine, on which is laid the iron rail. Upon the greater
part of the road, however, the strength of the iron bar is such,
as to render unnecessary the use of the longitudinal string piece,
the bar being supported by the cross tie alone.
Between the city of Wilmington and the Susquehanna river,
(see Maryland,) the roadway is graded thirty-five feet in width
with superior bridging, all but one being built of the most sub-
stantial stone masonry and brick arches, making them secure
from risk of fire. Upon other portions of the road, the surface
width is twenty-five feet, having, throughout nearly the whole
length of the line, a surface graded sufficiently wide for two tracks
of railway. The whole distance was eontracted for and finished
by different contractors, in various quantities of from five to ten
miles in extent, and amounts from $10,000 to $60,000.
The total receipts of the road for the year 1839, were
$490,635 55, exceeding those of the preceding year by
$118,720 61, and the whole number of persons conveyed on the
road during the year 1839, was 213,650, a great portion of
whom were through passengers. The receipts from passengers
amounted to $416,974 76, and from the transportation of mer-
chandise, $39,239 27, and for the United States mail $27,497.
The dividends for the same year, were seven per cent. on
$4,379,225 17, the total amount expended by the company for
road construction, building, travelling apparatus, &c.
GETTYSBURG RAIL-ROAD. This road, the construction of
which was commenced under the authority of the state govern-
ment some years since, extends from York in York county, in a
south-west direction, through Gettysburg, in Adams county, to
the village of Clear Spring, on the Potomac, in Maryland.
Length, about 91 miles, 13 of which are in the state of Mary-
land. After expending $632,891 61, and incurring liabilities
to the amount of $145,307 78, in addition, the legislature, by
a resolution passed February 19th, 1839, directed the suspension
13*
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PENNSYLVANIA.
of the work from and after the 1st of March ensuing, with the
implied understanding that it was not to be resumed. That
portion of the route which extends from York to Gettysburg,
about 28 miles in length, passes through one of the most popu-
lous sections of the state, and if completed, would form an impor-
tant link in the chain of rail-roads to Pittsburg. It is much
more direct than the Harrisburg route, as will appear on consult-
ing the map, and in this point of view, it should have received
the earliest attention. When the great amount ($768,127 39)
already expended on the work, and the probable benefits which
would result from the completion of the former section, are
considered, its entire abandonment in its present advanced stage,
is matter of regret to the friends of internal improvements.
From the large amount of money and time consumed upon this
portion of the line, it may be inferred that the period of its
completion, was not very far distant when it was determined to
suspend the work. Unless the expense of construction should
greatly exceed the average cost of other American rail-roads,
a small additional appropriation on the part of the legislature
would have ensured the completion of the York and Gettysburg
division. With regard to the question of an abandonment of
the work altogether, the inquiry should have been, not whether
the road would yield the current interest on the whole invest-
ment, but whether the revenue to be derived from the section
under consideration, would justify such an additional expendi-
ture as would effect its completion. That it would produce a
handsome interest on this additional amount, no one who is
familiar with the country, can entertain a doubt. In the aban-
donment of the remaining division, from Gettysburg to the
Potomac, the legislature is fully justified by the almost unparalled
cost which would have attended its construction, and the cer-
tainty of an inadequate return. Nearly the whole line from
Gettysburg to Clear Spring, as located, would have required
a continued succession of tunnels, bridges, culverts and embank-
ments, forming altogether one of the most irregular profiles we
have yet had occasion to examine.
Aggregate length of Canals in Pennsylvania, 974.06 miles.
Aggregate length of Rail-roads in Pennsylvania, 953.58 miles.
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DELAWARE.
RAIL-ROADS.
PHILADELPHIA AND WILMINGTON RAIL-ROAD, see Pennsyl-
vania.
WILMINGTON AND SUSQUEHANNA RAIL-ROAD, see Maryland.
NEW CASTLE AND FRENCHTOWN RAIL-ROAD, extends from
New Castle on the Delaware, 35 miles below Philadelphia, to
Frenchtown, on Elk River, one of the head streams of Chesa-
peake Bay. Length 16.19 miles ; radius of the largest curve
20,000 feet of the least, 10,560 feet. The inclinations (with
one exception of 29 feet a mile,) vary from 101 feet to 16} feet
a mile ; 4 viaducts, 29 culverts; commenced in 1830, completed
in 1832 entire cost of road, apparatus, &c. $400,000.
The first track of this road, of 161 miles long, was laid with
the plate rail upon longitudinal strings of wood, resting, as usual,
upon notched sleepers of wood.
The rail-way of the second track, which has been in use four
years, is laid with an H rail, very similar to that of the Camden
and Amboy rail-road. The mode of attachment of the bars to
each other, at the joinings, is like that upon the road just men-
tioned. The rail rests on flatted sleepers, three feet apart from
centre to centre, reposing on three inch plank as an under sill :
the last rests on the natural material forming the road bed. The
rail is fastened down with spikes of the brad form. Under the
rails, at their joinings, is introduced a plain plate of wrought
iron, equal in width to the bar of the rail and about five inches
long. The ends of the rails are square, and the bars fifteen feet
long.
This road, in connection with the steamboats on the Delaware
and Chesapeake, forms a part of one of the principal routes
between Philadelphia and the south.
NEW CASTLE AND WILMINGTON RAIL-ROAD, contemplated,
was incorporated in January, 1839. The object of this road is
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DELAWARE.
to open a communication for the transit of merchandize from
New Castle to Philadelphia, when the navigation of the Dela-
ware is obstructed by ice. Length, 5 miles; probable cost,
about $80,660.
DELAWARE RAIL-ROAD. The line of this proposed work
begins on the Wilmington and Susquehanna Rail-road at Wil-
mington, extends through the entire length of the state, and
terminates on Nanticoke Creek, in the vicinity of Seaford.
Though great inducements have been offered to enlist the co-
operation of capitalists in this enterprise, no effectual step has
yet been made by the legislature to insure its execution at
present.
CANAL.
CHESAPEAKE AND DELAWARE CANAL, commences at Dela-
ware city on the Delaware, about 42 miles below Philadelphia,
passes through St. George's meadows and along the ravine of
Broad Creek, and thence into that of Back Creek, a tributary
of Elk river, which falls into Chesapeake Bay ; length 13.63
miles; 66 feet wide at top water line ; 10 feet deep ; 2 lift and
2 tide locks, 100 by 22 feet in the chamber; completed in
1829; cost $2,750,000.
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MARYLAND.
RAIL-ROADS.
BALTIMORE AND OHIO RAIL-ROAD, is the work of a joint
stock company, incorporated on the 28th of February, 1827.
The execution of the work commenced on the 4th of July,
1828, and is now gradually proceeding towards the Ohio river,
agreeably to the original design. It commences at the depot
of the company in Baltimore, passes in a south-west direction
to Elkridge landing, and thence along the valley of the Patap-
sco, to Parr's spring, thence into and with the ravine of Bush
Creek, which it follows to the Monocacy, which is crossed about
31 miles from Frederick, thence along the Monocacy valley to
the Point of Rocks on the Potomac, and thence to Harper's
ferry, 80.50 miles from Baltimore commenced in 1828 ; capi-
tal $5,000,000. A road of a single track extends from the
main line after crossing the Monocacy, to Frederick, 31 miles.
The road bed is 26 feet wide. Maximum grade on the first
29 miles, 22 feet per mile; on the next 11 miles, the grades
vary from 22 to 30 feet; on the next 4 miles, from 30 to 471
feet. First inclined plane, 41 miles from Baltimore, ascends
80-375 feet in a distance of 2,150 feet. The second plane
ascends 99z8ff feet in 3000 feet. The summit, at Parr's
Spring Ridge, is 8134 feet above mid-tide. The line then de-
scends by an inclined plane, 3200 feet long, descending 159.63
feet, and another, 1900 feet long, and descends 81.350 feet.
All the planes are straight. On the next five miles, the grade
does not exceed 37 feet, except at two places, extending 1176
feet, where it is 52 feet to the mile ; thence to the Point of
Rocks it is more level. Of the line from Baltimore to the Poto-
mac, 33.12 miles are straight; 13 miles and 3968 feet are
curved with radii not less than 955 feet ; and about 21 miles
varying from 395 to 955 feet; one ourve, 1400 feet long, has a
radius of 318 ; another, 1100 feet long, has a radius of 337 feet.
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MARYLAND.
On the branch to Frederick, 2 miles and 1034 feet are com-
posed of straight lines the minimum radius of curvature of the
remainder, is 477 feet. The maximum grade per mile 30.096
feet.
The viaducts are, with two exceptions, of stone ; some of them
are very splendid and costly. A cut, near Baltimore, is 70 feet
deep, the mere excavation of which, and removal of the earth
cost $122,118 and an embankment across Gadsby's run has
a maximum elevation of 57 feet. The whole work indeed, from
Baltimore to Ellicott's, has been executed at an unusual expense.
There are thirty-three viaducts between Baltimore and the Poto-
mac.
The superstructure is various; it consists of stone sills, stone
blocks and wooden sleepers, on different parts of the line. Forty
miles of single track are composed of granite sills, 8 inches
thick, 15 wide, and of various lengths these are laid in trenches,
filled with broken stone. Six miles of single track are com-
posed of stone blocks and wooden string-pieces, 6 inches square.
The blocks are 4 feet apart, from centre to centre. The line
hence to the Potomac, rests on wooden sleepers, four feet apart
and imbedded in broken stone. The sleepers are hewn out in
the centre to make room for the horse-path. The iron bars
are 15 feet in length (pierced by 11 oblong holes) 21 inches
wide, 8 inch thick, and bevelled at the ends.
The extension of the Baltimore and Ohio Rail-road to the
Ohio river, has been located, and a part of the road is now in
progress. The line on leaving Harper's ferry, to which point
the road is completed, ascends the west bank of the Potomac,
to Opequan Creek, where it turns towards the south-west, and,
following the valley of that creek, enters Martinsburg, in Berke-
ley county. Thence by a nearly direct north-west course the
line is conducted over the ridges of Berkeley and Morgan coun-
ties, and crosses the Potomac into Maryland. After crossing
the Potomac, it turns abruptly and pursues a south-west course
along the north declivity of the Potomac to the mouth of Town
Creek in Allegany county; and thence curving towards the
north-west, proceeds, by the river bank, to the town of Cumber-
land. Here the road leaves the Potomac, and at a distance of
7 miles, passes into Pennsylvania, and descends the valley of
Casselman's river, whose southern bank is followed to its dis-
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charge into the Youghiogeny, thence through gaps in Sugarloaf
mountain and Laurel Hill, in Fayette county, and running near
Uniontown, it enters and pursues the valley of Redstone Creek
to Brownsville, on the Monongahela. From Brownsville its
course is nearly direct, through Washington county, until it
reaches the western boundary of Pennsylvania and re-enters Vir-
ginia, when it descends the valley of Wheeling Creek, and
finally terminates at the town of Wheeling, on the Ohio river.
The entire length of the line from Harper's ferry to Wheeling
is about 200 miles and 280.50 from Baltimore.
BALTIMORE AND PORT DEPOSITE RAIL-ROAD, commences on
the line of the Baltimore and Ohio Rail-road, at the intersection
of President and Fleet streets, and extends, through Canton, to
Havre de Grace on the Susquehanna, in Hartford county.
Length 36 miles. This road forms a part of the rail-road line
to Philadelphia, about 95 miles in length. Maximum inclina-
tion 20 feet per mile ; minimum radius of curvature, 2000 feet,
with the exception of a single curve of 1273 feet radius, at its
entrance into Havre de Grace.
Plan of construction.-It was graded to a width from 18 to
22 feet, with the view of gradually increasing the breadth of
the road bed in the future course of repairs. The railway
structure employed consists of a sill, under each line of rails,
of sawed white pine, 6x 8 inches in the section, and of various
lengths, from 12 to 40 feet. These sills are laid on their flat
sides, in longitudinal trenches of a width and depth equal to the
section of the sills, whose upper surfaces are therefore in the
plane of the graded surface of the road. Upon the sills are
placed at uniform distances of three feet from centre to centre,
cross ties of white oak and chesnut. These cross ties are
eight feet in length, and of two sizes in the section, the larger
being eight inches, and the smaller six inches diameter, clear
of bark, at the small end, the larger and smaller sizes being
placed alternately along the track. Each cross tie has four
notches in it ; two on the lower side, of a width of eight inches,
equal to that of the greater dimension of the under sill, and two
on the upper side, 71/2 inches wide in the middle, with a slant to
accommodate the wooden key used in wedging fast the upper
string piece. The thickness of wood left between the notches
is invariably 21 inches. The lower notches embrace the under
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MARYLAND.
sills, which fit them accurately enough to prevent injurious
lateral movement endwise of the cross tie when it is laid and
adjusted, in doing which shallow cross trenches are dug to
receive the rounded portion of the cross tie descending below
the top of the sill. The cross ties received no other dressing
than the notching to receive the sill and string piece. In the
upper notches of the cross ties rest the string pieces, 6x 6 in
the section, of Norway or Carolina yellow pine. Upon a por-
tion of the track a string piece, 5 X 6, was used to make up a
deficiency in the supply of the quantity required of the larger
scantling. The string pieces are laid in the manner usual in
the railways in which they have been used in connexion with
the plate rail. The rail placed upon the string piece is a bar
weighing 40 lbs. per lineal yard, of a nearly rectangular sec-
tion, 21 inches wide at bottom, 21 inches full wide at top, and
1 & inches high. The lengths of the bars vary from 17 feet 9
inches to 18 feet 3 inches, their ends are cut off obliquely at an
angle of 60° with the line of the rail. They are perforated
vertically by 5 holes 11-16 of an inch in diameter, and of a
circular section for 14 inches from the bottom of the rail
upwards, the remainder of their depth, next to the top of the
rail, being enlarged longitudinally of the rail, so as to form a
countersink of half an inch deep and 1³ inches long by full 11-16
wide. Two of the holes are one inch in the clear from the
ends of the bar, and the intermediate three are at equal dis-
tances from each other, and from those at the ends, of about 4
feet 6 inches. The ends of the bars at their joinings are
supported upon chairs or splicing plates of rolled iron, 54
inches long by 41 wide, and one-fourth of an inch thick. These
plates have two small ledges or brads on the upper side, extend-
ing the entire length of the plate, parallel to each other, and a
distance apart in the clear, equal to the breadth of the bottom
of the rail which rests between them, and is prevented by them
from moving to either side. Each plate has two holes in it,
corresponding to those in the ends of the bars. Through these
holes, and others in the same vertical line bored through the
string piece, are passed bolts of about 9 inches long, with heads
shaped SO as to fill the countersinks in the upper part of the
holes in the bar, and with threads upon their lower ends, upon
which a nut is screwed up against the bottom of the string piece
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without any washer, thus holding the rail down upon the splic-
ing plate and securing it from rising. The joinings of the bars
are thus, by the bolt, and the ledges upon the splicing plate,
kept in exact apposition. Through the intermediate holes in
the bar are driven spikes, 6 inches long, and going 44 inches
into the wood, with heads shaped to fill their countersinks, like
those of the bolts. The heads of the bolts and spikes are left
full, and are driven hard into the countersinks, so as to fill them
up as accurately as possible, and afterwards dressed, or chipped
off even with the top surface of the rail, to preserve its smooth-
ness and continuity. The rail is placed in the middle of the
string piece, and the joinings are made to fall between the cross
ties, to allow of the screwing on of the nut at the bottom of the
bolt. This is managed by some attention to selecting the bars
with respect to their length, and in some cases by moving the
cross tie along the track a sufficient distance, which can never
exceed about half of its own breadth. No respect is paid to
making the joints of the two lines of rails hold any fixed posi-
tion with regard to each other.
It was intended to let the cross ties, (excepting the small
part of them below the bed of the lower notch) together with
the string pieces and the rails on them, stand entirely above
the graded surface with which the top of the under-sill was
designed to be coincident. The object of which arrangement
was to lift the track above the reach of ordinary snows and
mud, and to promote the preservation of the string piece by
freeing it from contact with the ground, as well as to facilitate
access to the bolts confining the ends of the rails, and render
more easy the removal of all the timbers composing the track,
as decay made their removal necessary. As this position of
the track, however, deprived it of the support which is usually
given to railway superstructures by the filling in and around
them of earth or other heavy materials, the lower notch of the
cross tie was adopted to connect it with the imbedded under
sill, which, besides being of a sizè and weight capable of offer-
ing considerable resistance to motion, was held in its position
by the surrounding ground. A few weeks' use of the road,
however, with locomotives travelling with very high speeds,
appears to have demonstrated the insufficiency of this precau-
tion against the displacement of the superstructure of the track,
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which is now in 'the course of being filled with earth to the
level of 'the top of the string piece. The track has been laid
upon the soil naturally forming the surface of 'the road bed,
which, for a considerable part of the length of the line, is of a
material not retentive of water. Other parts of the road bed
are, however, of a less favourable consistency, and will be
affected by frost during the period of its action, though the
derangement consequent thereupon will not, it is thought, be
serious, as the weight and compact connection of the frame of
the track will cause it to rise and subside with some uniformity
of movement. Great attention has been paid to the promotion
of effectual drainage in the cuts, by capacious ditches of a suffi-
cient longitudinal slope. The cost of the above described rail-
way has been per mile very nearly as follows :-
42,240 feet bd. measure, under sills, 6 X 8, at $13 32
.per M.
$562 50
1,760 cross ties, notched and delivered on road bed,
at 32 cts.
563 20
35,000 feet bd. do., string pieces, 6 X 6, inclusive of
wedges for fastening strings in cross ties, at an average
of $18 40 per M.
644 00
586 splicing plates, weighing 1025 lbs., at 6 cts.
61 50
1,172 screw bolts for ends of rails, weighing 879 lbs.,
at 13 cts.
114 27
1,758 spikes for intermediate holes, weighing 1055
lbs., at 13 cts.
137 15
Transportation of materials by land and water,
175 00
Workmanship of laying track,
800 00
Cleaning out ditches, raising embankments and
dressing road bed,
136 00
63 tons of iron rails, at $62 per ton, delivered in
Baltimore,
3,906 00
$7099 62
Add for turn-outs, crossings and sidings,
200 00
Do. superintendence, 3 per cent.
212 98
Total cost of a single track,
$7,512 00
BALTIMORE AND SUSQUEHANNA RAIL-ROAD, extends from
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Baltimore, in Maryland, to York in Pennsylvania; 56 miles in
length summit 1000 feet above tide water; some of the curves
are abrupt; the general structure is similar to the Baltimore
and Ohio Rail-road.
It commences on Calvert street, Baltimore ; proceeds up the
valley of Jones Falls to Rowland's run, which is followed to its
source, thence over the dividing ridge between Jones Falls and
Gunpowder river, and thence by a nearly north course to York.
The steepest ascent towards York, is 84 feet per mile, and
descent 59 feet per mile. The least radius of curvature is 950
feet, with one exception of 820 feet. Graded for two tracks,
only one is laid. Cost $16,185 89 per mile.
A branch diverges from the main line about six miles from
Baltimore, proceeds along the valley of Jones Falls, and inter-
sects the turnpike from Baltimore to Reistertown, eight miles
from its point of outset.
WASHINGTON BRANCH OF THE BALTIMORE AND OHIO RAIL-
ROAD, leaves the main line at the Patapsco river, about 8 miles
from Baltimore, and proceeds in a general south-west direction,
and terminates on Pennsylvania Avenue, in the city of Wash-
ington, distant 38.35 miles from Baltimore. Length 30.35
míles. The line is graded for two tracks, only one of which
(excepting about 5.50 miles of second track, of the principal
cuts) has been laid down. The highest grade is at the rate of 20
feet per mile, and the least radius of curvature, 1273 feet. It
was opened for travel, August 25th, 1835.
Plan of construction.-An H rail of 40 lbs. to the yard, in
bars of 15 feet in length, with scarfed ends at an angle of 60
degrees is employed. The rail is laid upon the middle part of
a continuous string piece of wood, six inches square, resting
upon, and keyed in the notches of sleepers, or cross ties of wood,
8 inches díameter at the smaller end, laid three feet apart from
centre to centre; the latter resting upon continuous longitudinal
sills, six inches square, imbedded in the road bed underneath the
respective bearings of each line of rails. The several joinings
of the bars of the railway, which happen promiscuously in any
part of the length of the string piece, are secured, and the ends
of the bars kept in their proper horizontal and vertical position
by means of cast iron chairs. The chair is about six inches
square, and weighs about 8 lbs. It has two downward projec-
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tions, or flanges, grasping the two sides of the string piece to
which it is fastened by a spike driven horizontally through a
hole in each flange. The two ends of adjoining bars rest upon
this chair, and they are secured on the inside of the track, both
from sliding inwards, horizontally, and from rising up, by a lip,
cast upon, and co-extensive with, that side of the chair, which
lip extends upwards and laps over the lower web of the rails on
that side ; whilst any sliding in the contrary direction, as well
as a rising of the rail upon the outer side, is prevented by the
square shank of a screw bolt passing up through a square hole
in the chair, and in contact with the lower web of the rail, and
by a plate of cast iron, weighing about 3 lbs. placed upon the
top of the lower web of the two bars, and fastened down upon
them by a nut on the top end of the said screw bolt, the screw
part of which bolt passes up through a hole for that purpose in
the cast plate. The forms of the outer side of the chair and
the plate, are such as to counteract a side movement of the plate
or bolt in an outward direction. The screwbolt and nut weigh
about half a pound, and the head of the bolt, which is round,
nearly fills a countersink in the bottom of the chair. The inter-
mediate parts of the railway bar, at every 3 or 4 feet, are
secured in line upon the string piece, by spikes driven on each
side of the rail, with brad heads projecting over the edge of the
lower web, in the usual manner of fastening down the H rail.
Under the middle of each bar, however, there is introduced a
small wrought iron plate, through holes, in which the two oppo-
site spikes, at that place, are driven. This plate was intended
to strengthen those spikes, and to aid in securing the proper posi-
tion of the rail, in the middle of the bar between the chairs, and
especially in the curved parts of the line. At the middle of the
length of each bar, a notch was cut in one side of the lower web,
and in this notch, one of the spikes that passes down through
the wrought plate was driven. This is the expedient adopted
here to counteract an endwise movement in the bars of the
railway. The action is sufficient to bend the spike intended to
prevent the movement, and a re-adjustment of the bars, length-
wise, is occasionally rendered necessary. The string pieces
and under-sills are of southern pine, and the cross ties are prin-
cipally of white oak and chesnut, although many are of red
cedar, and some are of locust.
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The foregoing is a description of the composition of the
track generally ; yet many miles of it are laid with timber cut
from the adjacent forests. In the parts here alluded to, the
iron rails are laid and fastened in the same manner as already
described, upon logs of oak and chesnut, hewn upon the upper
side, and upon the vertical sides only where the chairs are
seated, and also where the logs rest upon heavy cross ties of
wood, laid 8 feet apart ; the latter as well as the logs upon the
cross ties, being imbedded in the road bed.
Upon much of the line the road bed is of sand, and the frost
has no injurious effect; in other parts, however, where clay is
in contact with the wood of the track, the action of frost heaves
the road, but does not derange the line of rails so much as it
would, if the bars rested upon cross ties, without the interven-
tion of a string piece.
The average of the actual cost of a mile of this track, com-
prehending the cost of the lumber, chairs, plates, screw bolts
and nuts, spikes, transportation on the common roads, and
distribution of the materials, straightening the iron rails and
dressing their ends, workmanship in laying the track, turn-
outs, $50 per ton for 63 tons of iron rails, and superintendence
and contingencies, amounted in the aggregate to $7,532.
WILMINGTON AND SUSQUEHANNA RAIL-ROAD, 32 miles in
length, commences at the southern terminus of the Philadelphia
and Wilmington Rail-road, in the city of Wilmington, and
extends to the Susquehanna, opposite Havre de Grace, whence
the line is continued to Baltimore, by the Baltimore and Port
Deposite Rail-road. The two lines are united by a steam ferry
hoat, SO constructed as to admit the passage of the cars immedi-
ately from the rail-road to the dock. Cost $1,200,000.
ANNAPOLIS AND ELKRIDGE RAIL-ROAD, commences on the
18 mile stone from Baltimore, near the Savage factory, on
the Baltimore and Washington Rail-road. Leaving the rail-
road, the line follows the Patuxent valley, and crossing
Chandler's run and the Severn, proceeds to, and terminates at,
Annapolis. Whole length of road 19.75. Commenced in July,
1838.
EASTERN SHORE RAIL-ROAD. The route of this work about
170 miles in length, commences at Elkton, and proceeds south-
ward. through the counties of Cecil, Kent, Qeeen Ann, Caroline,
14*
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MARYLAND.
Dorchester, Somerset and Worcester, in Maryland, and thence
across the state boundary into Accomac county, Virginia, and
terminates at King's Creek in Northampton County. A part
of the grading of this road has been commenced. Its progress
however, being slow, it will be many years before it will be
completed.
CANALS.
CHESAPEAKE AND OHIO CANAL, is the work of a joint stock
company, chartered by the states of Maryland, Virginia and
Pennsylvania, and sanctioned by Congress. The line as origi-
nally surveyed, commences at Georgetown on the Potomac,
pursues the left bank of that river, passes through the towns of
Harper's Ferry, Williamsport, Hancock, and Old town, to
Cumberland, where it enters the extensive coal field of Allegany
county ; thence, leaving the Potomac, it follows the valleys of
Wills creek, Cassilmans, Youghiogeny and Monongahela rivers,
through Connelsville, and McKeesport to Pittsburg in Pennsyl-
vania. On the finished portion there are 53 locks, 100 by 15
feet, with an average lift of 8 feet; 150 culverts and 7 aqueducts;
6 feeders, formed by as many dams at various points across
the Potomac ; 60 miles of the canal, from Georgetown up-
ward, is 60 feet wide on the top water line; the remainder is 50
feet wide. The depth (6 feet) is uniform throughout the whole
line. On that division of the canal now in progress, extending
from Hancock to Cumberland, there will be 22 locks, 40 cul-
verts, 2 dams and 4 aqueducts. About 25 miles above Hancock
there is a tunnel, 3118 feet long, 24 feet chord, and 17 feet
from the crown of the arch to the water surface, cut through
slate rock. There will be another tunnel, through the Allegany
mountain, 4.05 miles in length.
The section from Cumberland to Pittsburg has not yet been
definitively located. Distance from Georgetown to the Pennsyl-
vania state line, 189 miles. From that point to Pittsburg,
1524 miles; whole length as proposed 341.38 miles; general
course N. W. commenced in 1828 ; since that time, the work
has been steadily prosecuted, and in 1839 that portion of the
canal extending from Georgetown to Hancock, a distance of
136 miles, was opened for use. The estimated cost of the
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159
work from Georgetown to Cumberland, is $11,591,768 37, of
which $1,000,000 were subscribed by the United States,
$1,000,000 by the city of Washington, $250,000 by George-
town, $250,000 by Alexandria, $5,000,000 by the State of
Maryland, and $250,000 by Virginia. The entire expendi-
ture from the commencement, to May 31, 1839, has been
$8,591,768 37.
WASHINGTON BRANCH of the above extends 11 miles to the
Potomac at Washington.
ALEXANDRIA CANAL, extends from the southern terminus of
the Chesapeake and Ohio Canal, at Georgetown, to Alexandria,
71 miles.
MARYLAND CANAL, OR BALTIMORE JUNCTION with the
Chesapeake and Ohio Canal. After a patient and careful inves-
tigation on the part of the engineers, of the several proposed
routes for this important work, that by way of the village of
Brookville, in Montgomery county, was recommended. The
summit level of this route is 375 feet above mid-tide, and 16.86
miles in length.
Aggregate length of Rail-roads in Maryland, 262 miles.
Aggregate length of Canals in Maryland, 136 miles.
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VIRGINIA.
ON the 5th of February, 1816, a Board of Public Works
was established in this state, and a fund for Internal Improve-
ments, consisting of revenues derived from stock held by the
state in certain canals, turnpikes, banks, &c., was created.
This board was authorized to subscribe on behalf of the com-
monwealth, to such public works, and to such amount, from
this fund, as the legislature should from time to time direct ;
provided three-fifths of the necessary stock of each company
shall have been previously taken by other responsible persons.
The board has power to appoint a due proportion of direc-
tors; and the state in this and all other respects, is regarded as
a stockholder in each case. This arrangement is to continue
in operation until the 1st of January, 1866 provided the
safety of the commonwealth should not require its suspension.
On the 7th of December, 1835, the Internal Improvement Fund
amounted to $3,223,484 60.
The most important work now in progress is the James and
Kanawha river improvement, and their connection by rail-
road. It was commenced and prosecuted under the authority
of the state until 1835, when it was conveyed to the James
river and Kanawha company, in consideration of 10,000 shares
of that company's stock transferred to the state. In addition
to which the board of public works was authorised to subscribe
for $2,000,000 of the stock of the new company.
CANALS.
JAMES RIVER AND KENAWHA CANAL AND RAIL-ROAD.
