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NYPL RESEARCH LIBRARIES
TSB
3 3433 02050330 O
Sweet, Sylvanus H.
Report on the proposed
Chesapeake Bay and Potomac
River tide-water canal,
from Washington to Annapo-
lis.
1866.
Not in R.D
913-27 B.K
Compliments of S.H Sweet
as
THE NEW YORK
PUBLIC LIBRARY
ASTOR FOUNDATION
R
Γ
EPORT
ON, THE PROPOSED
Chesapeake Bay and Potomac River
Tide-Water Canal,
FROM
WASHINGTON to annapolis.
S. H. SWEET, Engineer.
Sweet
ALBANY:
ARGUS COMPANY, PRINTERS.
)
1866.
K
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Digitized by Google
REPORT
ON THE PROPOSED
Chesapeake Bay and Potomac River Tide-Water Canal,
FROM
WASHINGTON TO ANNAPOLIS.
S. H. SWEET, Engineer.
ALBANY:
ARGUS COMPANY, PRINTERS.
1866.
MSm.
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OFFICE OF THE CHESAPEAKE BAY AND POTOMAC
RIVER TIDE-WATER CANAL COMPANY,
WASHINGTON, D. C., August 23d, 1866.
an
To the Corporators of the Ches. Bay & Potomac River T. W. Canal:
GENTLEMEN - I herewith transmit a report upon the feasibility
and cost of constructing the 6. Chesapeake Bay and Potomac River
Tide-water Canal."
ARGUMENT.
The length of the proposed canal route from Washington to
Annapolis, is 34 miles. The distance between the same points via
Potomac River and Chesapeake Bay, is 190 miles; saving in distance
156 miles, and from 24 to 30 hours in time to all the markets of the
East. The total saving to the consumers of Cumberland coal alone,
would, upon the yield of 1865 and rates of 1866, amount to over
one million dollars annually. (For cost of transportation, see appen-
dix A).
By the proposed canal route, the cost of transportation from
Cumberland would be 25 per cent less to New York, 35 per cent
less to Philadelphia, and 34 per cent less to Baltimore, than if sent
over the Baltimore and Ohio Railroad and inland canal route. Upon
the rates of 1866, this would reduce the cost per ton at New York
$1.60, at Philadelphia $1.84, and at Baltimore $1.29; resulting in a
saving of $576,000 at New York (assuming that one-half brought to
tide over the road is shipped to that point), of $165,600 at Philadel-
phia (on one-sixth the whole tonnage), and $116,100 at Baltimore.
As affecting the cost over the present water lines from Cumber-
land to the eastern markets, it would cheapen the cost of transport-
ation 10 per cent to New York, 11 per cent to Philadelphia, and
12 per cent to Baltimore, and reduce the cost of coal to New York
54 cents per ton, 50 cents to Philadelphia, and 43 cents to Baltimore.
Assuming, as in the first case, that two-thirds is sent to New
York, one-sixth to Philadelphia, and one-sixth to Baltimore, the
result would be a saving of $123,600 at New York, $28,500 at'
Philadelphia, and $24,500 at Baltimore; making a total saving to
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IV.
the coal consumers of New York of $700,000, Philadelphia $194,-
100, and Baltimore of $140,610; total $1,034,710, equal to an
average reduction of $1.20 per ton.
As to the local trade with the District of Columbia, the advan-
tages gained are equally as important. From Washington, the cost
of transportation would be 13 per cent less to New York, 26 per
cent less to Philadelphia, 38 per cent less to Havre de Grace, and
40 per cent less to Baltimore than if sent via the Potomac River,
Chesapeake Bay and inland canal route. Assuming the consumption
of anthracite coal within the district at 150,000 tons annually (which
is not an over estimate), and that one-half comes from Philadelphia
and the balance from Havre de Grace the saving to consumers
upon the rates of 1866, from Philadelphia would be $31,125, and
from Havre de Grace, $28,500 total $59,625, equal to an average
reduction of 40 cents per ton. The average distance saved to the
above points is 153 miles, and in time from 24 to 30 hours.
By referring to appendices B and D, it will be seen that the con-
struction of this canal is of vital importance to the Chesapeake and
Ohio Canal. Great difficulty is now experienced in obtaining
vessels at Georgetown, and the consequence is, that large shipments
now made at this port, are by vessels especially chartered at New
York and Boston at increased rates. This embarrassment is not
experienced at Baltimore, from the variety and magnitude of its
commerce, and would not be so for the Chesapeake and Ohio Canal if
its terminus was brought near Baltimore. Annapolis (the terminus
of the proposed canal) is only 38 miles from Baltimore, while
Georgetown is 225 miles; and the distance by ocean, from Anna-
polis, is 70 miles less to New York than from Georgetown. This
advantage, together with the control of railroad lines leading from-
Cumberland into the mines, would make the coal tonnage of the
Chesapeake and Ohio Canal equal to one million tons annually,
instead of one-third of that amount.
The Chesapeake and Ohio Canal Company now pay the Cum-
berland and Pennsylvania Railroad Company $1.04 for the trans-
portation of a ton of coal 23 miles, from the mines to the canal, 150
per cent greater than charged upon any of the coal roads of Penn-
sylvania, as shown in appendix D. The actual cost of transporting
the same over the Baltimore and Ohio Railroad would be 22 cents
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V.
per ton, a difference of 82 cents per ton that would be saved if con-
trolled by the canal company. The rates now charged via ocean,
from Baltimore to New York, are $2.65 per-ton, and from George-
town, $3.00. Allowing the same rates from Annapolis, and the
charges would be $2.48 per ton, a saving of 52 cents per ton, if
shipped at Annapolis instead of Georgetown; and a total direct
saving by these improvements suggested at the termini of $1.34 per
ton. The coal tonnage of the Chesapeake and Ohio Canal, for
1865, was 343,202 tons. Assuming that two-thirds of this quantity
went to New York, the amount that would have been saved on
this, is $281,425 at Cumberland terminus, and $119,000 at Anna-
polis terminus; total $400,425, equal to 10 per cent on a capital of
four million dollars.
By referring to appendix D, it will be observed that the lowest
the Baltimore and Ohio Railroad can reduce its rates, is mills
per ton per mile, while upon the same relative basis of cost the
Chesapeake and Ohio Canal can reduce its rates as low as 4100 mills
per ton. These rates are without profits to carriers or stockholders.
As shown in appendix A, the average cost of transportation of coal
upon railroads is 2½ times the average cost on canals, 4 times the
average upon tidal rivers and bays, and 8 times the average of coal
sea-borne. The average cost of management on gross receipts, for
railroads, average 55 to 65 per cent, and for canals 20 to 35 per
cent.
In the analysis of canals and railroads, appendi D, it was
found by experiments on the cost of fuel over different roads, that
Cumberland coal was 121 per cent cheaper for locomotive uses than
the semi-bituminous coal of Northern Pennsylvania, 141 per cent
cheaper than anthracite, and 54 per cent cheaper than wood.
Size, Capacity and Cost of Canal.
The size of the proposed Chesapeake Bay and Potomac River
Tide-water Canal and locks are of the same dimensions as the
Delaware and Raritan, thus admitting the largest class of boats
trading with New York and Philadelphia to the wharves of Wash-
ington without transhipment, and of a capacity to pass vessels of
270 tons burthen. The summit level is 90 feet above mean tide,
requiring 18 lift locks of 10 feet each, and two tidal locks, seven
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VI.
feet lift each. The prism is 75 feet wide at surface of water, 47 feet
at bottom, and seven feet depth. The locks are 110 feet in length
between quoins, and 24 feet wide.
The total quantity of water required to supply this canal is 12,487
cubic feet per minute, for 270 days navigable season, based upon a
trade of 120 passages per day, and annual tonnage capacity of six
to eight million tons. It is proposed to obtain this quantity of
water mainly from the Big and Little Patuxents, which furnished
in the aggregate, from careful measurements last August, 8600 cubic
feet per minute; the balance from one or more reservoirs on the
Big Patuxent The drainage area required to supply this quantity
for 270 days; is 27,071 acres, including area of pond. Ample facili-
ties are offered for the construction of reservoirs and receiving from
this source an abundant supply of water, or four times the quantity
required. upon the branches of the Big Patuxent alone, as will be
seen by reference to page 33.
The estimated cost of canal on the South River line, for timber
locks and bridge supports, and inner slopes faced with slope walls
and lining the entire length of canal, including five per cent for
contingencies, is $3,539,420. The same, without slope walls and
contingencies, $3,045,106. The estimated cost for wooden locks
and bridge supports, with protection walls on both slopes for one-
half the length of canal, including five per cent for contingencies,
is $3,369,390, equal to $132,133 per mile. The same, upon the line
terminating at Round Bay, is $3,552,101, equal to $139,298 per
mile.
Since the completion of the surveys proper, and while the report
and estimates were being prepared, a reconnoissance was made, by
which it was found that the lines could be shortened three miles
without materially increasing the cuttings. This would reduce the
cost of the South River line $396,396, making the total cost upon
last-mentioned basis $2,972,994, and the Round Bay line $3,134,207.
If the South River line should terminate at South River, instead of
continuing the canal through the ridge 1½ miles to Annapolis, the
total cost would be $2,769,294. The following presents the esti-
mated cost of the two lines as revised, with wooden locks and bridge
supports, and slope walls and lining for one-half the length of canal,
including five per cent for contingencies:
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VII.
South River Line, terminating at South River. $2,769,294-$115,383 per mile.
"
"
"
"
" Annapolis
2,972,994 = 116,588
"
Round Bay Line
"
" Severn River, 3,134,207 - 122,910
"
The inducements presented for adopting the Round Bay line are,
that if desirable at any future time to extend this canal to Balti-
more, it could be accomplished at a small expense by connecting
the arms of the bay, requiring in the aggregate only from 21/2 to
three miles of canal, which would shorten the distance between
these points nearly one-half, or 15 miles, and make the total distance
from Washington to Baltimore 51 miles, 174 miles less than by the
Chesapeake Bay and Potomac River, and only 11 miles greater than
by railroad. I am of the opinion that a canal thus constructed from
Washington to Baltimore, the cost would not exceed $3,850,000.
As shown in the analysis of canals and railroads, appendix D,
all of the Atlantic coast canals, between New York city and Pamlico
Sound, are of the first-class investments of this country. The
Chesapeake and Albemarle Canal yields an annual net revenue of
21 per cent on its cost; the Chesapeake and Delaware, 10 per cent,
and the Delaware and Raritan, 24 per cent on its cost. The Chesa-
peake and Ohio Canal, under its present bad management, yields
an annual net revenue of 7% per cent on a capital of $2,640,340
the Baltimore and Ohio Railroad, 17 per cent net revenue on its
cost. The Atlantic coast canals form an inland communication for
vessels of 270 to 300 tons burthen from New York city to Pamlico
River, a distance of 514 miles.
For a more full discussion of the questions involved in this pro-
ject, I would most respectfully call your attention to the following
report and appendices:
Appendix A shows the cost of transportation of coal, and freight
other than coal, upon railroads, canals, tidal rivers and bays, and
sea-borne.
Appendix B embraces descriptions of the principal bituminous
coal mines, quality and character of coal, also the relative cost and
distances of same from market.
Appendix C-Sketch of Maryland, its climate, soil, productions and
resources, physical characteristics and the estimated revenue that
would be received along the line of the proposed canal.
Appendix D embraces descriptions in detail, also an analysis of
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VIII.
each of the Atlantic coast canals, showing trade, cost of manage-
ment and net revenue on investment; also same for the Chesapeake
and Ohio and New York State canals for 1865, and the Baltimore
and Ohio Railroad for 1863. The latter embraces important exper-
iments and deductions on the cost of fuel, also the service of loco-
motives.
Appendix E-Synopsis of all former surveys for a canal from
Washington to Baltimore.
Appendix F-Report of Thomas Franklin, assistant engineer,
giving elevations above mean tide and distances upon the lines sur-
veyed for the present proposed canal.
In regard to the probable business of the proposed Chesapeake
Bay and Potomac River T. W. Canal, I would add: That from the
careful analysis made of the length of routes and the cost of trans-
portation over each, the great advantages resulting from its construc-
tion would make it the key controlling the entire trade from the
Cumberland coal fields and the District of Columbia. It would draw
commerce to the District, and take all of that which now passes down
the Potomac, destined eastward. It would restore and establish the
commercial supremacy of Washington, SO long abandoned to her more
enterprising sister cities, and convert her capacious canal, now used
as a sewer, into a harbor for all transhipments from the interior, of
traffic destined to markets along the coast east of Baltimore.
These results will most assuredly be secured, as already demon-
strated; and if the commerce of the District, with an aggregate popu-
lation of 100,000 inhabitants, together with the advantages to secure
at least seven-eighths of the traffic from the Cumberland coal fields,
is an inducement to capitalists, then I would recommend the
speedy construction of this canal. I have adopted the method of
showing the ability of this canal to compete, rather than attempt an
estimate of its probable tonnage and revenues.
Respectfully submitted.
S. H. SWEET,
Engineer in charge.
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REPORT.
The surveys were commenced March 14th, and the field work
completed about the middle of June, 1866. During this time over
100 miles were carefully examined with the transit and level, and
50 miles of reconnoissance made with the level only.
The examinations were first directed toward finding a feasible
route for a tide-water canal, and, failing in this, our instructions
were to obtain the most practicable route for an elevated or lock
canal.
EXAMINATIONS FOR A TIDE-WATER CANAL
The surveys were commenced on the Eastern Branch Potomac,
at the mouth of " Beaver Dam Creek," and the valley of this stream
was surveyed four miles from its mouth, resulting in an elevation
of 80 feet above mean tide. This line was abandoned, and another
run up the "Cat-tail Branch a distance of six miles, and meeting
with an elevation of 181 above tide; a third line was traced up
the northeast prong of the Cat-tail Branch, meeting with an eleva-
tion of 1561 feet above tide 61 miles from the Eastern Branch.
This line was also deemed impracticable, and another line was
surveyed up the "Cabin Branch" a distance of four miles, at
which an elevation was found of 110 feet above tide within two
miles of the summit. A reconnoissance was then made in the
vicinity of the head-waters of the Piscataway, to find, if possible, a
gap through the ridge or table land; but the country proved more
formidable than by the first lines, and all further attempts for this
object were abandoned.
This singular plain, commencing at the foot of Parr's Ridge, is of
comparatively recent formation, and belongs to the great Atlantic
plain, which extends from the Hudson to the Mississippi. Parr's
Ridge (the base of which is composed of primary rocks of the
stratified series) was once the original shore line of the sea, and the
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2
intervening country to Point Lookout (composed of tertiary beds
of clay and sand, highly fossiliferous) was by a slow process uni.
formly packed by the united action of the two great rivers along
its borders, the Potomac and Susquehanna. The records of numer-
ous surveys show that the highest elevations throughout this lower
plain, as also the lowest depressions, keep about the same general
level above the sea. Parr's Ridge sweeps semi-circular from the
Susquehanna, passing about 30 miles north of Baltimore, reaching
the Potomac below the mouth of the "Monocacy," with a uniform
elevation of from 850 to 1,000 feet above tide.