This work is nearly completed, by canal, with some slack-
water navigation, between Richmond and Lynchburg, and is
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under contract between Lynchburg and the mouth of the North
River, in Rockbridge county, Virginia. Beyond this point it
is yet doubtful what direction it may take. One of the plans
being to continue the canal to Covington, and thence construct
a rail-road across the Allegany mountains to the Greenbrier,
and thence along that stream and the Kanawha, and by way of
the valley of the Mud River, and the Guyandotte, to the Ohio,
at the mouth of the latter stream. The other to continue. the
canal only to Buchanan, taking the rail-road thence along the
valley of Virginia to the New River, and thence down this
river and the Kanawha to the point of divergence to the valley
of the Mud River and the Guyandotte, as above. The latter
route seems to be preferable, not only by its greater natural
facilities, but because the portion of the rail-road between
Buchanan and the New River would, whilst constituting a part
of the great western communication of the state, be at the
same time so much done of its south-western rail-road, a work
promising perhaps to the commonwealth even greater advan-
tages than its connection with the Kanawha and Ohio, inasmuch
as it would reach a trade not competed for by the lines of
improvement through Pennsylvania and Maryland, and which
might therefore be secured entirely to Virginia. Whatever
direction the James and Kanawha line of improvement may
take, it is to be hoped, for the welfare of the state, that its
great south-western rail-road will not be long delayed. As soon
it shall be completed it may be expected to pour into the canal
an immense trade, and to convey on it a very great travel; and
until it is effected, the state can scarcely be expected to derive
from her investment in the canal, an amount of revenue to
justify her expenditure in its construction.
The whole length of the James and Kanawha Canal and
Rail-road when completed to the Ohio, will be about 425 miles,
that of the proposed South-Western Rail-road from Buchanan to
the Tennessee line, about one hundred and sixty miles.
DISMAL SWAMP CANAL, extends from Deep Creek, a tributary
of Chesapeake Bay, to Joices Creek, a branch of Pasquotank
river of Albemarle Sound ; length 23 miles ; 46 feet wide, 61
deep, at intervals of a quarter of a mile, the canal is widened to
60, for turn-out stations; 6 locks 100 by 20 feet summit level
16} feet above the Atlantic at mid-tide. Two lateral canals,
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VIRGINIA.
one from Lake Drummond,5 miles in length, which, in addition
to its uses for the purposes of navigation, serves as a feeder to
the main trunk ; and the other, 6 miles long, opens a communi-
cation between the principal canal, and the head waters of North
West river.
The navigation of the Roanoke, Rivanna and Slate rivers has
been partially improved by means of dams and locks. Compa-
nies have been incorporated for the purpose of improving the
navigation of the Shenandoah, Catawba, Nottoway, Upper Ban-
ister, Tuckahoe, and South Anna; Coal, Smith's, Cowpasture,
Goose, North Anna, and Pamunkey rivers.
RAIL-ROADS.
The principal works of this description in the state, are the
Richmond and Fredericksburg, Richmond and Petersburg, and
Petersburg and Roanoke Rail-roads, immediately on the line of
northern and southern travel through the state, and constituting
portions of the great northern and southern line of communica-
tion so rapidly progressing to completion between New York
and New Orleans. When Virginia shall have completed the
rail-road between Fredericksburg and the Potomac, and cor-
rected the roads at Richmond and Petersburg, she will have
done every thing that can reasonably be expected of her, in
facilitating the traveller on this important line of thoroughfare.
A rail-road between Washington and the termination of the
Richmond and Fredericksburg Rail-road on the Potomac, would
still be required to prevent the interruption which now exists,
when the Potomac is frozen; but such a work seems to be
rather an object of national than of state concern, or at all
events one in which the national government, so deeply inte-
rested in its execution, may reasonably be expected to co-operate
with Virginia towards its construction. The following details
in relation to the works above named, will probably be of interest.
RICHMOND, FREDERICKSBURG, AND POTOMAC RALL-ROAD.
This work lies in Henrico, Caroline, and Spotsylvania counties,
between Richmond and Fredericksburg. It is 61 miles long,
and when extended to the Potomac, at the mouth of Aquia
Creek, (at which point it is proposed to terminate it) will be
75 miles long. It has on it several fine bridges at the crossings
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of the North and South Anna rivers, Little river and Chicka-
hominy, and will pass the Rappahannoc at Fredericksburg by a
bridge forty feet high and six hundred feet long, and Potomac
Creek, by a bridge three hundred feet in length, and seventy
feet high. The grades and curves of the road are in general
favourable, the sharpest of the latter being about 2000 feet
radius, and the maximum graduation, with a single exception
near Fredericksburg, (where a grade of forty-five feet was
necessary) being about thirty feet per mile. The execution of
the work is, with the exception of the superstructure, highly sub-
stantial. The superstructure is of the ordinary wooden rail,
plated with iron, in general use in the south, and recommended
on this and most other southern roads, by the cheapness of tim-
ber and motives of economy. When the travel on this road,
which is increasing very rapidly, shall have become larger, the
company will probably find it to their advantage to lay down
heavy iron rails the whole length of their road. With this
addition, it would be one of the best, as it promises to be one of
the most productive in the country.
The whole cost of the Richmond and Fredericksburg Rail-
road, including a branch four miles long to the Deep Run coal
mines, and including also a full supply of locomotives, cars, &c.,
has been, between Richmond and Fredericksburg, $1,100,000.
An additional expenditure of $270,000, is estimated as requisite
to complete the rail-road to the Potomac.
RICHMOND AND PETERSBURG RAIL-ROAD. This rail-road,
23 miles long, connects the towns of Richmond and Petersburg.
Its curves and grades are both highly favourable, a large pro-
portion of the line being straight, and the maximum graduation
being thirty feet per mile. The rail-road bridge across the
James river, at Richmond, on this road, is one of the most
striking works in America, being about 3000 feet long, between
60 and 70 feet above the river, and having spans of 150 feet
and upwards. The cost of this viaduct was but $125,000,
and the whole cost of the rail-road, including depots, locomotive
engines, cars, &c. about $750,000.
A branch of ten miles in length has been proposed from this
rail-road to Bermuda Hundred, which is said to be of extremely
easy execution, and which would probably add so much to the
profits of the rail-road, and to the commercial facilities of
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virginia.
Richmond, that it is a matter of surprise it has not yet been
executed. By means of it, produce would be delivered on board
European vessels in two hours after leaving the warehouse,
instead of being, as at present, delayed a day or two on a cir-
cuitous navigation, in lighters; and merchants would be able to
communicate quickly and constantly with their ships. This
slight improvement, and the removal of Harrison bar, would do
much to make Richmond an important sea-port.
PETERSBURG AND ROANOKE RAIL-ROAD. This work, 59
miles long, extends from Petersburg, through the counties of
Chesterfield, Dinwiddie, Sussex and Greensville, to the Roanoke
river, opposite Weldon. Near its termination, it connects with
the Wilmington and Raleigh Rail-road in North Carolina; and
it is connected by means of the Greensville Rail-road with the
Raleigh and Gaston Rail-road at Gaston. This rail-road has
on it no curve, after leaving Petersburg, of less radius than half
a mile, and no grade, except at that point, exceeding 30 feet
per mile. Like the Richmond and Fredericksburg, and Rich-
mond and Petersburg Rail-roads, its roadway formation, bridges,
&c. are executed in a highly substantial and permanent manner,
but it has only a plate-rail superstructure, which with the
increasing business of the road, it will probably be advisable to
substitute by a substantial and heavy iron rail. The whole
cost of this rail-road, including depots, locomotive engines, cars,
&c. has been only $800,000. By this rail-road a large portion
of the produce of the Roanoke valley is conveyed to Petersburg.
Besides the above rail-roads, on the great northern and
southern line of travel through Virginia, there are the follow-
ing :-
THE GREENSVILLE RAIL-ROAD. This rail-road, as above
observed, connects the Petersburg and Roanoke with the Ra-
leigh and Gaston Rail-road. It leaves the former rail-road a
few miles south of Hicksford in Greensville county, Va.,
and terminates at Gaston in North Carolina, where the Raleigh
and Gaston Rail-road commences. It is 18 miles long, and
cost about $250,000. Its construction is similar to that of the
Petersburg and Roanoke Rail-road.
CITY POINT RAIL-ROAD. This rail-road extends from Peters-
burg, along or near the Appomatox, to City Point, below the
junction of that stream with the James river. It is twelve
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miles long, and has cost about $200,000. By means of it
an important facility is afforded to the shipping interests of
Petersburg, which have hitherto been dependent on lighters on
the Appomatox.
CHESTERFIELD RAIL-ROAD. This rail-road connects the
bituminous coal basin of Chesterfield county with the tide water
of James river at Manchester, opposite Richmond. Length
13.50 miles, with branches from the main line to the principal
coal pits. The line descends into the valley of Falling Creek
by a self-acting plane, and is conducted over that of Sally's Run
by an embankment 800 feet long and 40 feet high. Cost but
$8,000 per mile. Radius of the curves, 1442 feet. Single
track, with the usual turn-outs, &c. ; commenced January,
1880; completed July, 1831.
LOUISA RAIL-ROAD. This rail-road leaves the Richmond
and Fredericksburg Rail-road, about 24 miles from Richmond
and 37 from Fredericksburg, and extends thence westwardly to
Gordonsville in Orange county, passing by Louisa Court-house
and Newark. Whole distance from the point of junction with
the Richmond and Fredericksburg Rail-road to Gordonsville,
49 miles. Cost about $400,000.
The Louisa Rail-road furnishes an outlet to the productions
of a fertile tract of country in Virginia at the foot of the South-
West Mountain, and forms the most convenient and agreeable
route to travellers to the Virginia Springs and the western part
of Virginia. It is proposed to extend a branch of the road
from Newark, about 12 miles east of Gordonsville, to Char-
lottesville and an extension of the road to Harrisonburg, in
Rockingham county, is spoken of.
PORTSMOUTH AND ROANOKE RAIL-ROAD. This rail-road
commences at Portsmouth opposite Norfolk, and proceeds in a
W. S. W. direction, through Norfolk, Nansemond and South-
ampton counties, crosses the North Carolina boundary near
Meherrin river, and joins the Roanoke near Weldon. Length
80 miles. Cost about $1,000,000.
WINCHESTER AND POTOMAC RAIL-ROAD, extends south-west
from Harper's Ferry on the Potomac, in Jefferson county, Va.,
where it connects with the Baltimore and Ohio Rail-road, to
Winchester in Frederick county. Length 32 miles. Cost
$500,000. From Winchester a Macadamized road is now
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VIRGINIA.
under construction to Staunton ; but it is probable that this will
ere long be superseded by a rail-road, which would be so well jus-
tified along the fertile valley of Virginia, remarkable for both its
mineral and agricultural wealth. A company for the construc-
tion of this rail-road, was incorporated by the legislature of Vir-
ginia a few years since, and a survey made, and very favourable
location procured for the work ; but the capital stock was not
made up within the time limited in the charter for the organiza-
tion of the company.
The above comprise all the rail-roads yet executed in Vir-
ginia. Other highly important works of this description have
been projected in that state, which will probably be undertaken
as soon as the present monetary difficulties pass off. One of the
most essential seems to be a rail-road between Richmond and
Lynchburg, along the ridge dividing the waters of the James
and Appomatox rivers, to be extended to connect with the pro-
posed south-western rail-road. Such a rail-road would secure
to the state a large travel and return trade to the south-west, in
light and valuable packages, which, without it, will probably not
pass through the state. A second rail-road, which would add
largely to the wealth of the country through which it would
pass, and to the commerce of Richmond, has been surveyed,
diverging from the former in the neighbourhood of Farmville,
and passing in a south-westerly direction to the valleys of the
Staunton and Dan rivers, a short distance above the junction of
these streams. With her great western and south-western im-
provements carried out, and these two lines of rail-road, Vir-
ginia might again take rank among the foremost states of the
confederacy.
Rail-roads have been proposed from Weldon, in North Caro-
lina, up the valley of the Roanoke, through Clarksville, to Dan-
ville, in Pittsylvania county. From Danville, via Martinsville,
to the Kanawha, in Wythe county, where it will intersect the
line from Lynchburg to the Tennessee boundary.
From Staunton to Potomac river. From Staunton to Scotts-
ville. Along the valley of the Rivanna. From Richmond to
Danville, via Farmville, Banister, &c. From Fredericksburg
to a point on the Staunton and James River Rail-road, via
Orange Court House and Charlottesville. From Petersburg
to Farmville. From Suffolk to the Portsmouth and Roanoke
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VIRGINIA.
167
Rail-road. From Taylorsville to Louisa Court House, and
Orange Court House. From Lynchburg to the Tennessee line,
via Abingdon. From Cherrystone to the Maryland line. From
Richmond to Yorktown. From Warrington to the Falmouth
and Alexandria Rail-road. From Smithfield to the Winchester
and Potomac Rail-road. From Kanawha Salines to Coal river,
and some others.
Although companies have been chartered by the legislature
for the construction of these roads, many of them it is probable
will-never be executed. The aggregate amount of capital of
these companies, exceeds twenty-five millions of dollars.
Aggregate length of canals in Virginia 196.25 miles.
"
"
rail-roads
"
361.50 miles.
NORTH CAROLINA.
RAIL-ROADS.
WILMINGTON AND RALEIGH RAIL-ROAD. This road extends
from Wilmington to Weldon on the Roanoke river, and connects
with the Portsmouth and Roanoke Rail-road, and the Peters-
burg road. It is 161 miles long, is completed, and in active
operation.
According to the original charter of 1833, this company was
required to construct a rail-road from Wilmington to Raleigh,
but by an amendment to the act of incorporation, passed in
1835, when its capital stock was increased from $800,000 to
$1,500,000, the company was authorized to change its direction
from the former place to some point on the Roanoke. Hence
the anomalous appellation of " Wilmington and Raleigh Rail-
road." By the new location the road does not approach within
fifty miles of Raleigh. It commences at the town of Wilming-
ton in New Hanover county, and passes by a course nearly
north, through Duplin, Lenoir, Green, Edgecombe and Halifax
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168
NORTH CAROLINA.
counties, and terminates at Weldon. The road was commenced
in October 1836, and completed 7th March, 1840. 211 miles
consist of curves, and 138} of straight lines ; one of these
straight lines is 47 miles in length. The minimum radius of
curvature is 3730 feet, most of the radii are 12,200 and 30,000
feet, The radius of one curve is 67.240 feet, which is deemed
for all practical purposes, equivalent to a straight line. Maxi-
mum inclination, 30 feet per mile, but nearly all the gradients
are level.
RALEIGH AND GASTON RAIL-ROAD, extends from Gaston on
the Roanoke, where it unites with the Petersburg, Greensville
and Roanoke Rail-roads, and terminates at Raleigh, the capital
of N. Carolina, a distance of 85 miles, passing through the
counties of Halifax, Warner, Granville, Franklin and Wake. It
is completed to Tar river, about 35 miles from Gaston; the
balance of the road is rapidly progressing towards completion,
and the whole is expected to be opened for travel in the course
of the present year (1840.) From Raleigh it is proposed to
continue it to Columbia in South Carolina, for which a charter
has been obtained, thus forming an uninterrupted communica-
tion by rail-roads from Fredericksburg in Virginia, to the latter
place.
A RAIL-ROAD from Raleigh to Columbia in South Carolina,
from Fayetteville to the Narrows of the Yadkin, with a Branch
thence to the Louisville, Cincinnati and Charleston Rail-road,
and another to Wilkesboro are proposed.
For an account of the Rail-reads extending from the Roanoke
northward, see Virginia.
CANALS.
DISMAL SWAMP CANAL. (See Virginia.)
LAKE DRUMMOND CANAL. A navigable feeder of the pre-
ceding; it extends from Lake Drummond to the summit level
of the Dismal Swamp Canal ; length 5 miles; 16 feet wide ;
4 and a half deep, with a guard gate near the lake.
NORTH-WEST CANAL, connects North-West river with the
Dismal Swamp Canal ; length 6 miles ; 24 feet wide, 4 feet
deep.
WELDON CANAL, forms the commencement of the Roanoke
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SOUTH CAROLINA.
169
navigation. It extends around the falls of Roanoke, above the
towns of Weldon and Blakely ; length 12 miles; lockage 100
feet.
CLUBFOOT AND HARLOW CANAL, extends from the head
waters of Clubfoot, to those of Harlow creek, near Beaufort;
length 11 miles.
The navigation of the Roanoke from the Weldon canal to the
town of Salem in Virginia, a distance of 232 miles ; the Cape
Fear, the Yadkin, the Tar, New and Catawba rivers, has been
greatly improved by joint stock companies.
Aggregate length of Rail-roads in North Carolina, 250.00
miles.
Aggregate length of Canals in North Carolina, 13.50 miles.
SOUTH CAROLINA.
RAIL-ROADS.
SOUTH CAROLINA RAIL-ROAD, commences at Charleston,
pursues a north-west course, and crosses the head waters of
Ashly river, 28 miles from Charleston; 7 miles farther it
crosses Four-holes swamp. At a distance of 65 miles from
Charleston the Edisto is passed : thence by a direct course, 58
miles, it enters the valley of Big Horse Creek, which it pursues
for a few miles, then runs westward, and terminates in the town
of Hamburg, opposite Augusta. Entire length, 135.75 miles.
Several towns and villages have been erected along the line of
this road; among them are Beesville, Summerville, Branchville,
Midway, Blacksville, Aken, &c.
The plan of the road is unusually straight, and the curves
have large radii. The profile is gently undulating, frequently
nearly level, and the maximum ascent does not in any case ex-
ceed 30 feet to the mile. The summit of the dividing ridge,
15*
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170
SOUTH CAROLINA.
between the Savannah and Edisto, is elevated 513 feet above
the tide and one inclined plane, (the only one on the line,)
provided with a stationary steam-engine, is resorted to at this
spot, which is 114 miles from Charleston. The superstructure
is composed of flat iron bars, attached to wooden string-pieces,
6 X 10 inches, supported generally on piles; the latter are
secured by ties, and are sometimes of a great length. They
have been driven to a considerable depth in some of the marshes
which the road crosses, and in other parts of the work they
form a substitute for embankments, which latter have not been
resorted to, except in a few very limited situations. The rail-
way resembles a continuous and prolonged bridge. Stones are
not employed on this line, for two reasons-first, the country is
completely destitute of this material-secondly, it is not neces-
sary in the mild climate of the south. (The natural earth,
when dry and not exposed to frost, forms a firmer foundation
or support, for piles, sleepers, stone blocks or stone sills, than
the irregular projections of broken stone. The only use of the
latter material is for the purpose of draining off the water, by
permitting it to sink among the crevices of the stones until it
reaches the bottom of the pit or trench, which is below the usual
depth to which frost can penetrate ; from this trench the water
is conducted by drains, or is absorbed by the earth.) The ex-
posed parts of the wood work have been protected by a coating
of heated tar and oil. Where the foundation is a uniformly
hard clay, transverse sleepers are firmly bedded in and on the
clay, for the support of the rail timber; where the excavated
surface is of a less firm character, foundation timbers, running
parallel to the road, are bedded in the earth, on which the trans-
verse caps, which support the rail timber, are secured; and
where the foundation is too loose or yielding to allow sleepers,
or the line of graduation is above the surface, piles, driven into
the ground, are made use of to support the caps, Cost $1,-
750,000 commenced in 1830 ; completed in 1834 since sold
to the Louisville, Cincinnati and Charleston R. R. Co. for
$2,400,000. The receipts on the Charleston and Hamburg
Rail-road, for the month of November, 1839, amount to $65,000,
nearly 50 per cent. more than was taken in any previous month.
BRANCHVILLE AND COLUMBIA RAIL-ROAD, extends in a
north-west direction from Branchville, on the South Carolina
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SOUTH CAROLINA.
171
Rail-road, in Colleton District, 62 miles from Charleston,
through Orangeburg District, to Columbia, in Richland, a dis-
tance of 66 miles. This road forms a part of the contemplated
Louisville, Cincinnati and Charleston Rail-road. Maximum
grade 25 feet per mile ; minimum radius of curvature 2,800 feet;
cost $1,500,000.
LOUISVILLE, CINCINNATI AND CHARLESTON RAIL-ROAD. A
company, with banking privileges, was incorporated in 1836,
by the legislatures of South Carolina, North Carolina, Tennes-
see and Kentucky, for the purpose of constructing a rail-road
through their respective states. A portion of the South Caro-
lina Rail-road, extending from Charleston to Branchville, a
distance of 62 miles, and the branch of that road from the latter
to Columbia, 66 miles in length, have been adopted as a part of
the great north-western line. From Columbia, it is proposed
to continue the road along the valleys of Broad River, in South
Carolina, and of the French Broad River, of North Carolina
and Tennessee, to Knoxville, in the latter state thence through
Kentucky to Newport, on the Ohio River, opposite Cincinnati.
As a preparatory step in this great enterprise, the purchase
of the South Carolina Rail-road was effected for $2,400,000,
paid principally in the stock of the new company, whose capital
is $8,000,000. Entire length from Columbia to Cincinnati,
about 590 miles ; and from Charleston, 718 miles. With re-
gard to the execution of this, nothing is yet done beyond
Columbia.
Another route to the same points, has been urged upon the
attention of the company. It embraces the following Rail-
roads, some of which are now in operation, and others in pro-
gress :-Georgia Rail-road, from Augusta to De Kalb county,
in Georgia; Western and Atlantic Rail-road, from De Kalb
to Chattanoogo, on the Tennessee and the Highwassee Rail-
road, from Chattanooga to Knoxville, the latter place being
common to both routes. Distance from Charleston to Cincin-
nati by this route, 741 miles.
CANALS.
SANTEE CANAL, connects the harbour of Charleston with the
Santee. It commences on the west branch of Cooper river, and
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172
SOUTH CAROLINA.
passing along Biggin Swamp, intersects Santee river at Black
Oak Island. Length, 22 miles; course, N. N. W.; 32 feet
wide at top, 20 at bottom; 4 feet deep ; rise and fall, 103; 13
locks, each 60 by 10 feet completed in 1802 ; cost, $700,000.
By means of this canal, and the Santee and Congaree rivers,
which have been improved, a navigable communication is
afforded from Charleston to Columbia.
WINYAW CANAL, extends from Winyaw Bay to Kinlock
Creek, a branch of Santee river. Length, 7.40 miles; course,
S. W;
THE NAVIGATION OF THE CATAWBA, has been improved by
the construction of several small canals :-1, extends from Pat-
ton Island to Davy's Ferry, 2 miles; 2 from 11 miles below
I'Donald's Ferry to Fishing Creek, 24 miles; 3, from Moun-
tain Island to Rocky Creek, 14 miles; 4, from Rocky Creek
to the Catawba, 900 yards; 5, from Jones's Mill to Elliot's, 4
miles, (this is styled the Wateree canal.)
SALUDA CANAL, extends from the head of Saluda Shoals to
Granby Ferry, on the Congaree, passing through the town of
Columbia; 6.20 miles in length ; descent 36 feet.
DREHR'S CANAL, is designed to overcome a fall of 120 feet
in Saluda river. Length, 11 miles.
LORICK's CANAL, on Broad river, 11 miles above Columbia;
1 mile long.
LOCKHART'S CANAL, in Union District, around Lockhart's
Shoals in Broad river, 24 miles long.
Aggregate length of canals in South Carolina, 52.45 miles.
"
rail-roads
"
201.75 "
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GEORGIA.
RAIL-ROADS.
GEORGIA RAIL-ROAD, commences at Augusta, the head of
navigation on the Savannah river, and proceeds nearly due west
to the vicinity of Warrenton; thence, curving towards the
north-west, and passing through Crawfordsville, Greensboro,
Madison and Covington, it terminates at a point a little to the
south-west of Decatur, in De Kalb county. At this point the
Western and Atlantic Rail-road continues the line to the Ten-
nessee, intersecting, in its course, the Highwassee Rail-road
which extends to Knoxville. Length of the Georgia Rail-road
from Augusta to its termination in De Kalb county, 165 miles.
The first 57 miles of this road are laid with wooden superstruc-
ture, and a heavy plate rail 2111 inches wide by T8 thick ; the
remainder is built with a T rail, weighing 46 lbs. per yard.
The inclination of the grades does not exceed 36 feet per mile.
Cost, including branch to Athens, $3,300,000.
ATHENS BRANCH of the Georgia Rail-road, leaves the latter
at a point nearly equidistant between Crawfordsville and
Greensboro, and extends a north-west course to Athens, in
Clark county. Length 33 miles.
WESTERN AND ATLANTIC RAIL-ROAD, commencing at the
point of termination of the Georgia Rail-road, near Decatur,
the road crosses the Chattahooche, and ascends to Marietta, in
Cobb county. It there crosses the Kermesaw Summit on the
north side of the mountain of that name, and descends towards
the Etowah, passing through the village of Allatoona. Having
crossed the Etowah, the road passes through Two Run Gap,
enters the valley of Conasseen's Creek, and ascends in this
valley to the Oothocaloga Summit. Thence, by a pretty direct
route, to the Oostanauley, which the road crosses, and proceeds
towards its termination on the Tennessee river at the confluence
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174
GEORGIA.
with the Chickamanga. It branches before it reaches the Ten-
nessee line and unites with the Highwassee Rail-road. Length
130 miles. Cost $2,129,920. Single track, but graded for
two. Maximum grade 30 feet per mile. Minimum radius of
curvature 1200 feet.
CENTRAL RAIL-ROAD, commences at Savannah, proceeds in
a direct course towards the Ogeechee river whose valley
is followed and passing within four miles of Sandersville, ter-
minates at Macon. Length 193 miles ; maximum grade 30 feet
per mile; minimum radius of curvature 2000 feet. Estimated
cost $2,300,000, of which $1,187,032 55 had been expended on
the 1st of November, 1839. Single track with turn-outs, &c.
This road is rapidly verging towards completion, 80 miles being
finished, 48 nearly so, and 28.50, extending to the Oconee,
under contract. The construction of the railway is similar to
that generally adopted in the south.
The advantages of a continuous bearing, by means of the
broad string piece laid flat, are apparent on this road. In
colder climates, where it is necessary, and even unavoidable
that the foundation should be laid so low as to be out of the
reach of frost, such a bearing might not be admissible but
they have nothing to guard against on this score; it is, there-
fore evident, that the nearer the foundation is laid to the
surface of the grade, the more accessible it is for the purpose
of repair, renewal or adjustment.
The objection commonly urged against this plan of super-
structure, arises from an apprehension, that the ribbon which
immediately supports the plate rail, will give way and be crushed
by the weight of the engine. Burden and passenger trains
have been running over this road daily for more than 18 months,
and for some time past, from two to three trains per day, and
with the exception of the renewal of the ribbon for a few miles
on the lower end of the road for the purpose of substituting a
different kind of connecting plate, there has not been one-tenth
of a mile renewed for the whole distance of 80 miles. The
sides of the embankments are becoming covered with vegetation,
and will in a year or two be entirely protected from the effect
of rains.
The allignment of the road for the distance located, com-
prises 61 curved, and 62 straight lines.
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GEORGIA.
175
The curves are all arcs of circles and may be classed as
follows:-
Length of Radius.
Number of Curves.
Aggregate distance.
2,000 feet.
14
24,359 feet.
2,500 "
3
6,608 "
3,000 "
2
4,086 "
3,500 "
3
7,435 "
4,000 "
7
15,369
"
4,500 "
2
4,980 "
5,000 "
12
40,472
"
8,000 "
4
12,984 "
10,000 "
6
23,405
"
15,000
"
5
21,916
"
20,000
"
1
8,374 "
30,000 "
1
4,620 "
150,000 "
1
26,500
"
Total
61
201,109 feet.
Total length of curved line,
38 miles and 469 feet.
"
"
straight line,
110
"
" 2,591
"
Distance located
148 miles
3,060 feet.
The last mentioned curve of 150,000 feet radius, and about
five miles in length is, so far as any effect of resistance is consi-
dered, fully equivalent to a straight line, at any velocity. We
may therefore, with propriety, state the proportion of straight
line at two-thirds of the whole distance.
The gradients may be classed as follows :
miles.
feet.
Level
20
2200
Inclination of 5 feet per mile and under,
43
1560
over 5 and under 10
22
3440
over 10 and under 15
14
5180
over 15 and under 20
12
940
over 20 and under 25
8
2360
over 25 and under 30
26
3020
Total
145
2860
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176
GEORGIA.
The arrangement of the curves and slope grades, is such as
to avoid, excepting in a few instances, the occurrence of a sharp
curve on a heavy grade.
Water stations are established 10 miles apart, or as near this
distance as the circumstances will permit. At each station is a
" turn-out" about 800 feet in length, to allow two trains to pass
each other. It is presumed that it will at a future day become
necessary to place " turn-outs" intermediately between the pre-
sent enes.
In most instances store-houses will also be erected at the
stations for the accommodation of the local business-and dwel-
lings for the persons entrusted with the supervision of the road.
The business of this road for the three months, ending 31st
October, 1839, was as follows :-
Passengers.
Freight.
Aggregate.
No.
Amount.
Dolls. Cts.
Dolls. Cts.
Aug.
747
$1,464 25
2,108
77
3,573
02
Sept.
688
1,565 10
6,278
49
7,843 59
Oct.
875
2,215 50
11,844 99
14,060 49
2310
$5,244 85
$20,232 25
$25,477
10
AUGUSTA BRANCH of the Central Rail-road. A charter was
granted at the last session of the legislature, for a branch rail-
road to connect the above road with the city of Augusta ; and in
compliance with a request from a committee of the citizens of
Burke county, a survey was made for the purpose of ascertain-
ing the cost, &c. of that portion of the route between the
Central Rail-road and Waynesboro. A report with estimates
and maps in detail, showing the result of this survey, was
communicated to the above-named committee. As that report
has not been published, the following synopsis may be made :
The route surveyed diverges from the line of the Central
Rail-road about three-fourths of a mile below the point where
this road crosses Big Buckhead creek, and pursues the general
direction of the valley of this creek for about 13 miles, to Rose-
mary creek-here bending to the right, it assumes the dividing
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GEORGIA.
177
ridge between the waters of Buckhead and Briar creeks, and
follows this ridge over a moderately undulating country to
Waynesboro.
The distance is 221 miles-which, added to the distance,
from the point of junction to the city of Savannah, 79 miles—
and the distance from Waynesboro to Augusta, 321 miles—
makes a total distance of 134 miles from Savannah to Augusta
by rail-road, being only 12 miles longer than the direct stage
route.
There will be no inclination of grade exceeding 30 feet per
mile, and no curvature on a radius of less than 2000 feet.
The cost of the road from the Central Rail-road to Waynes-
boro is estimated at $182,800, exclusive of locomotive
engines, cars, &c. ; and contemplating a superstructure similar
to that of the Central Rail-road, with a plate rail supported by
longitudinal string-pieces.
The citizens of Savannah, by an unanimous vote in town
meeting, requested the corporate authorities to subscribe $100,-
000 to the capital stock of this road, and should the city of
Augusta take a like sum, there is every reason to expect that
the large resources of the county of Burke, and the public spirit
of its citizens, with those of the two cities, will supply the
remainder of the required funds, and that we shall soon see this
branch in progress.
That it would be of great advantage to the cities of Augusta
and Savannah and the intervening country, and add greatly to
the business of the two rail-roads already in progress, no one
will doubt; and that the estimated cost bears a small proportion
to the great advantages and revenue that might be expected,
will also be readily admitted.
MONROE RAIL-ROAD, is a prolongation of the Central Rail-
road, extending from Macon to Forsyth, 25 miles in length ;
and thence to De Kalb, where it unites with the Western and
Atlantic Rail-road. Its structure is similar to that of the
Georgia Rail-road. Maximum grade 3696 feet per mile.
Minimum radius of curvature 1910 feet. Single track, with
turn-outs, &c. Cost $20,000, per mile.
MACON AND TALBOTTON RAIL-ROAD. This is an extension
of the Central Rail-road to Talbotton, whence it is proposed to
extend a branch to West Point, where it will unite with the
16
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178
GEORGIA.
Montgomery and West Point Rail-road of Alabama, and ano-
ther to Columbus on the Chattahoochee ; 70 miles in length.
COLUMBUS AND CHATTAHOOCHEE RAIL-ROAD, leading from
Columbus, via West Point, to the south-eastern terminus of the
Western and Atlantic Rail-road in De Kalb county.
BRUNSWICK AND FLORIDA RAIL-ROAD, to extend from Bruns-
wick on the Atlantic coast, to a point on the Appalachicola, and
thence to Choctawhatchie Bay.
CHATTAHOOCHEE RAIL-ROAD, from Macon to West Point,
via Columbus.
CANALS.
BRUNSWICK CANAL, 34 excavation finished, from tide-water
on the Alatamaha to Brunswick, 12 miles; cost $500,000 ;
thorough cut with tide locks.
SAVANNAH, OGEECHEE AND ALATAMAHA CANAL, is under-
going repairs. The lock and canal near Savannah is to be made
100 feet wide and 12 feet deep; 16 miles long ; commenced
in 1825 ; completed in 1829 ; cost $165,000.
Aggregate length of rail-roads in Georgia, 616.00 miles.
"
"
canals
"
28.00 "
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FLORIDA.
RAIL-ROADS.
LAKE WIMICO AND Sr. JOSEPH'S CANAL AND RAIL-ROAD, 12
miles in length. Incorporated in 1835 ; work completed 1836.
EAST FLORIDA RAIL-ROAD, proposed, and surveys made. It
extends from Jacksonville, on the river St. John's, to St. Mark's.
Estimated cost $1,233,000.
RAIL-ROADS, from Tallahassee to St. Mark's, 20 miles; from
Columbus, Georgia, to Pensacola Bay, 120 miles; from Jack-
sonville to Tallahassee, 150 miles; from Pensacola Bay to
Mobile Bay, 40 miles; from St. Joseph's to Tallahassee, 70
miles; from St. Augustine to Picolata, 18 miles ; are proposed.
CANALS.
CANALS from Matanzas River to Halifax River, 15 miles;
from St. Andrew's Bay to Chipola, are proposed.
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ALABAMA.
RAIL ROADS.
ALABAMA, FLORIDA AND GEORGIA RAIL-ROAD, commencing
at the intersection of Broadway and Hancock streets in Pensa-
cola ; the line proceeds northwardly to the western bank of the
Escambia. From thence the Escambia valley is passed at nearly
right angles, crossing the main Escambia and some of its tribu-
taries, to the main land on the eastern shore. Ascending and
following the dividing ridge between Escambia and the streams
of Blackwater bay, the line reaches the eastern declivity of
Conecuh valley. Thence, descending the eastern slope, and pass-
ing a few miles up the valley, it crosses to the western side of the
Conecuh, and proceeds to the Sepulga. Thence, deflecting to
the north, it follows the valleys of the Sepulga, Pigeon creek
and Three Run to the summit, 417 feet above tide, between
Mobile and Pensacola bays. Thence descending by the valley
of Pinchoma, and crossing the head waters of Pintlala and
Catoma creeks, the line terminates at Montgomery, in Mont-
gomery county, Alabama. The road ascends from the valley
of Escambia, by a grade of 35 feet per mile, for 4.15 miles,
and thence along the ridge 22.51 miles with an undulating
graduation, varying from 15 to 30 feet per mile, though it
seldom attains the latter inclination. The descent to the Cone-
cuh valley for 4.77 miles is 37 feet per mile, thence by a
diminished grade, it reaches the crossing of the Conecuh.
From this point the surface is highly favourable, seldom requir-
ing an inclination beyond 20 feet per mile. From the summit
the maximum grade is 29 feet per mile for the entire length of
Pinchoma valley. The radius of the curves throughout the
whole line is 6180 feet. The aggregate of straight line is
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ALABAMA.
181
130.46 miles that of curves, 26 miles. Entire length from
Pensacola to Montgomery, 156.46 miles.
The road is constructed for a single track, with turn-outs and
side lines. The levels are attained by the ordinary modes of
excavation and embankment, except over deep ravines and
marshes, where trestle bridging or piling will be resorted to.
The Escambia marshes are crossed by piles, driven 6 feet
apart from centre to centre, longitudinally and transversely with
the line of the road ; the piles are cut off 4 feet above the level
of the marsh, and their ends connected by cross-caps 9 feet long
and 10 inches square. Longitudinal string pieces, 10 inches
square, are notched into the cross-caps and bolted through.
Iron rails 2½ inches wide, with sufficient depth to permit the
flanges of the car wheels to pass clear of the wood, are secured
along the centre of the string-pieces. Sills from 30 to 40 feet
long, flattened on two sides to 8 inches of heart pine, are laid in
trenches longitudinally with the road, 5 feet apart from centre
to centre, The top surface of the sills conform with the
grade, and their ends meet on a splicing sill to prevent unequal
settling. Cross-ties, 8 feet long, and 8 inches square, are laid
upon the longitudinal sills, 4 feet apart from centre to centre.
The cross-ties are notched 3 inches deep, for receiving longitu-
dinal string-pieces or rails, 6 by 8 inches square, lined on top,
and framed where they enter the notches, into which they are
secured by wooden wedges. The notches in the sills are so
arranged that when the string-pieces are keyed in, their interior
faces are 4 feet 6½ inches apart. The interior top angle of
each-string piece is hewn off 1 inch, leaving the track 4 feet
81 inches wide. Iron rails 21/2 inches wide, and } of an inch
thick, with mitred ends and countersunk- holes, are laid flush
with the inner faces of the string-pieces, upon which they are
secured by spikes 1⁷₆ of an inch square, 7 inches long at the
end holes, and 51 inches for the intermediate points, to prevent
the rails from sinking into the wood ; they are supported at the
points of junetion on iron splicing plates, 6 inches long, and 1 of
an inch thick. The wooden rails are adzed down outside the
iron, to pass off the rain water, and the track ballasted with sand
or gravel to give additional stability to the structure. The
average cost per mile of rail-road superstructure, as above speci-
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ALABAMA.
fied, may be estimated at $5,500. Total cost of road, buildings,
apparatus, &c. $2,500,000.
SELMA AND CAHAWBA RAIL-ROAD. This road, a branch of
the Pensacola and Montgomery Rail-road, leaves the main line,
and proceeds in a western direction, and at a point 10 miles
from Selma and 9 from Cahawba, branches off towards those
places respectively.
MONTGOMERY AND WEST POINT RAIL-ROAD. This rail-road
extends from the northern terminus of the Pensacola and Mont-
gomery Rail-road, in an east-north-east direction, to West Point,
at the head of the rapids of the Chattahoochee river, and about
30 miles above the town of Columbus. It is 87 miles in length,
and forms the connecting section between the Georgia and
Alabama systems of rail-road. It enjoys an exclusive monopoly
of the trade, by rail-roads and locomotives, in the region between
the waters of Alabama and Chattahoochee rivers, for fifty years.
WETUMPKA RAIL-ROAD, is designed to connect the Tennessee
with the Alabama, at Wetumpka, at the head of steam-boat
navigation, in that river. The first object of the company is to
construct a rail-road from Wetumpka, along the valley of the
Coosa, to Fort Williams, near the head of the great falls, distant
about 56 miles. To avoid the obstructions in the river, the
road will be extended so as to unite with the Selma and Ten-
nessee Rail-road, and the Georgia Rail-road.
MOBILE AND CEDAR POINT RAIL-ROAD, 28 miles in length.
SELMA AND TENNESSEE RAIL-ROAD, is designed as the great
central line of communication between North and South Ala-
bama. The line as surveyed, commences at Selma, on the
Alabama, and passes by a line a little east of north, to Gunter's
landing, at the most southern bend of the Tennessee river.
The length about 170 miles. A branch along the valley of the
Coosa, to intersect the Western and Atlantic Rail-road of
Georgia, near Echota, is proposed.
Cahawba AND MARION RAIL-ROAD, extends up the right
declivity of Cahawba valley. Length about 35 miles.
Tuscumbia, COURTLAND AND DECATUR RAIL-ROAD, extends
from Tuscumbia to Decatur, both on the Tennessee river, 44
miles; maximum inclination, 28 feet per mile. It is contem-
plated to extend this road into Georgia, and unite it with the
rail-roads of that state. Should this be done, and the Memphis
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and La Grange Rail-road of Tennessee be carried to Tus-
cumbia, as proposed, a complete line of rail-roads will be
established from the western extremity of Tennessee to
Charleston in South Carolina, a distance of 709 miles.
CANALS.
MUSCLE SHOALS CANAL, extends along, and is intended to
overcome the obstruction in the Tennessee, called the Muscle
shoals. The work is not yet complete, as an important section
at the head of the shoals remains to be executed. When fin-
ished, this canal will open an uninterrupted steam-boat channel
for several hundred miles into the rich agricultural and mineral
districts of East Tennessee. The locks on this canal are 32
feet wide, and 120 in length. Length of the section now in
use, 35.75 miles; 60 feet wide at top, 42 at bottom, and 6 feet
deep ; 16 lift and 2 guard locks, overcoming an ascent of 96
feet ; cost $571,835. Estimated cost of all the improve-
ments from Brown's Ferry at the head of the shoals to Florence,
$1,361,057.
A Canal around Colbert's shoals is proposed.
HUNTSVILLE CANAL, from Triana on the Tennessee, to the
town of Huntsville; 16 miles in length.
Aggregate length of Rail-roads in Alabama, 307.46 miles.
Aggregate length of Canals in Alabama, 51.75 miles.
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MISSISSIPPL
RAIL-ROADS,
WEST FELIOIANA RAIL-ROAD, extends from St. Francisville,
on the left bank of Mississippi, to Woodville, in Wilkinson
county, Miss. Length, 27.75 miles ; 7.75 miles being in Missis-
sippi, and 20 in Louisiana ; capital, $500,000.
VICKSBURG AND CLINTON RAIL-ROAD, commences at Vicks-
burg, in Warren county, and proceeds to Clinton, in Hinds
county, 54 miles. An extension to Jackson, the capital of the
state, is in progress.
NEW ORLEANS AND NASHVILLE RAIL-ROAD, see Louisiana.
MISSISSIPPI RAIL-ROAD, extending from Natchez through
Gallatin and Jackson to Canton, 150 miles long, in progress.
JACKSON AND BRANDON RAIL-ROAD, length 14 miles.
GRAND GULF AND PORT GIBSON RAIL-ROAD. Length, 7.25
miles.
Rail-roads are proposed From Natchez to Woodville, 41
miles. From Manchester to Benton, 14 miles. From Brandon
to Mobile. From Princeton to Deer Creek, 20 miles ; and
from Columbus to Aberdeen.
Aggregate length of rail-roads in Mississippi, 83.00 miles.
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LOUISIANA.
AN extensive system of improvement has been lately estab-
lished in this state, which from its peculiar configuration, is
susceptible of great improvement, at a very moderate cost.
The whole of the southern half of the state is nearly level, and
is intersected in all directions by what are there called Bayous,
Lakes and Lagoons, which could be readily united and rendered
navigable with but a small amount of labour. By connecting
the streams which run in the direction of the Gulf coast, not
only a navigable communication would be opened between the
Mississippi, both above and below New Orleans, but also a
channel for the surplus water of that river would be opened, by
which the effects of the annual overflow would to a great extent
be avoided. In this way, also, it is probable, the millions of
acres of land, now worse than useless, one portion of which is
constantly, and the other occasionally submerged, could be re-
claimed, and thus brought into cultivation; and what would be
of infinite importance, the salubrity of the country materially
promoted thereby. Our only purpose, however, is to point out
the facilities for internal navigation, which Louisiana possesses
in an uncommon degree. Two great outlets from the Missis-
sippi could be created at a comparatively small expense. One
by the numerous lakes and the connecting bayous, which lie be-
tween the Mississippi river, below Donaldsonville, and Barataria
Bay ; and the other by the Iberville and Amite rivers, and
Lakes Maurepas, Pontchartrain and Borgne. The latter river
especially, has always, from the earliest settlement of the coun-
try, been regarded as an important outlet, equally practicable
and effectual. On inspecting the map, the reader will see how
admirably the streams and lakes of this region are adapted to
the construction of a navigable communication from the Missis-
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LOUISIANA,
sippi to the Gulf, which may be then approached through the
Regolets and Lake Borgne.
The Iberville runs into Amite river, and from their junction,
sixteen miles from the Mississippi, the united streams present a
fine body of water to the lakes, sufficient for all the purposes of
navigation. The depth of the water in Pontchartrain 18 gene-
rally from eighteen to twenty feet. The bay of Manshac was
opened some years since by General Wilkinson, wide enough
for the passage of boats; but, during the late war, the American
commander, apprehending the approach of the British troops
through that channel, ordered it to be obstructed, by falling a
quantity of cypress trees across it, which presents an obstacle
to navigation, until they are removed. It is believed that, by
clearing out these obstructions, deepening and widening the
bed, constructing small levees for a short distance, and cutting
off a small point at the mouth of this estuary, a considerable
portion of the waters of that immense river would find an out-
let to the gulf through the lakes; which would greatly improve
their navigation, by an accumulation of water sufficient to over-
come the feeble resistance of the tides, and form a current out-
ward to the gulf of Mexico. By this mode of conducting off
the surplus waters of the Mississippi, two great evils would be
avoided-the incumbent waters in the river, and the reflux from
the swamps, both of which have been found to be detrimental
to the planters on its borders.
It is believed by every person, practical or scientific, that the
levees cannot be extended further up the Mississippi, without
manifest danger to New Orleans and the contiguous country
and every one must be convinced, that they are inferior to arti-
ficial sluices or canals, that would convey the superabundant
water to the sea by other routes than the river.
There are several points below the Iberyille, at which com-
munications might be formed with Lake Pontchartrain, by cut-
ting less than five miles. One at Bonnet Quarre, where it is
said that the river, at low water, is ten feet higher than the
lake: the greatest elevation of the river, at that point, during
the spring floods, is estimated at twenty-three feet : this quan-
tity, expanding over such a surface as the lake, would produce
but a slight effect, whilst it would greatly diminish the body,
and, consequently, the danger, of the river.
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Through the lakes, and behind the islands which stretch
along the coast of the gulf, there is a safe interior passage to
Mobile bay, a distance of 170 miles, free for vessels of any
size that might be employed in that trade, without any impedi-
ments except the slight obstructions between the river and
lakes. Between the bays of Mobile and Pensacola, a distance
of 50 miles, there are but two interruptions to the water com-
munication; a portage from Bon Secours bay to Perdido, of
four and a half miles, and a half mile from the latter to the
Grand Lagoon, which communicates with Pensacola bay ;
making an inland navigation for that distance, by cutting five
miles only, almost in a direct line, through a level country, and
a soil mixed with clay and sand, furnishing every prospect of
easy excavation.
Santa Rosa sound makes out from the bay of Pensacola 40
miles, to Choctawhachie bay, of about the same length ; from
the end of which, a few miles up East river, will reach a point
within five miles of the west end of St. Andrew's bay, through
a soil and surface presenting no difficulties to the continuation
of the work from that point to the east end of the bay, in a
line with the whole route, is about twenty-four miles; from
thence, to the Chipola river, at a point near which there is a
large, open, natural communication from the Appalachioola, is
about two miles. Thus, with the inconsiderable obstructions
at the Mississippi, the removal of small impediments at a few
points, and the cutting of twelve miles, an inland navigation may
be effected of 350 miles, from the Mississippi to the Appalachi-
cola.
From the lowness of its banks, and the fragility of its levees,
the Mississippi often bursts its embankments, and overwhelms
the farms that cover its bottoms ; and it would be idle to say,
that such inundations over fields of cotton and sugar are ruinous
in the extreme. To diminish this danger in the slightest de-
gree, would be a national benefit far greater than would be
commensurate with the cost to be incurred. By clearing out
the Iberville, the first stage in the great route of natural canal.
ing is accomplished, which gives the Mississippi an outlet
through which much of its surplus volume would pass, into the
lakes first, and then into the gulf, without hazard to its borders,
and with manifest relief to its levees.
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LOUISIANA.
It is thus that another eligible mouth is created, where it is
so eminently useful; a portion of its waters, too great for its
bed and current, drawn off, a surplus ruinous to its settlers,
and hazardous to New Orleans. By this work, all the bays
and rivers of the gulf would be connected, and thus furnish a
safe and easy conveyance for the valuable timber and produc-
tions of their borders, to the ports from which they could be
most conveniently shipped.
Regarding the several artificial works of Louisiana, as insepa-
rably connected with its natural navigation, and merely as aux-
iliary parts of a single system, we shall endeavour to arrange
the whole into general lines, and thus develop the entire system
in all parts, whether of canals, rail-roads, or natural courses.
Assuming New Orleans as a centre, or point of departure,
from which the various lines will radiate, when the system shall
have been perfected and brought into successful operation, we
proceed to a brief notice of those lines, in such order as their
courses and location suggest. That towards the north com-
mences with the PONTCHARTRAIN RAIL-ROAD, which extends 41
miles, to the south shore of Lake Pontchartrain, about a mile
east of the Bayou St. John, and the northern terminus of the
ORLEANS BANK CANAL, which has been constructed at the enor-
mous cost of $1,000,000, and which, like the rail-road, unites
the Mississippi at New Orleans with Lake Pontchartrain, 41
miles distant. A short distance north of New Orleans, the
Pontchartrain Rail-road is intersected by the NEW ORLEANS AND
NASHVILLE RAIL-ROAD, now in progress. This important work
is to extend along the shores of Lakes Pontchartrain and Mau-
repas ; across the Pass Manchac into the valley of the Tangi-
pahao, which it will follow to the line which divides Louisiana
from the state of Mississippi. Its course through the latter state
is not yet determined on, but it will, no doubt, be in the direc-
tion of Florence, in Alabama, and thence nearly direct, inter-
secting the counties of Lawrence, Maury, Williamson and
Davidson, to Nashville, in the latter county. The entire distance
from New Orleans to Nashville is about 560 miles. From
Nashville the line will be continued by another company, or
perhaps by the state, to Knoxville, where it will unite with the
Highwassee Rail-road, now in progress in east Tennessee, by
which, in connection with the proposed rail-road from the Ten-
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LOUISIANA.
189
nessee line, via Abingdon and Lynchburg, to Richmond, in
Virginia, an uninterrupted line by rail-roads or steam-boats
will be effected to the state of Maine. The great outlet towards
the east requires but a small expenditure to render it complete.
Nothing is wanting in Louisiana but the completion of the LAKE
BORGNE RAIL-ROAD, about 22 miles in length, when an inland
navigation may be obtained, as we have already shown, from
its termination on the lake, to Pensacola, and thence, with some
trifling cutting, to the Appalachicola river. For the north-
western route we have in addition to the Mississippi, the pro-
posed BAYOU SARA RAIL-ROAD, 101 miles in length, to extend
from New Orleans, along the left bank of the Mississippi, to St.
Francisville, whence the line is continued by the rail-road now
in use, from the latter to Woodville, in Mississippi, which will
ultimately be extended to Natchez, and thence to Vicksburg.
At Baton Rouge, this line is intersected by the BATON ROUGE
AND CLINTON RAIL-ROAD, 20 miles in length; and at Port Hud-
son, on the Mississippi, a few miles above the former, com-
mences the PORT HUDSON, JACKSON AND CLINTON RAIL-ROAD,
28 miles long.
This will probably be continued to Liberty, in Amite county,
where it will join the SPRINGFIELD AND LIBERTY RAIL-ROAD,
30 miles in length.
Opposite to the southern terminus of the Woodville Rail-road
at Point Coupee, commences the ATCHAFALAYA RAIL-ROAD,
which extends in a south-west direction, 30 miles from that point,
to Opelousas, in the parish of the same name. From Morganza,
situated on the right bank of the Mississippi, and on the line of
the Atchafalaya Rail-road, to Alexandria, on Red river, no
improvement has yet been made: the old mode of communica-
tion by steam-boats is still maintained. There is a rail-road
now in progress from Alexandria to Cheneyville, about 30
miles in length, which may ultimately be extended to Opelousas,
and thus complete a line of rail-road to New Orleans in the
south, and Vicksburg on the north. Several other works have
been executed or are proposed, extending from New Orleans in
various directions. Among them a rail-road to Carrollton, and
thence to Fayetteville, 11 ₺ miles, including branches; another
of 4½ miles, to a bend on the Mississippi, below New Orleans,
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Louisiana.
called the English Turn ; and another, the Orleans Street Rail-
road, 11 miles in length, extending to Bayou St. John.
The canals of Louisiana are few in number, and limited in
extent. In addition to the Orleans Bank Canal, before men-
tioned, there is the BARATARIA NAVIGATION, extending from a
point 6 miles above New Orleans to Berwick's bay, on the out-
let of the Atchafalaya. It consists chiefly of lakes and streams
connected by several short canals, amounting in the aggregate
to 22 miles in length, the balance of the line, 63 miles, being
composed of natural navigation.
CANAL CARONDELET is an inconsiderable, though a very ex-
pensive work. It extends from New Orleans to the Bayou
St. John, is about 2 miles in length, and is said to have cost
$750,000.
LAKE VERET CANAL, extends from the Lafourche to Lake
Veret, and is about 8 miles long.
Other unimportant canals exist in the neighbourhood of New
Orleans, and in the parishes bordering on the Mississippi. These
have been constructed by individuals for private use, and are
generally not intended for navigation.
On looking at the map, it will be perceived that nearly all the
canals and rail-roads of Louisiana, though apart and detached
from each other, are connected in almost every case with navi-
gable streams.
Most of them diverge from the Mississippi banks, and extend
into the interior ; they are, in fact, mere ramifications or arms
of that great river, and as such will contribute their respective
quota to swell its already immense trade.
Aggregate length of rail-roads in Louisiana, 97.25 miles.
"
canals
"
99.25
"
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TENNESSEE.
RAIL-ROADS.
LA GRANGE AND MEMPHIS RAIL-ROAD. Commences at
Memphis on the Mississippi, and extends to La Grange in
Lafayette county, 50 miles in length. This work is designed
to connect with the Tuscumbia and Decatur Rail-road of
Alabama, and by that road to reach the Alabama, Georgia and
South Carolina Rail-roads, or with the Western and Atlantic
Rail-road of Georgia.
SOMERVILLE BRANCH, extends from the main line at Moscow,
16 miles, to Somerville. It is now in progress, and will be
finished this year, (1840.)
HIGHWASSEE RAIL-ROAD, extends from Knoxville by Calhoun,
to the division line of Georgia, where it unites with the Western
and Atlantic Rail-road, of Georgia, 98.50 miles in length.
There are no grades on this road exceeding 36 feet per mile,
and no curve less than 1000 feet radius. An extension of the
Highwassee Rail-road from Knoxville along the valley of the
Holston, to Blountsville, is contemplated. This, with the
proposed South Western Rail-road of Virginia, from Richmond
to the Tennessee line, will perfect an entire Rail-road communi-
cation between Richmond and the Alabama Rail-roads.
A RAIL-ROAD from Nashville to Knoxville, the connecting
link between the New Orleans and Nashville and the High-
wassee Rail-roads, is proposed.
NEW ORLEANS AND NASHVILLE RAIL-ROAD. (See Louisiana.)
CINCINNATI, LOUISVILLE AND CHARLESTON RAIL-ROAD.
(See South Carolina.)
Aggregate length of Rail-roads in Tennessee, 164.50 miles.
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KENTUCKY.
THE improvements of this state are under the direction of a
" Board of Internal Improvement," consisting of four members,
who are charged with the superintendence of all river improve-
ments ; and also to a certain extent of canals and rail-roads,
undertaken by joint stock companies.
The improvements authorized by the legislature relate exclu-
sively to the water courses, some of which have been improved,
and others are now in progress.
Among these are the following-
KENTUCKY RIVER NAVIGATION, extends from Port William,
on the Ohio, to the entrance of the North fork, in Estill county,
a length of 260 miles. Its course is exceedingly circuitous, the
distance between its terminii in a direct line being only 112
miles. The difference of altitude between those points is 216
feet; overcome by 17 locks, 175 by 38 feet, which connect the
various pools formed by 17 dams, varying in length from 350
to 500 feet, and from 20 to 25 feet in height; lowest depth 6
feet; estimated cost, $2,297,409.
LICKING RIVER NAVIGATION. This improvement extends
from the confluence of the Licking and Ohio rivers, opposite to
Cincinnati in Ohio, to West Liberty in Morgan county, a dis-
tance, by the course of the river, of 231, and by a right line,
105 miles. 21 locks, 130 by 25 feet; 21 dams, from 200 to
450 feet long, and from 16 to 27 feet high ; difference of level,
310 feet; cost $1,826,481.
GREEN RIVER NAVIGATION, extends from the Ohio to the
town of Bowlinggreen, in Warren county, 175, and by a straight
line, 90 miles. This like the other river improvements, consists
of dams, locks and slackwater pools. The locks are each 160
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feet long and 36 feet wide, with an average lift of 15 feet ; the
dams are from 300 to 700 feet long. Cost $473,156.
RAIL-ROADS.
LEXINGTON AND OHIO RAIL-ROAD, commences on the
Ohio river, near Louisville, and proceeds nearly due east to
Middletown; thence turning towards the north-east, it gains
the ridge which divides the waters of the Ohio-from those of
Floyd's Fork of Salt river. Pursuing the ridge, and passing the
towns of Brownsboro and Ballardsville, the line descends the
valley of Kentucky river, and enters Frankfort in Franklin
county. From Frankfort it assumes an east course, which is
maintained until it reaches Lexington, where the road termi-
nates. Length 92.75 miles. Minimum radius of curvature,
1000 feet ; maximum inclination 30 feet per mile. It descends
the valley of Green river, by an inclined plane, 4000 feet in
length, and 240 in height. Cost $1,000,000.
PORTAGE RAIL-ROAD, from Bowlinggreen to Barren River,
1.50 miles in length.
CINCINNATI, LOUISVILLE AND CHARLESTON RAIL-ROAD. (See
South Carolina.)
Rail-roads are proposed from Hopkinsville to Cumberland
river; from Henderson to Nashville; from Russelville to Clarks-
ville ; from Louisville to Bushville ; from Louisville to Knox-
ville; from Madisonville to Pond river; from Covington to
Latona Springs, and from Falmouth to Lexington.
CANALS.
LOUISVILLE AND POTTSDAM CANAL. The only canal in this
state is the important, though short one, along the falls of the
Ohio at Louisville. It is about 21 miles in length, and has
four locks, sufficiently capacious to admit steam-boats of the
largest class. The canal is fifty feet wide at the surface.
Entire lockage of twenty-two feet. Cost about $730,000.
With a trifling exception, the entire line is excavated out of
compact limestone, to the mean depth of 10 feet; every thing
connected with the canal, is of the most substantial kind, and
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ILLINOIS.
the mechanical execution of the work throughout, affords a
commendable specimen of canal making.
Aggregate of Rail-roads in Kentucky, 94.25 miles.
"
Canals
"
2.50
"
ILLINOIS.
CANALS.