EXAMINATIONS FOR A LOCK CANAL
After a thorough examination of the country, the most practicable
route for a lock canal was found, having two feasible termini (from
the Big Patuxent) on Chesapeake Bay one on South River, and the
other on the Severn, at Round Bay. This line, for description, is
called upper line B.
This line commences at the Annacosta or Eastern Branch Poto-
mac, three-quarters of a mile from Bladensburg, and about 41 miles
from Washington. It follows up the Paint Branch" about seven
miles, with a uniform grade of 10 feet to the mile; thence up the
Beaver Dam Branch about four miles, with a grade of 13½ feet,
crossing the summit, 156 feet above tide, upon the land of Luther
D. Jones, Esq. It then follows down Cass Valley" about two
miles, on a grade of 32 feet per mile, reaching an elevation of
90 feet above tide on the land of Dr. Wm. Duvall. The line then
follows along the western bank of the Big Patuxent valley, at an
elevation of about 95 feet above tide, for 2½ miles, crossing the
Horse pen Branch," the valley of which is 50 feet above tide.
The line crosses the Big Patuxent at "Priest's Bridge," one-half
mile below the junction of the Little with the Big Patuxent. The
surface of water of the latter stream was found 25 feet above tide.
From the Patuxent the line passes up "Sanford's Branch' about
two miles, with a grade of 22 feet per mile, and crosses the summit,
between the Patuxent and South River, 165 feet above tide. From
this summit the line follows down "North Run Branch" three
miles, to South River, at Clagett's Landing; thence down South
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3
River 4⁴ miles; thence across the ridge 1½ miles, to Annapolis Bay.
The summit of this ridge is 50 feet above tide. The total distance,
by this line, from Washington to Annapolis, is 34½¹ miles, 251 of
which is canal.
ROUND BAY TERMINUS,
This line commences three-quarters of a mile west of the Big
Patuxent, on the line described above, and this stream is crossed
above the forks. The surface of water in the creek is 48 feet
above tide, and the summit, between the Little and Big Patuxents,
165 feet above tide, on the land of Chas. T. Bealmer, Esq. From
the summit, the line approaches the Little Patuxent on a grade of
60 feet per mile, and crosses this stream near " White's Mill," the
surface of water being 43 feet above tide. The line then follows
up " Tower's Branch," reaching the summit, between the water sheds
of South and Severn rivers, on the land of L. W. Wharfield, 1321
feet above tide. "From this summit two lines are presented, one
to the Severn and the other to South River; the latter, from recon-
noissance, found one mile shorter, and the grade as favorable." (See
Thomas Franklin's report, Appendix E, giving report of the seve-
ral lines in detail, also elevations and distances upon all the lines.)
The summit between the South and Severn rivers is found, on
this line, at an elevation of 100 feet above tide; thence (cross-
ing the Elk Ridge Railroad 100 feet above tide) passes down
'Indian Creek," on a grade of about 231/2 feet per mile, to Round
Bay, on the Severn, seven miles from Annapolis. The length of
this line is as follows:
Distance from tide to tide-Potomac to Severn River-total of canal. 251 miles.
do do Eastern Branch Potomac to Washington
41 de
do used of Severn River, from terminus to Annapolis
7
do
Total distance from Washington to Annapolis
362 miles.
Since the commencement of this report, Messrs. Franklin and Carter made a reconnoissance with the
level, with a view of improving the above described lines, in which they were very successful, as will
be seen from the following report of Mr. Franklin: "The line is much shorter than either of the other
lines, it being the chord of which the Beltsville, or upper line B, is the arc. By this line the total dis-
tance of actual canal would be reduced to 221, miles to either South River or Round Bay, and the
summit but a few feet higher. The ridge between the 'Fally and Horse-pen Branches' can be
avoided in part by increasing the length of line about one-half mile." Desiring to be on the safe side,
I have made no estimate upon this improved line, and have not in any of the calculations made use of it
in the Report proper.
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4
GENERAL PLAN AND SIZE OF CANAL ADOPTED.
In deciding upon the height of the summit level, especial import-
ance was given to the reduction of lockage. From an accurate
calculation, the grades or lockage on the Pennsylvania canals
increase the actual cost of transportation (exclusive of tolls) 40 per
cent. Upon the New York State canals, the average time, for the sea-
son, consumed in overcoming feet of lockage, is equal to that
in passing over one mile of canal. The time in passing through
the locks average 25 feet, as equal to one mile, but in falling from
and recovering the original speed, together with other detentions,
bring it down to the above standard.
By fixing the height of the summit level at 90 feet above mean
tide, not only was the lockage reduced to a minimum, but also the
cutting across two-thirds of the summit level, and giving an eleva-
tion deemed most practical for crossing the valley of the Big
Patuxent, and for diverting its waters with that of the Little
Patuxent, by artificial feeders about five miles in length, into the
summit level of the canal.
The size of the prism and locks were fixed the same as the
Delaware and Raritan Canal" for two reasons: first, that the largest
class of boats trading between the cities of Philadelphia and New
York, could land their cargoes at the wharves of Washington
without transhipment; and, secondly, that locks and canals with
these dimensions, secure greater economy in the cost of transporta-
tion commensurate with the cost of the work, than any within the
States of Pennsylvania and New York, except the Erie, Cayuga
and Seneca, as will appear from the following calculation of the
cost of movement, is based upon prices previous to 1862, and
reduced to level canals.
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TABLE No. 1.
SIZE OF CANAL.
SIZE OF Locks.
BURTHEN
CosT OF MOVEMENT.
BOATS.
TRACTION OR RESISTANCE.
Mills per ton per mile.
Reduced to a
level.
NAME OF CANAL.
Length of main
canal.
Width at sur-
face.
Width at bot-
tom.
Depth of water.
No. of locks.
Width of cham-
ber.
Length of cham-
ber.
Amount feet of
lockage.
Practical.
Theoretical.
Area boat to area
canal.
Width boat to
width canal.
Resistance, in
No. horses re-
quired.
Cost, including
detentions,
lockages, &c.
lbs.
Speed, per
hour.
Cost on lev-
el canal.
Erie canal
3501
70
56
7
71
18
110
655
210
240
1:3.878
1:4.00
428
2.85
2.21
2
1.90
Chenango canal (present)
97
40
24
3.9-12
116
15
90
1015
70
76
1:2.553
1:2.75
234
1.56
6.03
2
3.14
"
"
with exten.
1351
40
24
4
135
15
90
1086
76
80
1:2.510
1:2.75
258
1.72
5.25
2
3.09
Cayuga and Seneca
21
70
56
7
11
18
110
761
210
240
1:3.878
1:4 00
428
2.85
2.35
2
1.90
Chemung
23
42
26
5
49
15
90
491
85
90
1:2.576
1:2.89
319
2.12
6.92
2
2.41
Junction
18
42
26
41
11
17
90
70
85
100
1:2.318
1:2.54
349
2.32
4.70
2
3.53
North Branch
105
42
26
41
1:2.318
1:2.54
349
2.32
4.42
2
3.86
5
37
17
90
280
85
100
Wyoming
64
40
28
41
1:2.318
1:2.42
349
2.32
4.42
2
3.86
W. Br. Susquehanna division
41
40
28
41
17
90
861
85
100
1:2.318
1:2.42
349
2.32
4.42
2
4.00
Penn.
"
"
46
40
28
41
17
90
116
85
100
1:2.318
1:2.42
349
2.32
4.50
2
3.70
Susqehanna and Tide-water
45
40
28
41
17
90
235
85
100
1:2.318
1:2.42
349
2.32
4.94
2
3.40
West Branch
76
40
28
41
17
90
1381
85
100
1:2.318
1:2.42
349
2.32
4.40
2
3.82
Delaware and Hudson
108
48
30
6
107
15
100
1028
120
130
1:3.009
1:3.31
354
2.36
4.15
2
2.25
Lehigh, Nav. and canal
72
60
45
6
81
22
100
955
74
195
1:2.680
1:2.86
567
3.77
5.41
2
1.70
Morris canal
101
40
25
5
*23
11
95
1674
74
76
1:3.439
1:3.81
200
1.33
5.00
2
2.90
Union canal
773
43
28
41
95
17
90
395
85
100
1:2.422
1:2.60
341
2.29
4.86
2
3.27
Schuylkill navigation
1084
60
40
6
71
18
110
6181
170
186
1:3.116
1:3.43
429
2.85
2.98
2
2.00
Digitized by
Delaware and Raritan
43
75
47
7
18
24
110
116
270
280
1:2.798
1:3.18
724
4.82
2.42
2
2.00
Penn. Delaware division
60
44
26
61
32
11
90
166}
90
100
1:3.536
1:4.18
235
1.56
3.58
2
2.88
Chesapeake and Delaware
13½
66
46
91
4
24
220
250
300
1:2.515
1:2.80
1071
7.14
2.98
2
2.59
Chesapeake and Ohio
184
70
58
6
15
100
600
120
142
1:4.815
1:4.82
309
2.00
3.30
2
2.60
Google
Penn. Juniata division
127
42
26
4
15
90
516
76
80
1:2.666
1:2.89
247
1.64
4.42
2
3.26
* 23 planes, 23 locks.
bocks lengthend
6
From the above calculation, the cost of movement on a level over
the Chesapeake and Ohio Canal is 30 per cent greater than over
the Delaware and Raritan. The size of prisms are about the same,
but the locks of the former are nine feet less in width and ten feet
less in length than the latter; and, while the cost of construction is
about the same, the Delaware and Raritan has double the capacity.
DESCRIPTION AND ESTIMATED COST OF EACH LINE,
AS LOCATED.
UPPER LINE B.
The total length of this line, from Washington to Annapolis, is
341 miles; 251 of which is actual canal, as follows: Distance from
Washington to Annacosta, 41 miles; Annacosta to summit, between
Potomac and Patuxent, 11± miles; summit to Big Patuxent,
miles; Big Patuxent to summit, between Patuxent and South River,
2ₜ¹σ miles; summit to South River, 31½ miles; South River to
Crab Creek, 4 ⁴ miles; Crab to Spa Creek or Annapolis, 1½ miles.
There are 20 locks, 18 of which are lift locks of 10 feet each, and
two tide locks at each end, of seven feet lift each. Lock No. 1 is loca-
ted about 800 feet from the Annacosta, and the summit lock, No.
10, is 91 miles from the Annacosta; the intermediate ones, at nearly
equal distances apart. The length of the summit level, or from
No. 10 to 11, is miles, and from summit lock to South River,
21 miles; the intermediate locks being at nearly equal distances
apart. These locks overcome a rise and fall of 180 feet.
The grade from the Annacosta to the summit cutting is uniform,
and averages 14 feet per mile. The depth of cutting to the summit
lock averages from three to four feet at the head of each lock
ascending, and 12 feet at the foot. The total quantity of excavation
on this portion is about 985,900 cubic yards of earth, and about
66,400 cubic yards of embankment.
The distance from the summit lock to the summit cutting is 1%
miles, the depth of cutting regularly increasing from 3½ feet to 66
feet at the summit, and falling again to a cutting, on the opposite
side, of seven feet, in a distance of 31 miles from the summit lock.
The total quantity of excavation in this distance, through the sum-
Digitized by
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7
mit, is 2,420,100 cubic yards, 1,193,400 cubic yards of which is from
a cutting of over 20 feet.
The depth of cutting from the foot of the summit to the
Patuxent is from four to five feet, except for a distance of 500 feet
each side of the "Horse-pen Branch," where it is from 20 to 25
feet. The canal level crosses the Horse-pen Branch at an elevation
of 40 feet above the water in the creek, and the width of the valley
on this line is about 1,000 feet.
The surface of water in the Patuxent is 65 feet below the canal
level, and the bottom of the valley about 60 feet below. The width
of the valley, at the bottom, is 1,800 feet, and at the top or canal
level, 2,800. To pass this stream will require a four arch stone
culvert, or one with a single arch of 75 feet span, and to cross the
valley, 1,345,800 cubic yards of embankment.
For 11 miles east of the Patuxent the line passes along the slope
of Sanford's Branch, where the excavation is just enough to make
the embankments. The greatest depth of cutting through the sum-
mit, between the Patuxent and South River, is 75 feet, and the
distance through it, on a line of seven feet cutting, is 1½ miles,
requiring for the distance 1½ million cubic yards of excavation, one
million of which is from a depth of over 20 feet cutting.
From the summit lock, No. 11, to South River, the surface of the
ground falls with a uniform grade of 40 feet per mile, and the cutting
averages 12 feet in depth at the foot of each lock descending, and
from 21/2 to three feet at the head.
It is proposed to use South River from Clagett's Landing to Crab
Creek, a distance, by triangulation, of 4₅ miles. The depth of
water, from the termination of the canal line to six feet depth, is
about one-half mile.
The distance across the ridge of land separating South River from
Annapolis Bay, is 1½ miles. The greatest depth of cutting is 561
feet, requiring the removal of 926,000 cubic yards of earth excava-
tion.
No rock is met with on the whole line, and the material being of
loam, clay and sand, mixed in proper proportions, can be easily
handled.
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8
The following statement shows the quantity of earth work on each section
(one mile each) upon the main line (Upper Line B), from the
Annacosta to Annapolis.
CUBIC YARDS.
CUBIC YARDS.
No. OF SECTION.
No. OF SECTION.
Excavation.
Embankment.
Excavation.
Embankment.
No. 1
112,700
No. 14
6,700
161,800
"
2
146,100
" 15
27,800
103,800
"
3
91,900
11,700
" 16
70,900
29,500
"
4
75,300
25,600
" 17
79,000
145,800
"
5
99,100
4,100
" 18
112,300
"
6
99,100
4,100
"
19
56,100
1,345,800
"
7
114,700
" 20
55,700
"
8
83,400
18,200
" 21
1,188,800
"
9
100,600
2,700
" 22
240,900
" 10
114,700
" 23
112,000
" 11
610,900
" 24
112,100
"
12
1,193,700
"
25
2,200
"
13
186,000
Crab to SpaCr
926,000
TOTAL
6,018,700
1,853,100
Estimate of the Cost of Constructing the CHESAPEAKE BAY AND Poro-
MAC RIVER TIDE-WATER CANAL, on Upper Line B, South River
terminus.
Total length miles of canal, 25}. Summit level, 90 feet above tide. Locks, 110 feet in length between
quoins, and 24 feet wide in the clear. Prism, 47 feet wide on the bottom, 75 feet wide at surface water,
and 7 feet deep. The locks to be constructed of timber, also the bridge landings or abutments, and all
the culverts of rock-dressed masonry. The inside slopes of canal banks to be protected with slope wall
one foot thick. The prices used are 75 per cent greater than previous to 1861 for the same character of
work.
QUANTITIES.
ITEMS.
PRICE.
AMOUNT.