In addition to the Illinois and Michigan Canal, the construc-
tion of which was authorized in 1836; the state legislature in
the early part of the year 1837, adopted an extensive system of
internal improvements, by means of rail-roads and canals, which
has since been vigorously prosecuted under the direction of a
Board of Commissioners of Public Works," in conjunction
with a " Board of Fund Commissioners," and an " Engineer in
Chief," on whom the duty of making the preliminary arrange-
ments devolved. In conformity with the legislative enactments,
the necessary surveys and examinations were made, and sub-
mitted to the legislature for their consideration, when a plan of
improvement on an extensive scale was concerted, and finally
adopted.
There is, perhaps, no section of our Union, of an equal
extent, so admirably adapted by nature, for the introduction of
a system of rail-roads and canals, as the state of Illinois. Its
entire surface is remarkable for its exemption from elevations
deserving the name of mountains, and with some trifling excep-
tions in the north, no prominent hills are to be found within its
borders. The whole area presents an almost unbroken plane,
but slightly inclined towards the Ohio and Mississippi rivers,
the common recipient of nearly all its interior streams. Of
these the Illinois, though the principal, when viewed in connec-
tion with the improvement of the state, forms only a link in a
very extensive system, each member of which assumes a degree
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of importance, corresponding with its navigable facilities, and
the adaptation of those facilities to the purposes of internal
improvement.
No rivers of any consequence exist in the north-eastern part
of the state, and it is only in the western and southern portions
that streams of much magnitude are found flowing from the
interior; such being the hydrography of the former section,
the question as to the practicability of supplying the deficiency
by artificial means, early attracted the attention of the public
authorities; and as the Illinois presented the most feasible route
for a channel of communication between the waters of the two
great American valleys, that river was examined with a view
to this object. This stream rises in the northern part of the
adjoining state of Indiana, interlocking with the waters of Lake
Michigan, about 350 miles from its entrance into the Mississippi,
and with the exception of the dividing land, (ridge it cannot be
called) its bed is considerable depressed below the surface of
Lake Michigan, from which a canal of any dimensions could be
supplied with water.
In the early settlement of the country, it is stated by Volney
and other travellers, boats frequently passed from the Lake to
the Des Plaines, one of the principal branches of the Illinois.
The importance of such a connection, the practicability of
which was so obvious, could not fail to impress every beholder,
but its execution was reserved for the people of the present day.
This work, which is called the
ILLINOIS AND MICHIGAN CANAL, was commenced in 1836,
under the authority of the state government. It extends from a
point on the south branch of Chicago river, about five and a
half miles from Chicago, along the valleys of the Chicago,
Des Plaines and Illinois, to the head of steam-boat navigation on
the latter river. The main trunk is 96.35 miles in length, to
which must be added 5.55 miles of river navigation along the
south branch of Chicago river, and a navigable feeder, 4 miles
in length, from Fox river ; making a total length of 105.90
miles. It is 6 feet deep ; 60 feet wide at top water line, and
will cost, according to the last estimate, $8,654,337 51.
Although the canal is limited in extent, and free from the usual
obstruction of hills and other elevations, the nature of the earth
through which it is to pass, is such as to render its execution
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ILLINOIS.
exceedingly laborious and expensive. One section, about 7
miles in length, requires a cut 18 or 20 feet in mean depth,
through an indurated clay, and this is immediately succeeded
by another of nearly similar depth through compact limestone,
the whole presenting an extent of heavy excavation into solid
rock or its equivalent, almost unparalleled in the annals of canal
making. At a distance of 30 miles from the lake, the deep
cutting terminates, and at the further distance of 6 miles, the
canal makes its first descent from the lake level, by 2 locks, of
10 feet lift each. Thence to its entrance into the Illinois, it
maintains a nearly uniform descent.
This, in many respects, is one of the most important canals
in our country, and like most similar undertakings its advance,
though steady, is very slow.
With the exception of some small canals constructed by pri-
vate companies, the Illinois and Michigan Canal is the only one
in the state.
RAIL-ROADS.
The rail-roads as contemplated by the act of 1837, are impor-
tant both in point of number and extent. One, which may be
regarded as the spine, is to extend through the entire length of
the state, from which most of the others diverge, and intersect
the various counties on both sides of the principal line, which
is sometimes called the CENTRAL RAIL-ROAD. The line as
proposed, commences at the city of Cairo, at the confluence of
the Ohio and Mississippi rivers, and extends nearly due north,
through Vandalia, Shelbyville, Decatur and Bloomington, to the
western terminus of the Illinois and Michigan canal, and
thence, via Savannah to Galena; a distance of 457.50 miles.
$3,800,000 have been appropriated for the construction of this
road.
ALTON AND MOUNT CARMEL RAIL-ROAD. This road, when
completed, will extend entirely across the state, in an east-south-
east direction, passing through the towns of Edwardsville,
Carlyle, Salem, Fairfield and Albion. At Mount Carmel it
unites with the line of the proposed rail-road to Cincinnati.
Length 155 miles.
EDWARDSVILLE AND SHAWNEETOWN RAIL-ROAD, 142 miles
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in length, branches off from the preceding road at Edwardsville,
and with a general south-east course, passes through Lebanon,
New Nashville, Pinckneyville, Frankfort and Equality, to
Shawneetown.
BELLEVILLE RAIL-ROAD, extends from Belleville to Lebanon,
on the Edwardsville and Shawneetown Rail-road, 14 miles.
QUINCY AND DANVILLE RAIL-ROAD, extends from Quincy
on the Mississippi, through Columbus, Clayton, Mount Sterling,
Meredosia, Jacksonville, Springfield, Decatur, Sydney, to Dan-
ville, whence it will be prolonged to the state line in the direc-
tion of Lafayette in Indiana. Length 220 miles. The section
of this road from Meredosia to Jacksonville, 22 miles in length,
is now in use.
ALTON AND PARIS RAIL-ROAD, extends from Alton, through
Hillsboro, Shelbyville, Charleston, and Paris, to the state line in
the direction of Terre Haute. Length 160 miles.
PEORIA AND Warsaw RAIL-ROAD. From Peoria via Can-
ton, Macomb and Carthage to Warsaw ; 116 miles in length.
BLOOMINGTON AND PEORIA RAIL-ROAD, from Bloomington to
Peoria, via Mackinaw; 40 miles.
PEKIN BRANCH of the preceding, extends from Mackinaw to
Pekin. 20 miles in length.
Some of these sections of the above rail-rails, which connect
navigable water courses, have been in progress of construction
since 1837. Portions of them, to a limited extent, are now
finished, and others nearly so, but from the want of connection,
they are, with a few exceptions, almost valueless. As a system
they can scarcèly be regarded as commenced, as those actually
finished and in use, form a very inconsiderable part of the entire
system, as contemplated by the legislature.
A Rail-road, 6 miles in length, from Illinois at the Ferry
opposite St. Louis, to coal mine Bluffs, is now in operation.
The sum of $11,315,099, has been appropriated to the con-
struction of the above rail-roads, and $400,000 for the improve-
ment of the great Wabash, Illinois, Rock, Kaskaskia, and little
Wabash rivers. Only a part of these sums has been expended.
Rail-roads are proposed from Alton to Springfield; from Jack-
sonville to Augusta, 22 miles; from Chicago to Des Plaines, 12
miles; from Naples to Jacksonville, 22 miles; from Alton to
Erie; from Belleville to the Mississippi; from Galena to Chi-
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INDIANA.
cago; from Springfield to Carrolton, and thence to the Missis-
sippi; from Waverly to Grand Prairie ; from Lynville to
Jacksonville.
Aggregate length of Canals in Illinois, 105.00 miles.
Aggregate length of Rail-roads in Illinois, 26.00
"
INDIANA.
LIKE the neighbouring state of Illinois, Indiana has mani-
fested a most zealous regard to the cause of internal improve-
ment: There are at the present time, in progress, under the
authority of the state, public works, the cost of which, when
finished, is estimated at twenty-one millions of dollars. These
works, it is probable, will be ultimately united to those of Illi-
nois. on the west and Ohio on the east, and thus form a continu-
ous system, both in point of extent and utility, unparalleled
either in this or any other country. The aggregate length of
canals is 840, and of rail-roads, 90 miles; some of which
are completed, and others are now in active progress. The
whole expenditure in 1838 was about $1,200,000; and the
entire amount of contracts, made since the 1st of March, 1836,
when active operations commenced, exceed five millions of
dollars.
CANALS.
WABASH AND ERIE CANAL. This important canal which
unites the great Mississippi valley with the St. Lawrence Basin,
is the joint work of the states of Ohio and Indiana, 87.27 miles
of it being in the former, and 99.73, in the latter state : whole
length 187 miles. It is proposed to extend the line to Terre
Haute and to improve the navigation of the Wabash, at the
Great Rapids, and thus open an uninterrupted water communi-
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INDIANA.
199
cation from Lake Erie to the Ohio river. A farther extension
from Terre Haute to the Central Canal in Greene county, is
also proposed. In its passage from Lake Erie, the canal is
intersected by the Miami Canal of Ohio the proposed Northern
Canal, and the Central Canal of Indiana. Its course is along
the valley of the Maumee, in the north-western part of Ohio
and north-eastern part of Indiana; over the dividing ridge be-
tween that river and the Wabash ; along the right or north
bank of the latter; crosses at Tiptonsport and proceeds along
the left bank of the Wabash, to Lafayette in Tippecanoe county.
355,200 acres of land have been appropriated by Congress in
aid of this important undertaking.
The district for which this canal will form the main channel
of trade, may be described as extending from the state line as
far down the Wabash as the Grand Rapids, a distance of 300
miles. The boundaries of the district on the south and south-
east may be defined by a line pursuing generally the valley of
the west fork of White river to the east line of the state, em-
bracing nearly one-third of the surface between the Wabash
and the Ohio river ; and on the north and west by a line diverg-
ing from the Grand Rapids, and extending about one-third the
distance to the Illinois river on the west, and Lake Michigan
on the north. The limits of this district, it will be perceived,
are marked out with due reference to the influence of the Ohio
navigation on the south, and of the Illinois river and Lake
Michigan on the west and north, as rival channals of commerce.
The district thus described contains a surface equal to thirty-
eight counties in Indiana, and nearly nine counties in Illinois,
including an aggregate area of 22,000 square miles. The
population of this district, in 1839, as nearly as can be esti-
mated from official reports of the state officers, was about
270,000, averaging 12} persons per square mile. Allowing
for the increase of the population at the usual rates in similar
districts, the average by 1841-the time when it is supposed
navigation might be opened to the lake-will be increased to
about 15 per square mile.
The Ohio division of the Wabash and Erie Canal is 87.27
miles in length, and is estimated to cost, by the Ohio Board of
Public Works, in their annual report of December 30th, 1839,
$2,000,000.
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indiana.
Indiana will send down through the Ohio portion to Lake
Erie, at least 100,000 tons of freight annually. By the terms
of the compact between the states, the state of Ohio is autho-
rised to levy upon the commerce of Indiana, the same toll that
is charged on her other principal canals. These rates average
two cents per ton per mile, which, multiplied by 87.27, the
length of the canal in the state of Ohio, will give $1 75 per ton.
This multiplied by 100,000, the number of tons passing through
in a season, will give a"revenue to Ohio from the commerce of
Indiana alone, of $175,000. Deduct from this $35,000 for
repairs, collection of tolls, &c. equal to $400 a mile, and
the state of Ohio will realize an income of $140,000 from the
business of her sister state. This sum (the $140,000) is just
7 per cent. on the whole cost of the work as stated above.
CENTRAL CANAL, intersects the south bank of the Wabash
and Erie Canal at two points, one near Peru in Miami county,
and the other at Wabash in Wabash county. Proceeding
towards the south-east, these sections unite near Marion in
Grant county, whence the canal advances due south to Ander-
sontown in Madison county, where it enters the valley of the
West Fork of White river. From Andersontown its course is
due west to Strawtown in Hamilton county, where it turns
towards the south-west, passes through Noblesville, and after
a course of 60 or 80 miles, enters Indianapolis, the capital
of the state. Resuming its south-western direction, it follows
the east declivity of the North Fork, through the counties of
Marion, Morgan, Owen, Greene, and Daviess, and the towns of
Martinsville, Spencer, Bloomfield and Maysville, to Petersburg
in Pike county. There the canal leaves the bank of White
river, and after a meandering course through Gibson and Van-
derburg counties, terminates at Evansville, on the Ohio river.
Entire length 290 miles. Several divisions of this work are
now in course of construction. Estimated cost $3,500,000. A
branch to extend from Andersontown to Muncietown, is pro-
posed.
WHITEWATER CANAL, extends from Lawrenceburg in Dear-
born county, on the Ohio river, ascends the valley of White-
water, through Hamilton county in Ohio, and Franklin, La-
fayette and Wayne counties of Indiana, to Cambridge on the
National Road, in the last named county. A considerable
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portion of this work is now in use. The section from Law.
renceburg to Brookville, 30 miles, was opened for navigation in
1839; whole length, 76 miles. Estimated cost $1,400,000.
An extension to the Muncietown branch of the Central
Canal is proposed.
TERRE HAUTE AND EEL RIVER CANAL, is an extension of
the Wabash and Erie Canal from its southern terminus at
Terre Haute, via the valley of Eel river, to the Central Canal
in Greene county. Length 40.50 miles. Estimated cost
$629,631.
A canal from Wayne on the Maumee to Michigan City in
the north-west angle of the state, and thence to the Illinois
boundary, is proposed, but not yet definitively located.
RAIL-ROADS.
MADISON AND INDIANAPOLIS RAIL-ROAD, commences at
Madison, in Jefferson county, on the Ohio river, and proceeds
through the counties of Jennings, Bartholomew, Johnson and
Marion; and the towns of Vernon, Columbus, Franklin, &c. to
Indianapolis, the capital of the state. Length about 95 miles.
It is completed from Madison to Vernon, a distance of 25
miles.
LAFAYETTE AND MICHIGAN RAIL-ROAD, 106 miles in length.
This road is designed as a continuation of the line of thorough-
fare from the Ohio river to Lake Michigan, of which the
Madison and Indianapolis Rail-road and the M'Adamized road
from the latter to Lafayette, form a part.
In addition to the above which are state works, other rail-
roads are proposed, by joint stock companies, to extend from
Jeffersonville on the Ohio, opposite Louisville, via Vienna,
Rockford and Columbus, to Indianapolis, 108 miles ; a small
part of which is now under contract : from Terre Haute to
Evansville, via Princeton and Vincennes : from Lafayette to
the western line of the state, in the direction of Danville in
Illinois, where it will intersect the Quincy and Danville Rail-
road of that state : from New Albany, through Clark, Scott,
Jackson and Bartholomew counties, to Columbus, where it will
join the Madison and Indianapolis Rail-road from the eastern
to the western boundary of the state, near its northern border :
18
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INDIANA.
from Lawrenceburg to Indianapolis, via Greensburg and
Shelbyville, and from Michigan City to Laporte.
Aggregate length of canals in Indiana, 217.00 miles.
"
"
rail-roads
"
95.00
"
OHIO.
OUR remarks on the physical structure of the state of Illinois,
apply with nearly equal force to that of Ohio. For the con-
struction of canals and rail-roads, the entire region compre-
hended by the states of Illinois, Indiana, Ohio and Michigan,
presents fewer impediments to the construction of such works,
than any other with which we are acquainted. It requires but
a slight examination of the natural features of this section of
the United States to sustain our position. This portion of the
Ohio valley, it is obvious, once composed an extensive inclined
plane, into which the beds of the streams have been formed by
the slow but equally sure process of abrasion.
The hills are generally found near the rivers or large creeks,
and parallel to them on each side, having between them the
alluvial valley, through which the stream meanders, usually
near the middle, but sometimes washes the foot of either hill
alternately. Perhaps the best idea of the topography of this
state may be obtained by conceiving the state to be one vast
elevated plain, near the centre of which the streams rise, and in
their course wearing down a bed or valley, whose depth is in
proportion to their size, or formation of the earth over which
they flow. So that the hills, with some few exceptions, are
nothing more or less than cliffs or banks, made by the action of
the streams; and although these cliffs or banks on the rivers or
larger creeks, approach the size of mountains, yet their tops are
generally level, being the remains of the ancient plain. In the
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203
eastern part of the state, some few hills are found in sharp
ridges, similar to those in the eastern states. The bases of the
hills are generally composed of limestone, free or sandstone,
slate and gravel, admixed with mineral coal, ochre, &c.
The entire valley of Ohio rests on horizontal strata, belong-
ing to that formation called by geologists floetz or secondary.
Near Pittsburg, the rocks are so nearly parallel with the hori-
zon, as to scarce admit a current from the deep perforations of
the coal mines. These mines are opened along the sides of the
hills, and extend inwards on a level with the horizon, and about
320 feet above the lower surface of the adjacent rivers. The
circumstance most conclusive of the fact, that the hills ánd
vallies of this region were formed by abrasion, is the uniformity
of elevation, and similarity of material, of corresponding strata,
on the opposing banks of the streams: phenomena, however,
every where visible, in Ohio valley, where the nature of the
country will admit accurate observation.
The Ohio valley is subdivided by the Ohio river into two
unequal sections, leaving on the right or N. W. side, 80,000,
and on the left or S. E. side, 116,000 square miles; the Ohio
river flowing in a deep ravine, and forming a common recipient
for the water poured down from both slopes. The length of
the Ohio ravine, in a direct line from the city of Pittsburgh to
the Mississippi river, is 548, but by the meanders of the stream
948 miles.
The peculiar features of this river, and its immediate banks,
have led to most of the gross misrepresentations respecting the
valley in general. The low water surface of the Monongahela
at Brownsville, is 850, and at Pittsburg, 830 feet above the
tides in Potomac river at Washington city. The apex of the
hills around Pittsburg are within a small fraction of 460 feet
above low water level in the rivers in the same vicinity. These
elements give us 830 to be added to 460, or 1290 feet, as the
extreme elevation of the hills near Pittsburg. The data being
in great part drawn from actual admeasurement may be consi-
dered as correct, and combining the result with the hypothesis
of the whole valley being once an inclined and unbroken plain,
we are led to the conclusion that about 1306 feet in round num-
bers was once the general elevation of that plain, where the
Monongahela and Allegany now form the Ohio. The plain
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OHIO.
must have risen considerably higher towards the Allegany
system, and towards lake Erie, and declined slowly towards the
Mississippi and Illinois rivers; and such depression, though
more gradual, must have continued until the land sunk under
the Gulf of Mexico.
The elevation of surface at the central junction of the Ohio
and Mississippi, has not been determined with the same preci-
sion as has been done respecting that near Pittsburg, but may
be estimated with considerable accuracy from the length of the
Mississippi below the mouth of the Ohio, which is very nearly
1100 miles. If we allow 31 inches fall to each mile, we shall
have 3850 inches, equal to 321 feet within a very small fraction,
for the height of the country at the junction of Ohio and Mis-
sissippi rivers. Deducting 321 from 830, would leave 509, as
the fall in the Ohio ; but this sum exceeds the real depression
of that stream. A very considerably greater fall exists from
Pittsburg into Chesapeake bay, than into the Gulf of Mexico,
a seeming anomaly explicable from the simplest laws of hydro-
statics. The Gulf of Mexico is a real reservoir, supplied by
the Gulf stream, and evidently elevated above any other part
of either ocean which laves the coast of America. The Gulf
stream flows from the Gulf of Mexico into the Atlantic ocean
with great velocity, and the current, though continually lessen-
ing, is continued from the Bahama channel to the coasts of
Europe and Africa, by a curve of upwards of six thousand miles
but if we restrict our view to the higher part of the tropic
current, or that from Cuba to Chesapeake bay, or about 1000
miles, the velocity of the stream must demand at least an inch
fall per mile, or 83 feet. If this hypothesis is correctly formed
from existing data, then is the surface of Chesapeake bay 83
feet depressed below that of the Gulf of Mexico, and of course
the fall of water from Pittsburg into the latter recipient only
747 feet.
It is a fair induction from what has been stated, that the
valley of Ohio is composed of an inclined plane, furrowed by the
deep channels of the rivers, and chequered by hills and alluvial
flats, the whole resting on a floetz or secondary formation. In
some parts of the basin, particularly in the state of Kentucky,
the rivers flow in chasms rather than valleys, in the true mean-
ing of the latter term. The two opposing slopes present some
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curious contrasts. Though most extensive, the south-eastern
slope has no considerable remains of the ancient plain; the
north-western slope on the contrary, contains in the central
parts of Ohio, Indiana and Illinois, large tracts marking une-
quivocally the primitive state of the valley. The confluents of
Ohio, which flow from the Allegany mountains, are precipitous
torrents from their sources, and, as has been already noted,
pursue their courses in deep channels; whilst those streams
which derive their fountains from the north-western slope, rise
on a continuous plain, in some places morass, sluggish towards
their sources, but gaining velocity as they approach the Ohio.
The principal confluents of Ohio from the south-eastern slope,
are the Monongahela, Little Kanawha, Great Guyandot, Sandy,
Licking, Kentucky, Greene, Cumberland and Tennessee.
Those flowing from the north-west are the Allegany, Beaver,
Muskingum, Hockhocking, Sciota, Miami and Wabash. Of
these streams, the Allegany and Monongabela are the consti-
tuents of Ohio; the former rising in Pennsylvania and New
York, and fed by numerous branches, pursues a general course
of S. a little W. 200 miles, but with a very circuitous channel,
and unites with the Monongahela at Pittsburg. The latter
rises in Virginia at N. lat. 38°, by two branches, the Mononga-
hela and Cheat; draining Pocahontas, Lewis, Randolph, Pres-
ton, Harrison and Monongalia counties, unites immediately
within the southern boundary of Pennsylvania, and continuing
by a general course nearly north, joins the Allegany, and forms
the Ohio, after a comparative course of 150 miles, but perhaps
200 by the windings of the streams.
The sources of the Allegany are the extreme north-eastern
tributaries of the Mississippi basin, and flow from the highest
part of the Ohio valley. Westward from the valley of the
Allegany, that of the Beaver exhibits the commencement of the
central plain which divides the basins of the Mississippi and St.
Lawrence. This plain stretches westward, and widening in
extent over the states of Ohio, Indiana, and Illinois, reaches the
Mississippi river. In its natural state, the valley of Ohio was
generally covered with a very dense forest, but the central plain
presented an exception. As far east as the sources of Mus-
kingum, commenced open savannahs, covered with grass, and
devoid of timber. Similar to the plain itself, those savannahs
18*
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OHIO.
or prairies expanded to the westward, and on the waters of
Illinois opened into immense natural meadows, generally known
under the denomination of prairies.
It has been shown that Pittsburg was elevated 747 feet above
the surface of the Gulf of Mexico. Lake Erie has been found
565, and Pittsburg 830 feet above tide water in the Atlantic
bays of Chesapeake, Delaware, Hudson and St. Lawrence ;
consequently Pittsburg is elevated 265 feet above lake Erie
the intermediate distance in a direct line, 106 miles. There-
fore, if a channel could be opened from the level of Ohio at
Pittsburg, as deep as the bottom of that river, and carried into
lake Erie, the water of Allegany and Monongahela, in place of
flowing toward the Gulf of Mexico, would rush into lake Erie
with a velocity of 265 feet in 105 miles, or upwards of 21 feet
per mile.
A due attention to these mathematically established facts,
will enable the reader to comprehend the real structure of the
higher part of the valley of Ohio. Nothing indeed but real
admeasurement could render credible, that the Allegany river
should have part of its source within five miles from the margin
of lake Erie, and after winding from thence 200 miles, receive
a large southern branch, and be still 265 feet above the surface
of the lake. In fact, the Ohio does not sink to the level of lake
Erie before having flowed as low down as the vicinity of
Marietta, and the mouth of Muskingum.
Another feature in the Ohio valley, is in a peculiar manner
interesting ; that is, the real slope of its surface. At a first
glance upon the map, it would be naturally supposed that from
the sources of Allegany and Monongahela, the plain would
depress towards the final recipient, the Mississippi ; but such is
however, not the fact. It is well known that, during the con-
tinuance of spring floods, loaded boats of considerable size can
be navigated from the rapids of Ohio at Louisville, by the Ohio,
Mississippi and Illinois rivers into lake Michigan, and to the
head of Niagara falls, without meeting a single rapid whilst
the direct line between the two extremes passes over an elevated
ridge.
It has been found that the surface of the Mississippi at the
mouth of the Ohio is elevated 321 feet above the Gulf of Mex-
ico. Lake Michigan is about 35 feet higher than lake Erie, or
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OHIO.
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600 feet above the Atlantic tides. In most parts of its course,
Illinois river has much more the aspect of a winding canal than
that of a river, in the true meaning of the latter term, there
being only 279 feet fall from the level of lake Michigan to the
mouth of the Ohio, in a distance of 520 miles, following the
meanders of the rivers, or a small fraction above six inches per
mile. These elements demonstrate that no part of Illinois
river is as high as the bottom of Ohio at the mouth of Sciota,
and only near the vicinity of Cincinnati do the two rivers come
on the same level that the great original plain sloped from the
Allegany system towards the Illinois river and Michigan lake ;
and that the Ohio traverses the declination of the intermediate
space obliquely.
As a navigable section of the United States, the valley of
Ohio has some other peculiar features. The Ohio itself, and
its principal source, the Allegany, are in a striking manner
gentle as respects current, and from Olean in Cataraugus county,
New York, to the Mississippi, over a distance of 1158 miles,
following the streams, at a moderately high flood, meets, except
the rapids at Louisville, with not a single serious natural imped-
iment. The Monongahela, more impetuous than the Allegany,
is yet navigable, without falls or rapids, by both branches, far
into Virginia. Descending the valley, the two largest confluents
from the south-east, the great Kanawha and Tennessee, rise,
by interlocking sources, in Ashe county, North Carolina, and
flowing in directly opposite courses, each reaches its recipient,
the Ohio, by an immense curve, which taken together, sweeps
rounds the rivers of Kentucky, and some of those of Virginia
and Tennessee. Rising on the highest Allegany table land of
the United States, at an elevation of at least 2000 feet, the cur-
rents of both Tennessee and Kanawha are extremely rapid ; the
latter impeded by falls, and the former by rapids at the Muscle
Shoals, but both navigable downwards from near their sources.
Though scarcely reaching the spurs of the Allegany system, the
rivers of Kentucky, though generally without falls or rapids,
have very strong currents, arising from the great descent of
their common slope.
On the north-west side of the valley, though from a different
structure, the rivers are also extremely rapid. Rising on a
table land, from 300 to 1000 feet above their mouths, and in no
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OHIO.
instance having a direct course of 300 miles, the streams,
though falling gradually, are real torrents. The Big Beaver,
Muskingum and Hockhocking, have direct falls; but the Sciota,
Miami, and Wabash, though excessively rapid, have neither
falls nor cataracts to impede navigation.
From these considerations, it is manifest that the Ohio valley
may be regarded as a great plain inclining from the Allegany,
system to the N. W., and obliquely and deeply cut by the Ohio
and its numerous confluents, into chasms from 460 feet, to nearly
the level of the streams. In the higher part of the valley, when on
the rivers, the banks, with the exception of comparatively
narrow flats, near the margins, rise by bold acclivities into hills
which have a mountainous aspect. This boldness of outline
imperceptibly softens descending the Ohio, and, approaching
the Mississippi, a monotonous ring of level woodland bounds the
horizon. Ascending the rivers of the south-east slope, the
scenery becomes more and more rugged, until terminating in
the ridges of the Allegany chains; on the contrary, if the
rivers of the north-west slope are ascended, we find the land-
scape broken and varied near the Ohio, but around their sources
flat and monotonous, and hence peculiarly fitted for the intro-
duction of internal improvements. In addition to the evidence
we have adduced in support of our position, the remarkable
regularity of profile of the leading canals of this state, the
summit of the Ohio and Erie Canal being only 405 feet above
Lake Erie, and 499 above the Ohio at Portsmouth, may be
cited.
These advantages were not overlooked by the sagacious and
enterprising people of Ohio, who notwithstanding the recent
settlement of the country, and the danger of incurring heavy
responsibilities, boldly entered upon the great work for which
nature had prepared the way.
When the state of Ohio adopted her great system of inter-
nal improvement in 1825, she had no other means under her
control but direct taxation, and only a few thousand dollars
then in the treasury could be appropriated to the purposes of
internal improvement. Trusting, in the outset, to an untried
credit, and ultimately to her latent resourses, a rich soil, and
hardy, industrious cultivators, the legislature authorized the
Commissioners of the Canal Fund to borrow on the credit
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of the state, at an interest not exceeding six per cent. such
sums as were estimated to be sufficient to complete the canals.
Accordingly, arrangements, highly favourable to the state were
made, chiefly with eastern capitalists, and the Manhattan Bank,
in the city of New York, became the agent of the state; and
as such, made the transfers and paid the interest to the stock-
holders. Thus relieved from pecuniary embarrassment, the
great works were steadily prosecuted under the management of
a judicious Board of Commissioners, aided by practical engi-
neers; and were brought to a successful conclusion, with but
little aid from the higher attainments of science, or the splen-
did theories of modern times. In the construction of the
canals, little was done for show-much for solidity and conve-
nience. The conductors of these works appear to have spent
but a small portion of their time in calculating the form and
pressure of arches; they knew that their quarries would fur-
nish materials of great strength and magnitude; they could
grasp and bind the catenarian curve between the extrados and
the intrados, and the exterior beauty of their structure was quite
a secondary consideration. The character of the work bears
ample testimony to the skill and fidelity with which it has
been accomplished; and affords a commendable example, both
in design and execution, that might have been advantageously
followed by some of the eminent engineers" of other quarters,
whose inflated and egotistical reports present a striking contrast
with the unpretending and business-like statements which we
have examined in relation to the Ohio works.