300 acres
Grubbing and clearing
$50 00
$15,000 00
25 sections
Bailing and draining
350 00
8,750 00
6,018,700
Cubic yards excavation earth (no rock)
22
1,324,114 00
1,853,100
"
embankment
20
370,620 00
116,400
"
lining in rear walls
25
29,100 00
132,700
"
slope or protection walls
2 25
298, 575 00
80,000
"
puddling in banks
20
16,000 00
1,800
"
vertical wall (dry)
4 00
7,200 00
1,000
"
"
" (in cement)
5 00
5,000 00
158,400
Lineal feet piles driven at termini
28
44,352 00
253,500
Feet B. M. hemlock timber under walls
20 00
5,070 00
TOTAL COST SECTION WORK
$2,123,781 00
Digitized by Google
9
QUANTITIES.
ITEMS.
AMOUNT.
20
Wooden locks, including fixtures, adjoining piers
and docks
$768,000 00
10
Road bridges, including embankments and abut-
ments of timber
30,000 00
4
Small stone culverts (arch)
30,000 00
9
Receivers
18,000 00
1
Large four arch stone culvert at Patuxent
128,000 00
5
Miles feeder
75,000 00
1
Reservoir, including land damages, 600 acres
200,000 00
TOTAL COST CANAL, WITH WOODEN LOCKS AND PROTECT'N WALLS
$3,372,781 00
Cost of canal, wooden locks, slope walls, with five per cent
added for contingencies
3,539,420 05
Same without slope walls, with five per cent added for contin-
gencies
3,197,361 30
Same with slope walls for half length canal, with contingencies
3,369,390 15
"
"
"
"
and stone locks in-
stead of wood, with contingencies
3,881,390 15
(Wooden locks in the State of New York cost 40 per cent less than stone locks.)
ROUND BAY LINE C.
From Eastern Branch Potomac or Annacosta to within three
fourths of a mile of the west side of the valley of the "Big Patux-
ent" the line is the same as described on upper line B.
Commencing on the summit level, three-fourths of a mile west of
the Patuxent, the canal line is carried across the valley of the
"Big Patuxent" at an elevation of 48 feet above the water, and
about 22 feet above the valley. The width of the valley, at this
elevation (on the canal level), is 3,800 feet, and at the bottom, 2,500
feet. To pass this stream will require a four arch stone culvert, or,
which would be more preferable, a single semi-circular arch of 50
feet span and to cross the valley, 538,000 cubic yards of embank-
ment.
The greatest depth of cutting through the ridge between the
Little and Big Patuxent is 65 feet, being one mile from the Big, and
1100 miles from the Little Patuxent; making the distance between
these two streams 2TTor miles. The distance through this summit,
on a line of seven feet cutting, is 4,000 feet, and the quantity of
excavation required, about 1,266,000 cubic yards, 800,000 cubic
yards of which is from a cutting of over 40 feet,
2
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10
The canal level crosses the valley of the Little Patuxent at an
elevation of 43 feet above the water, and about 40 feet above the
valley. The width of the valley, at the bottom, is about 1,200 feet,
and at canal level, 3,200 feet. To pass this stream will require a
four arch stone culvert or a single arch of 50 feet span and to cross
the valley, 831,000 cubic yards of embankment.
After leaving the Little Patuxent, the line passes through a wide
ridge dividing the waters of South from Severn River. The length
through this ridge, on a line of seven feet cutting, is 8,600 feet, and
the distance through, on a line of 30 feet cutting, is 7,200 feet. The
greatest depth of cutting is 42 feet, and the average for the whole
distance about 34 feet. To pass through this ridge will require the
removal of 1,371,000 cubic yards of excavation. This summit
commences about 20 miles and ends 22 miles from the Annacosta.
The eastern end of the summit level is 2TTTO miles from Round
Bay, and 2,100 feet west of the "Annapolis Elk Ridge Railroad."
It is proposed to pass the canal under this railroad, by a tunnel, as
the road is about 30 feet above the bottom of canal. The cut-
ting from the summit lock to Round Bay, is light. The grade is
uniform, and the locks are located at nearly equal distances apart.
The distance from the canal terminus, at Round Bay, to Annapolis,
by the Severn River, is seven miles. The total distance, by this
line, from Washington to Annapolis, is 364 miles, 251 of which is
actual canal.
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11
The following statement shows the quantity of earth work upon the main
line (Round Bay Line C), from the Annacosta to Annapolis.
The length of summit level on this line is 13% miles.
CUBIC YARDS.
CUBIC YARDS.
No. OF SECTION.
No. OF SECTION.
Excavation.
Embankment.
Excavation.
Embankment.
No. 1
112,700
No. 14
6,700
161,800
"
2
146,100
"
15
27,800
103,800
"
3
91,900
11,700
"
16
25,000
393,000
"
4
75,300
25,600
" 17
1,162,000
145,000
"
5
99,100
4,100
"
18
104,700
277,000
"
6
99,100
4,100
"
19
223,300
554,000
"
7
114,700
" 20
112,200
"
8
83,400
18,200
"
21
685,100
"
9
100,600
2,700
" 22
696,000
" 10
114,700
"
23
12,000
265,000
" 11
610,900
" 24
112,200
"
12
1,193,400
"
25
112,200
"
13
186,000
"
251
45,600
TOTAL
5,952,700
1,966,000
Estimate of the Cost of Constructing the CHESAPEAKE BAY AND
POTOMAC RIVER TIDE-WATER CANAL, upon Line C, terminating
at Round Bay.
Total length miles canal, 25}. Summit level, 90 feet above tide. Locks, 110 feet in length between
quoins, and 24 feet wide in the clear. Prism, 47 feet wide on bottom, and 75 feet wide at surface of
water, with 7 feet depth. The locks to be constructed of timber, also the bridge landings, and all the
culverts of rock-dressed masonry. The inside slopes of the banks to be protected with slope wall one
foot thick. The prices used are 75 per cent greater than previous to 1861 for the same character of
work.
QUANTITIES.
ITEMS.
PRICE.
AMOUNT.
300 acres
Grubbing and clearing
$50 00
$15,000 00
25 sections
Bailing and draining
350 00
8,750 00
5,952,700
Cubic yards excavation earth (no rock)
22
1,309,594 00
1,966,000
"
embankment
20
393,200 00
116,400
"
lining in rear walls
25
29,100 00
132,700
"
slope or protection walls
2 25
298, 00
180,000
"
puddling in banks
20
36,000 00
1,800
".
vertical wall, laid dry
4 00
7,200 00
1,000
"
"
in cement
5 00
5,000 00
158,400
Lineal feet piles driven at termini
28
44,352 00
253,500
Feet B. M. hemlock timber under walls
20 00
5,070 00
TOTAL COST SECTION WORK
$2,151,841 00
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12
QUANTITIES.
ITEMS.
AMOUNT.
20
Wooden locks, including fixtures, piers and
docking
$768,000 00
21
Road bridges, including embankments and land-
ings
63,000 00
2
Small stone culverts
15,000 00
2
Large four arch culverts at two Patuxents
256,000.00
9
Receivers
18,000 00
5
Miles feeder
75,000 00
1
Reservoir, including land damages, 600 acres
200,000 00
TOTAL COST CANAL, WITH WOODEN LOCKS AND PROTECT'N WALLS
$3,546,841 00
Same with five per cent added for contingencies
3,724,183 05
Same with slope walls for half length canal, with contingencies
3,552,101 70
Same without slope walls, with contingencies
3,380,124 30
Same with stone locks and slope walls for half length canal,
and contingencies
3,892,124 30
I would recommend, for this canal, the construction of wooden
locks, and wood supports for the bridges, instead of stone; as the
material for the former is more accessible than for the latter. It
would reduce the original cost of canal over one-half million dol-
lars, greatly facilitate the completion of the canal, which could be
made available in transporting and distributing the heavier mate-
rials for stone structures whenever the old ones require rebuilding.
Wooden locks will last, with slight repairs, 20 years.
COST OF CANAL PER MILE.
The following shows the cost per mile of the two lines, based
upon the construction of wooden locks, and protection or slope
walls entire length :
Upper Line B-South River terminus
$138,800 per mile, including contingencies.
Line C-Round Bay
do
146,046
"
Average or intermediate line, including land damages
144,923
"
"
Reducing the above cost to its equivalent upon prices previous
to 1862, and adding $63,750 for land damages, the cost per mile, as
compared with the New York State canals, is shown by the follow-
ing statement :
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TABLE No 2.
SIZE OF CANAL.
No. AND SIZE Locks.
NAME OF CANAL.
Length in miles.
Width on surface.
Width on bottom.
Depth of water.
Number of locks.
Length between
quoins.
Width in clear.
Cest per mile, canal im-
provement and land dam-
ages.
Feet of lockage.
Average burthen boats.
Maximum burthen of boats.
Ches. Bay and Pot'ac R. T. W.
251
75
47
7
20
110
24
$82,813 00
180
270
280
Erie Canal.
363
40
28
4
83
90
15
19,679 87
6751
70
76
"
enlargement same
3501
70
56
7
71
110
18
90,824 65
655
210
240
Oswego Canal
38
40
24
4
18
90
15
14,880 00
155
70
76
"
enlargement same
38
70
56
7
18
110
18
66,105 00
155
210
240
13
Cayuga and Seneca Canal
21
40
24
4
10
90
15
10,190 50
831
70
76
"
enlargement same
23
70
56
7
11
110
18
49,282 00
831
210
240
Champlain Canal
66
50
35
5
20
100
18
"
12
~~
~
1664
80
85
Glens Falls feeder
12
50
35
5
100
18
21,556 32
132
80
85
"
pond ab. Troy dam
3
1
Black River Canal and feeder
50
42
26
4
109
90
15
60,000 00
1,082
70
76
"
improvement
42
1
110
18
3,707 00
70
76
Genesee Valley Canal
1244
42
26
4
112
90
15
45,305 00
1,0454
70
76
Chenango Canal
97
40
24
4
116
90
15
25,684 00
1,015$
71
76
Chemung Canal and feeder
39
42
26
41
53
90
15
26,983 00
421
85
90
Digitized by
Oneida River improvement
20
80
60
41
2
120
30
5,397 00
64
70
76
Oneida Lake Canal
7
40
24
4
7
90
15
7,143 00
604
70
76
Baldwin'le and Sen. tow path
54
40
24
4
1
90
15
2,884 00
70
76
Crooked Lake Canal
8
42
26
4
27
90
15
38,262 00
278
70
76
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14
THE COST PER MILE, AS COMPARED WITH THE ATLANTIC COAST
CANALS.
Ches. Bay and Potomac River T. W. Canal-length 251 miles. $82,813 pr mile.
Chesapeake and Delaware
"
"
14
"
232,290
"
Delaware and Raritan
"
"
43
"
80,000
"
QUANTITY OF WATER REQUIRED FOR THE CHESAPEAKE
BAY AND POTOMAC RIVER TIDE-WATER CANAL.
The questions involved in the solution of this problem are :
Evaporation, Filtration, Waste at Structures, Lockage Water and
Leakage at the summit locks.
1st. EVAPORATION FROM WATER SURFACES.
The evaporation from water surfaces exceeds the annual fall of
rain on an average of 50 per cent in this country, and from 30 to
40 per cent in England.
The following statement shows the mean monthly evaporation from
water surface, and from the surface of the ground, in England,
during the years 1796, 1797 and 1798, by HOYLE & DALTON; to
which is affixed the average daily evaporation, deduced from the
monthly.
[From the Edinburgh Encyclopedia.]
No. 1.
EVAPORATION FROM THE SURFACE OF
Mean
MONTHS.
WATER.
GROUND.
Rain.
Monthly
Daily
Monthly
Daily
inches.
inches.
inches.
inches.
January
2.46
1.50
0.0484
1.01
0.0326
February
1.80
2.00
0.0714
.53
0.0189
March
0.90
3.50
0.1129
.62
0.0200
April
1.72
4.50
0.1500
1.49
0.0496
May
4.18
4.96
0.1600
2.69
0.0868
June
2 48
6.49
0.2163
2.18
0.0726
July
4.15
5.63
0.1816
4.09
0.1319
August
3.55
6.06
0.1955
3.38
0.1090
September
3.28
3.90
0.1300
2.95
0.0983
October
2.90
2.35
0.0758
2.67
0.0861
November
2.93
2.04
0.0680
2.05
0.0683
December
3.20
1.50
0.0484
1.48
0.0477
Amount
33.55
44.43
25.14
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From this statement, the greatest daily evaporation was in June=
0.2163, or less than one-fourth of an inch. The annual evaporation
was 44143 inches, 30 per cent or one-third greater than the fall of
rain.
Of the Monthly Evaporation from the surface of. water, at Ogdensburgh,
N. Y., in 1838, by JAMES COFFIN, Esq., Principal of the Ogdens:
burgh Academy; to which is affixed the average daily evaporation
for each month, deduced from the monthly, also, the monthly tempera-
ture and rain.
[From the Report of the Regents of the University of N. Y. for 1838.]
No. 2.
EVAPORATION.
MONTHS.
Inches of rain
Degrees of
and snow.
temperature.
Monthly
Daily
inches.
inches.
January
1.625
0.0533
2.36
24.75
February
.817
0.0292
.97
12.33
March
2.067
0 0667
1.18
32.94
April
1.625
0.0542
.40
39.81
May
7.100
0.2290
4.81
52.54
June
6.745
0.2248
3.57
66.53
July
7.788
0.2512
1.88
71.66
August
5.415
0.1745
2.55
68.31
September
7.400
0.2466
1.01
59.22
October
3.948
0.1273
2.73
44.58
November
3.659
0.1220
2.07
29.74
December
1.146
0.0370
1.08
19.43
Amount
49.362
24.61
This statement shows the greatest daily evaporation to be 0.2512,
or one-quarter of an inch, which occurred in July, and the annual
at 49ToB feet. The evaporation in this table is a
little over 50 per cent greater than or double the fall of rain and
snow.
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The following statement shows the results of Experiments by J
TREMPTER, at Seneca Lake, in the month of July.
No. 3.
Quantity of evaporation from cylinder,
Temperature of
Temperature of
freely exposed to the sun and wind.
July.
Lake Seneca.
air.
DAY.
NIGHT.
18
73°
66°
.50
.05
19
70
78
.35
.00
20
70
76
.40
.03
21
70
76
.47
.05
22
70
78
.31
.00
23
70
76
.40
.00
24
72
76
.20
.00
25
71
70
.20
.05
26
71
69
.50
.00
27
71
54
.55
.00
28
72
60
.42
.08
29
70
70
.48
.05
30
72
74
.50
.05
31
72
71
.15
.00
From this statement, the daily average evaporation was 0.39 of
an inch, and the greatest in any one day 0.55, or over one-half inch.
The following statement shows Monthly Evaporation from a mean of
six years, at Whitehaven, in one of the most humid districts of
England.
The observations were. carefully made from a shallow copper vessel, 11 inches deep, filled daily, and
protected from the rain. The experiments were made from 1843 to 1848, inclusive. The annual fall of
rain at this place was 421 inches.