CANALS.
The chief canal in this state is the
OHIO AND ERIE CANAL, extending from Portsmouth, at the
intersection of the Scioto with the Ohio river, to Cleveland, on
Lake Erie, has been in operation several years. After leaving
Portsmouth the canal crosses the Scioto, and pursues a course
nearly due north, along the right bank of that river; passes
Chillicothe and enters Circleville, where it re-crosses the Scioto,
and continues its route along the valley of the Scioto, to its
intersection with the Columbus Feeder. Here the canal sud-
denly turns and pursues an eastern direction through the towns
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OHIO.
of Hebron, Newark, Irville, and Cosochton, into the valley of
Tuscarawas river, which it follows to the summit, after passing
through Newcomerstown, Salem, Schoeubrun, New Philadel-
phia, Bolivar, Massillon, Clinton, &c. On leaving Akron, at
the Portage summit, the canal descends the valley of the Cuya-
hoga, which it follows, and terminates at Cleveland. Length
from Portsmouth to Cleveland 307 miles; summit level 499
feet above the Ohio at Portsmouth ; 405 feet above Lake Erie,
and 973 feet above the Atlantic Ocean; general course north-
east; 40 feet wide; 4 deep; 152 locks ; lockage 1,185 feet
commenced in 1825 completed in 1832 ; cost $5,000,000.
COLUMBUS BRANCH, along the left bank of the Scioto from
Columbus, and unites with the main canal in the north part of
Pickaway county. Length 10 miles. Its structure is similar
to that of the main trunk.
LANCASTER BRANCH, extends to Lancaster, 9 miles.
ATHENS EXTENSION, OR HOCKING CANAL, is a prolongation of
the Lancaster Branch. Its course is nearly south-east through
the counties of Fairfield, Hocking and Athens, to the town of
Athens; about 50 miles in length.
ZANESVILLE BRANCH, extends from the main line, along the
west branch of the Muskingum, to the town of Zanesville.
Length 14 miles.
WALHONDING BRANCH, descends the valley of the Walhon-
ding, and intersects the main trunk at Caldersburg, opposite to
Coshocton. Length 23 miles.
GRANVILLE BRANCH, six miles in length.
EASTPORT BRANCH, four miles.
DRESDEN BRANCH, two miles in length. By this work a
navigable communication is opened between the Ohio and Erie
Canal near Dresden with the Ohio river at Marietta, a distance
of 100 miles. It is effected by means of dams and locks, erect-
ed in the Muskingum river.
WHITE WATER CANAL. See Indiana.
MIAMI CANAL, now in operation, extends from Cincinnati, on
the Ohio river, along the ravines of Mill Creek, the Great
Miami, and Auglaize, to Defiance on the Maumee; passing in
its course the towns of Springfield, Hamilton, Middletown,
Franklin, Miamisburg, Dayton, Troy, Hardin, St. Mary, Paul-
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OHIO.
211
ding, &c. Length from Cincinnati to Dayton, 68 miles; and
thence to Defiance, where it unites with the Wabash and Erie
Canal, 110 total length 178 miles; general course nearly
north ; summit level at Dayton 175 feet above the Ohio at
Cincinnati, and 606 above the Atlantic; as deduced from a
continued series of levelling operations from tide water on the
Hudson to Lake Erie, and thence to the several points just
mentioned. The dimensions are the same as those of the Ohio
and Erie Canal. Completed in 1830 ; cost $3,750,000.
WARREN CANAL, a branch of the preceding, 20 miles in
length, extends in a south-east direction from near Middletown
to Lebanon, the seat of justice of Warren county.
SANDY AND BEAVER CANAL, connects the Ohio State Canal
with the Ohio river and the Pennsylvania State Canal, at Pitts-
burg. It leaves the Ohio Canal at Bolivar and passes through
the valley of the Sandy branch of Tuscarawas river, in Stark
county, over the dividing ridge in Columbiana, and enters Penn-
sylvania near the mouth of Little Beaver Creek, about 30
miles below Pittsburg. Length 76 miles; cost $1,500,000.
MAHONING CANAL, like the Sandy and Beaver Canal, unites
the Pennsylvania and Ohio canals. It leaves the latter at
Akron, in Portage county, Ohio, pursues the left bank of Cuya-
hoga Creek, through the town of Ravenna, and thence into and
along the valley of Mahoning river to its confluence with the
Beaver river, where it meets the Beaver division of the Penn-
sylvania Canal, near the town of New Castle, in Mercer county.
Length 77 miles in Ohio, 8 in Pennsylvania cost $764,372.
MILAN CANAL, opens a communication for steam-boats from
the head of navigation on the Huron to Milan, a distance of 3
miles, to which the Lake Erie steamers can now ascend.
Canals are proposed from Clinton to Chippeway ; from Belle-
ville to Bolivar; from Franklin to New Lisbon; from Mount
Vernon to the confluence of Mobiccon and Vernon rivers; from
Lower Sandusky to the mouth of Tyemochte Creek ; from Cin-
cinnati to Harrison; from Columbus to Delaware; from the
mouth of the Chagrino to Holmes's Mill ; from Cincinnati to
near Harrison; from Columbus to Delaware ; and some others.
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212
OHIO.
RAIL-ROADS.
LITTLE MIAMI RAIL-ROAD. The line, as proposed, com-
mences near the centre of High street, in the city of Cincinnati,
crosses Crawfish Creek, and passing up the valley of Duck
Creek, enters the valley of the Little Miami. Proceeding along
the Miami to its junction with Highland Creek, where the line
diverges from the former, ascends the ravine of that creek, and
re-enters the valley of the Little Miami, opposite to Milford
thence through Lockport and over Obannan and Todd's Creeks,
to Waynesville, where the line attains an elevation of 305 feet
above the Ohio. From Waynesville it proceeds nearly north,
crosses the valley of Glady Creek, near its mouth, and enters
the town of Xenia, 498 feet above the Ohio ; thence through
Clifton to Springfield, which is 534 feet above the Ohio. Length
85.50 miles; estimated cost $877,663 74. Single track with
turn-outs and side lines; maximum inclination 40 feet per mile.
For more than half the distance, the grades are under 10
feet per mile. From Xenia to Cincinnati the line has a de-
scending grade nearly the whole distance.
MAD RIVER AND SANDUSKY CITY RAIL-ROAD, is to extend
from Dayton, in Montgomery, to Sandusky city, in Erie county.
It will pass through Clarke, Champaign, Logan, Hardin, Craw-
ford, Seneca and Sandusky counties, and the towns of Spring-
field, Urbana, Bellefontaine, Tyemochte, Tiffin, &c. The road
is now finished and in use from the latter to Sandusky city, a
distance of 30 miles. This road, which may be regarded as an
extension of the Little Miami Rail-road, is about 155 miles in
length, but from Springfield, where it meets that road, to San-
dusky, it is only 128 miles. Its construction is similar to the
other rail-roads of that country : wooden sleepers and iron rails.
Estimated cost per mile $11,000.
SANDUSKY CITY AND MONROEVILLE RAIL-ROAD, now in pro-
gress, extends from the former in Erie county, to the latter in
Huron county, 18 miles.
OHIO RAIL-ROAD, extends from the town of Manhattan, on
the Maumee river, to Sandusky, and thence to the Mad River
Rail-road. Length about 40 miles. A large portion of this
road is laid in the Black swamp, in which piles were driven to
sustain the road bed.
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OHIO.
213
TOLEDO AND KALAMAZOO RAIL-ROAD, see Michigan.
Rail-roads are proposed from Norwalk to Huron, 12 miles ;
from Akron to Perrysburg from Ashtabula to Liverpool ; from
Bridgeport to Sandusky city ; from Chillicothe to Cincinnati ;
from Circleville to Cincinnati; from Cleveland, via Columbus,
to Cincinnati; from Cleveland to the Pennsylvania line, in the
direction of Pittsburg, Pa. from Cleveland to Warren ; from
Columbus to Lower Sandusky; from Columbus to Springfield
from Columbus to Big Spring from Conneaut to the Pennsyl-
vania line from Cleveland to Franklin; from Cayahuga Falls
to Cleveland; from Wayne to Piqua ; from Mansfield to New
Haven; from Melmore to Republic ; from Zanesville to the
Ohio, in Belmont county ; from Newark to Mount Vernon;
from New Haven to Monroeville ; from Akron to Defiance
from the state line, in Ashtabula, to the Miami river and Wa-
bash and Erie Canal ; from Stillwater to the mouth of the
Maumee; from Toledo to Sandusky city ; from Urbana to Co-
lumbus from Vermillion to Birmingham from Wellsville to
Fairport; from Richmond to Miami; from Port Clinton to
Lower Sandusky; from Franklin to Wilmington, via Spring-
boro ; from Erie to Ohio ; from Columbus to Sandusky from
Cincinnati to Indianapolis; from Milan to Newark; from Mi-
lan, Columbus, Chillicothe, to Lebanon.
From Bellefontaine, in Logan county, to Perrysburg, in
Wood capital $400,000. From Charleston, in Lorain county,
to Ashland, in Richland, via Oberlin; capital $300,000. From
Charleston to Elyria; capital $30,000. From Carrollton to
Lodi; capital $100,000. From Lima to Shanesville, via Au-
glaize; capital $100,000. From Massillon to the Ohio river
capital $1,200,000. From Sandusky city to Maumee, in Lucas
county, to unite with the Toledo Rail-road capital $100,000.
From Norwalk to Huron ; from the Ohio river, in Columbiana
county, to the Indiana state line ; from Venice to Bellevue ;
capital $25,000. From the mouth of Vermillion river, in Huron
county, to Ashland, in Richland county ; capital $300,000 ;
and from Wellsville to Steubenville ; capital $500,000 ; from
Wellsville to Fairport.
Aggregate length of canals in Ohio, 779.00 miles.
"
rail-roads " 70.00 "
19
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ARKANSAS.
Normane has yet been done in this state in the way of
canals on rail-roads.
MISSOURI.
THIS state has not as yet accomplished any work of internal
improvement. Several works, mostly rail-roads, are projected ;
and in 1839, the legislature authorised the formation of a Board
of Internal Improvement, whose duties were defined by the act.
They relate chiefly to the improvement of the natural naviga-
tion throughout the state, and to a survey for a rail-road from
St. Louis to the Iron Mountain in Madison county.
There are several other rail-road projects on foot : one from
St. Louis to St. Charles, and thence westward, through the
counties bordering on the north bank of the Missouri; one from
the same point and in the same direction, through the southern
counties; and one from the town of Louisiana to Columbia, and
thence by the one first mentioned above, to Rocheport on the
Missouri.
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MICHIGAN.
RAIL-ROADS.
IN compliance with an act of the legislature of this state,
passed in 1836, a Board of Commissioners was formed with
authority to effect a loan of $5,000,000 for purposes of inter-
nal improvement. A system of improvement by canals and
rail-roads was soon after adopted and some of the works
therein contemplated, were immediately commenced. These
improvements consist of three extensive rail-roads and three
canals, together with some slack water navigation along the St.
Joseph, Kalamazoo and Grand rivers. With regard to the
execution of these important lines of thoroughfare, not much
has yet been done. The rail-road from Detroit to St. Joseph
on Lake Michigan, is progressing slowly towards the west,
and is completed and in successful operation from Detroit to
Ann Arbor, a distance of 44 miles. This is called the
CENTRAL RAIL-ROAD : it commences at Detroit and pursues a
nearly direct west-south-west course to Y psilanti, where it deflects
towards the north-west and advances to Ann Arbor. Thence
the line as located is continued by a general western course,
through Washtenaw, Jackson, Calhoun, Kalamazoo, Van Buren
and Berrien counties, to St. Joseph, on the eastern shore of
Lake Michigan. This road, it will be seen, connects Lake
Michigan with Lakes St. Clair and Erie, and forms a very
important part of the great western thoroughfare for the nor-
thern and western states. Already many thriving towns and
settlements have been established along the line in anticipation
of its ultimate completion. The length of this road, as located,
is about 194 miles, and estimated cost of construction $1,928,-
195, or nearly $10,000 per mile. The next state work is the
SOUTHERN RAIL-ROAD : extending from the river Raisin, a
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216
MICHIGAN.
short distance below the town of Monroe, to the new village of
Buffalo, in the extreme south-west angle of the state and on
Lake Michigan, about 30 miles south-west from St. Joseph,
the western terminus of the Central Rail-road. The road
attains its greatest altitude (631 feet) in the county of Hillsdale,
a few miles east from Jonesville, whence it descends to Lake
Michigan 14 feet above Lake Erie. The plan of construction
of this road, like all the other state rail-roads, is of wood with
iron rails. Maximum inclination 40 feet per mile, and the
minimum radius of curvature 2000 feet. Average inclination
15.75 feet per mile.
The road as proposed will traverse the counties of Monroe,
Lenawee, Hillsdale, Branch, St. Joseph, Cass and Berrien, and
terminate at New Buffalo. In its course, the line passes
through or near the towns of Adrian, where it is intersected by
the Erie and Kalamazoo Rail-road from Toledo, Hillsdale,
Branch, Centreville, Adamsville, Edwardsville and Bertrand.
These towns are all situated in the southern parts of the state,
for the accommodation of which the road now under consi-
deration, was designed. Length 183 miles. Estimated cost
$1,496,376 or $8,176 92 per mile.
HAVRE BRANCH. This road was commenced by a joint
stock company in 1836. It has since been transferred to the
state. It unites the Southern Rail-road with the Erie and
Kalamazoo Rail-road at the town of Havre. Length 13 miles.
Estimated cost $82,043, or about $6,360 per mile.
NORTHERN RAIL-ROAD, about 201 miles in length, the last
of the state works of this description, commences at Port
Huron, on St. Clair river or strait, and near the outlet of Lake
Huron; passes through the counties of St. Clair, Lapeer,
Genesee, Shiawassee, Clinton, Ionia, Kent and Ottawa, and
intersects the eastern shore of Lake Michigan at Grand Haven.
The following towns are on the line of this road: Lapeer,
Leroy, Owasso, Lyons, Saranac, Ada and Grandville. The
summit level, in Lapeer county, is 300 feet above Lake St.
Clair ; maximum inclination 30 feet per mile; minimum radius
of curvature 5000 feet. Estimated cost $1,310,361, or about
$6,504 per mile, exclusive of buildings, apparatus, &c. About
seven miles west of Grandville, the line, where it curves
towards the north-west, is intersected by the Port Sheldon
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MICHIGAN.
217
Rail-road, about six miles in length, now in progress under the
direction of a joint stock company. Among the works now in
progress by private companies,
THE ERIE AND KALAMAZOO RAIL-ROAD is one of the most
important in the state. It is in fact an extension of some of the
leading roads of Ohio, and as such, must partake largely of the
travel through the middle and northern counties "of that state.
The finished section, 33 miles in length, extends from Toledo in
Lucas county, Ohio, at the northern termination of the Ohio
Rail-road from Sandusky, to the village of Adrian in Lenawee
county, Michigan, where it joins the Southern Rail-road. The
proposed extension of this work diverges from the line at
Palmyra, six miles from Adrian, and proceeds northward,
through Tecumseh, Clinton, Manchester, Napoleon, and unites
with the Central Rail-road at Michigan Centre. From the
latter point to the town of Kalamazoo, the Central Rail-road
will be used. At Kalamazoo the line is resumed and conducted
along the valley of the Kalamazoo to the town of Allegan,
where the location terminates. Length of the first section 75
miles-second section 28 miles, total length of the company's
lines 103 miles ; and entire distance from Toledo to Kalamazoo
183 miles.
YPSILANTI AND TECUMSEH RAIL-ROAD, 25 miles in length,
leaves the Central Rail-road at Ypsilanti, and proceeding
through Salem, intersects the Erie and Kalamazoo Rail-road at
Tecumseh, and thus opens a rail-road communication, though
rather circuitous, between Detroit and Toledo,
DETROIT AND PONTIAC RAIL-ROAD, extends from Detroit, the
capital of the state, to Pontiac, the seat of justice of Oakland
county ; distant 25 miles north-west from Detroit.
ALLEGAN AND MARSHALL RAIL-ROAD, extends from Allegan
to Marshall, passing through the villages of Bronson and Battle
Creek. It lies in the counties of Allegan, Kalamazoo and
Calhoun; is about 52 miles in length, and is now in course of
construction by a joint stock company under the patronage of
the state.
ST. CLAIR AND ROMEO RAIL-ROAD, from Palmer on the St,
Clair to the village of Romeo in Macomb county. It was
commenced in 1837 by a company chartered in 1836, with %
capital of $100,000. Length 26 miles,
19*
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218
MICHIGAN.
SHELBY AND BELLE RIVER RAIL-ROAD. Company incorpo-
rated in 1836 with a capital of $100,000. The road extends
from Belle river, via Romeo, to Utica, 27 miles.
SHELBY AND DETROIT RAIL-ROAD, now in progress, extends
from Detroit, the capital of the state, to Utica, via Shelby, in
Macomb county. Length about 23 miles.
PALMYRA AND JACKSONBURG RAIL-ROAD, extends through
Tecumseh, Clinton, Manchester and Sandstone, to Jackson, 46
miles. A great portion of the work is finished and the remain-
der in progress, under the patronage of the state.
RIVER RAISIN AND LAKE ERIE RAIL-ROAD, commences at
Plaisance Bay, a few miles south-east from Monroe, through
which it passes, and thence along the right bank of the Raisin
to Blissfield, where it unites with the Erie and Kalamazoo Rail-
road. Length, including a branch from Dundee to Clinton, 50
miles.
AUBURN AND LAPEER RAIL-ROAD, 30 miles in length, from
Lapeer in Lapeer county to Auburn in Oakland county, 30
miles long.
MOTTVILLE AND WHITE PIGEON RAIL-ROAD, extends from
Mottville in St. Joseph county to the Indiana boundary.
MEDINA AND CANANDAIGUA RAIL-ROAD, extends from the
town of Morenci, via Canandaigua and Medina, to the Southern
Rail-road in Lenawee county.
Rail-roads are proposed from Detroit to Owasso : from De-
troit to Utica, 23 miles: from Detroit to Monroe: from Monroe
to some point on the Central Rail-road, and from Gibraltar to
Clinton from Romeo to Mount Clemens: from Detroit to Mau-
mee Bay, via Monroe : from Ypsilanti to the River Raisin and
Erie Rail-road : from Kalamazoo Village to Lake Michigan at
the outlet of the South Black river, 25 miles in length : from
Ann Arbor to Monroe, 33 miles from Constantine to Niles, 33
miles from Detroit to Shrawassee, via Farmville, Kensington,
Howell and Byron, length 87 miles : from Saginaw to the
Northern Rail-road, 40 miles long : from Gibraltar to Clinton,
via Lisbon, 41 miles: from the head of ship navigation on the
river Raisin to that of Grand river, below Grand Rapids, via
Monroe, Tecumseh, Clinton and Marshall, length about 150
miles: from Mount Clemens, via Lapeer, to Saginaw, 91 miles
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MICHIGAN.
219
long: from Clinton to Adrian 15 miles: from Kalamazoo to
Lake Michigan, and from Saginaw to Leroy.
CANALS.
CLINTON AND KALAMAZOO CANAL. This is one of the pro-
posed state works, not yet commenced. This canal which is
intended to unite the waters of Lakes Michigan and St. Clair,
will pass through the counties of Macomb, Oakland, Livingston,
Ingham, Eaton, Barry and Allegan: and the towns of Mount
Clemens, Rochester, Pontiac, Howell, Hastings and Singapore,
its point of termination. The course of the canal as located is
generally west, through the lakes of Oakland county and the
valleys of Big Fork of Grand river and Rabbit river of Kala-
mazoo. The summit level (42 miles in length) is 344.61 feet
above Lake St. Clair, and 336.11 feet above Lake Michigan.
Difference of level between Lake St. Clair and Michigan, 8.50
feet. Total lockage, 690.72 feet. Estimated cost $2,250,000.
Length 216 miles.
GRAND RIVER AND SAGINAW CANAL, is to extend from the
north-east bend of Maple river, a branch of Grand river, to the
Beaver Dam branch of the Shiawassee river, and thence by
river navigation to Saginaw. Length 14 miles. Cost of canal
and the necessary river improvements for steam-boat navigation,
$238,240. There is also proposed, a short canal around the
Falls of St. Mary, in the strait between Lakes Superior and
Huron. Length, as proposed, 4,500 feet depth 10 feet; width,
in rock cutting, 50 feet, and the remainder 100 feet at the top
water line; three locks 100 by 32 ; lockage 18 feet. Esti-
mated cost $112,544 80.
Canals are proposed from Homer to Union City, 20 miles;
from the Kalamazoo to Dexter; and the navigation of the
Shiawassee and Huron rivers is to be improved by chartered
companies.
Aggregate length of rail-roads in Michigan, 131.00 miles.
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WISCONSIN TERRITORY.
WITH the exception of some surveys, authorized by Congress,
nothing has been done in this section of the United States, in
the way of canals or rail-roads. Rail-roads are proposed from
Milwaukee, on Lake Michigan, to the Mississippi river; from
Lafontaine to Winnebago Lake; from Belmont to Dubuque;
from Belmont to Dodgeville, via Mineral Point. And a canal
from Milwaukee to Black river, for which purpose Congress
granted a tract of land in 1839.
IOWA TERRITORY.
THERE is no work of internal improvement yet commenced
in this territory. Several rail-roads are spoken of, but the
unsettled state of the country, and the derangements in its mone.
tary affairs, will, no doubt, cause a suspension of active opera-
tions,
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CANADA.
CANALS.
RIDEAU CANAL. This important work unites the waters of
Lake Ontario with those of the Ottawa river. It commences
at Kingston, on Lake Ontario, pursues a north-eastern direction,
through a chain of lakes, with most of which it becomes identi-
fied in its course, until it intersects Rideau river. Continuing
its route along the banks, and sometimes in the bed of that river,
it enters the Ottawa at Bytown, a short distance above the
mouth of the former, in north lat. 45° 23'. This highly im-
portant work, the existence of which is scarcely known in the
United States, is now in active operation. Length from Kings-
ton to Bytown on the Ottawa, including the natural navigable
courses, 1291 miles; 53 locks, each 33 feet wide and 134 long.
Ascent from Kingston to the Summit pond by 19 locks, 165
feet; descent from the Summit pond to the Ottawa, by 34 locks,
290 feet; total lockage 355 feet. Depression of the Ottawa
below Lake Ontario at Kingston, 125 feet; general course,
north-north-east.
WELLAND CANAL, is designed to open a navigable communi-
cation between Lakes Erie and Ontario. It leaves the former
at Sherbroke, near the mouth of Grand river, crosses the Wain-
fleet Marshes to Chippewa river, and passes along its valley
about ten miles. On leaving the Chippewa, the canal assumes
a northern direction, traverses a deep cut, of nearly two miles
in extent, and of the mean depth of 45 feet, and after a further
course of 8 or 10 miles, enters Lake Ontario at Port Dalhousie,
about 9 miles west of Niagara village. This splendid work,
equalled in depth by the Chesapeake and Delaware canal only,
is now completed. It admits the passage of the largest vessels
that navigate the lakes, the dimensions of the locks north of
the mountain ridge being 22 feet wide, 100 long, and 8 feet
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222
CANADA.
deep; those on the south of the ridge, 45 feet in width and 120
in length. Length from Port Maitland to Port Dalhousie, 36
miles ; 34 locks, all descending. Descent, 334 feet ; general
course, north-east.
LA CHINE CANAL, 9 miles in length, extends from the south,
ern suburbs of Montreal to the outlet of Lake St. Louis. This
canal, with some others now in progress, are intended to over-
come obstructions in the navigation of the St. Lawrence,
RAIL-ROADS.
LA PRAIRIE AND Sr. JOHNS RAIL-BOAD. This rail-road,
which is about 16 miles in length, forms a part of the principal
line of communication between the States and Canada. It
unites Lake Champlain with the St. Lawrence by a more con-
venient route than was formerly pursued.
A rail.road from Quebec to St. Johns, in New Brunswick,
has long engaged the attention of the Canadian government and
people. The line as proposed, on leaving Quebec, passes down
the right bank of the St. Lawrence to St. Nicholas river, thence
along its valley and across the dividing ridge into that of Black
river, a branch of the St. Johns, whose valley is traversed in its
whole course to the city of St. Johns, a distance of about 200
miles. A large portion of this line, it will be perceived, is
within the limits of the state of Maine, as defined by the treaty
of 1783.
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A
CONDENSED SUMMARY
of THE
:
CANALS AND RAIL-ROADS
IN THE
UNITED STATES;
THEIR LENGTHS, AND TERMINATING POINTS.
Canals in Maine.
Name
From
To
Miles.
Cumberland and Oxford, near Portland,
Long Pond,
50.50
Rail-roads in Maine.
angor and Orono,
Bangor,
Orono,
10.00
Canals in New Hampshire.
)W Falls,
0.75
bokset Falls,
0.13
noskeag Falls,
1.00
nion,
9.00
wall's Falls,
,
0.25
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224
SUMMARY.
Rail-roads in New Hampshire.
Name
From
To
Miles.
Eastern,
Mas. Line, Portsmouth,
15.47
Nashua and Lowell,
15.00
Canals in Vermont.
White River Falls,
0.50
Bellows Falls,
0.16
Waterquechey,
0.40
Canals in Massachusetts.
Middlesex,
Boston,
Chelmsford, 30.00
Pawtucket,
Lowell,
1.50
Blackstone,
Providence, Worcester,
45.00
Hampshire and Hampden,
Coun. Line, Northampton, 22.00
Montague Falls,
3.00
South Hadley Falls,
:
2.00
Rail-roads in Massachusetts.
Eastern,
Boston,
N.H. Line,
40.00
Boston and Lowell,
Boston,
Lowell,
26.50
Andover and Wilmington,
Br.
Haverhill,
17.75
Charlestown,
Charlestown,
1.00
Boston and Worcester,
Boston,
Worcester, 44.00
Millbury Branch,
Millbury,
8.00
Great Western,
Worcester, W.Stockb'e, 116.06
Boston and Providence,
Boston,
Providence, 41.00
Dedham Branch,
Dedham,
2.00
Taunton Branch,
Mansfield,
Taunton,
11.00
Taunton and New Bedford,
Taunton,
New Bedford, 24,00
New Bedford and Fall River, N. Bedford, Fall River, 13.00
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summary.
325
Name.
From
To
Miles.
Sekonk,
Sekonk,
:
Providence,
5.00
Quincy,
Granite Q.,
Q. Landing,
3.00
Rail-roads in Rhode Island.
Providence and Stonington,
Providence, Stonington,
47.00
Canals in Connecticut.
Farmington,
New Haven, Mass. Line,
56.00
Enfield Falls,
5.50
Rail-roads in Connecticut.
Norwich and Worcester, Norwich, Worcester,
58.50
New Haven and Hartford, New Haven, Hartford,
40.00
Housatonic,
Bridgeport,
Mass. Line,
73.00
Canals in New York.
Erie,
Albany,
Buffalo,
363.00
Champlain,
West Troy,
Whitehall,
76.00
Chenango,
Utica,
Binghamton,
97.00
Black River,
Rome,
Carthage,
85.00
Oswego,
Syracuse,
Oswego,
38.00
Cayuga and Seneca,
Seneca lake,
Cayuga lake,
23.00
Crooked Lake,
Pennyan,
Seneca lake,
7.75
Chemung,
Seneca lake,
Elmira,
23.00
Branch, of do.
Elmira,
Knoxville,
16.00
Delaware and Hudson,
Eddyville,
Lackawaxen,
83.00
Genesee Valley,
Rochester,
Olean,
119.63
Dansville Branch,
Mt. Morris,
Dansville,
11.00
20
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SUMMARY.
Name.
From
To
Miles,
Harlem,
Hudson river, East river,
3.00
Croton Aqueduct,
Croton river, N. York,
40.56
Rail-roads in New York.
Long Island,
Brooklyn,
Hicksville,
27.00
Harlem,
New York,
Harlem,
8.00
Hudson and Berkshire,
Hudson,
W. Stockbridge, 33.00
Catskill and Canajoharie,
Catskill,
Canajoharie,
78.00
Rensselaer and Saratoga,
Troy,
Balston,
23.50
Mohawk and Hudson,
Albany,
Schenectady,
15.86
Saratoga and Schenectady,
Schenectady, Saratoga,.
21.50
Utica and Schenectady,
Schenectady, Utica,
77.00
Syracuse and Utica,
Utica,
Syracuse,
53.00
Syracuse and Auburn,
Syracuse,
Auburn,
26.00
Auburn and Rochester,
Auburn,
Rochester,
80.00
Tonawanda
Rochester,
Attica,
45.00
Buffalo and Niagara Falls, Buffalo,
N. Falls,
23.00
Lockport & Niagara Falls, Lockport,
N. Falls,
20.00
Buffalo and Black Rock,
Buffalo,
B. Rock,
3.00
Rochester,
Rochester,
Port Genesee,
3.00
Ithaca and Oswego,
Ithaca,
Owego,
29.00
Bath,
Bath,
Crooked lake,
5.00
Port Kent and Keesville,
P. Kent,
Keesville,
4.50
Canals in New Jersey.
Delaware and Raritan,
Bordentown,
N. Brunswick, 42.00
Morris,
Jersey city,
N.Easton, Pa. 101.75
Salem,
Salem creek, Delaware river, 4.00
Rail-roads in New Jersey.