No. 4.
EVAPORATION IN INCHES.
MONTHS.
Monthly mean.
Daily mean.
January
0.88
0.020
February
1.04
0.037
March
1.77
0.057
April
2.54
0.084
May
4 15
0.134
June
4.54
0.151
July
4.20
0.135
August
3.40
0.103
September
3.12
0.104
October
1.93
0.062
November
1.32
0.044
December
1.09
0.036
Total
30.03
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From this statement, the greatest daily evaporation was 0.151 of
an inch, and about 281 per cent less than the fall of rain. This may
be regarded, under the most favorable circumstances, as a minimum.
The following statement shows the evaporation from water surface on the
salt flats of Syracuse, in New York.
[From the Agricultural Report for 1863.]
No. 5.
EVAPORATION IN INCHES.
Monthly mean.
Daily mean.
January
0.67
0.022
February
1.48
0.052
March
2.24
0.072
April
3.42
0.114
May
7.31
0.236
June
7.60
0.253
July
9.08
0.300
August
6.85
0.221
September
5.33
0.162
October
3.02
0.097
November
1.33
0.044
December
1.86
0.060
Total
50.20
From this statement, the greatest daily evaporation was 0.30, or
one-third of an inch.
3
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The following statement shows the evaporation from the surface of water
in a thoroughly puddled basin, in Central Park, New York; also,
the filtration and evaporation from a natural pond near the former.
The observations were generally made daily, though intervals of one or more days occurred in which
they were discontinued, owing to rain or other causes. The height of water was registered anew after
such intervals, so that no variation of surface, by rain or otherwise, was allowed to affect the result.
The experiments were made under the direct supervision of J. S. Lawrence, from August 5th, to Octo-
ber 29th, 1858.
No.
6.
EVAPORATION FROM
EVAP. AND FILTRATION.
PUDDLED BASIN.
BASIN NOT PUDDLED.
1858.
No. of
days.
No. of Days.
Daily
No. of Days
Daily
Inches.
Inches.
Inches.
Inches.
August 5 to August 11
51
3.125
0.570
3.625
0.658
" 11 "
"
18
7
2.125
0.303
3.125
0.446
"
18 "
"
25
7
2.500
0.356
2.750
0.393
"
25 "
"
31
61
1.000
0.154
1.250
0.192
"
31
"
Sept.
7
61
1.375
0.211
2.000
0.305
Sept.
7 "
"
15
71
1.125
0.150
1.375
0.183
"
15 "
"
20
21
0.375
0.150
0.375
0.150
Totals
421
11.625
0.270
14.500
0.332
Sept.
20
to
Sept.
30
8
1.625
0.203
"
30 "
Oct.
11
5
1.375
0.275
Oct.
11 "
"
19
41
1.000
0.222
"
19 "
"
23
41
1.100
0.244
"
23 "
"
29
6
1.125
0.187
Total
701
17.850
0.252
From the foregoing statement, it appears that the greatest loss
from evaporation per day was from August 5th to 11=0.57 inches,
over one-half inch, from the puddled basin ; and from the basin not
puddled=0.658, or two-thirds of an inch, leaving for filtration 0.088
of an inch daily. The average loss for the first 421/2 days was, from
the puddled basin 0.27, or over one-quarter inch per day, and from
the basin not puddled 0.332, or one-third inch per day, leaving an
average loss from filtration of 0.062 inch, or one-twelfth of an inch.
The mean daily evaporation for the month of August was about
one-third of an inch per day, and was assumed at this rate for seven
consecutive months in the calculations made of the quantity of
water received into the basin from drainage sources in the Central
Park. The filtration was assumed at one-tenth of an inch daily.
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Collecting the foregoing results, and assuming the greatest daily
evaporation from each, we have the following as the maximum
evaporation from water surface for the entire navigable season of
270 days:
From Table No. 1
0.2163 of an inch daily.
"
"
2
0.2512
"
"
"
"
3
0.5500
"
"
"
"
4
0.1510
"
"
"
"
5
0.3000
"
"
"
"
6
0.5700
"
"
Total average
=0.3397 or 1 of an inch daily.
The surface of water in the proposed canal is 75 feet wide and
251 miles long; hence, the total loss, from evaporation, will be 7.61
cubic feet per minute per mile, or 75 X 5280 X 1 inch X 251 = 194.05 for
24 X 60
the whole length.
FILTRATION.
Numerous experiments were made upon the Erie and Chenango
canals to obtain the total loss from leakage at structures, evaporation
and filtration. The size of canals were 28 feet on bottom, slopes
1½ to one, and four feet depth of water. The total loss upon 36
miles of the Erie Canal, as determined by O. W. Childs, from these
causes, was 85 cubic feet per minute per mile; and upon the Che-
nango Canal, from evaporation and filtration, by Messrs. Tracy and
Talcott, cubic feet per minute per mile. The average loss
from all the structures, except locks, upon both canals, was nine
cubic feet per minute per mile, and from evaporation, three cubic
feet per minute per mile. The original loss assumed for new canals
of these dimensions for evaporation, waste and filtration was 100
cubic feet per minute per mile; calling the loss from evaporation
and waste 12 cubic feet per minute per mile, there would be left for
filtration, in the first result, 73 cubic feet, upon the second, 621, and
upon the third, for new canal, 88 cubic feet per minute per mile;
making the average 741 cubic feet, which quantity is assumed for
the Potomac and Chesapeake Tide-water Canal in the calculations
for filtration.
Filtration upon canals, of different depths and areas, are as the
square root of their depths and areas pressed; and, areas being the
same, are as the square root of their depths. Hence, the width of
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bottom that would discharge a quantity equal to that discharged
from the slopes, would be, for a canal 28 feet wide on bottom, four
feet deep, with slopes 11 to one, as follows: √4=2 and √2=1.41
for slopes; the length of both slopes=12 feet, which is inversely as
the square root of depth on bottom to the square root of depth on
slopes, viz., 2:12::1.41:8.46 the width of bottom, and the whole
width=8.46|28=36.46 feet.
Applying the same principle to the Chesapeake Bay and Potomac
River Tide-water Canal (being 47 feet wide on bottom, seven feet
deep, and slopes two to one), 7=2.645 for bottom, and √3.50=
1.87 for slopes, the length of both slopes=28 feet; hence, 2.645:-
28::1.87:20, the width of bottom and whole width=67 feet. If the
former had seven feet depth instead of four, it would discharge
V4:~7::73]:97.20 cubic feet; hence, the quantity discharged by
the proposed canal (36.46:67::97.20)=178.61 cubic feet per minute
per mile; allowing, relatively, the same filtration through the bottom
as the sides. The general formula used, and much more simple, gives
about eight per cent less in result, viz., (4/4+28/4):7v/7+47
V7::1:2.24x73=164.64 cubic feet per minute per mile.
WASTE AT STRUCTURES.
From careful measurements at structures, waste weirs and acque-
ducts, upon the Chenango and Erie canals, the average loss from
this source was about nine cubic feet per minute per mile ; hence,
increasing this in proportion to the increased size of canal, and it
equals (40+28); cubic feet per min-
ute per mile.
Collecting results, the total loss upon one mile of canal, exclusive
of water required for locks=200.35 cubic feet per minute per mile.
LOCKAGE WATER AND LEAKAGE THROUGH GATES, AT
SUMMIT Locks.
This item is naturally resolved into the amount of trade of the
canal, and the number of locks full of water required for each
boat. Under the most favorable circumstances, one lock full is
required for each boat, and two locks full is the greatest ever re-
quired for one boat. Considering the great irregularities of trade,
found in practice to effect this item unfavorably, I am of the opinion
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that nothing less than three locks full should be allowed for the
passage of every two boats. The following are the greatest number
of lockages made in any one day upon the New York State canals:
Erie Canal 264 (double locks) and 199 single Champlain Canal,
88; Oswego, 96.; Cayuga and Seneca, 86; Chemung, 51; Genesee
Valley, 58; and Crooked Lake Canal, 32 lockages. The greatest
number of lockages made in any one season on the Chesapeake
and Delaware Canal was 15,417 or 57 lockages per day. The
length of navigable season averages upon the New York State
canals 240 days, and reaches as high in some seasons as 255 days.
When locks are in good condition, boats can be passed in five
minutes; but when locked in rapid succession, it takes from seven
to eight minutes, caused by a too sudden reduction of water directly
at the head of the lock.
It is believed safe to assume, for the trade of this canal, 120 lock-
ages a day, or one every 12 minutes, requiring 180 locks full of
water, and the length of navigable season at 270 days. This will
give a capacity (calling the trade going westward one-half of east-
ern) of 6,561,000 tons, 10 per cent greater than ever experienced
on the New York State canals.
The two summit locks are 110 feet between quoins, 241 feet
average width, and 10 feet lift. Hence, the quantity of lockage
water would equal (110 x 24} x 180 x 10) 3,368.70 cubic feet per minute.
To this should be added 12 per cent for flushing and waste, making
the total lockage water=3773 cubic feet.
For the item of leakage much depends upon the condition of
the locks. They are found to vary upon the Erie Canal, with the
same lift, from 800 to 1300 cubic feet per minute. Lock No. 60,
Erie Canal (18 feet wide and 10 feet lift), was found to leak 1344
cubic feet per minute, and No. 61, of eight feet lift, 1220 cubic
feet. The locks upon the Chenango and Erie canals (15 feet wide
and 8 feet lift) were found to average 500 cubic feet per minute.
Assuming the leakage at 1200 cubic feet per minute for a lock
18 feet wide and 8 feet lift, that for 10 feet lift would be equal to
(8:/10::1200=) 1344 cubic feet per minute. Hence, the leak-
age of the two summit locks of the Chesapeake Bay and Potomac
River Tide-water Canal would equal (18:24::1344:1803> 3606
cubic feet per minute.
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Collecting the foregoing results, and we have the total quantity
of water required, as follows
Evaporation on 251 miles canal,
-
194,05 cubic feet per minute.
Filtration on 251 miles canal,
- 4,554,55
"
"
Waste at structures 251 miles canal,
=
360,31
"
"
Lockage water at summit locks,
- 3,773,00
"
"
Leakage at summit locks,
=
3,606,00
"
"
Total required,
-12,487,91
"
"
SOURCES FROM WHICH WATER IS OBTAINED
TO SUPPLY THE CANAL.
1st. FROM STREAMS.
Careful measurements were made August 18, 1866, of the natural
flow of the following streams. At the time of measurements, no
rains, of any more than ordinary character, had fallen, and the
streams were pronounced, by the inhabitants, lower than they had
been for many years. The sources of these streams are from
'Parr's Ridge," and are of the most permanent and constant char-
acter.
BIG PATUXENT RIVER.
This river is the largest within the State. It rises in Parr's
Ridge, and flows southeasterly through the lower plain. It is
navigable to Nothingham, 40 miles, for vessels of 250 tons, and for
large boats, 15 miles, to Queen Anne. About 60 miles from its
mouth, it approaches within five miles of one of the arms of
Chesapeake Bay, and flows southward, nearly parallel, within 10
miles from the western coast. After flowing eight miles from its
source, it receives the Cabin Branch, 7½ miles long, from the north
four miles further, it receives the Cat-tail Branch, nine miles long,
also from the north; six miles lower, Hawlings river, 12 miles long,
enters, and soon after joined by the Little Patuxent, from the east.
These are the main branches of the "Big Patuxent," and are
remarkable for their permanency or constant flow. The direct drain-
age of the Patuxent was estimated by Geo. W. Hughes, in 1837,
at 100 square miles, and the Cat-tail Branch at 46 square miles.
The point chosen for gauging this stream was directly at the
Baltimore and Ohio Railroad bridge. The section of the stream at
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this point was uniform and the slopes regular. The length of
section from which the measurements were made was 50 feet in
length, and the velocity taken nine times at different points on the
surface, and the depths or soundings taken throughout the entire
section. The measurements were made between the hours of 9 and
11 o'clock A. M., and found to furnish 3616 cubic feet per minute. This
stream was measured at the mill immediately above, in May last,
and found to furnish, at this time, 4016 cubic feet per minute. It
is proposed to introduce this water into the canal by a feeder about
five miles long, entering the summit level on the lands of Dr.
Duvall.
LITTLE PATUXENT RIVER.
This stream rises also in Parr's Ridge, gathering the waters from
a broader extent of country, and rather intercepting the upland
drainage from Parr's Ridge from flowing into the Big Patuxent.
There are three considerable branches to the main stream before it
reaches the Baltimore and Ohio Railroad. It joins the Big Patux-
ent about seven miles below the railroad.
The section selected for obtaining the measurement of the flow
in this stream, was about 1000 feet below the Baltimore and Ohio
Railroad. The section was uniform, of regular width and uniform
velocity. Six observations of the surface velocity were made, and
the depths obtained throughout the section. It was found to fur-
nish 4771 cubic feet per minute.
Measurements were also made of Dawson's and Rogues' Branches,
that enter the Little Patuxent from one-half to four miles below
the railroad. These two were found to furnish, in the aggregate,
222 cubic feet per minute. All of these streams are remarkable
for their constant and permanent flow.
Collecting the foregoing results, we have from natural sources :
From the Big Patuxent River
3616 cubic fect.
"
Little
"
and two branches. 4993
"
Total from natural sources
8610
"
Requiring from reservoirs, say
3888
"
2d. FROM RESERVOIRS.
The quantity of water that can be collected into a reservoir,
depends upon the character of soil, slopes of the catchment
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basin, and the annual rain-fall. From the experiments made by
Mr. John B. Jarvis, in this State, 45 per cent of the annual fall of
rain was collected. From experiments in Ireland, on the River
Robe, in 1851 and 1852, an average of 571 per cent passed into the
river, and upon the catchment of Ballinrobe River, 58 per cent.
In the Journal of the Royal Agricultural Society of England, Mr.
Josiah Parks states, that 421 per cent of the annual rain-fall filters
through the soil, and 571 per cent is evaporated; being mean
results of eight years' observations. Upon the whole area of England,
Neville estimates that one-third of the annual rain-fall passes into
the streams and sea. Upon flat tillage soils of Ireland, it was
found that only 40 per cent of the annual rain-fall filtered through
the soil, while the drainage in the high, steep districts ranged from
75 to 100 per cent of the rain-fall.
Statement showing Evaporation and Filtration from ground surface.
TABLE No. 1.
[From the Journal of the Royal Agricultural Society, England, by Josiah Parks.]
TOTAL
QUANTITY PER
RAIN-FALL.
EVAPORATED.
REMAINING.
ACRE DEPOSIT-
ED.
MONTH.
Inches.
Inches.
Per cent.
Inches.
Per cent.
Cubic Feet.
January
1.847
0.450
29.3
1.307
70.7
4.744
February
1.971
0.424
21.6
1.547
78.4
5.616
March
1.617
0.540
33.4
1.077
66.6
3.910
April
1.456
1.150
79.0
0.306
21.0
1.111
May
1.856
1.748
94.2
0 108
5.8
.392
June
2.213
2.174
98.3
0.039
1.7
.142
July
2.287
2.245
98.2
0.024
1.8
.087
August
2.427
2.391
98.6
0.036
1.4
.131
September
2.639
2.270
80.1
0.369
13.9
1.339
October
2.823
1.423
50.5
1.400
49.5
5.082
November
3.837
0.579
15.1
3.258
84.9
11.826
December
1.641
0.164
00.0
1.805
100.0
6.552
Total
26.614
15.320
57.6
11.294
42.4
40.932
John B. Jarvis, Esq., made a series of experiments upon the
question of the ratio of drainage to the fall of rain, and these, I
believe, are the only ones ever made on this subject in this country.
The following extracts are from Mr. Jarvis' report:
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" On Madison and Eaton brooks, gauge sluices have been put in,
and the water gauged daily, at each, during the whole time exhibited
in the following tables. A rain gauge was established at Eaton
Brook, and the quantity of falling water carefully recorded ; at
Madison Brook, the rain gauge kept at the Hamilton Academy has
been furnished for this purpose. The country descending to the
sluice, in each case, has been measured, and the results from the
tables afford correct data to determine the question of drainage.
Eaton Brook Valley.
No.2.
FALLING WATER ON
AMOUNT SAME PASS-
RAIN
AN AREA OF 6800
ING SLUICE FROM
1835.
GAUGE.
Percentage
ACRES.
SAME AREA.
of drain-
MONTHS.
age to fall.
Inches.
Cubic Feet.
Cubic Feet.
June
6.72
165,876,480
59, 407, 394
0.358
July
2.74
67,634,170
27,994,240
0.414
August
2.86
70,596,240
13,547,058
0.192
September
1.34
33,076,560
9,586,513
0.290
October
3.00
74,052,000
20,694,651
0.272
November
2.20
54,304,800
23,772,620
0.438
December
*
0.96
23,696,640
36,525,544
1.541
June to December, inclusive
19.80
489,236,880
191,528,020
0.392
June to October, inclusive.
16.66
411,235,440
131,229,856
0.319
*Drained the snow of November.
4
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Madison Brook Valley.
No. 3.
RAIN
FALLING WATER
AMOUNT OF SAME
1835.
GAUGE.
ON AN AREA OF
PASSING SLUICE
Percentage
6800 ACRES.
FROM SAME AREA.
of drainage
MONTHS.
to fall.
Inches.
Cubic feet.
Cubic feet.
Snow on ground, which fell
in Nov. and Dec. of 1834, s
87,120,000
January
2.17
47,262,600
23,192,079
0.491
February
2.50
54,450,000
35,377,594
0.649
March
1.03
22,443,400
43,284,656
1.928
tApril
5.00
108,900,000
80,776,974
0.741
+May
1.98
43,124,400
58,013,176
1.345
IJune
8.05
175,329,000
20,138,006
0.115
IJuly
3.87
84,288,600
23,141,302
0.274
[August
3.06
66,646,800
23,725,060
0.356
1September
0.88
19,166,400
19,158,957
0.999
October
3.86
84,070,800
19,544,880
0.232
INovember
2.10
45,738,000
18,232,372
0.399
IDecember
0.76
16,552,800
19,401,364
1.172
Jan'y to Dec'r, incl., and snow.
35.26
855,092,800
383,986,420
0.449
January to May, inclusive
12.66
363,300,400
240,644,479
0.662
June to October, inclusive
19.72
429,501,600
105,708,205
0.246
Shows the quantity of water furnished by the snow on the ground when the gauging commenced.
t With melting snow.
$ Drainage equalized by reservoirs.
"From table No. 2, it appears the average drainage, from June to
December, inclusive (seven months), was 0.392 of the falling water,
or nearly two-fifths; and the average, from June to October, inclu-
sive (five months), was 0.319, or nearly one-third of the fall.
August is the minimum month, and shows a drainage of 0.192, or
nearly one-fifth of the fall. July is the maximum month (except
December), and the drainage was 0.414, or over two-fifths of the
falling water.
"From table No. 3, the drainage for the year was, including
snow on the ground, 0.449, or nearly one-half falling water;
January to May, inclusive (five months), 0.662, or two-thirds of the
fall; June to October, inclusive, was very uniform, although the
falling water is very different, which causes a great range in the
ratios for several months. This was produced by the reservoir on
Madison Brook, which retained the flood waters and discharged
them nearly uniform through the reservoir pipes, causing the highest
ratio to appear in the month of the least fall, and the smallest
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ratio in the month of the greatest fall, of water. It is, therefore,
obvious that an average of June to October (five months) will be
required to give a proper view of the drainage during the season of
greatest evaporation.
"From June to October, the Eaton Brook valley gave a drain-
age of 0.319, and Madison Brook valley, 0.246 of the falling water.
This result, it is believed, has been produced by the different
characters of the two districts drained. The Eaton Brook valley
is, in itself, very narrow, and the grounds that drain into it are
generally quite steep, and the soil mostly of a very close texture.
The Madison Brook valley is much wider, the slopes of the ad-
joining lands that drain into it more easy, and the soil in some
parts more porous than that on Eaton Brook.
"The Eaton Brook valley, I should think, would afford more
than an average drainage over a large district of country, including
the usual varieties of soil; and the Madison Brook valley would
not differ materially from the general average."
Five years after the above experiments by Mr. Jarvis, Mr.
Wm. H. Talcott found, from actual measurement, that to discharge
through the pipes of Madison Brook reservoir the drainage shown
in the table from June to October, inclusive, an average of twenty
millions cubic feet each month, required a head of 30 feet, and
remarks that, " with a depth of 45 feet of water, the surface area
amounts to 235 acres." It may, then, reasonably be supposed that
30 feet deep will cover at least 100 acres, and, therefore, the drain-
age of this valley must have been exposed, during the whole time,
to the waste of the reservoir of these dimensions.
The Canal Commissioners, in their report of 1835, say, in rela-
tion to waste from reservoirs, that " a special examination of the
banks of reservoirs Nos. 2 and 3, on Madison Brook, has shown
that the soil is much more porous than was anticipated, and more
particularly No. 2." "This," remarks Mr. Talcott, "indicates that
the waste from filtration may have been very considerable in addi-
tion to the evaporation." Mr. Talcott found from measurements in
1840, that the fall of rain on Oil Creek valley, during September,
October and November, was 5.54 inches, and the drainage 1.17 in-
ches (ratio 0.211), leaving 4.37 inches for the consumption of the
ground by evaporation, or a ratio of 0.789 of the fall.
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From table No. 2, the fall of rain for September, October and
November, in 1835, was 6.54 inches, and the drainage 2.19 (ratio
0.334), leaving 4.35 inches (a ratio of 0.666) for evaporation from the
ground. The total fall of rain on Madison Brook valley, from
January to December, was 35.26 inches, and the drainage 15.83
inches (ratio 0.449), leaving 19.43 inches (ratio 0.551) for evapora-
tion from the surface of the ground.
Doyle and Dalton determined the evaporation from the surface
of the ground, in 1796, 1797 and 1798, to average 25.14 inches,
which was 76 per cent of the rain-fail, and 24 per cent for filtration
and drainage; and from the surface of water the evaporation was
found to average 44.43 inches, or nearly 24 per cent greater than
the rain-fall.
ENGLISH AUTHORITY AND EXPERIMENTS ON DRAINAGE.
The following tables, Nos. 4 and 5, show the monthly fall of rain, and
the corresponding discharge of the river Robe, at Baltimore, County
of Mayo, Ireland.
The area of drainage or catchment basin being 70,000 acres, the lower end 100 feet and the upper end
336 feet; the average height of the surface, about 180 feet above the level of the sea. The average fall
of the river, not including the rapids, is from one to two feet per mile; the catchment is about 20 miles
ong, about one-tenth of the area bog or low marsh, and nine-tenths clayey and gravelly; the river is
about 33 miles long. The observations were made in 1851 and 1852.
Observations in 1851.
No. 4.
Rain-fall each month,
Discharge, in cubic feet, per
in inches.
Discharge, each
month, of rain-fall.
Discharge, in cubic feet, per min-
ute, from a catchment of 70,000
minute per acre, for each
acres, for each month.
month.
MONTHS.
Max.
Min.
Average.
Max.
Min.
Average.
January
9.2
7.4
85,836
20,133
43,373
1,158
0,287
0,620
February
6.8
4.7
72,448
18,420
30,410
1,034
0,263
0,434
March
4.4
3.6
49,137
10,860
20,945
0,702
0,155
0,300
April
3.4
2.5
24,200
5,760
14,355
0,345
0,082
0,205
May
1.0
0.8
5,820
4,125
5,001
0,083
0,059
0,071
June
3.8
0.8
7,040
1,114
4,230
0,100
0,016
0,060
July
3.8
0.5
4,920
1,500
2,558
0,070
0,021
0,036
August
2.4
0.9
17,055
1,240
4,866
0,243
0,017
0,069
September
1.9
0.5
4,746
1,200
2,854
0,067
0,017
0,040
October
5.0
1.6
23,980
6,940
12,588
0,342
0,099
0,179
November
13
1.2
12,852
6,000
7,827
0,183
0,085
0,111
December
2.6
2.5
44,712
6,210
14,373
0,638
0,088
0,205
Total
45.6
27.0
352,749
83,502
163,380
4,965
1,189
2,830
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29
Observations in 1852.
No. 5.
MONTHS.
Rain-fall each month,
Discharge, in cubic feet, per min-
Discharge, in cubic feet, per
Discharge, each
month, of rain-fall.
ute, from a catchment of 70,000
minute per acre, for each
in inches.
acres, for each month.
month.
Max.
Min.
Average.
Max.
Min.
Average.
January
7.5
5.2
41,600
12,852
28,730
0,594
0,183
0,410
February
4.8
4.3
56,400
8,190
25,296
0,805
0,117
0,361
March
1.0
0.7
9,600
2,737
6,702
0,137
0,039
0,095
April
1.1
0.5
3,931
1,468
2,477
0,056
0,020
0,035
May
1.9
0.4
3,931
1,050
1,861
0,056
0,015
0,026
June
6.6
1.2
22,764
1,400
6,547
0,325
0,020
0,093
July
2.5
1.0
15,439
3,172
6,057
0,220
0,045
0,087
August
4.5
0.6
3,856
2,236
3,070
0,055
0,032
0,043
September
1.8
0.5
3,427
2,642
2,874
0,048
0,037
0,041
October
3.9
1.0
32,040
1,114
5,932
0,457
0,016
0,084
November
5.5
5.2
45,360
17,000
30,742
0,648
0,242
0,439
December
12.0
9.5
115,656
23,232
54,846
1,657
0,331
0,783
Total
53.1
30.1
354,004
77,093
175,134
5,058
1,097
2,497
Applying the same calculation to the experiments of John B.
Jarvis, as presented in the foregoing English results, and we have
the following comparison of ratios of drainage to the total fall of rain,
also the minimum yield, in cubic feet, per minute per acre, from
each experiment.
No. 6.
ENGLISH EXPERIMENTS.
AM'CAN EXP'MENTS.
YEAR 1851.
YEAR 1852.
YEAR 1835.
MONTH.
Rain-fall each
month, in inches.
Discharge each
month.
Ratio drainage
to rain-fall.
Minimum yield
per acre, in cubic
feet, per minute.
Rain-fall each
month.
Discharge each
month, in inches.
Ratio drainage
to fall of rain.
Minimum yield
per acre, in cubic
feet, per minute.
Rain-fall each
month, in inches
Discharge each
month, in inches.
Ratio drainage
to fall of rain.
Minimum yield
per acre, cubic
feet, per minute.
January
9.2
7.4
0.804
0.287
7.5
5.2
0.694
0.183
2.17
1.06
0.491
0.779
February
6.8
4.7
0.691
0.263
4.8
4.3
0.900
0.117
2.50
1.62
0.649
0.120
March
4.4
3.6
0.818
0.155
1.0
0.7
0.700
0.039
1.03
1.98
1.928
0.150
April
3.4
2.5
0.735
0.082
11
0.5
0.455
0.020
5.00
3.70
0.741
0.275
May
1.0
0.8
0.800
0.059
1.9
0.4
0 211
0.015
1.98
2.66
1.345
0.196
June
3.8
0.8
0.210
0.016
6.6
1.2
0.182
0.020
8.05
0.92
0.115
0.069
July
3.8
0.5
0.131
0.021
2.5
1.0
0.400
0.045
3.87
1.06
0.274
0.080
August
2.4
0.9
0.375
0.017
4.5
0.6
0.133
0.032
3.06
1.09
0.356
0.081
September
1.9
0.5
0.263
0.017
1.8
0.5
0.277
0.037
0.88
0.84
0.999
0.065
October
5.0
1.6
0.320
0.099
3.9
1.0
0.257
0.016
3.86
0.86
0.232
0.066
November
1.3
1.2
0.923
0.085
5.5
5.2
0.940
0.242
2 10
0.84
0.399
0.060
December
2.6
2.5
0.961
0.088
12.0
95
0.800
0.331
0.76
0.89
1.172
0.063
Total
45.6
27.0
0.592
1.189
53.1
30.1
0.567
1.097
35.26
17.52
0.449
1.304
June to Oct, inclusive
16.9
43
0.259
0.170
19.3
4.3
0.269
0.150
19.72
4.77
0.246
0.361
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30
The following table presents the average ratio of Drainage to the total
fall of Rain of the three above experiments combined.
No. 7.
RATIO OF DRAINAGE TO TOTAL FALL OF RAIN.
TOTAL AVERAGE RA-
MONTH.
English.
American.
TIO OF THE THREE
EXPERIMENTS.
1851.
1852.
1835.
January
0.804
0.694
0.491
0.663
February
0.691
0.900
0.649
0.780
March
0.818
0.700
1.928
1.148
April
0.735
0.455
0.741
0.643
May
0.800
0.211
1.345
0.785
June
0.210
0.182
0.115
0.169
July
0.131
0.400
0.274
0.268
August
0.375
0.133
0.356
0.288
September
0.263
0.277
0.999
0.513
October
0.320
0.257
0.232
0.269
November
0.923
0.946
0.399
0.756
December
0.961
0.800
1.172
0.977
Total average
0.592
0.567
0.449
0.557
Having obtained the average ratio of drainage to the total fall of
rain, it is now only necessary to obtain the quantity of rain-fall in
the State of Maryland to arrive at the drainage territory required
to supply the deficiency, viz., 3880 cubic feet per minute for 270
days.
RAIN-FALL IN MARYLAND.
The quantity of rain which falls annually varies with the district,
the year, and at different parts of the same district; indeed, it is
necessary to obtain the fall, from observation, for any particular
district, when it is necessary to apply the results to scientific pur-
poses. Elevation is also an element controlling the annual rain-fall,
as found by experiments in England. At Kinfaun's Castle, Scot-
land, a gauge 600 feet high, on a hill, gave 41½ inches fall of rain,
while one at the base, 580 feet lower, gave only 251/2 inches. From
the 23d of February, 1860, to June 6th, 1860, the fall of rain, at
Dublin, was eight inches, while at the Leefin Mountains, 2000 feet
high, it was 13.1 inches, showing an increase of 40 to 50 per cent.