Camden and Amboy,
Camden,
S. Amboy,
61.00
Trenton Branch,
Trenton,
8.00
Jobstown Branch,
Jobstown,
Craft's creek, 13.00
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SUMMARY.
227
Name.
From
To
Miles.
Paterson and Hudson,
Jersey city,
Paterson,
16.30
Camden and Woodbury,
Camden,
Woodbury,
9.00
New Jersey,
Jersey city,
N. Brunswick, 34.00
Trenton and Brunswick,
Trenton,
N. Brunswick, 27.00
Morris and Essex,
Newark,
Morristown,
22.00
Elizabethport & Somerville, Elizabethport, Somerville,
25.00
Canals in Pennsylvania.
Central Division,
Columbia,
Hollidaysburg,
172.00
Western Division,
Johnstown,
Pittsburg,
104.25
Penna. Canal.
Susquehanna da
Duncan's Is.
Northumberland,
39.00
West Branch do.
North'land,
Farrandsville,
73.00
North Branch do.
do.
Lackawana,
72.50
Delaware Division, Bristol,
Easton,
59.75
Beaver Division,
Beaver,
Shenango R.
30.75
Schuylkill Navigation,
Philadelphia,
Port Carbon,
108.00
Union,
Reading,
Middletown,
82.08
Lehigh,
Easton,
Stoddartsville,
84.48
Lackawaxen,
Delaware R.
Honesdale,
25.00
Conestoga,
Lancaster,
Safe Harbor,
18.00
Codorus,
York,
Susquehanna R.
11.00
Bald Eagle,
West Br. Ca. Bellefonte,
25.00
Susquehanna,
Wrightsville, Havre de Grace,
45.00
Minor Canals
24.00
Rail-roads in Pennsylvania.
Columbia and Philad.,
Philadelphia, Columbia,
81.60
Portage,
Hollidaysburg, Johnston,
36.69
Philadelphia City, &c.
6.00
Valley,
Norristown, Columbia R. R.
20.25
West Chester;
Columbia R. R. West Chester,
10.00
Harrisburg & Lancaster, Harrisburg,
Lancaster,
35.50
Cumberland Valley,
Harrisburg,
Chambersburg,
50.00
Franklin,
Chambersburg, Williamsport,
30.00
York & Wrightsville,
York,
Wrightsville,
13.00
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SUMMARY.
Name.
From
To
Miles.
Strasburg,
C. Val. R. R. Strasburg,
7.00
Philad. and Reading,
Philadelphia,
Pottsville,
95.00
Little Schuylkill,
Port Clinton,
Tamaqua,
23.00
Danville and Pottsville,
Pottsville,
Sunbury,
44.54
Lit. Sch. and Sueq.
Tamaqua,
Williamsport,
106.00
Beaver Meadow Br.
Lindner's Gp.
Beaver M. R. R.
12.00
Williamsp't & Elmira,
Williamsport,
Elmira
73.50
Corning & Blossburg
Blossburg
Corning,
40.00
Mount Carbon
Mt. Carbon,
Norwegian Cr.
7.24
Schuylkill Valley,
Port Carbon,
Tusearora,
10.00
Branches of do.
15.00
Schuylkill,
Schaylkill,
Valley,
13.00
Mill Creek,
Port Carbon,
Coal Mine,
9.00
Mine H. & Sch. Haven,
Sch. Haven,
Mine Hill Gup,
20.00
Mauch Chunk,
Mauch Chunk, Coal M.
9.00
Branches of do.
16.00
Room Run,
Mauch Chunk, Coal M.
5.26
Beaver Meadow
Parryville,
Coal M.
20.00
Hazelton and Lehigh,
Hazelton M.
Beaver M. R. R.
8.00
Nesquehoning,
Nes'boning M. Lehigh R.
5.00
Lehigh and Susq.
White Haven, Wilkesbarre,
19.58
Carbondale & Honesd'le, Carbondale,
Honesdale,
17.67
Lykens Valley,
Broad Mount.
Millersburg,
16.50
Pine Grove
Pine Grove,
Coal M.
4.00
Philad. and Trenton,
Philadelphia,
Morrisville,
26.25
Philad. Ger. & Norris.
Philadelphia,
Norristown,
17.00
Germantown Br.
4.00
Philad. and Wilmington, Philadelphia,
Wilmington,
27.00
Rail-roads in Delaware.
N. Castle & Frenchtown, N. Castle, Frencht., Md.
19.19
Ráil-roads from Newcastle to Wilmington and from Wil-
mington to Nanticoke Creek, are proposed.
Canals in Delaware.
Chesapeake & Delaware, Delaware City, Back Creek, 13.63
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SUMMARY.
229
Rail-roads in Maryland.
Name.
From
To
Miles.
Baltimore and Ohio,
Baltimore,
Harper's Ferry,
80.50
Washington Branch, Patapsco river, Washington, 30.35
Balt. and Port Deposite, Baltimore,
Havre de Grace, 36.00
Balt. and Susquehanna, Baltimore,
York, Pa.
56.00
Reistertown Branch,
6 m. from Bal., Reistertown,
8.00
Wil. and Susquehanna, Hav. de Grace, Wilmingt., Del., 32.00
Annapolis and Elkridge, Wash. Br.,
Annapolis,
19.75
Canal in Maryland.
Chesapeake and Ohio, Georgetown, Hancock,
136.00
Rail-roads in Virginia.
Richmond, Fredericks-
burg and Potomac,
Richmond,
Aquia Creek,
75.00
Louisa Branch,
24 m. fr. Rich., Gordonsville,
49.00
Rich'd and Petersb'g,
Richmond,
Petersburg,
23.00
Petersb'g and Roanoke, Petersburg,
Weldon,
59.00
Greensville,
Near Hicksf'd, Gaston, N. C.,
18.00
City Point,
Petersburg,
City Point,
12.00
Chesterfield,
Coal Mines,
Richmond,
13.50
Portsm'th and Roanoke, Portsmouth,
Weldon, N. C.
80.00
Winch. and Potomac, Harp. Ferry, Winchester,
32.00
Canals in Virginia.
Alexandria Canal,
Georgetown,
Alexandria,
7.25
James River and Kana-
wha,
Richmond,
Buchannan,
175.00
Dismal Swamp,
Deep Creek,
Joyce's Creek,
23.00
Branches,
11.00
20*
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SUMMARY.
Rail-roads in North Curolina.
Name.
From
To
Miles.
Wilmingt. and Raleigh, Wilmington,
Weldon,
161.00
Raleigh and Gaston,
Raleigh,
Gaston,
85.00
Canals in North Carolina.
Weldon Canal,
Weldon,
Hd. Roanoke F's, 12.00
Club Foot and Harlow, Club Foot cr., Harlow cr.,
1.50
Rail-roads in South Carolina.
South Carolina,
Charleston,
Hamburg,
135.75
Columbia Branch,
Branchville,
Columbia,
66.00
Canals in South Carolina.
Santee,
Cooper river,
Santee river,
22.00
Winyaw,
Kinlock Cr.,
Winyaw Bay,
7.40
Saluda,
Shoals,
Granby,
6.20
Drehr's,
Saluda Falls,
Head of Falls,
1.33
Lorick,
Broad River,
Head of Falls,
1.00
Lockharts,
Head of Falls
in Broad Riv. To Foot,
2.75
Wataree,
Jones's Mill,
Elliot's,
4.00
Catawba,
At var. points on the Catawba,
7.77
Rail-roads in Georgia.
Georgia,
Augusta,
De Kalb Co.
165.00
Athens Branch,
Georgia R. R. Athens
33.00
Western and Atlantic,
De Kalb Co.
Tennessee R.
130.00
Central,
Savannah,
Macon,
193.00
Monroe,
Macon,
Forsyth,
25.00
Macon and Talbotton,
Macon,
Talbotton,
70.00
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SUMMARY.
231
Canals in Georgia.
Name.
From
To
Miles.
Savannah, Ogeechee,
and Alatamaha,
Savannah,
Alatamaha R.
16.00
Brunswick,
Alatamaha,
Brunswick,
12.00
Rail-road in Florida.
Wimico and St. Joseph, Lake Wimico, St. Joseph,
12.00
Rail-roads in Alabama.
Alabama, Florida, and
Georgia,
Pensacola,
Montgomery,
156.46
Montg. and W. Point,
Montgomery,
West Point,
87.00
Tuscumbia, Courtland,
and Decatur,
Tuscumbia,
Decatur,
44.00
Selma and Cahawba,
Selma,
Cahawba,
10.00
Wetumpka,
Wetumpka,
10.00
Canals in Alabama.
Muscle Shoals Canal,
Head of Falls,
Florence,
35.75
Huntsville,
Triana,
Huntsville,
16.00
Rail-roads in Mississippi.
West Feliciana,
St. Francisv., Woodville, (Miss. p.) 7.75
Vicksburg and Clinton, Vicksburg,
Clinton,
54.00
Grand Gulf,
Grand Gulf,
Port Gibson,
7.25
Jackson and Brandon, Jackson,
Brandon,
14.00
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SUMMARY.
Rail-roads in Louisiana.
Name.
From
To
Miles.
Pontchartrain,
New Orleans,
Lake Pontch.
4.50
West Feliciana,
St. Francisville,
Woodv. (La.p.)
20.00
Atchafalaya,
Pt. Coupee,
Opelousas,
30.00
Alexandria, and Che-
neyville,
Alexandria,
Cheneyville,
30.00
N. Orl. and Carrolton,
N. Orleans,
Lafayette,
11.25
Orleans Street,
N. Orleans,
B. St. Johns,
1.50
Canals in Louisiana.
Orleans Bank,
N. Orleans,
Lake Ponch.
4.25
Canal Carondelet,
N. Orleans,
B. St. John,
2.00
Barataria,
Near N. Orl'ns,
Berwick's Bay,
85.00
Lake Veret,
Lake Veret,
La Fourche riv.
8.00
Rail-roads in Tennessee.
La Grange and Memp. La Grange,
Memphis,
50.00
Somerville Branch,
Moscow,
Somerville,
16.00
Highwassee,
Knoxville,
West and Atlan-
tic R. R,
98.50
Rail-roads in Kentucky.
Lexington and Ohio R. R.,
Louisville,
Lexington,
92.75
Portage,
Bowlinggreen, Barren river, 1,50
Rail-roads in Illinois.
Meredosia and Jacksonville, Meredosia,
Jacksonville,
20.00
Coal Mine Bluffs,
Illinois,
Coal mine,
6.00
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SUMMARY.
233
Canals in Illinois.
Name.
From
To
Miles.
Illinois and Michigan,
Chicago,
near Peru,
105.90
Canals in Indiana.
Wabash and Erie,
Lafayette,
Lake Erie, 187.00
Whitewater,
Lawrenceburg, Brookville, 30.00
Rail-roads in Indiana.
Madison and Indianapolis,
Madison,
Indianapolis, 95.00
Canals in Ohio.
Ohio and Erie,
Portsmouth,
Cleveland,
307.00
Columbus Branch,
Columbus,
Canal,
10.00
Lancaster Branch,
Lancaster,
Canal,
9.00
Hocking,
Lancaster,
Athens,
50.00
Zanesville Branch,
Zanesville,
Canal,
14.00
Walhonding Branch,
Walhonding R.,
Canal,
23.00
Miami,
Cincinnati,
Defiance,
178.00
Warren Branch,
Middletown,
Lebanon,
20.00
Sandy and Beaver,
Bolivar,
Ohio river,
76.00
Mahoning,
Akron,
Beaver river,
77.00
Rail-roads in Ohio.
Mad R., & Sandusky city, Tiffin,
Sandusky city, 36.00
Ohio,
Manhattan,
Sandusky city, 40.00
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234
SUMMARY.
Rail-roads in Michigan.
Name
From
To
Miles.
Central,
Detroit,
Ann Arbor,
44.00
Erie and Kalamazoo,
Toledo,
Adrian,
33.00
Ypsilanti and Tecumseh,
Ypsilanti,
Tecumsch,
25.00
Detroit and Pontiac,
Detroit,
Pontiac,
25.00
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GLOSSARY
OF THE
SCIENTIFIC, MECHANICAL,
AND
OTHER TERMS,
EMPLOYED IN ENGINEERING.
A.
Abrasion, rubbing off; the matter worn off by the attrition of
bodies; a superficial excoriation of any part of a body.
Abutment, the solid mass of masonry at the ends of a bridge.
Acclivity, the slope or steepness of a line or plane, inclined
to the horizon.
Adhesion, the force acting on the surface of two bodies in
contact with each other, which prevents one sliding over the
other.
Adit, a passage or entrance. The adits of mines are aper-
tures by which they are entered, or the ores and water carried
away.
Aggregate, the sum of several things added.
Alluvion, the gradual increase of land, not permanently sub-
merged, along the sea shore, or on the banks of rivers, produced
by the action of water.
Altitude, elevation, height in a vertical direction above a
given base.
Angle of Repose, the utmost inclination at which a carriage
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236
GLOSSARY.
will stand at rest upon a railway or road, and when, upon the
least increase of slope, it is put in motion by the gravity of its
weight. 1 in 250 or about 21 feet per mile, is considered the
angle of repose upona well constructed mail-road.
Apex or Vertex, the tip or point ; the summit of any thing.
Aqueduct, a leader of water, built of stone or timber, to pre-
serve its level, and to convey it from one place to another. It
is applied either to a bridge over a valley, a road, or to a tunnel,
when intended for the passage of water.
Arch, a portion of the circumference of a circle ; a circular
arrangement of overlapping stones or bricks, with radiating beds,
commencing from fixed pointsor abutments, and meeting in the
centre. Arches are of various shapes, semi-circular, segmen-
tal, eliptical or pointed.
Area, any plane surface, or the superficial contents of any
figure.
Argillaceous, clayey, composed principally of clay.
Assistant engines, locomotives which are kept in reserve for
assisting engines in ascending inclined planes.
Axis, a line about which a body may turn the pin on which
wheels revolve.
Axle, as applied to rail-road carriages, the transverse bar
connecting the centres of the opposite wheels, with which it
revolves, and to which it is fixed.
B.
Back-filling, the earth which is returned to its place, after
the structure for which it was removed, is completed.
Backing, the top and side filling which sustains an arch.
Balance, a lever so adjusted as to determine the difference
or equality of weights of bodies.
Ballasting, a term applied to the covering of roads, and to
the filling in material above, below and between the stone blocks
and sleepers upon rail-roads. It is mostly composed of gravel,
broken stone, &c., and is laid about 2 feet thick on rail-roads.
When the sub-soil of a rail-road is bad, a longitudinal drain 6
or 8 inches square is laid beneath the ballasting, with cross
drains 12 or 15 inches apart, to convey the water into the side
ditches, but stone ballasting seldom requires those drains.
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GLOSSARY.
237
Barometer, an instrument for measuring the elasticity of
air.
Basaltes, a black or greenish stone, consisting of prismatic
crystals. It is always found standing in upright columns.
Base, the lowest part of any thing. In surveying, is a line on
which a series of triangles is constructed, in order to determine
the position of objects and places.
Basin, a receptacle for water, a region drained by a river.
Batter, the sloping face of a retaining, or other wall. The
batter of a wall is either curved or straight; the average rate
of the batter of the retaining wall on rail-roads, is 21 inches to
the foot, and 1 inch for the wing walls of bridges.
Bearings, the chairs which support the frame work which
rests upon the axles of a rail-road carriage.
Bench, a ledge left on the face of a cutting to strengthen it ;
benches are usually made at a change of slope, occasioned by
meeting with a change of soil.
Bench marks, in surveying, are fixed points left along the
line of survey for future reference.
Berm, is that bank or side of a canal which is opposite to
the tow path.
Beton, a concretion used in foundations of hydraulic works.
It consists of 12 parts of puzzolana, 9 of quick-lime, 6 of sand,
13 of stone scrapings, and 3 of iron scales from the smith's
forge.
Bitumen, mineral pitch.
Bituminous shale, an argillaceous shale or indurated slaty
clay, highly charged with bitumen.
Bisection, the division of a quantity into two equal parts.
Block, (stone) a support or foundation for the tracks or rails
of rail-roads, upon which the chairs are secured.
Bond, the union and tie of the several stones or bricks in a
wall.
Boring, a vertical sinking made in the earth by an augur, for
the purpose of obtaining water.
Brace, an iron plate employed to strengthen the joinings of
wood and other work.
Break, a lever attached to a locomotive engine or rail-road
carriage, which presses upon the rim of the wheels and regu-
lates the velocity.
21
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238
GLOSSARY.
Breakwater, a mole or projection, designed for the protection
of shipping against the violence of storms.
Brick, a preparation of clay, sand and ashes, burnt in a kiln.
Good brick earth is often found in a natural state. A brick is 9
inches long, 41 wide and 24 thick.
Bridge, a common engineering contrivance for passing over
rivers, canals, &c.
Buffing apparatus, an expedient for receiving the shock of a
collision between rail-road carriages, consisting of powerful
springs and framing.
Buffer-head, the box fixed at each end of the rods connected
with the buffing apparatus, which receives the shock, and com-
municates it to the springs.
C.
Caisson, a large water tight box used for the purpose of
placing the foundation of piers, &c. It is sunk to the bottom
of the water and the masonry commenced within it and carried
up to the surface of the water, when the sides are removed,
leaving the pier resting on the bottom of the box.
Calcurious Rock. Limestone.
Canals, an artificial cavity in the earth, filled with water to
afford an easy and cheap conveyance for goods, &c. Canals for
the transportation of merchandize, are constructed of various
capacities, according to the extent and nature of the trade
they are intended to accommodate. Those of Great Britain
and the United States are generally four feet deep and sixty
feet wide at the top water line ; but in both countries, there
are canals which differ materially from the usual dimensions.
The Caledonian Canal of Scotland, for example, which is
designed for the passage of ships of war, is twenty feet deep
and one hundred and twenty-five feet wide; whilst others
are not more than ten feet in width and of a corresponding
depth. The mode of constructing canals is nearly the same
every where; but as most persons are unacquainted with the
leading principles on which they are formed: we shall offer
a few remarks on this head. Previously to the commencement
of a canal, the engineer decides upon its dimensions, which, of
course, depends upon the nature and probable extent of the
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GLOSSARY.
239
trade for which it is designed. In settling and arranging the
form and principles of construction, many nice calculations,
requiring powers of a high order, are necessary. These
relate, chiefly to inquiries, relative, 1st. to the requisite supply
of water; 2d, to the extent of excavation and embankment
and cost of construction generally; and 3d, to the form and
size of boats best adapted to overcome the resistance which
all canals, in a greater or lesser degree, offer to the passage
of boats. With regard to the first, it is usual to ascertain the
probable supply that can be obtained under the least favour-
able circumstances. To do this, it is necessary to find the
mean temperature of the region through which the canal is to
pass; the perpendicular inches of water which is equivalent to
the mean quantity of aqueous vapour suspended in the air at
that temperature, and the mean annual depth of rain in perpen-
dicular inches. In the latitude of Philadelphia, the mean tem-
perature is about 62° : aqueous vapour 3,968, and the annual
rain 34.92 inches. The minimum or least quantity of water
which runs in rivers varies much more than the mean quantity.
If the river is very short, and drains a basin composed of gravel
and sand, it will not be subject to floods, and the least discharge
may be proportionally equal to one-third of the whole quantity
of rain which falls in its basin. If the river is very long, pass-
ing from a cold to a warm climate, having a basin generally
formed of clay, and having no lakes in its course to regulate its
discharge, it will be subject to high floods, and the minimum
discharge may be no more than 1 part of the mean rain. The
basin of the Mississippi, including the Missouri, contains about
1,210,000 square miles; the mean annual quantity of rain is
about 101,198,592,000,000 cubic feet; the mean annual dis-
charge is about 30,000,000,000,000 cubic feet, or one-third of
the rain ; and the mean minimum discharge is about 20,000,-
000,000,000 cubic feet, or one-fifth of the rain. The basin of
the Po, in Italy, contains 45,600 square miles ; the mean annual
rain is 3,813,765,120,000 cubic feet; the mean annual dis-
charge is 1,850,112,000,000 cubic feet, or about one-half of the
rain. The basin of the Tay, in Scotland, contains 2,315 square
miles; the annual rain is about 130,000,000,000 cubic feet;
the annual discharge is 100,000,000,000 cubic feet, or four-
fifths of the rain. At a very dry time it was reduced to 457
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240
GLOSSARY.
feet per second, or one-ninth of the rain. For the purpose of
filling reservoirs, the mean annual discharge of rivers, subject
to some deduction, is relied on. For the purpose of filling
canals from the natural flow of the stream, the minimum dis-
charge only is taken into the calculation. The quantity of
water running in large rivers, is commonly estimated in the
following manner. The area of a transverse. vertical section
of the stream being determined, the mean velocity of its current
is ascertained by observing the time in which a body moves
through a given space in various parts of the stream, on and
below the surface. The average time compared with the dis-
tance, gives the apparent velocity. If the stream is shallow,
not more than fifteen inches deep, with an uneven bottom, the
mean velocity will be about eight-tenths of its apparent velocity.
If, on the contrary, the river is four or five feet deep, with a
smooth bottom, the mean velocity will be nearly equal to its
apparent velocity. From these data the discharge in any given
time may be deduced. For small streams the process is more
simple. It consists in causing all the water to pass through an
aperture, the dimensions of which being known and the velo-
city ascertained, the amount of water discharged, is readily
computed.
On the subject of excavation, embankment, &c., the quan-
tities are calculated by the rules of mensuration 'and set down
in cubic yards. Tables are prepared, by which the quantities
in each chain are found by inspection. The cost of a canal
depends greatly upon the nature of the soil and climate ; the
price of labour and provisions and the other local circum-
stances. That of excavation increases with the depth, but
not in direct proportion. For a prism three feet in depth
through sand or gravel, the expense is about six cents per cubic
yard, and for clay or stony matter, eleven cents. Excavation
of loose rock costs about fifty cents, and of solid rock one dollar
per cubic yard. These prices are very low and can only be
assumed under the most favourable circumstances. The cost
of embankment generally exceeds that of excavation. The
problem of the relative amount of resistance opposed to the pas-
sage of boats by canals of various dimensions, is one, though
deserving close attention, not always duly considered in decid-
ing upon the capacity of canals. It has been ascertained that
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GLOSSARY.
241
the amount of resistance to boats thirteen feet and a half wide
and three feet draft, in a canal sixty feet wide and six deep, is
811 pounds; in a canal forty-eight feet wide and five deep, 100
pounds, and in one forty feet wide and four deep, it is 130
pounds; and that 18 per cent. more weight can be transported
by the same power on the former than on the latter canal.
The canals in the United States are generally four feet deep,
with the inner slopes 14 to 1, and outer slopes 1 ₗ to 1 ; tow-
path bank ten feet wide at top, and the berm six feet. If the
ground is level, 2.75 feet of excavation is made, which, when
thrown upon the banks, elevate them so as to form the requisite
depth (four feet) for the prism. When ground is not perfectly
level, three feet of eutting is assumed as the standard. As it
may be necessary to cut deep or to prolong the line in order
to maintain the grade, and as the ratio of the quantities in pro-
portion to the depth, as well as that of prices, is constantly
increasing, it is obvious that a proper medium between such
extremes should be aimed at.
The walls of locks and the arches of culverts and aqueducts
are usually built of stone. As the business on canals, especially
those of our own country, is likely to be permanent, it is of
infinite importance that they be finished in such a manner as to
prevent the evil eonsequences resulting from defects in their
construction. Much depends upon the original location of a
eanal, as well as upon the selection and combination of the
materials. It may be made SO expensive as to be unproductive
it may be made cheap, but so long and circuitous, as to discour-
age trade, and it may be SO imperfectly made as to require its
entire income to keep it in a condition for use. Cases, such as
these, are by no means uncommon in this country : and hence
the failure of many works of this description, which, under
judicious and economical management, might have realized all
the anticipations of the proprietors.
Cur, a machine for the conveyance of passengers and goods
on rail-roads. They are mounted on wooden frames above the
wheels, the bearings of the axles being on the outside. They
are protected from the effects of concussions by the buffing
apparatus.
Carbon, an undecomposed inflammable substance.
Catenarian curve, a mechanical curve which a chain or rope
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GLOSSARY.
forms itself into by its own weight, when hung freely between
two points of suspension whether those points be in the same
horizontal plane or not.
Cement, a composition of certain mineral substances, capable
of uniting and keeping things together in close cohesion.
Centre of gravity, is that point in a body, which body, if
supported, will be in equilibrio in every position.
Centre (of an arch), the wooden frame or mould used in the
construction of arches in supporting the arch stones whilst in
progress of construction.
Chair, a pedestal or socket of cast iron, used on rail-roads,
for receiving and securing the rails, generally weighing from
12 to 20 lbs. each. Chairs are secured to the blocks by oak
trenails and iron pins, a hole being first drilled in the blocks
two inches in diameter, into which the trenails are driven; a
& inch hole is then bored into the latter, and the iron pin
passed through the seat of the chair, and driven into the tre-
nail. A piece of felt is introduced between the block and chair
to ensure a firm bearing; the chairs are also fastened to the
sleepers by pins.
Chord, is the right line which joins the extremities of an
arc of a circle.
Circumferentor, an instrument used by surveyors in taking
angles.
Clamps, thick planks used to sustain the ends of beams and
prevent separation:
Clay-slate, a common mineral, chiefly composed of silica,
alumina, peroxide of iron, and carbon.
Cleats, pieces of wood of different shapes, used to fasten
ropes upon.
Coal Formation or Coal Field, a region in which coal
abounds.
Coffer Dams, circular, oblong, or oval inclosures formed for
the protection of workmen while engaged in laying the founda-
tion of piers and other works in water. They consist of a
double row of sheet piling, bolted together, enclosing a large
body of clay well pemmed in, having stays, raking piles, and
braces at the back of the same, to support the pressure of the
water from the outside. When the dam is finished, the water
is pumped out and the masonry commenced.
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Cohesion, that kind of attraction, which, uniting particle to
particle, retains together the component parts of the same
mass.
Coke, a preparation of fossil coal, which is deprived of the
naptha, bitumen or asphaltum it may have contained.
Combined Locks, canal locks placed side by side SO as to
admit of the ascent and descent of boats at the same time.
Compass, an instrument employed by surveyors and others
to ascertain their courses.
Composite Locks, canal locks built with stone faced with
timber.
Concrete, a mixture composed of cement, broken stone and
gravel, or lime, gravel and sand, 1.7 to 1-9 of lime.
Cone, a solid body having a circular base, and its other
extremity terminated in a single point or vertex.
Conduit, a canal of pipes for the conveyance of water or
other liquids.
Configuration, the exterior surface or shape that bounds
bodies and gives them their particular form.
Conglomerate, rounded waterworn fragments of rock or
pebbles cemented together.
Coping, the upper tire of masonry which covers the wall.
Counterfort, the pier or buttress which supports a retaining
wall, sometimes used as a tie to the material at the back of the
wall.
Countersink, one cavity corresponding in size and position
with another.
Construction, the act of building.
Continuous bearings, track-ways constructed of timber
beams or sleepers placed longitudinally of the road-way, and
pinned upon transums. The system of continuous bearings is
much used in this country, on account of the abundance of
timber.
Convex, round or curved or protuberant outwards, as the
outside of a globular body.
Cramp, an iron tie used for securing the stones of a wall
together. A vertical cramp is termed a dowel or plug.
Crane, a machine used for raising and lowering heavy
weights.
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Crank, a square piece projecting from a spindle, serving by
its rotation to raise and fall the pistons of engines.
Crossing, a communication from one rail-track to another.
They are similar to sidings, having switches and crossing-
points.
Cross-sills, blocks of stone or wood laid in the broken stone
filling, which support the sleepers.
Cross-ties or Sleepers, are pieces of timber laid at intervals
of two or three feet, across the road-way, upon which the string
pieces and rails are placed. They are intended to keep the rails
in their proper position. In some cases the chairs which sup-
port the iron rails are placed upon the sleepers.
Crow, a kind of iron lever, sharp at one end, used for
heaving or pushing great weights.
Culminate, to be vertical, to be in the meridian.
Culvert, a passage or arch-way for water, under a canal or
rail-road.
Curvature of a line, is its bending or flexure by which it
becomes a curve of any particular form and proportion.
Curve, is a line, the several parts of which proceed in dif-
ferent directions. A bend in a line of rail-road.
Small curves on rail-roads should be avoided, as the centre-
fugal force acquired by the train has a tendency to throw it off
the track.
Curvilinear, any thing relating to curves.
Cut, a notch in the cross-sleepers for the reception of the
wooden rail.
Cutting, a term frequently applied to excavations.
D.
Dam, a mole or bank to confine or regulate the flow of
water.
Damage, an injury or hindrance attending a person's estate.
Damages, (land,) compensation for injury done to lands,
buildings, &c., in the construction of canals and rail-roads.
Damper, a eontrivance to check and control the speed of a
locomotive.
Data, denote certain quantities which are given or known,
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and by means of which other quantities which are unknown,
are to be determined.
Datum Line, is the base or horizontal line of a section, from
which all heighths and depths are calculated, which has refer-
ence to some fixed point in the line.
Decomposition, the separation of the constituent parts of
bodies.
Defile, a narrow passage.
Deflection, the turning any thing aside from its former
course.
Degree, the 360th part of the circumference of any circle.
Deep Cut, any open excavation of unusual depth.
Density, vicinity, closeness, compactness.
Depot or Station, as now understood, denotes the stopping
place for rail-road cars, &c. ; tool houses, &c.
Depression, a sinking below a common plane.