Prof. Phillips, of England, has given the following formula for
"calculating the difference between the ratios of rain falling on the
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31
ground at any height, h, in the same place, t~the temperature of
the season, and c, a co-efficient dependent upon it; then the differ-
ence d is The mean height at which rain begins to form,
from this formula, is 1747 feet over the ground; and at 356 feet
high the depth which falls is half of what falls on the ground."
The slight difference of the elevations in the district of Mary-
land in which it is proposed to collect the water, will not, materially,
affect the average fall of rain. From observations, in 1836, at the
Maryland Academy, by Lewis Brantz, the quantity of rain that fell
from July to November, inclusive, was 11.83 inches, as follows
July, 1.32 inches; August, 3.13; September, 1.28 ; October, 2.55 ;
and November, 3.55 inches. The quantity that fell during the
same months, in 1817, was 18.13 inches, an increase of 35 per cent.
The average annual fall at Georgetown, from 1819 to 1827, inclu-
sive, was 38.10 inches, and the average of least fall, 31.67 inches.
The following statement shows the average (by weights of periods) of the
quantity of rain that fell each month, in the State of Maryland made
up from the three periods of observation, viz., 1817 to 1824, inclusive,
1854 to 1859, inclusive, and for the years 1863 and 1864.
The fall, from 1854 to 1859, is made up from observations annually recorded at five different points
within the State, embracing the higher and lower distriets, also for the years 1863 and 1864; to which 18
affixed a column of minimum rain-fall, the former being the maximum average.
No. 8.
FALL OF RAIN IN INCHES.
FALL IN INCHES.
MONTH.
1817 to 1824.
1854 to 1859.
1863 and 1864.
Max. average.
Min'm average.
Inches.
Inches.
Inches.
Inches.
Inches.
January
2.85
3.32
3.11
3.05
2.85
February
3.22
2.20
2.52
2.75
3.22
March
3.71
2.54
3.58
3.27
2.71
April
2.20
3.57
5.63
3.18
2.20
May
3.65
4.25
5.24
4.09
2.85
June
3.66
4.60
2.07
3.77
2.66
July
3.85
3.05
4.64
3.68
1.77
August
4.30
3.85
2.06
3.82
3.13
September
4.45
4.46
3.33
4.29
1.28
October
2.97
2.92
2.78
2.92
2.55
November
3.20
2.49
2.92
2.91
3.55
December
2.90
3.64
4.30
3.36
2.90
Total
40.96
40.89
42.18
41.09
31.67
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32
The following calculation shows the maximum and minimum quantity
of water, in gross, that can be collected from an acre of drainage ter-
ritory, in the State of Maryland.
The ratios of drainage to fall of rain are taken from table No. 7, and the quantity of rain-fall from
table No. 8.
No. 9.
MAXIMUM.
MINIMUM.
Ratio of drainage to
total fall of rain.
QUANTITY
QUANTITY
COLLECTED
COLLECTED
MONTHS.
FALL OF
DEPTH
FROM AN
FALL OF
DEPTH
FROM AN
RAIN.
DRAINED
ACRE.
RAIN.
DRAINED
ACRE.
Inches.
Inches.
Cubic feet.
Inches.
Inches.
Cubic feet.
January
0.663
3.05
2.02
7.318
2.85
1.89
6.839
February
0.780
2.75
2.14
7.753
3.22
2.51
9.147
March
1.148
3.27
3.75
13.590
2.71
3.11
11.225
April
0.643
3.18
2.04
7.405
2.20
1.41
5.140
May
0.785
4.09
3.21
11.630
2.85
2.24
8.102
June
0.169
3.77
0.63
2.265
2.66
0.45
1.655
July
0.268
3.68
0.98
3.528
1.77
0.47
1.680
August
0.288
3.82
1.10
3.863
3.13
0.90
3.267
September
0.513
4.29
2.20
7.840
1.28
0.66
2.395
October
0.269
2.92
0.78
2.831
2.55
0.68
2.400
November
0.756
2.91
2.19
7.840
3.55
2.68
9.713
December
0.977
3.36
3.28
11.891
2.90
2.83
10.280
Total,
0.557
41.09
22.89
87.754
31.67
17.64
71.843
Reducing the former results to total quantity collected from an
acre for the year, and we have the following as the average yield
per acre per annum:
From the English experiments for the year 1851, -62, 493 cubic feet per acre.
"
"
"
"
1852, =57, 658
"
"
"
American
"
by Mr. Jarvis, 1835, -68,538
"
"
"
above calculations for State Maryl'd max., -87,
"
"
"
"
"
"
"
min., -71,843
"
"
Total average,
-69,657
"
"
The foregoing average yield per acre is in gross; or, to determine'
the drainage area required to supply a definite quantity of water,
a deduction should be made for the space occupied by the reser-
voir or pond, upon which the loss, from experiments, is four times
the fall of rain.
The average area of six of the principal reservoirs in the State
of New York, is about five per cent of the catchment basin. The
annual loss from the surface of the reservoirs, has been found to be
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one-half Qf an inch per day, or 1871 inches for the year; 49% inches
of which is from evaporation, and 137.84 by filtration. These,
together with the area of the pond, are assumed at 20 per cent,
which, it is believed, is beyond any contingency. This leaves a net
yield per acre of (69,657-20 per cent) 55,726 cubic feet.
The deficiency, or quantity required beyond that furnished from
natural sources, is 3880 cubic feet per minute, or 1,508,544,000 cubic
feet for 270 days. Hence, the drainage area required to supply this is
equal to (1,508,544,000) 27,071 acres, including area of reservoir.
Ample facilities are offered for the construction of reservoirs,
and receiving from this source an abundant supply of water, even
upon the branches of the Big Patuxent River. The drainage area
of the Cat-tail Branch (one of the branches of the Big Patuxent)
was found, by Col. Abert, to equal 27,000 acres. The following
shows the location and drainage area of reservoirs proposed by
Col. Abert, upon the principal branches of the Big Patuxent
Cat-tail Branch
27,440 acres, with a dam 50 feet high.
Cabin Branch
10,200
"
"
20
"
Hawlings River
6,515
"
"
45
"
Big Branch
2,497
"
"
30
"
Goshen Branch
4,613
"
"
20
"
Branch of the Seneca
10,908
"
"
40
"
Total
62,173 acres, nearly 21 times area required.
The same facilities are offered on the branches of the Little
Patuxent River, giving in the aggregate over five times the area
required, or 19,400 cubic feet per minute.
5
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APPENDIX A.
COST OF TRANSPORTATION.
The commercial value of a route depends first, upon its geograph-
ical location; and second, its capacity for the movement of freight.
On canals, the cost of movement depends upon the burthen of boats
and the amount of lockage; on railroads, upon the grades and
curves, which affect the economy of transportation.
To determine the comparative cost of transportation between
railroads and canals, both should be reduced to level grades; that
is, the increased expense overcoming grades and curves reduced
to its equivalent of level road, and the time or detentions in passing
locks, to that of uninterrupted navigation, or to a uniform speed of
two miles an hour.
Thus, taking the speed of freight trains at 15 miles an hour, the
resistance on a level is=9₁³σ lbs. per ton, and the total resistance due
to a 30 feet grade lbs. As-
suming the length of incline at 10 miles, its equivalent of level road
would equal (22.04 of 10) 23.72 miles; hence, if the cost of transport
ation over this 10 miles was 15 cents, the cost on a level road would
equal (150.72) mills per ton per mile.
Upon the New York State canals the detentions for lockages
average feet lockage as equal to the time passing over one
mile, at a speed of two miles an hour. The length of the Erie
canal is 3501 miles, and the cost of transportation, exclusive of
mills per ton per mile. Then the cost upon a level
would equal 350}>< 21 mills per ton per mile.
The actual cost of transportation, instead of freight charges, should
be used for comparison between routes, as the latter fluctuate on
the different routes of the same length and capacity, and on differ-
ent articles, affected always by monopoly.
COST OF TRANSPORTATION ON RAILROADS.
The following statement shows the actual cost of transportation
and freight charges, for a series of years, determined from the reports
of the several railroad companies sent annually to the State Engineer
and Surveyor of the State of New York.
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Cost of Transportation of Freight, other than Coal, on Railroads in the State of New York.
TABLE No. 1.
COST OF TRANSPORTATION, IN MILLS, PER TON PER MILE.
Length main line,
1852.
1853.
1854.
1855.
1856.
1864.
Total
NAME OF ROAD.
in miles.
Width gauge.
1862.
1863.
each road.
Receipts
Cost.
Receipts
Cost.
Receipts
Cost.
Receipts
Cost.
Receipts
Receipts
Cost.
Receipts
ceipts
Cost.
Cost.
Re
Cost.
Receipt
Cost.
Buffalo, Corning and New York
142
6.00
56.3
23.3
40.0
22.1
28.2
18.6
32.9
21.4
28.3
19.0
20.3
12.2
19.5
13.1
18.7
20.7
30.5
18.8
Buffalo and State Line
68}
4.83
54.6
45.0
54.3
30.0
32.6
18.0
24.5
12.7
21.7
16.9
27.8
14.5
27.8
14.0
32.9
21.0
34.5
21.5
Cayuga and Susquehanna
34g
6.00
26.0
19.7
23.0
18.2
22.2
16.1
25.3
15.9
27.9
16.2
26.1
16.6
26.0
20.0
29.7
24.1
25.8
18.6
Average southern lines
45.6
29.3
39.1
23.4
27.6
17.5
27.5
16.6
25.9
17.3
24.7
14.4
24.4
15.7
27.1
21.9
30.2
19.6
THROUGH LINES.
Erie Railway
446
6.00
19.5
10.2
25.5
12.7
26.2
12.8
24.2
11.4
24.7
11.6
18.9
9.5
20.9
9.5
23.3
14.5
24.1
11.5
New York Central
2974
4.71
30.5
15.4
36.0
15.4
30.5
16.0
32.0
15.4
29.7
14.0
22.3
13.9
23.8
15.5
27.2
20.0
29.0
15.7
Hudson River
1441
4.71
31.0
16.0
24.1
16.2
22.2
185
37.1
30.4
35.9
25.8
22.6
12.0
27.4
13.3
29.3
18.0
27.7
18.8
35
New York and Harlem
1304
4.71
49.3
36.7
33.4
29.3
33.0
14.5
39.0
22.6
49.6
31.2
37.4
28.2
38.8
32.7
55.5
49.0
42.0
30.5
Average trunk lines
32.6
19.6
29.7
18.4
28.0
15.4
33.1
19.9
34.9
20.6
25.0
15.9
27.7
17.7
33.7
25.3
80.7
19.1
NORTHERN LINES.
Rome, Watertown and Ogdensburgh
189%
4.71
29.0
17.0
26.5
14.8
26.4
16.0
27.8
22.2
27.3
17.5
31.2
19.7
29.2
21.4
32.8
26.7
28.8
19.4
Oswego and Syracuse
36
4.71
34.2
26.2
31.2
22.8
33.0
19.0
39.6
20.2
38.8
20.2
34.9
17.2
36.1
18.9
38.8
20.9
35.8
20.7
Rensselaer and Saratoga
251
4.71
43.6
34.7
44.4
37.0
42.1
34.6
50.8
34.2
45.5
37.6
49.0
36.4
52.5
35.2
68.5
39.5
49.5
36.1
Saratoga and Whitehall
40&
4.71
32.8
23.1
29.5
20.6
30.0
21.0
39.6
27.8
30.5
25.6
31.1
19.6
28.3
18.0
70.0
43.4
36.5
24.9
Northern
118
4.71
19.5
11.5
16.0
11.7
22.6
15.0
24.1
19.0
23.5
16.7
20.5
11.9
22.9
12.8
25.4
16.6
21.8
14.4
Average northern lines
31.8
22.5
29.5
21.4
30.8
21.1
36.5
24.7
33.1
23.9
33.3
20.9
33.8
21.2
47.1
29.4
34.5
23.1
EASTERN LINES.
Digitized by
Troy and Boston
35
4.71
51.7
27.6
43.6
22.3
41.0
17.1
40.2
18.8
44.4
17.2
28.9
13.2
30.9
19.8
38.8
22.5
39.9
19.2
Long Island
94
4.71
26.0
22.8
28.0
31.3
34.3
29.0
88.7
31.5
35.5
30.2
36.6
22.9
39.0
16.8
44.2
21.2
35.3
25.7
Average eastern lines
88.8
25.2
35.8
26.8
37.6
23.0
39.4
22.6
39.9
23.7
32.7
18.0
34.9
18.3
41.5
21.8
87.6
22.4
Google
Total average
36.0
23.5
32.5
21.7
30.3
19.0
33.9
21.3
33.1
21.4
29.1
17.7
30.2
18.6
38.2
25.6
32.9
21.1
36
From the above statement, the average actual cost" of trans-
porting freight upon the Erie, New York Central and Hudson River
railroads, for eight years, was 15] mills, or a little over 11 cents per
ton per mile; and the receipts, 26ᵣₒ mills, or a little over 2%
cents=58 per cent of the receipts. The average "actual cost"
transporting freight over the "Erie Railway," from 1854 to 1864,
inclusive, was 1₁²₀ cents per ton per mile, and the receipts,
cents. The actual cost over the New York Central for the same
period, was 1100 cents, and receipts, cents per ton per mile.
The total number of tons moved one mile over the Erie Railway,
from 1854 to 1864, inclusive, was 2,587,274,914, equal to an aver-
age of 235,206,810 tons a year. The number of tons moved one
mile over the New York Central for the same period, was 2,132,-
073,612, equal to an annual movement of 193,824,874.
The following statement shows the percentage of expenses for manage-
ment, on the gross earnings, upon the principal Railroads in the State
of New York.
No. 2.
PERCENTAGE OF EXPENSES ON GROSS EARNINGS.
1862.
1863.
1864.
Buffalo, New York and Erie
66.54
71.28
72.10
Buffalo and State Line
51.33
62.43
60.45
Erie Railway
61.93
61.51
66.27
Hudson River
51.89
48.81
62.54
New York Central
59.93
62.79
71.91
New York and Harlem
60.43
60.72
75.78
New York and New Haven
54.39
57.88
58.18
Northern
64.11
73.17
75.69
Oswego and Syracuse
44.71
48.96
48.83
Rome, Watertown and Ogdensburgh
49.79
52.37
55.32
Saratoga and Whitehall
64.26
62.52
64.57
Average
57.21
60.22
64.70
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Actual cost of transportation and motive power per ton per mile, on
some of the principal Railroads in New York, for 1854, 1855 and
1856.
No. 3.
CHARACTERISTICS.
COST, IN MILLS, PER TON PER MILE.
1854.
1855.
1856.
NAME OF ROAD.
Length of road.
Gauge.
Average grades per
mile.
Total actual cost.
Transportation.
Cost of motive
power.
Total actual cost.
Transportation.
Cost of motive
power.
Total actual cost.
Transportation.
Cost of motive
power.
THROUGH TRUNK LINES.
New York Central
2974
4.71
16.0
4.68
15.4
5.72
14.0
4.29
Erie Railway
446
6.00
18.
12.8
4.73
11.4
3.92
11.6
4.01
Hudson River
144½
4.71
18.5
4.81
30.4
10.61
25.8
7.45
Average
15.8
4.74
19.1
6.75
17.1
5.25
LATERAL THROUGH LINES.
New York and Harlem
1304
4.71
18.6
14.5
5.84
22.6
7.05
31.2
7.94
Northern Railroad
118
4.71
20.7
15.0
3.15
19.0
2.64
16.7
3.20
Rome, Watertown and Og'h
189%
4.71
18.5
16.0
3.72
22.2
7.21
17.5
5.15
Saratoga and Whitehall
404
4.71
17.3
21.0
27.8
25.6
6.91
Oswego and Syracuse
36
4.71
8.6
19.0
6.64
20.2
6.50
20.2
7.13
Average
17.1
4.83
22.4
5.85
22.2
6.06
WESTERN LATERAL LINES.
Buffalo and State Line
631
4.83
15.1
18.0
3.11
12.7
3.04
16.9
5.05
Buffalo, N. Y. and Erie
142
6.00
18.4
18.6
7.20
21.4
8.64
19.0
5.02
Average
18.3
5.15
17.0
5.84
17.9
5.03
EASTERN LINES.
Troy and Boston
35
4.71
22.9
17.1
4.74
13.8
6.19
17.2
4.99
Long Island
94
4.71
14.8
29.0
11.35
31.5
11,64
30.2
10.78
Average
23.0
8.04
22.6
8.91
23.7
7.88
Total average
18.5
5.69
20.2
6.83
20.2
6.05
From the foregoing statement, the total average cost of steam
power is 301 per cent of the total actual cost of transportation for
1854; 34 per cent for 1855, and 30 per cent for 1856 ; making the
total average cost for the three years 31½ per cent of the total
actual cost.
The same upon the New York Central, for 1854, is 29 per cent;
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for 1855, 31 per cent, and for 1856, 301/2 per cent; making the total
average for this road for the three years=30 per cent.
The following deductions are from the official reports on the rail-
roads of the State of New York, for the year 1864:
Roads Operated with Steam.
CHARACTERISTICS.
Length of roads in miles,
2,821.18
Length of roads laid,
2,511 28
Length of double track, including sidings,
1,131.26
Length of branches laid,
494.68
Length of double track on same
21.43
Length of equivalent single track,
4,158.65
Number of engine houses and shops,
171
Number of engines,
814
Number of first class passenger cars,
724
Number of second class cars,
135
Number of baggage, mail and express cars,
259
Number of freight cars,
12,729
Cost OF CONSTRUCTION AND EQUIPMENT.
For graduation and masonry,
$41,829,251 83
For bridges,
2,311,213 94
For superstructure, including iron,
22,253,372 09
For passenger and freight stations, buildings and fixtures,
4,249,320 64
For engine and car houses, machine shops, machinery and
fixtures,
1,969,583 79
For land, land damages and fences,
9,171,207 60
For locomotives and fixtures and snow plows,
5,461,939 03
For passenger and baggage cars,
2,513,430 40
For freight and other cars,
4,939,381 50
For engineering and agencies, &c.,
8,130,318 19
Total cost of construction and equipment of roads using steam
power,
$144,264,165 78
Total cost of construction and equipment of roads using horse
power,
16,194,727 29
If we exclude the city roads, we have, as follows :
Average number of miles traveled by each passenger,
43.39
Average number of passengers in each train,
85.80
Average number of miles each ton of freight was transported,
124.41
Average number of tons in each freight train,
88.21
Aggregate movement of passenger trains is equivalent to passing
over the road,
2,867 times
Aggregate movement of freight trains is equivalent to passing
over the road,
4,568 times
Average number of trains passing daily over the road, about,
201
Average cost, per mile of road, for maintaining roadway
$3,812 12
Average cost, per mile of road, for repairs of machinery,
2,459 73
Average cost, per mile of road, for operating road,
4,818 23
Average cost, per mile of single track, for maintaining roadway,
2,302 02
Average cost, per mile of single track, for repairs of machinery,
1,485 55
Average cost, per mile of single track, for operating road,
2,909 59
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Average sum received for carrying one passenger one mile,
2.27 cents.
Average sum received for transporting one ton of freight one mile,
2.60 cents.
Average number of miles of travel for each passenger killed
6,843,620
Average number of miles of travel for each pass'ger killed or inj'd,
2,975,487
Average number of passengers carried for each one killed,
157,689
Average expense is 69.83 per cent of all the earnings.
COST OF TRANSPORTATION OF COAL ON RAILROADS.
But few railroad companies keep their accounts so that the cost
of this class of freight can be obtained. I herewith present all the
examples I have been able to obtain from the Auditor General's
report on the railroads of Pennsylvania, and other official sources.
The following statement shows the average cost of transportation of
freight on Railroads, other than coal, for eight years, as shown in
table No. 1; also the cost of transportation of coal, the average being
made from the years 1863 and 1864.
No.
4.
FROM AN AVERAGE OF EIGHT YEARS.
FROM AN AVERAGE OF TWO YEARS.
FOR FREIGHT OTHER THAN COAL.
FOR FREIGHT EXCLUSIVELY COAL.
Mills pr ton mile.
Mills pr ton pr mile.
Len.
Actual cost.
Len.
N. Y. RAILROADS.
Actual cost.
in
PENN. RAILROADS.
in
miles.
Without
With
miles.
Without
With
charges
charges.
charges.
charges.
New York Central.
300
15.7
29.0
Baltimore & Ohio.
178
10.00
18.60
Erie Railway
446
11.5
24.1-
New Jersey Cen.
74
8.50
19.00
Hudson River
1441
18.8
27.7
Phila. & Reading.
93
12.00
26.60
Buf., Corn. & N. Y.
142
18.8
30.5
Penn. Coal Co's
47
10.00
14.00
Buffalo & State Line
681
21.5
34.5
Shamokin
23
13.00
24.00
Oswego & Syracuse
36
20.7
35.8
North Lebanon
7 ᵃ
12.50
28.00
Rome, W'town & O.
189
19.4
28.8
Hunt'don & B. Top
31
10.00
29.00
Northern
118
14.4
21.8
Lykins Valley
16
9.00
25.00
Cayuga & Sus'hanna
34
18.6
25.8
Lehigh Valley
46
7.61
18.70
Troy & Boston
35
19.2
39.9
Pennsylvania
355
14.00
26.60
Average
17.9
29.8
Average
10.76
23.08
Freight charges=60 per cent greater
Freight charges=47 per cent greater
than cost.
than cost,
Average cost motive power=51 mills
Average cost motive power-34 mills
per ton per mile.
per ton per mile.
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Cost OF TRANSPORTATION ON CANALS.
From experiments in France, it was determined that when the
sectional area of the canal was times, and its width 41 times
that of the boat, the conditions were then the same as the move-
ment of the boat in an indefinite space of water.
The resistance to the movement of a boat in a canal is caused
by the piling up of the water at the bow by being confined within
the banks, and falling from this height, escapes along the sides,
producing, by displacement, a counter action and resistance, the
more considerable as the interval between the sides of boat and
canal is reduced.
No experiments of this nature have been made in this country,
with our build or model of boats ; but it is deemed sufficiently
accurate to use the formula obtained from the barges upon the
Languedoc Canal, as they partake of the general build of our boats.
Dubuat's formula P"=P"[(1-0.18³)X(1-q)x(-1)]; or P'=
8.46
(where q=ratio between the resistance with and without a
prow ; c=sectional area of canal ; s=sectional area of boat ; P=
resistance of a boat in an indefinite fluid, and P'=that experienced
in a canal). This formula was found to nearly double the resistance
actually experienced on the Languedoc Canal.
D'Anbuisson made a series of experiments, and corrected
the formula of Dubuat, so that the resistance from calculation
agreed with the observed resistance. The formula, as corrected,
or with sufficient exactness,
was found to agree with the actual force expended. This part of
the calculation embraced in the cost of transportation, covers the
expense of towing, and is, upon different canals, in proportion to the
resistance.
The Erie Canal is taken as a basis, it furnishing the most accu-
rate and reliable record of the expense of animal power as applied
to towing, which has not, for several years, exceeded 25 cents a mile.
The resistance, at a speed of two miles an hour, with boats of 210
tons burthen (the average now used), upon the Erie Canal, is
428 lbs. The description and dimensions of
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canals over which the products from the coal mines are transported,
are given in the preceding pages of this report.
The following statement shows the cost of transportation upon Canals,
Bays, Rivers and Sea-borne, together with the rates added for tolls
upon Coal (1861).
The calculations are made upon the following basis: Age of boat assumed at 10 years, which, together
with cost of furniture and interest, is divided into 2300 days; the repairs of boat and furniture 25 per
cent of original cost; expense of crew $6 per day, and the cost of maintenance assumed at 40 per cent
of gross receipts. The items of calculation were obtained from the most reliable sources, and, from
numerous applications, found correct.)
No. 5.
PER TON PER MILE.
NAME OF ROUTE.
Length of route
and canal.
Burthen of boats.
Actual cost of
movement per
mile.
Actualcost of
movement.
Same includ-
ing c st of
management
Same includ-
ing cost of
management
and tolls on
coal, 1861.
Miles.
Tons.
Cents.
Mills.
Mills.
Mills.
Erie Canal
3501
210
46.530
2.21
4.01
5.01
Chenango
97
70
42.200
6.03
7.03
8.03
Cayuga and Seneca
21
210
49.420
2.35
4.15
5.15
Chemung
23
85
58.840
6.92
8.72
9.72
Junction
18
85
40.000
4.70
8.70
18.70
North Branch
169
85
37.561
4.42
6.42
11.42
Susquehanna
208
85
38.777
4.75
6.21
9.87
Delaware and Hudson
108
120
49.840
4.15
6.25
11.50
Lehigh and Morris
148
74
36.705
5.00
7.40
13.40
Union
771
85
41.308
4.86
6.86
11.86
Schuylkill
1084
170
50.700
2.98
5.98
13.48
Delaware and Raritan
43
270
66.530
2.42
6.42
16.42
Chesapeake and Delaware
131
270
72.450
2.65
6.65
16.65
Chesapeake and Ohio
191
120
38.483
3.30
4.78
8.48
Average
112
138
47.810
4.05
6.40
11.40
Hudson River (sail)
160
450
55.612
1.23
1.23
2.20
"
"
(c. boats)
160
120
27.140
2.26
2.26
2.90
Del. and Ches. Bays (boats)
120
270
81.750
2.72
2.72
3.73
Ocean (sail)
530
450
56.680
1.26
1.26
2.50
Average natural channels
242
322
55.295
1.87
1.87
2.83
6
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Collecting the foregoing results from tables Nos. 4 and 5, and the fol-
lowing statement shows the cost of transportation upon Railroads,
Canals, Tidal Rivers and Bays, and Sea-borne:
No. 6.
PER TON PER MILE.
CLASSIFICATION.
Actual
Freight
cost.
charges.
Mills.
Mills.
Transportation upon railroads, freight other than coal
17.90
29.80
"
"
"
"
exclusively coal
10.76
23.08
"
"
canals, exclusive of tolls
4.05
6.40
"
"
"
including tolls on coal (1861)
6.40
11.40
"
"
rivers, (steam towage)
2.26
2.90
"
"
bays,
"
2.72
3.73
"
"
ocean, (sail)
1.26
2.50
From the above statement, the freight charges for the transporta-
tion of coal upon railroads, are over double of that upon canals,
and over seven times greater than upon the average of natural
channels.
The following shows the rates of freight actually charged for carrying
Coal, upon some of the principal Canals, including and exclusive of
tolls, during the years 1861 and 1864.
No. 7.
FREIGHT CHARGES, MILLS, PER Ton PER MILE.
Year of 1861.
Year of 1864.
Without tolls.
With tolls.
Without tolls.
With tolls.
Erie Canal
4.50
5.50
10.39
12.39
Chenango Canal
10.34
11.34
26.35
28.35
Delaware and Hudson
9.26
14.51
12.56
35.56
Morris Canal
5.81
11.62
12.13
25.13
Schuylkill
5.50
8.50
12.64
17.00
Chesapeake and Ohio
5.92
13.42
13.46
31.66
Average
6.90
10.81
14.60
25.00
From this statement, the freight charges of 1864 are 57 per cent
greater than those of 1861.
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Rates of freight actually charged on Coal sea-borne from Tide-water
Porta, Oct. 10th, 1861, and Oct. 20th, 1864.
MILLS PER Ton PER
DISTANCE IN
MILES.
MILE.
1861.
1864.
From Philadelphia and Reading Railroad, Rich-
mond, Philadelphia, to-
Portland, Maine,
(sail)
620
1.61
4.43
Portsmouth, N. H.,
do
590
1.86
4.83
Newburyport, Mass.,
do
575
1.91
Boston, Mass.,
do
560
1.78
4.91
New Bedford, Mass.,
do
395
2.28
5.82
Newport, R. I.,
do
390
2.30
5.77
New London, Conn.,
do
375
2.40
6.00
Norwich, Conn.,
do
390
2.56
Tortugas,
do
1,200
3.54
Cuba,
do
1,270
3.34
New Haven, Conn.,
do
360
2.43
6.38
Bridgeport, Conn.,
do
345
2.53
6.66
New York,
do
285
2.89
7.02
Newark, N. J.,
do
287
2.87
Albany,
do
445
2.02
Troy,
do
451
2.22
Philadelphia, Penn.,
do
3
Fortress Monroe,
do
277
3.61
Key West,
do
1,230
3.45
Providence, R. I.,
do
405
2.22
5.50
Average
2.51
5.73
Increase of rates, 1864 over 1861-156 per cent.
From N. J. Central Railroad, Elizabethport, to-
New York
12
2.91
6.25
New Haven, Conn
96
4.94
14.60
Boston, Mass
382
2.10
6.54
Albany, N. Y
172
2.90
Norwich, Conn
145
3.96
10.34
Providence, R. I
200
3.00
9.00
Fall River, Mass
225
2.66
8.00
Newport, R. I
170
3.52
10.56
Taunton, Mass
225
3.33
8.44
Pawtucket, Mass
230
3.04
8.26
Newburyport, Mass
400
2.00
6.62
Portland, Maine
450
1.77
5.55
Troy,N.Y
178
2.80
Poughkeepsie
87
5.17
Hartford
167
4.49
New London
132
4.16
12.12
Derby, Conn
100
6.50
Average
3.48
8.85
Increase of rates, 1864 over 1861-154 per cent,
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MILLS PER Ton PER
DISTANCE IN
MILES.