Descent, implies a downward motion.
Deviation, change of route. In England, deviations within
300 feet from the line as originally loacted, are allowed by spe-
cial act of parliament.
Diagonal, a right line drawn across a quadrilateral or other
figure, from the vertex of one angle to that of another.
Diagram, is a scheme for explanation or demonstration of
any figure or of its properties.
Diameter, the line which divides a circle into two equal
parts.
Ditch, a trough for the reception of water, a drain.
Divergent, tending to various parts from one point.
Draining Tiles, are sometimes used in embankments to
divert and carry the water off to the side drains.
Draining, the process of clearing wet and boggy lands from
their superfluous moisture.
Drain, a ditch to draw water from low grounds.
Drawbridge, a bridge made after the manner of a door, to
draw up or let down, to allow vessels to pass from one side to
the other.
Dredge, a machine for clearing out canals, deepening
rivers, &c.
Drift, a passage dug under the earth between the shafts in
mines.
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Drum or Rope Roll, a cylinder, generally of cast iron, used
on inclined planes, for the purpose of conveying carriages up
or down the plane. Drums are used when the plane is worked
by a single rope.
Dyke, a work raised to oppose the passage of water.
E.
Earthwork, is a term applied to cuttings, embankments, &c.
Edge Rail, is an iron bar or girder, upon which the peri-
phery of the wheels revolve, a flange being formed upon the
inner edge of the same, projecting one inch to prevent their
sliding off the rail. This description of rail was originally
made of cast iron of various lengths, with a flat base at each
end, in which holes are left for the insertion of pins, by which
it is secured to the sleeper. Cast iron chairs were ultimately
adopted for this purpose. The rail was fish-bellied on the
under side; which form they have retained until recently ; the
head being made about 21 inches wide, and rounded, and a cross
section taken through the centre of a rail, exhibited a greater
thickness of metal at the upper part than the lower. The
wrought-iron edge rail was afterwards employed, consisting of
merely flat bars at first, from one to two inches square or
bars one or two inches by three inches; ; which, owing to their
rounded heads and narrow shape, damaged the wheels. These
were used until a method of rolling and manufacturing iron
rails of a fish-bellied form, with heads complete, similar to the
cast iron rail, was adopted some years since.
Embankment, a mound of earth thrown up to maintain the
grade of a canal, rail-road, &c.
Engine. See Steam Engine.
Engineer, the conductor of a steam engine.
Equable Motion, is that by which the moveable body pro-
ceeds with the same continued velocity.
Evaporation, is a conversion of water into vapour, which
becoming lighter than the atmosphere, is carried far above the
earth's surface.
Excapation, the act of cutting OF digging into hollows;
removal of earth.
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Explosion, a sudden and violent expansion of an ærial or other
elastic fluid.
Extension, prolongation or augmentation in the length of a
line.
Extrados, the outside of an arch.
F.
Face, Façade, that superficies of a structure, which lies in
front.
Feather Edge, wedge shape.
Feeder, side cuts which lead from streams or reservoirs,
into, and supply, canals with water. A navigable feeder" is
one of sufficient capacity to admit of the passage of boats.
Felt, a fabric of hair and wool worked into a firm texture.
It is sometimes used on rail-roads between the under side of the
chairs and the upper surface of the blocks, to secure a firm
hold.
Fencing, an enclosure for the protection of canals, rail-
roads, &c.
Ferruginous, any substance partaking of the nature of iron
or that contains particles of that metal.
Fissures, are crevices or clefts that divide the several strata
of which the earth is composed.
Flange, the inner rim of a wheel, intended to confine it
within certain limits.
Flood, the rising of waters.
Floor, platform, level area.
Fluid or Fluid Body, is that whose parts yield to the
smallest pressure.
Force, strength, power. The agents which are usually
employed as the first movers of machinery on a large scale,
are the strength of men and animals; the force of falling
water; the force of wind; and the force of steam or other
elastic fluids,
Formation, the rocks and other solid arrangement of matter,
of which the globe is composed.
Forebay, is that part of a mill-race through which the water
flows upon the wheel.
Fossil, any thing dug out of the earth ; organic remains.
Forcing Pump, a machine which raises water by alternate
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GLOSSARY.
motions. It has a solid piston, which, after the water has
passed the lower valve, is forced down, and thus causes the
fluid to pass into the conducting pipe, where there is also a
valve to prevent its return. The first valve closes as the piston
descends, while the second valve rises to allow its escape from
the main pipe. When the piston rises the water follows through
the first valve, while the other is closed by the superincumbent
water in the conduit, and by the attraction of the piston, the
water rushes after it to prevent a vacuum.
Foundation, is that part of a structure upon which all erec-
tions repose it is usually under ground.
Free Stone. See Sand Stone.
Friction, is the retarding force produced by the cohesion of
bodies, and the resistance of rough surfaces which are moved
upon each other. It is in proportion to the pressure, and not
to the surfaces in contact; but increases with the time in con-
tact before they are moved. The friction of oak wood moving
upon oak in the direction of the fibres, is rather more than one-
third of the pressure, and across the fibre, it is rather less than
one-third. With iron moving on iron, the friction is two-
sevenths, and with iron on brass, it is one-fourth of the pres-
sure. The friction when the surfaces are greased with tallow,
is as follows :-iron upon brass it is one-eighth; iron upon oak,
one twelfth; oak upon oak, one twenty-fifth. Friction is not
sensibly influenced by different velocities.
The friction or resistance of the wheels of a carriage, arises
first, from the friction of attrition, or the pressure of the
axles against the bearings resting upon them, which support
the carriage; and secondly, from the rolling friction, or the
resistance offered to the revolution of the wheels, by the road-
way ; the amount of which principally depends upon the degree
of smoothness and hardness of the surface over which the
wheels are run. The friction of the axles forms by far the
greatest resistance, and it is very important to keep up a con-
stant supply of oil, to reduce it as much as possible.
Fuel, the matter or aliment of fire.
G.
Gage, (of a condenser,) is designed to exhibit the exact den-
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sity and quantity of the air contained at any time in the conden-
ser of a boiler.
Galena, sulphuret of lead.
Gallery, a term applied to underground excavations. Tun-
nels are sometimes worked by horizontal shafts, termed galle-
ries, instead of vertical openings.
Gas, a permanent elastic aeriform fluid.
Gases, (noxious) the gases formed in tunnels by the fire of
locomotives.
Geology, is the doctrine of the earth in its insentient or unor-
ganized frame ; or of those masses of rock, strata, minerals, &c.
of which it is composed.
Gneiss, a stratified primary rock, composed of the same
materials as granite, but having usually a larger proportion of
mica, with a laminous texture.
Graduation, the act of modifying or adjusting a roadway into
a particular line. In rail-road making, it signifies the process
by which a required grade is obtained.
Grade, the condition of a rail-road when prepared for the
reception of the superstructure.
Grade line, or profile, is a prescribed line which governs the
construction of a rail-road.
Gradient or clivity, denotes the proportionate ascent or
descent of the several planes on a rail-road ; thus for example,
an inclined plane four miles long, with a total fall of 36 feet, is
described as having a descending gradient or clivity of 1 in 586,
or a fall of 9 feet per mile.
Granite, one of the primary rocks, composed of quartz, fel-
spar and mica.
Gravel, a congeries of small pebbles.
Gravity, is that mysterious but essential property of matter,
by which every particle is attracted or drawn towards every
other particle, inversely to the squares of their distances; hence
all bodies near the surface of the earth, have a tendency to
move or fall towards its centre, and this tendency or force is
called their weight.
Gravity, as applied to rail-roads, refers to the extra weight
acquired by a train of carriages, when upon planes not perfectly
level, or the force of the downward pressure, which is in pro-
portion to the gradient of the plane. If the train is proceeding
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up the plane, great additional power is necessary to overcome
the gravity, compared with that required upon a level, particu-
larly if the same velocity is to be maintained. According to
Brees, the resistance by gravity on a plane 1 in 50, is 44.80 lbs.
per ton, and on 1 in 90 it is 24.88 lbs. per ton, which on a train
of 60 tons gross, amounts to 1493 lbs., which is sufficient force
to propel a train amounting to 186 tons upon a level.
Grit, a form of argillaceous earth, with a texture more or
less porous, equable and rough to the touch.
Gross, the entire quantity, without deduction.
Grouting, a kind of liquid mortar, floated over the upper beds
throughout a course of masonry or brick work.
Group, in geology, signifies an assemblage of various
rocks, &c.
Grubbing, clearing the ground from trees, rocks and other
impediments, preparatory to the commencement of a canal,
rail-road, &c.
Guard lock, in canalling, is employed in maintaining the level
of a canal, by preventing the encroachment of water from rivers,
lakes, &c., when elevated beyond the prescribed level.
Gypsum, or sulphate of lime, a mineral composed of lime and
sulphuric acid.
H.
Headway, the space under an arch or other structure.
Hornblende, in mineralogy, a species of clay. The common
hornblende is of a greenish black, which in some varieties,
approaches to a grey, and sometimes to a velvet black.
Horse power, the power of engines is estimated by compari-
son with the amount of force exerted by a horse, which is gene-
rally reckoned equal to 33,000 lbs., raised 1 foot high per minute,
and if continued throughout the whole day of 8 hours, amounts
to 150 lbs. conveyed a distance of 20 miles, at the rate of 21
miles an hour; but some engineers consider 125 lbs. a sufficient
load for a horse.
H rail, a rail, which when cut transversely, presents the form
of an H. See Rail.
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I.
Inclination, denotes the mutual approach or tendency of two
bodies or planes towards each other.
Inclined plane, is a plane surface, which forms with the
horizontal plane any angle whatever; such angle is called the
inclination of the plane. Inclined planes on rail-roads are
designed to overcome inequalities in the profile; they perform
the same office for rail-roads, that locks do for canals, ascend
or descend from one level to another.
Indurated, hardened, compact, being hard.
Inflection, or deflection, the act of turning or bending.
Intermediate space, in double track rail-roads, means the
space between the two inner lines, usually the same as the width
of the track, 4 feet 81 inches.
Internal, in general signifies whatever is within a thing.
Intrados, the interior curve of an arch.
Invert, to turn any thing the contrary way.
J.
Joinings, in construction, those parts of a structure which are
united and held together.
Joint chairs, a chair which secures the connection of two
rails. It is usually larger than the common chair.
K.
Key or Cotter, a wedge-shaped or tapering piece of iron or
wood, which is driven firmly into a mortice prepared to receive
it, to tighten the several parts of the framing together, as a rail
to a chair, &c. forming a fastening.
Kyanize, a process of preserving timber from dry rot, invent-
ed by Mr. Kyan. It consists in the use of a solution of coro-
sive sublimate, in which the timber is immersed, and which
neutralizes the primary elements of fermentation and renders
the fibre of the wood indestructible. It also is said to season the
timber, occupying only two or three months, instead of as many
years by the old drying process. Dr. Earle of Philadelphia,
has recently invented a method of preserving timber by a more
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GLOSSARY.
rapid process ; the whole being effected by his method in the
course of a few hours. It also protects the wood from the
ravages of insects.
L.
Lamina, plates usually applied to the smaller layers of which
a stratum is composed.
Lateral, projecting from the side.
Leakage, is the quantity which runs out of a defective cask
or other vessel.
Ledge, a ridge of rocks ; any prominence.
Level, even ; not having one part higher than another; a hori-
zontal line.
Level, an instrument employed in ascertaining the variations
in the height of grounds, and in taking the section of a line of
road or canal.
Level crossing, is when a rail-road crosses roads upon the
same level.
Levelling, is the act of ascertaining a line parallel to the
horizon at one or more stations, to determine the height or
depth of one place with respect to another.
Lever, an inflexible bar which is capable of moving freely
round a fixed point, called its fulcrum. It is used to overcome
forces, and to elevate great weights, to which one end of the
lever is applied, while the impelling power is applied to the
other.
Levity, the opposite of gravity ; or that quality in certain
bodies, which gives them power to ascend.
Lift Locks, are those sections of a canal inclosed between
two gates, which, on being filled with water or emptied, elevate
or depress the boat, and thus allow it to pass from one level to
another. When a boat is to pass from a higher to a lower
level, it is floated into the lock and the gates closed ; the water
is then allowed to escape from the lock chamber to the lower
level, which is effected either by paddles formed in the gates or
by side culverts; the boat being thus sunk to the lower level,
the lower gates are opened, when it passes through. Boats are
passed up by the same process, reversed. The difference be-
tween the levels is termed the lift of the lock, which range
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from 3 to 30 feet. That portion of the lock enclosed between
the gates, is called the lock chamber, which varies in capacity
according to the trade which it is designed to accommodate.
Lime, calcined limestone, which is burned in kilns, after
which process it is called quick lime ; upon applying water it
instantly expands and cracks, producing a considerable degree
of heat ; it then falls into a powder, when it is called slacked
lime.
Limestone, the native indurated carbonate of lime.
Location, position; act of placing.
Lock, the general name for all those parts of a canal made
to confine and raise the water.
Lockage, means the rise or fall effected by a lock or series
of locks.
Locomotive engines, those engines which effect their own
progressive motion by means of their internal machinery and
the adhesion of their wheels to rail-road tracks.
Lode, a vein or course, whether metallic or not; a term most
commonly used in mining operations.
Lode, in mineralogy, a metallic vein in rock formations.
M.
Machine, signifies any thing used to augment or regulate
moving forces or powers ; or it is any instrument employed to
produce motion in order to save either time or force.
Main, a leader of water ; pipe.
Marl, is a combination of alumine, silex and alum, and is
denominated calcareous, argillaceous or silicious, as the lime,
clay or silex, is most abundant.
Masonry, a term applied to all works of which stone is the
chief material.
Matrix, or Mother earth, the stone in which metallic ores
are found enveloped.
Maximum, denotes the greatest quantity attainable in a given
case.
Mechanical power, force employed to overcome resistance
it comprehends steam, water, man and horse power.
Mensuration, that branch of mathematics which treats of
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GLOSSARY.
the measurement of the extensions, capacities, solidities, &c. of
bodies.
Meridian, is a circle in the terrestrial sphere, which passes
through the poles of the earth.
Meridian (First,) is that from which all the others are
reckoned: Paris is the first meridian of France; Greenwich of
England, &c.
Mica, sometimes but erroneously called talc. A simple
mineral, having a shining silvery appearance, and capable of
being split into very thin elastic leaves or scales.
Mine, a place under ground from whence metals, minerals,
or even precious stones, are procured.
Minimum, the smallest amount.
Mineralogy, is that science which treats of the solid and
inanimate materials of which our globe consists.
Mitre, a mode of joining two boards together.
Mole, a long pier or artificial bulwark of masonry, extending
across the entrance of a harbour, in order to break the force of
the sea.
Momentum, in mechanics, is the same with impetus, or quan-
tity of motion; and is generally estimated by the product of the
velocity and mass of the body.
Mortar, a cement used in building, composed of lime and
sharp coarse sand, and sometimes hair.
Mortice and Tenon, a joint used in wood. The extremity
of one piece of timber is let into the face of another piece,-a
tong being formed at the end of the piece to be let in, which is
called tenon, and the hole cut in the face of the other is termed
a mortice.
Motive power, the propelling force by which motion is ob-
tained.
Mound, an artifical mount; an eminence.
N.
Navigation (inland or internal), expresses those means of
intercommunication which are afforded by canals, rivers, lakes,
&c.
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O.
Oblique Arch, the heads of the courses of an oblique arch,
consist of spiral lines, wound round a cylinder, every part of
which cuts the axis at a different angle, the angle being greatest
at the keystone and least at the springing; when they are wound
round the cylinder, and viewed from beneath, they present the
appearance of straight lines.
Offsets, in surveying, are those short perpendiculars that are
measured on the sides of irregular figures, for the accurate
determination of an area.
One in ten, when applied to inclined planes, means one foot
vertical and ten horizontal.
One to one, a slope of 45° is said to be one to one, and so on.
Ores, metals, when found in a state of combination with other
substances, are called ores.
Organic remains, (Oryctology), animal and vegetable sub-
stances which are dug out of the earth in a mineralized state.
Overfall, the brow of a dam, or that part over which the
water passes.
Oxide, the combination of a metal with oxygen ; rust is the
oxide of iron.
P.
Palisades, stakes made of strong split wood used for the
support of embankments.
Parallel motion, is a term denoting the rectilinear motion of
a piston rod, &c. in the direction of its length ; and contrivances
by which such alternate rectilinear motions are converted into
rotatory ones, and vice versa, in pumps, steam-engines, saw-
mills, &c.
Parapet, an elevation or wall, breast high, on the sides of
bridges, &c.
Pebbles, the name of a genus of fossils, distinguished from
the flints by having a variety of colours.
Periphery, the circumference of a circle, ellipsis or any
other curvilinear figure.
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Perpendicular, is formed by one line meeting another, so as
to make the angles on each side of it equal to each other.
Piers, in bridging, are the walls built to support the arches,
and from which they spring as bases.
Pilaster, a square column, sometimes insulated but more fre-
quently let within a wall, and only showing a fourth or fifth of its
thickness.
Piles, are large stakes or beams sharpened at one end and
shoed with iron, to be driven into the ground for a foundation
to build upon in marshy places.
Pin or Pinning in, a system of wedging or underpinning the
bed of a stone wall, when not properly squared, to supply any
deficiencies.
Pipes, conduits for the conveyance of water.
Pipe chamber, a receptacle for water.
Piston, a cylinder of metal, fitted exactly to the cavity of the
barrel or body of the pump ; there are several kinds of pistons,
some with valves, and others without; the latter are called
forcers.
Pitman, an appendage to a forcing pump.
Pivot, a fort or shoe of iron, or other metal, usually conical,
or terminating in a point, by which a body, intended to turn
round, bears another fixed and at rest, and performs its revolu-
tions.
Plane, a smooth surface, or one that lies evenly between its
bounding lines. Applied to rail-roads, it refers to each length of
a line of railway at the same gradient or inclination : they are
of two kinds, level and inclined.
-
Planking, the act of covering and lining the sides and bottom
of a canal, &c. with wood.
Plate rail, a flat bar of iron usually 15 feet in length, 21
inches wide, and 1/2 or 3/3 of an inch in thickness. This kind of
rail is most commonly used in streets.
Platform, is a number of planks laid together, forming a kind
of floor or terrace.
Plug, a piece of timber or metal formed like the frustrum of
a cone.
Plunger, in mechanics, the same with the forcer of a pump.
Pool, a lake or pond formed in the bed of a stream by means
of a dam.
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GLOSSARY.
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Prism, in geometry, is an oblong solid, contained under
more than four planes, whose bases are equal, parallel and alike
situated.
Profile, the outline of a figure, the top line of a rail-road or
canal.
Protection wall, is usually employed to shield the banks of a
canal, &c. from the effects of rains.
Puddle, a mixture of clay rendered impervious to water, and
used for the purpose of excluding water from any works.
Puzzolana, a natural cement consisting of volcanic ashes, much
used in hydraulic works; the addition of a small portion of
lime hardens it quickly, even when laid under water.
Pyramid, in geometry, is a solid having any plane figure for
its base and triangles for its sides, all terminating in one common
point.
Q.
Quariz, silex or earth of flints.
Quoins, in architecture, denote the corners of brick or stone
walls.
R.
Radius, the semi-diameter of a circle, or right line drawn
from the centre to the circumference. In trigonometry, the
radius is termed the whole sine or sine of 90 degrees.
Rail-road, is a track composed of wood, stone or iron, or a
combination of all these materials, intended to diminish friction
and for the more easy conveyance of heavy loads. Until within
a few years rail-roads were mostly confined to mines of various
descriptions, but they are now coming into general use. The
various plans of constructing rail-roads, now in use, are par-
ticularly described in the body of the work. See Columbia
Rail-road, Pennsylvania.
Rails, iron bars of various shapes, used upon rail-roads.
Ravine, the valley, or gulley through which a stream flows.
Reservoir, an enclosure of water, artificially made in order
to collect and retain it for the use of canals, mills and other
purposes.
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258
GLOSSARY.
Retaining wall, a wall used for the support and maintenance
of a body of earth, when circumstances render it expedient to
slope it gradually down. Retaining walls are sometimes used
where land is valuable, and are battered on the outside face
from 1 to 11/2 inches to the foot ; the greatest degree of batter
(which is usually curved) being given to the foot of the wall.
Counterforts are generally carried up at the back of the wall,
and piers in the front of it.
Rise, ascent in civil engineering, it means an upward pro-
gress from one level to another.
Roads, the most general means of communication from one
place to another.
Road bed, that part of a rail-road upon which the superstruc-
ture reposes.
Roman cement, a water cement, generally used with an equal
portion of sharp sand.
Rope, for inclined plane, see Description of Columbia Rail-
road, art. Pennsylvania.
Rubble work, a rough description of masonry, the stones
being laid in as regular courses as found convenient, and well
flushed with mortar; and occasional banders, running through
the whole thickness of the wall, are inserted, to tie the whole
together, (which are more needed in this kind of masonry than
in any other) chain band may also be used in rubble work, with
great advantage, if many openings are required to be left.
S.
Safety car, a machine which follows or precedes rail-road
cars in their passage of inclined planes, and prevents their
descent in case of accident to the machinery, or otherwise.
Sand, a granular mineral substance insoluble in water.
Sandstone or Freestone, a durable stone when of good quality.
It is generally found stratified, and as such, is easily cut into
any form ; each stratum varies in thickness from about that of
a slate to many feet, being, at different places, siliceous, argilla-
ceous and calcarious. It varies in its component parts.
Scarfing, the joining of two pieces of timber together by
oblique cuts which are usually 3 or 4 times the width of the
face of the beam.
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GLOSSARY.
259
Scraper, a machine drawn by horses or oxen, for excavating
trenches, for canals, rail-roads, &c.
Section, of a canal or rail-road is its profile as presented by
a transverse cut.
Self-acting plane, effects the ascent of one carriage by the
descent of another, more heavily laden; the impelling force
being that of gravity.
Shaft, a vertical sinking or well, excavated for the purpose
of working a tunnel, or for ascertaining the nature of the
ground.
Shale, indurated or compact slaty clay.
Shank, that part of a spike between the head and point.
Sheet piling, a row of timbers driven into the earth side by
side, which are sometimes grooved and tongued together, and
used for protecting foundation walls from the effects of water.
Sheeves or friction rollers, small wheels made of cast iron
and used on inclined planes for the purpose of receiving the
rope.
Side cuts, are those lateral canals which diverge from any
leading canal.
Side cutting, material for embankment taken from the side
of the line.
Side lines, are short sections of a rail-road on either side of
a main line, with which they communicate by turn-outs."
They enable carriages to pass each other.
Sidling, excavation along parallel slopes.
Silex, flint.
Silicious, flinty ; a rock of which silex is the chief component.
Sills, blocks of wood or stone upon which the string pieces,
&c. of a rail-road are placed.
Skew back, the course of masonry forming the abutments to
a segmental arch or to the cast iron ribs employed in bridges.
Skew bridge, differs from the ordinary draw-bridge only in
the action of the draw, which opens upon a pivot, with a hori-
zontal motion.
Slackwater navigation, is effected by means of dams which
back the water and form pools of the required height. These
occur more or less frequently according to the inclination of the
bed of the stream. The pools thus created are connected by
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260
GLOSSARY.
means of lift locks and short canals, by which the boats pass
from one to another.
Sleepers, upon rail-roads, are generally of wood, about 5 by
9 inches and 9 feet long ; they are placed across the track, and
three feet apart from centre to centre.
Slide, a part of a forcing pump.
Slides, those portions of the canal and rail-road banks which
become detached and precipitate themselves upon the line.
Slips, connecting sections.
Slope, declivity.
Slough, a small drain at the top of an embankment, to pass
the water into the side drain.
Sluice, a water-gate ; a flood-gate ; a vent for water.
Sofite, the underside of any over-hanging erection, as the
intrados of an arch, the underside of a cornice, &c.
Span, is the horizontal distance from one end of an arch to
the other or its chord.
Specific gravity. The specific gravity of a body is its weight
in relation to the weight of another body ; pure water is now
the standard of comparison, a cubic foot of which being assumed
as unity.
Spike, a large nail, with which the plate rail is usually
secured to the sleepers in rail-roads.
Splicing plates, metallic plates applied to the joinings of
timber to hold the parts together.
Spoil bank, surplus excavation which is laid by the side of
a line of rail-road to save expense of removal.
Stone, an aggregation of several mineral substances. There
are three classes of stones (though some partake of all), viz.-
silicious, argillaceous and calcareous.
Stop planks, dams on the line of a canal to prevent the loss
of water in case of accident.
Stationary engines, are used for effecting the ascent and
descent of carriages along inclined planes.
Stationary plane, a plane worked by a stationary engine and
rope.
Steam (force of) at a temperature of 212 degrees, the
elastic force of steam is equal to a pressure of 14½ pounds on a
square inch, and supports a column of mercury of the same
base, 30 inches high; at 250 degrees, it supports 58 inches of
Digitized by Google
GLOSSARY.
261
mercury ; at 300 degrees, 112 inches ; and at 325 degrees, 141
inches.
Steam engine, a machine originally contrived for raising
water by means of the expansive force of steam, produced from
water or other liquids in a state of ebulition. A good steam
engine, with a cylinder of 6 inches diameter, is about equal to
the force of one horse, and with a cylinder of 14 inches dia-
meter, it is called a ten-horse power.
Steam whistle, a device for warning persons when the engine
is approaching. It consists of a pipe, at the top of the boiler,
with a cock which when turned, the steam escapes with a loud
hissing noise.
Strata, successive layers spread one over another.
Stratum, singular of Strata, a bed ; a layer.
String course, a term applied to a course of masonry or
brickwork projecting from the face of the wall.
String pieces, wooden rails upon which the iron bars of rail-
roads are placed.
Summit level, the highest level.
Superstructure of a rail-road, consists of sills, cross-ties,
string-pieces, iron rails, &c.
Switch, an iron rod placed at the intersections of rail-tracks,
for the purpose of guiding the wheels of carriages in their
passage from one track to another.
Syphon, a curved or bent pipe, designed chiefly for the con-
veyance of water to a distance over intervening eminences.
This simple but, at the same time, interesting hydraulic instru-
ment is but little used, probably owing to the difficulty of
exhausting the air, when it is of a large caliber.
T.
T rail, one of the numerous kinds of iron rails now employed
upon rail-roads. It derives its name from its resemblance to
that letter.
Teaming, the operation of leading the earth or excavation
from a cutting to the embankment.
Tender, a wagon accompanying a locomotive engine for the
conveyance of fuel, water, &c.
Terminus, the end, the extreme point.
23
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262
GLOSSARY.
Terminal plane, the plane at either end of a rail-way.
Terminii, the ends.
Terrace, a small mount of earth covered with grass; a gal-
lery or balcony.
Tide locks, canal locks, which unite rivers with canals; they
are generally employed in regulating the supply of water, and
to prevent its encroachment upon the works.
Timber, a term applied to trees after they are felled.
Tonnage, burthen, the weight or measure of any species of
merchandize.
Tow path, a narrow road, travelled by horses in dragging
boats along a canal.
Track, a road, now generally applied to the superstructure
of rail-roads.
Tractive power, the power of draught required to overcome
the friction or resistance of a canal or rail-way.
Traction, the amount of tractive power necessary to over-
come the resistance on a rail-road or canal.
Train, a regular succession of carriages, fastened together,
and drawn by a locomotive engine or other motive power.
Tram-way. The modern tram-way is formed of plates of
cast iron, 41 inches wide, and 1 inch thick, and laid in 3 feet
engths; the plates have an upper vertical guide flange, 2
inches high, and a fish-bellied lower flange on the other side.
The guide rails are 4 feet apart, and the space between each
line is 5 feet ; the plates are bedded on stone blocks, and fastened
down by iron, spikes driven into wooden plugs, which are let
into the blocks vertically.
Tram-ways are sometimes constructed of stone or blocks of
granite, 16 inches wide, 12 inches thick, and 5 or 6 feet long,
the space between the trams being filled with paving. A sam-
ple of this kind of tram-way may be seen in Arch street in
Philadelphia. Tram-ways, originally constructed of timber,
were introduced into England about the year 1600.
Trench, a pit or ditch.
Trench walls, the masonry at the sides of trenches.
Trestles, the support of bridges, and other structures.
Trunk, the main or principal line of a canal or rail-road.
Tunnel, a subterraneous arch-way or gallery, excavated
through a hill for the passage of a canal or rail-road.
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GLOSSARY.
263
Turn-out, rails which diverge from the main line of a rail-
road, and lead to the side lines.
Turn-plate or Turn-table, a platform which turns upon a
pivot, for removing rail-road carriages from one track to another,
they are generally used for crossing at right angles with each
other.
Truck, a stage or platform on wheels, and used on rail-roads
for the conveyance of ordinary carriages. In England it is
customary for the mail coaches to be thus conveyed, the pas-
sengers and luggage remaining in their places.
V.
Valve, in hydraulics and pneumatics, is a kind of lid or cover
to a tube, vessel or orifice, contrived to open only one way, and
either admits the entrance of a fluid into the tube or vessel, and
prevents its return, or allows its escape and prevents its re-
entrance.
Variation of the compass, is the angle which a magnetic
needle, suspended at liberty, makes with the meridian line on a
horizontal plane; or an arch of the horizon, comprehended
between the true and magnetic meridian. In nautical language
it is commonly called north-westing or north-easting.
Velocity, speed, swiftness, quick motion; in its application to
a rail-road train, it means the degree of speed with which it is
propelled. The average speed of the English passenger cars is
about 25, while that on the American rail-road does not exceed
16 miles an hour.
Ventilators, in covered aqueducts, are apertures by which the
atmospheric air escapes when displaced by water.
Vertical, perpendicular to the horizon.
Vertex, zenith, a point, top of a hill.
Viaduct, a rail-road bridge.
W.
Water stations, places where locomotives obtain their sup-
plies of water.
Water works, in general, denote all manner of machines
moved by, or employed in raising or sustaining water.
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264
GLOSSARY.
Web, the outer projection of a rail, intended to prevent the
wheels of carriages from running off the track.
Wedge, one of the five mechanical powers, or simple engines,
being a geometrical wedge, or very acute triangular prism,
applied to the splitting of wood, rocks, or raising great weights.
Waste weir, a water guage ; a cut at the side of a canal by
which the surplus water of canals is carried off. The front of
the cut next the canal is sometimes faced with masonry,
which is carried from the bottom of the canal to the prescribed
top water line, when the height of the water exceeds this, it
passes off.
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INDEX.
A.
B.
Adonirac R. R., N. Y.
Page 81
Bald Eagle and Spring Creek
Advertisement
9
Navigation, Pa.
112
Akron and Perrysburg R. R., O. 213
Baltimore and Ohio R. R., Md.
149
Akron and Defiance R. R., O.
213
Baltimore and Susquehanna R.
Alabama, Florida, and Georgia
R., Md.
155
R. R., Al.
180
Baltimore and Port Deposite R.
Albany and Weststockbridge R.
R., Md.
151
R., N. Y.
76
Bangor and Orono R. R., Me.
29
Albion and Tonawanda R.R., N. Y. 81
Barataria Navigation, La.
190
Atchafalaya R. R., La.
189
Bath R. R., N. Y.
81
Alexandria Canal, Dis. Col.
159
Baton Rouge & Clinton R. R., La. 189
Allegany Portage R. R.
126
Bayou Sara R. R., La.
189
Allegan and Marshall R. R., Mic. 217
Beaver Meadow R. R., Pa.
143
Alton & Mount Carmel R. R., II. 196
Belmont and Dodgeville R. R.,
Alton and Erie, II.
197
Wis.
220
Alton and Paris R. R., II.
197
Belmont & Dubuque R. R., Wis. 220
Alton and Springfield R. R., Il.
197
Belleville R. R., II.
197
Amoskeag Canal, N. H.
33
Bellefontaine and Perrysburg R.
Andover and Wilmington R. R.,
R., O.
213
Mass.
37
Belleville and Bolivar Canal, O.
211
Andover & Haverhill R. R., Mass. 38
Blackstone Canal, Mass.
43
Annapolis & Elkridge R. R., Md. 157
Black River Canal, N. Y.
56
Ann Arbor and Monroe R. R.,
Black River R. R., N. Y.
81
Mich.
218
Bloomington and Peoria R. R., II. 197
Arkansas, State of
214
Boston and Lowell R. R., Mass. 35
Ashtabula and Liverpool R. R., O. 213
Boston & Worcester R. R., Mass. 38
Athens Branch Canal, O.
210
Boston & Providence R. R., Mass. 41
Athens Branch R. R., Ga.
173
Bow Canal, N. H.
32
Attica and Buffalo R. R., N. Y.
80
Brandon and Mobile, Miss. & Al. 184
Attica and Sheldon R. R., N. Y.
81
Brattleboro and Bennington R.
Auburn & Rochester R. R., N. Y. 79
R., Vt.
34
Auburn Canal and R. R., N. Y.
81
Brewertown and Syracuse R. R.,
Auburn and Lapeer R. R., Mich. 218
N.Y.
82
Augusta Branch R. R., Ga.
176
Bridgeport & Sandusky City, O. 213
Aurora and Buffalo R. R., N. Y.
81
Bridgeport and Sawpits R. R,, Con. 48
23*
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266
INDEX.
Brooklyn Ft. and C. Island R.
Chenango Canal, N. Y.
55
R., N. Y.
81
Cherry Valley and Susquehanna
Brunswick and Florida R. R., Ga. 178
R. R., N. Y.
S2
Brunswick Canal, Ga.
178
Cherry Stone and Maryland line
Buck Mountain R. R., Pa.
112
R. R. Va.
167
Buffalo and Batavia R. R., N. Y.
82
Chesapeake and Delaware Canal,
Buffalo and Black Rock R. R.,
Del.
148
N.Y.
80 Chesapeake and Ohio Canal, Md. 158
Buffalo and Erie R. R., N. Y.
82
Chesterfield R. R., Va.
165
Buffalo and Niagara Falls R. R.,
Chicago and Des Plaines R. R.,
N.Y.
80
II.
197
Chillicethe and Cincinnati R. R.,
C.
O.
213
Cahawba and Marion R. R., Al. 182
Cincinnati and Harrison Canal,
Calais and Milltown R. R., Me.
30
O.
211
Camden and Amboy R. R., N. J.
84
Cincinnati and Indianapolis R.
Camden and Woodbury, R. R.,
R., O. & Ind.
213
N.J.
91 Circleville and Cincinnati, R. R.,
Cape Fear R. Navigation, N.C. 169
O.
213
Carrollton and Lodi R. R., O.
213
City Point R. R., Va.
164
Carondelet Canal, La.
190
Cleveland and Cincinnati R. R.,
Carbondale and Honesdale R. R.
O.
213
Pa.
143
Cleveland and Pennsylvania line
Casadaga and Erie R. R., N. Y.
82
R. R., O.
213
Catawba Navigation, N. C. & Va. 172
Cleveland and Warren R. R., O. 213
Catawissa and Towanda R. R., P. 140
Cleveland and Franklin R. R., O. 213
Catawissa R. R. (See Little Schuyl-
Clinton and Chippeway Canal, O. 211
kill and Susquehanna R. R.)
Clinton and Kalamazoo R. R.,
Catskill and Canajoharie R. R.,
Mich.
219
N.Y.
76 Clinton and Lower Sandusky R.
Cayahuga Falls and Cleveland R.
R.,O.
213
R., O.
213 Clinton and Adrian R. R., Mich. 219
Cayuga and Seneca Canal, N. Y. 56
Clubfoot Canal, N.C.
169
Central R. R., Geo.
174
Coeymans R. R., N. Y.
82
Central R. R., II.
196
Codorus Navigation, Pa.
112
Central Canal, Ind.
198
Colbert's Shoals Canal, Al.
183
Central Canal, Pa.
97 Cold Springs R. R., N. Y.
82
Central R. R., Vt.
34 Columbia and Philadelphia R. R.
Central R. R., Mich.
215
Pa..
113
Chagrine and Holmes Canal, O. 211
Columbus and Chattahoochee R.
Chambersburg and Pittsburg R.
R., Geo.
178
R., Pa.
132
Columbus and Pensacola R. R.,
Champlain Canal, N. Y.
54
Fl.
179
Charleston and Elyria R.R.,O. 213
Columbus and Aberdeen R. R.,
Charleston and Ashland R. R., O. 213
Miss.
184
Charlestown Branch R. R., Mass. 38
Chattahoochee R. R., Geo.
Columbus and Lower Sandusky
178
R. R., O.
213
Chenrung Canal, N. Y.
57
Chemung and Ithaca R. R., N. Y. 82
Columbus and Springfield R. R.,
O.
213
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INDEX.
267
Columbes Branch Canal, O.
210
E.
Columbus and Delaware. C., O.
211 Eastern Rail-road, Me.
32
Columbus and Big Spring R. R.,
Eastern R. R., Mass.
35
O.
213 Eastern Shore R. R., Md.
157
Cooperstown and Cherry Valley
East Florida R. R., Fl.
179
R. R., N. Y.
82 Eastport Branch Canal, Me.
210
Connecticut, State of
47 Edwardsville and Shawnectown
Connecticut and Passumpsic R.
R. R., II.
196
R., Vt.
34 Elizabethport and Somerville R.
Conneaut and Penn. R. R., O.
213
R.,N.J.
94
Conestoga Canal, Pa.
112 Enfield Canal, Con.
49
Conewango Canal, N.Y.
57 Erie Canal, N. Y.
52
Condensed summary of the R.
"
"
Enlargement
53
R. and Canals of U.S.
223 Erie and Cattaraugus R. R., N. Y. 82
Constantine and Niles R. R., Mich. 218
Erie and Kalamazoo R. R., Mich. 217
Corning and Blossburg R. R,, Pa. 139
Eric and Ohio R. R., O.
213
Covington and Latona R. R., Ky. 193
Coxsackie and Schenectady R. R.
F.
N.Y.
82 Fairfield County, R. R., Con.
48
Croton Aqueduct, N.Y.
59 Fairmount Water Works, Pa.
104
Crooked Lake Canal, N. Y.
57 Fulmouth & Lexingt'n R. R., Ky. 193
Cumberland and Oxford Canal,
Farmington Canal, Con.
45
Me.
29 Fishhouse and Ainsterdam R.
Cumberland Valley R. R., Pa.
131
R., N. Y.
82
Florida, Territory of
179
D.
Franklin and Wilmington R.
Dansville and Rochester R. R.,
R.,O.
213
N.Y.
82 Franklin R. R., Pa.
131
Dansville Branch Canal, N. Y.
59
Fredericksburg and Charlottes-
Danville and Wythe R. R., Va. 166
ville R. R., Va.
166
Danville and Pottsville R. R., Pa. 137
Fredonia and Van Buren Harb.
Delaware, state of
147
R. R.,, N. Y.
82
Dedham Branch R. R., Mass.
42
Delaware and Columbia Canal, O. 211
G.
Delaware & Hudson Canal, N. Y. 58
Galena and Chicago, II.
197
Delaware R. R., N. Y.
82 Georgia, State of
173
Delaware R. R., Del.
148 Georgia R. R., Ga.
173
Delaware and Raritan Canal, N.J. 84
General View
11
Detroit and Pontiac R. R., Mich. 217
Genesee & Pittsford R. R., N. Y. 82.
Detroit and Owasso R. R., Mich. 218
Genesee and Cattaraugus R. R.,
Detroit and Utica R. R., Mich. 218
N.Y.
82
Detroit and Monroe R. R., Mieh. 218
Gencsee Valley Canal, N. Y.
59
Detroit & Maumee R. R., Micha 218
Geneva and Canandaigua R. R.,
Detroit and Shiawassee R. R.,
N.Y.
82
Mich.
218 Gettysburg R. R., Fa.
145
Dismal Swamp Canal, Va.
161 Gibraltar & Clinton R.R.,, Mich. 218
Drehr's Canal, S. C.
172 Gilboa R. R., N. Y.
82
Dresden Branch Canal, O.
210 Glossary
235
Dutchess R. R., N. Y.
82 Goshen and N. Jersey R. R., N. Y. 82
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268
INDEX.
Granville Branch Canal, O.
210 Jacksonville and Tallahassee R.
Grand Gulf and Port Gibson R.
R., Fl.
179
R., Miss.
184 Jacksonville & Augusta R. R., II. 197
Grand R. and Saginaw Canal,
James River & Kanawha Canal
Mich.
219
and R. R., Va,
160
Great Western R. R., Mass.
39 Jamesville R. R., N. Y.
82
Great Au Sable R. R., N. Y.
82 Jobstown Branch R. R., N. Y.
90
Green River Navigation, Ky.
192 Johnstown R. R., N. Y.
82
Greene R. R., N. Y.
82 Jordan and Skaneatcles, N. Y.
82
Greensville R. R., Va.
164 Jeffersonville and Indianapolis,
Ind.
201
H,
Hampshire and Hampden Canal,
K.
Mass.
43 Kalamazoo and Dexter Canal,
Harrisburg and Lancaster R.
Mich.
219
R., Pa.
130 Kalamazoo and Michigan R. R.,
Harlem Canal, N. Y.
59
Mich.
219
Harlem R. R., N. Y.
72 Kalamazoo and S. Black River
Hartford and Springfield R. R.,
R. R. Mich.
218
Con.
48 Kanawha and Coal river R.R. Va. 167
Hazelton R. R., Pa,
143
Kentucky, State of
192
Havre Branch R. R., Mich.
216
Kentucky Navigation, Ky.
192
Henderson and Nashville R. R,
Kingston R. R., N.Y.
83
Ky.
193
Herkimer & Trenton R. R., N. J. 82
L.
Highwassee R. R., Ten.
191
Lackawaxen Canal, Pa.,
112
Hookset Canal, N. H.
33 La Chine Canal, Can.
222
Homer and Union Canal, Mich. 219
La Grange and Memphis R. R.,
Honeyoye R. R., N. Y.
82
Ten,
191
Housatonic R. R., Con.
48 Lafayette and Michigan R. R.,
Hopkinsville and Cumberland R.
Ind.
201
R., Ky.
193 Lafayette and Danville R. R.,
Hudson & Berkshire R. R., N. Y. 75
Ind.
201
Hudson & Delaware R. R., N. Y. 82
Lafontaine and Winnebago R.
Huntsville Canal, Al.
183
R., Wis.
220
Huron Navigation, Mich.
219 Lake Borgne R. R., La.
189
Lake Drummond Canal, N. C. 168
I,
Lake Veret Canal, La.
190
Illinois, State of
194 Lake Wimico and St, Joseph R.
Illinois and Michigan Canal, II. 195
R.,
179
Illinois and Mine Bluff R. R., II. 197
Lancaster Branch Canal, O.
210
Indiana, State of
198 La Prairie and St. Johns R. R.,
Iowa, Territory of
220
Can.
222
Ithaca and Auburn R. R., N. Y. 82
Lawrenceville and Indianapolis
Ithaca and Geneva R. R., N. Y. 82
R. R., Ind.
201
Ithaça and Owego R. R., N. Y.
80.
Lehigh Navigation, Pa.
110
Ithaca & Pt. Renwick R. R., N. Y. 82
Lehigh and Susquehanna R. R.,
Pa.
143
J.
Lewistown R. R., N. Y.
82
Jackson & Brandon R. R., Miss. 184
Lexington and Ohio R. R., Ky.
193
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INDEX.
269
Licking Navigation, Ky.
192
Marietta R. R., Pa.
133
Lima and Shanesville R. R., O.
213
Maryland, State of
149
Little Miami R. R., O.
212
Maryland Canal, Md.
159
Little Schuylkill R. R., Pa.
137
Massillon and Ohio R. R., O.
213
Little Schuylkill and Susquehan-
Massachusetts, State of
35
na R. R., Pa.
138
Matanzas and Halifax Canal, Fl. 179
Lockport and Batavia R. R.,
Mauch Chunk R. R., Pa.
142
N.Y.
82
Mayville and Portland R. R.,
Lockhart Canal, S. C.
172
N.Y.
83
Lockport and Niagara Falls R.
Medina and Canandaigua R. R.,
R., N. Y.
80
Mich.
218
Lockport and Youngstown R. R.,
Medina and Darien R. R., N.Y. 83
N.Y.
82
Medina and Lake Ontario R. R.,
Long Island R. R., N. Y.
70
N.Y.
83
Loricks Canal, S. C.
172
Melmore and Republic R. R., O. 213
Louisa R. R., Va.
165
Miami Canal, O.
210
Louisiana, State of,
185
Michigan, State of
215
Louisiana and Columbia R. R.,
Middlesex Canal, Mass.
42
Mo.
214
Milan Canal, O.
211
Louisville, Cincinnati and Charles-
Milan and Newark R. R., O.
213
ton R. R., N.C., S. C., Ten., Ky. 171
Milan and Lebanon R. R., O.
213
Louisville and Bushville R.R., Ky. 193
Millbury Branch R. R., Mass.
39
Louisville and Knoxville R. R.,
Mill Creek R. R., Pa.
142
Ky.
193 Millwaukee and Black R. Canal,
Louisville and Portland Canal, Ky. 193
Wis.
220
Lower Sandusky and Tyemochte
Millwaukee & Missis. R., Wis. 220
Canal, O.
211
Mine Brook R. R., N. J.
94
Lykens valley, R. R. Pa.
143 Mine Hill and Schuylkill Haven
Lynchburg and Teanessee R.R.,
R. R., Pa.
142
Va.
166
Mississippi, State of
184
Lynville and Jacksonville R. R.,
Mississippi R. R., Miss.
184
III.
198
Missouri, State of
214
Mobile & Cedar Point R. R., Al. 182
M.
Mohawk & Hudson R. R., N. Y. 77
Macon and Talbottom R. R., Ga. 177
Monroe R. R., Ga.
177
Mad River and Sandusky City
Monroe and Cen. R. R., Mich.
218
R. R., O.
212
Montague Canal, Mass.
43
Madison and Indianapolis R. R.,
Montgomery and West Point R.
Ind.
201
R., Al.
182
Madisonville and Pond River R.
Morris Canal, N. J.
84
R., Ky.
193
Morris and Essex R. R., N.J.
93
Mahoning Canal, O. & Pa.
211
Mottville and White Pigeon R.
Maine, State of
29
R., Mich.
218
Malden R. R., N. Y.
82
Mount Clemens and Saginaw R.
Manchester and Benton R. R.,
R., Mich.
218
Miss.
184 Mt. Vernon and Mohiccon River
Manheim and Salisbury R. R.,
Canal, O.
211
N.Y.
83
Mount Carbon R. R., Pa.
142
Mansfield and New Haven R.
Muscle Shouls Canal, Al.
183
R., Con.
213
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270
INDEX.
N.
Oswego and Utica R. R., N.Y.
81
Naples and Jacksonville R. R., II. 197
Otsego R. R., N. Y.
83
Nashua and Lowell R. R., N. H.
Owego and Cortland R. R., N. Y. 83
and Mass.
32
Nashville and Knoxville R. R.,
P.
Ten.
191 Palmyra & Jacksonburg R. R.,
Natchez and Woodville R. R.,
Mich.
218
Miss.
184 Paterson and Hudson R. R., N. J. 90
Nesquehoning R. R., Pa.
143
Pawtucket Canal, Mass.
42
Newark R. R., N. Y.
83
Pekin R. R., II.
197
Newark and Mt. Vernon R. R., O. 213
Penfield R. R., N. Y.
83
New Albany and Columbus R.
Pensacola and Mobile Branch R.
R., Ind.
201
R., Fl.
179
New Bedford and Fall River R.
Pennsylvania, State of
95
R., Mass.
42
Pennsylvania & Indiana R. R., O. 213
New Castle and Frenchtown R.
Penn. Canal, Central Division
97
R., Del.
147
do.
do.
Western do.
98
New Castle and Wilmington R.
do.
do.
Susquehanna do.
99
R., Del.
147
do.
do.
West Branch do.
99
New Hampshire, State of
32
do.
do.
North
do.
99
N. Haven and Hartford R. R., Con. 47
do.
do.
N. Br. Extension
99
New Haven and Monroeville R.
do.
do.
Delaware Division
100
R., O.
213
do.
do.
Beaver
do.
100
New Jersey, State of
84
do,
do.
Conneaut Line
102
New Jersey R. R., N. J.
91
do.
do.
Erie Extension
101
New Orleans and Nashville R. R.,
do.
do.
Franklin Line
101
La. Miss. and Ten.
188
do.
do.
French Cr. Feeder
101
New York, State of
50
do.
do.
Lackawana do.
101
New York and Albany R. R.,
do.
do.
Wisconisco Exten. 101
N.Y.
73
do.
do.
Sinnemahoning Ex. 99
New York and Erie R. R., N. Y. 74
do.
do.
Tangascootac Ex.
99
North Carolina, State of
167
do.
do.
Lewisburg Side Cut 99
Northern Liberties and Penn T.
do.
do.
Bald Engle
"
"
99
R. R., Pa.
130
do.
do.
Allegany Branch
98
Northern R. R., Mich.
216
do.
do.
Johnstown Feeder
98
North West Canal, N. C.
168
do.
do.
Roystown Feeder
98
Norwalk and Huron R. R., O.
213
Peoria and Warsaw R. R., II.
197
Norwich and Hartford R. R., Vt. 34
Petersburg and Roanoke R. R.,
Norwich & Worcester R. R., Con. 47
Va.
164
Petersburg and Farmville R. R.,
O.
Va.
166
Ogdensburg and Champlain R.
Philadelphia, Germantown and
R., N. Y.
81
Norristown R. R., Pa.
144
Ohio, State of
202
Philad. and Reading R. R., Pa.
133
Ohio and Erie Canal, O.
209
Philadelphia Rail-roads, Pa.
129
Ohio R. R., O.
212 Philad. and Trenton R. R., Pa.
144
Orleans Bank Canal, La.
188 Philad. and Wilmington R. R.,
Oswego Canal, N. Y.
56
Pa.
144
Oswego & Syracuse R. R., N. Y. 83
Pine Grove R. R., Pa.
144
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INDEX.
271
Pittsburg Extension of Sunbury
Roanoke Navigation, Va.
.
169
and Erie R. R., Pa.
141 Rochester and Charlotte R. R.,
Pittsfield and Weststockbridge
N.Y.
83
R. R., Mass.
42 Rochester R. R., N. Y.
80
Pontchartrain R. R., La.
188 Rochester and Lockport R. R.,
Portage R. R., Ky.
193
N.Y.,
83
Portage R. R., Pa.
126 Rome and Port Ontario R. R., N.
Port Hudson, Jackson and Clin-
Y.
83
ton R. R., La.
189 Romeo and Mt. Clemens R. R.,
Portland and Augusta R. R. Me.
31
Mich.
218
Portland and Bangor R. R., Me.
30
Room Run R. R., Pa.
142
Portland and Dover R. R., Me.
31 Rutland and Connecticut R. R.,
Portland, Saco, and Portsmouth
Vt.
34
R.R., Me.
30 Rutland and Whitehall, R. R. Vt. 83
Portland and Quebec R. R., Me.
30 Russelville and Clarksville R. R.,
Portsmouth and Roanoke R. R.,
Ky.
193
Va.
165
Port Kent and Keesville R. R.,
S.
N.Y.
81 Saginaw R. R., Mich.
218
Princeton and Deer Creek R. R.,
Saginaw and Leroy R. R., Mich. 219
Miss.
184 Salem Canal, N.J.
84
Providence and Stonington R. R.,
Saluda Canal, S. C.
172
R.I.
44 Sandusky City and Monroeville
R. R., O.
212
Q.
Sandusky and Maumee R. R. O. 213
Quebec and St. Johns R. R. Can. 222
Sandy and Beaver Canal O.
211
Quincy R. R. Mass.
42
Santee Canal, S. C.
171
Quincy and Danville R. R., III.
197
Saratoga and Fort Edward R. R.
N.Y.
83
R.
Saratoga and Montgomery R. R.,
Raleigh and Columbia R. R., N. C. 168
N.Y.
83
Raleigh and Gaston R. R., N. C. 168
Saratoga and Schenectady R. R.,
Renssclaer and Saratoga R. R.,
N. Y.
78
N.Y.
76
Saratoga and Schuylerville R. R.,
Rhode Island, State of
44
N.Y.
83
Richmond and Danville R. R., Va. 166
Saratoga and Washington R. R.,
Richmond and Petersburg R. R.,
N.Y.
83
Va.
163 Savannah, Ogeechee and Alata-
Richmond, Fredericksburg and
maha Canal, Geo.
178
Potomac R. R., Va.
162 Schoharie and Otsego R. R., N.
Richmond and Yorktown R. R.,
Y.
83
Va.
167
Schuylkill Navigation, Pa.
103
Richmond and Miami R. R., O. 213
Schuylkill R. R., Pa.
142
Rideau Canal, Can.
221
Schuylkill Valley R. R., Pa.
142
Rivanna R. R., Va.
166 Scottsville and Onondaga R. R.,
River Raisin and Grand Riv. R.
N.Y.
83
R., Mich.
218 Scottsville & Leroy R. R., N.Y. 83
River Raisin and L. Eric R. R.,
Sebasticook and Moorehead Ca-
Mich.
218
nal, Me.
31
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272
INDEX.
Selma and Cahawba R. R., Al.
182 Syracuse and Cortland R. R., N. Y. 83
Selma and Tennessee R., Al. 182 Syracuse and Onondaga R. R.,
Sekonk R. R., Mass.
42
N.Y.
83
Sewals Falls Canals, N. H.
33 Syracuse and Utica R. R., N. Y. 78
Sharon and Root R. R., N. Y.
83 Syracuse and Stone R. R., N. Y. 83
Shelby and Belle River, R. R.,
Mich.
218
T.
Shelby and Detroit R. R., Mich.
218
Tallahassee and St. Marks, R. R.,
Shiawassee Navigation, Mich.
219
Fl.
179
Skaneateles R.R.,N.Y.
83 Tar River Navigation, N.C.
169
Smithfield and Winchester R. R.,
Taunton Branch R. R., Mass.
42
Va.
167 Taylorsville and Orange R. R., Va. 161
Somerville Branch R. R., Ten.
191
Tennessee, State of
191
South Carolina, State of
169 Terre Haute and Eel River Ca-
South Carolina R. R., S.C.
169
nal, Ind.
201
South Hadley Canal, Mass.
44 Terre Haute and Evansville R.
Southwark R. R., Pa.
130
R., Ind.
201
Southern R. R., Mich.
215 Toledo and Sandusky city R. R.,
Springfield and Liberty R. R., La. 189
O.
213
Springfield and Carrollton R. R.,
Tonawanda R. R., N. Y.
79
III.
198 Trenton Branch R. R., N. J.
90
St. Andrews and Chipola Canal,
Trenton and New Brunswick R.
Fl.
179
R., N J.
93
St. Augustine and Picolata R.R.,
Trenton and Sacketts Harb. R.
Fl.
179
R., N. Y.
83
Staunton and Potomac R. R., Va. 166
Troy R. R., N. Y.
83
Staunton and Scottsville R. R., Va. 166
Troy and West Stockbridge R.
State line and Ohio and Ashta-
R., N. Y.
77
bula R. R., O.
213 Tuscumbia, Courtland and De-
Staten Island R. R., N. Y.
83
catur R. R., Al.
182
St. Clair and Romeo R. R., Mich. 217
Tyrone and Geneva R. R., N. Y. 83
St. Joseph and Tallahassee R. R.,
Fl.
179
U.
Stillwater and Maumee R. R., O. 213
Ulster County R. R., N.Y.
83
St. Louis and Iron Mountain R.
Unadilla and Schoharie R. R.,
R., Mo.
214
N.Y.
83
St. Louis and Jefferson R. R.,
Union Canal, N. H.
33
Mo.
214
Union Canal, Pa.
109
St. Louis and St. Charles R. R.,
Urbana and Columbus R. R., O. 213
Mo.
214 Utica and Oswego Canal, N. Y. 57
Strasburg R. R., Pa.
132 Utica and Schenectady R. R., N.
Suffolk Branch R. R. Va.
166
Y.
78
Sugarloaf R. R., Pa.
112 Utica and Susquehanna R. R.
Summary of Canals, &c., of the
N.Y.
83
U.S.
223
Sunbury and Erie R. R., Pa.
140
V.
Susquehanna Canal, Pa. & Md. 113
Syracuse and Auburn R. R., N.
Valley R. R., Pa.
130
Y.
78 Venice and Belleview R. R., O. 213
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INDEX.
273
Vermillion and Birmingham R.
Western and Atlantic R. R.,
R., O.
213
Ga.
173
Vermillion and Ashland R. R., O. 213
West Feliciana R. R., Miss.
184
Vermont, State of
33
West Philadelphia Canal, Pa.
113
Vermont Central R. R.
34
West Philadelphia R. R., Pa.
130
Vicksburg and Clinton R. R.,
West Troy and Schenectady R.
Miss.
184
R.,N.Y.
77
Virginia, State of
:
160
Whitehall and Saratoga R. R.,
N.Y.
77
W.
White River Canal, Vt.
33
Wabash and Erie Canal, In. &O. 198
White Water Canal, Ind.
197
Walhonding Br., Canal, O.
210
Whippany R. R., N.Y.
94
Warsaw and Leroy R. R., N. Y. 83
Williamsport and Elmira R. R.,
Warren Canal, O.
210
Pa.
139
Warren County R. R., N.Y.
83
Wilmington and Raleigh R. R.
Warrenton and Falmouth R. R.,
Md.
167
Va.
167
Wilmington and Susquehanna
Warwick R. R., N. Y.
83
R. R., Md.
157
Washington Branch R. R., Md. 155
Winchester and Potomac R. R.,
Washington Branch Canal, Md. 159
Va.
165
Watertown and Rome R. R., N.
Winyaw Canal, S. C.
172
Y.
83
Wisconsin, Territory of
220
Watervliet and Schenectady R.
Worcester and Hartford R. R.,
R., N. Y.
83
Con.
48
Wayne and Michigan City Ca-
nal, Ind.
201
Y.
Wayne and Piqua R. R., O.
213
Yadkin Navigation, N. C.,
169
Waverly and Grand Prairie R.
York and Wrightsville R. R.,
R., II.
198
Pa.
132
Weldon and Danville R. R., Va. 166
Ypsilanti and Tecumseh R. R.,
Weldon Canal, N.C.
168
Mich.
217
Welland Canal, Can.
221
Ypsilanti and Raisin R. R.,
Wellsville and Fairport R. R., O. 213
Mich.
218
Wellsville and Steubenville R.
R., O.
213
Z.
Wetumpka R. R., Al.
128
Zanesville Branch Canal, O.
210
West Chester R. R., Pa.
130
Zanesville & Ohio River R. R., O. 213
24
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