MILE.
1861.
1864.
JULY 6th, 1864.
From Balt. and Ohio Railroad, Locust Point, to-
Boston
770
5.35
New York
490
6.12
New Haven
585
6.41
Philadelphia
440
(3.41)
Providence
620
6.45
Portland
830
4.97
Pawtucket
630
6.74
Albany
640
5.08
Average
5.87
Current rate of freight, July, 1866, from Port Richmond, reported by
the Coal Exchange, 2051 Walnut street, Philadelphia.
To Albany and towing
$1 60
Boston
3 00
" and per bridge
03
Bridgeport
2 25
Belfast
3 00
Bath
3 15
Bangor
3 00
Commercial Point
3 00
Chelsea
3 00
Charlestown, Mass
3 00
Cambridgeport (and three cents per bridge)
3 00
Cohasset Narrows
3 00
Dorchester Point
3 00
Dighton
2 60
Danversport and dispatch
3 00
East Greenwich
2 50
Fall River
2 00
Fredericksburg
1 75
Gardner and towing
3 25
Gloucester
3 25
Hartford
3 25
Hudson
1 90
Hingham and dispatch
3 00
Lynn and dispatch
3 00
Malden
3 50
Medford
3 55
Mystic
2 50
Marblehead
3 00
Norfolk
1 50
New York
1.60 and
1 65
New Haven and Demur
2 30
Norwich
2 60
New London
2 50
Norwalk
2 25
New Bedford
2 50
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Newburyport
$3 25
Nantucket
3 00
Newonsett
3 00
Newport
2 50
Poughkeepsie and towing
1 60
Portsmouth, N. H
3 25
Portland
3 00
Pawtucket and towing
2 50
Providence
2 50
Quincy Point
3 00
Roxbury
3 25
Rockport
3 25
Richmond
1 85
Saco
3 62
Salem
3 00
Salisbury
3 40
St. John, New Brunswick, in gold
1 25
Washington
1 60
Weymouth
3 25
Noank, Conn
2 50
Peekskill and towing
1 80
Yarmouth, Maine
3 25
Kennebunkport, Maine
3 60
Westchester
1 80
Ipswich
3 35
Stamford and towage
1 00
The following statement shows the average rates charged for towing coal
boats and barges, by the Steam Towing Companies, on the Chesapeake
and Delaware bays and rivers, also the Hudson River, for the
years 1861 and 1864:
MILLS PER TON PER MILE.
24 Miles.
120 Miles.
270 Miles.
160 Miles.
BURTHEN OF
BOATS.
Havre de Grace
Bet. Philadelphia
Philadelphia
New York
to
and
to
to
Ches. & Del Canal.
Baltimore.
Washington.
Albany.
1861.
1864.
1861.
1864.
1861.
1864.
1861.
1864.
50 tons
3.33
5.83
3.66
10.80
11.11
14.81
1.37
1.53
60 "
2.77
4.86
3.05
9.72
9.56
12.46
1 37
1.53
70
"
2.38
4.16
2.61
8.93
8.46
11.42
1.37
1.53
80 "
2.60
4.16
2.43
8.33
7.63
10.00
1.37
1.53
85 "
2.41
4.41
2.26
8.09
7.30
9.47
1.37
1.53
90 "
2.77
4.63
2.30
7.08
7.00
9.05
1.37
1.53
120 "
2.43
5.55
2.42
6.94
5.80
7.25
1.37
1.53
175 "
3.00
6.43
2.13
6.06
4.56
5 54
1.37
1.53
200 "
2.29
6.66
2.13
5.83
4.16
5.09
1.37
1.53
250 "
2.25
7.00
2.10
7.16
3.70
4.44
1.37
1.53
300 "
2.22
7.22
2.08
6.73
3.30
4.00
1.37
1.53
134 Average
2.59
5.53
2.47
7.70
6.60
8.52
1.37
1.53
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The following statement shows the rates of toll charged upon each canal,
as made up for the season, from the published toll sheets, for a series
of years:
RATES OF THROUGH TOLLS ON ANTHRACITE COAL.
THROUGH RATES FOR SEASON.
NAME OF CANAL.
Mills per ton per mile.
Remarks.
1861.
1862.
1863.
1864.
Erie Canal
1.00
1.00
1.00
2.00
Chenango
1.00
1.00
1.00
2.00
Cayuga and Seneca
1.00
1.00
1.00
2.00
Chemung
1.00
1.00
1.00
2.00
Junction
10.00
10.00
10.00
10.00
Within comb'n.
do
25.00
25.00
25.00
25.00
Outside comb'n.
North Branch
5.00
6.00
6.00
8.50
Within comb'n.
do
25.00
25.00
25.00
25.00
Outside comb'n.
Wyoming
3.66
4.14
4.50
5.50
West Branch and Susqueh'a
3.66
4.14
4.50
5.33
Penn. Eastern Division
3.66
4.14
5.00
5.00
Susquehanna & Tide-water
4.66
4.66
6.00
7.00
Union Canal
5.00
5.50
6.00
Delaware and Hudson
5.25
4.50
23.00
Lehigh Canal
6.00
4.37
10.00
10.00
Morris Canal
5.81
13.00
Penn. Delaware Division
5.50
8.00
Schuylkill
7.50
13.25
18.20
Delaware and Raritan
10.00
10.00
11.11
Chesapeake and Delaware
10.00
10.00
10.00
18.51
Chesapeake and Ohio
3.00
3.00
3.00
4.36
Penn. Juniata Division
5.00
5.00
5.00
5.00
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INFLUENCE OF RAILBOADS AND CANALS AS AFFECTING THE
MARKET VALUE OF WHEAT AND CORN.
The following calculation- shows the effect upon the market value of a
ton of wheat and corn transported on railroads, canals and wagon
roads. The cost of transportation upon railroads is assumed at 1&
cents per ton per mile; canals, cents; and wagon roads, at 15
cents per ton per mile. In a ton of wheat of 2,240 pounds, there
are 37½ bushels, and 40 bushels in, a ton of corn, and the value
assumed in market for the former is $56.25, or $1.50 per bushel,
and the latter $30, or 75 cents per bushel.
TRANSPORTATION OF WHEAT.
TRANSPORTATION OF CORN
By
By
By
By
By
By
Railroad.
Canal.
Wagon.
Railroad.
Canal.
Wagon.
At market
$56 25
$56 25
$56 25
$30 00
$30 00
$30 00
10 miles
56 00
56 10
54 75
29 82
29 88
28 50
50 "
55 37
55 65
48 75
29 12
29 40
22 50
100 "
54 50
55 05
41 25
28 25
28 80
15 00
150
"
53 63
54 45
33 75
27 38
28 20
7 50
200 "
52 75
53 85
26 25
26 50
27 60
250 "
51 88
53 25
18 75
25 62
27 00
300 "
51 00
52 65
11 25
24 75
26 40
330 "
50 48
52 25
6 75
24 27
26 04
350 "
50 13
52 00
3 75
23 88
25 80
375 "
49 69
51 75
23 44
25 50
The above calculations show that wheat, 50 miles from market,
is worth 18 cents more per bushel upon the line of a railroad, and
19 cents more, if upon a canal, than if sent to market over the
average of first-class wagon roads; and at 375 miles from market,
while the entire value of a bushel of wheat is absorbed in the cost
of transportation over a wagon road, the cost by railroad has only
reduced it 17 cents, and by canal only 12 cents per bushel. Corn,
200 miles from market, by wagon road, is just equal, in value, to
the cost of transportation, while the same distance by railroad, its
value is only reduced 10 cents, and by canal only six cents per
bushel.
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COST OF TRANSPORTATION FROM CUMBERLAND AND WASHINGTON
VIA PRESENT ROUTES, AND BY THE PROPOSED CHESAPEAKE
BAY AND POTOMAC RIVER T. W. CANAL.
The following statements show the cost of transportation from the Cumber-
land coal fields, also from Washington to the markets of the East,
based upon the rates embraced in tables Nos. 4 and 5.
(The cost of transportation over the proposed Chesapeake and
Potomac Canal is the same upon a level as the Delaware and Raritan,
and increasing this by the lockage would equal 180
3.17 mills, and assuming five mills for tolls, with 40 per cent added
for cost of management, and the total cost is equal to 10.17 mills per
ton per mile.)
Length
Rates inclu-
Cost trans-
FROM CUMBERLAND.
of Route.
ding tolls.
porting one
ton.
To N. YORK VIA CHES. BAY & POTOMAC R. T. W. CANAL.
Chesapeake and Ohio Canal
191
8.50
$1.623
Potomac River and Eastern Branch
71
2.90
0.021
Chesapeake Bay and Potomac River T. W. Canal
251
10.17
0.260
Chesapeake Bay
65
3.73
0.242
Chesapeake and Delaware Canal
131
16.65
0.224
Delaware River
78
2.90
0.226
Delaware and Raritan Canal
43
16.42
0.706
New York Bay
34
3.73
0.126
One transhipment at Georgetown
0.100
Total distance and cost
4571
7.49
$3.528
To N. YORK VIA BALTIMORE & OHIO R. R. AND OCEAN.
Baltimore and Ohio Railroad
178
18.60
$3.310
Ocean, vessels of 450 tons burthen
490
2.50
1.225
One transhipment at Baltimore
0.100
Total distance and cost
668
7.00
$4.635
To N. YORK VIA BALTIMORE & OHIO R. R. AND CANAL.
Baltimore and Ohio Railroad
178
18.60
$3.310
Chesapeake Bay
60
3.73
0.223
Chesapeake and Delaware Canal
131
16.65
0.224
Delaware River
78
2.90
0.226
Delaware and Raritan Canal
43
16.42
0.706
New York Bay
34
3.73
0.126
One transhipment at Baltimore
0.100
Total distance and cost
406
12.08
$4.915
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Lenth
Rates inclu-
Cost trans-
FROM CUMBERLAND.
of Route.
ding tolls.
porting one
ton.
To NEW YORK VIA CHES. & OHIO CANAL AND OCEAN.
Chesapeake and Ohio Canal
191
8.50
$1.623
Ocean, vessels 450 tons burthen
530
2.50
1.325
One transhipment at Georgetown
0.100
Total distance and cost
721
4.22
$3.048
To PHILA. VIA CHES. B. & POTOMAC R. T. W. CANAL.
Chesapeake and Ohio Canal
191
8.50
$1.623
Potomac River
71
2.90
0.021
Chesapeake Bay and Potomac River T. W. Canal
251
10 17
0.260
Chesapeake Bay
65
3.73
0.242
Chesapeake and Delaware Canal
131
16.65
0.224
Delaware River
42
2.90
0.121
One transhipment
0 100
Total distance and cost
3441
7.52
$2.591
To PHILADELPIA VIA POTOMAC AND CHESAPEAKE BAY.
Chesapeake and Ohio Canal
191
8.50
$1.623
Potomac River
125
2.90
0.363
Chesapeake Bay
125
3.73
0.467
Chesapeake and Delaware Canal
13
16.65
0.224
Delaware River
42
2.90
0.123
One transhipment
0.100
Total distance and cost
4961
5.84
$2.900
To PHILADELPHIA VIA BALTIMORE & OHIO R. R. AND
CHESAPEAKE AND DELAWARE CANAL AND BAYS.
Baltimore and Ohio Railroad
178
18.60
$3.310
Chesapeake Bay
60
3.73
0.224
Chesapeake and Delaware Canal
131
16.65
0.224
Delaware River
42
2.90
0.122
One transhipment at Baltimore
0.100
Total distance and cost
2931
13.56
$3 980
To BALTIMORE VIA CHES. BAY & POTOMAC R. T. W. CANAL.
Chesapeake and Ohio Canal
191
8 50
$1.623
Potomac River
71
2.90
0.021
Chesapeake Bay and Potomac River T. W. Canal
251
10.17
0.260
Chesapeake Bay
44
2.73
0.164
One transhipment at Georgetown
0.100
Total distance and cost
264
8.21
$2.168
To BALTIMORE VIA POTOMAC RIVER AND CHES. BAY.
Chesapeake and Ohio Canal
191
8.50
$1.623
Potomac River
125
2.90
0.363
Chesapeake Bay
100
3.73
0.373
One transhipment
0.100
Total distance and cost
416
5.91
$2.459
7
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ADVANTAGES GAINED OVER OTHER ROUTES BY THE CONSTRUCTION
OF THE CHESAPEAKE BAY AND POTOMAC RIVER
TIDE-WATER CANAL.
The following statement, made up from the foregoing calculation, is sub-
mitted, showing the distance, average rates, and cost of transportation
per ton (gold at par), from Cumberland, also from Washington, to the
eastern markets. The cost of transportation over the Chesapeake Bay
and Potomac River Tide-water Canal is assumed at mills
per ton per mile, including five mills for tolls:
Average
Amount
MARKETS.
ROUTES.
Length,
Rates, in
Transporta-
in Miles.
Mills.
tion.
FROM CUMBERLAND,
To New York.
Via Ches. Bay & Pot. R. T. W. Canal
4571
7.49
$3.528
"
" Baltimore & Ohio R.R. & ocean
668
7.00
4.635
"
"
"
"
"
canals
4061
12.08
4.915
"
" Ches. and Ohio Canal and ocean
721
4.22
3.048
To Philadelphia
" Ches. Bay & Pot. R. T. W. Canal
3441
7.52
2.591
"
" Pot., Ches. Bay, Ches. & Del. Ca.
496
5.84
2.900
"
" Bal. & Ohio R.R. &
"
"
2931
13.56
3.980
To Baltimore
" Ches. Bay & Pot. R. T. W. Canal
264
8.21
2.168
"
" Potomac River and Ches. Bay
416
5.91
2.459
"
" Baltimore and Ohio Railroad
178
18.60
3.310
FROM W ASHINGTON,
To New York.
Via Ches. Bay & Pot. R. T. W. Canal
2661
6.78
1.805
"
" Potomac River and ocean
530
2.60
1.375
"
" C. Bay & Pot. R. T. W. C. & ocean
485
2.91
1.408
To Philadelphia
" Ches. Bay & Pot. R. T. W. Canal
1531
5.65
0.868
"
" Potomac River and ocean
440
2.56
1.127
"
" Pot., Ches. Bay, Ches. & Del. Ca.
3051
3.84
1.175
To Ha. de Grace
" Ches. Bay & Pot. R. T. W. Canal
924
5.33
0.505
"
" Potomac River and Ches. Bay
245
3.30
0.810
"
" Railroad.
74
18.60
1.376
To Baltimore
" Ches. Bay & Pot. R. T. W. Canal
73
6.09
0.445
"
" Potomac River and Ches. Bay
225
3.27
0.736
"
" Baltimore and Ohio Railroad
40
18.60
0.744
To Annapolis
" Ches. Bay & Pot. R. T. W. Canal
37
8.10
0.299
"
" Potomac River and Ches. Bay
190
3.18
0.604
"
" Baltimore and Ohio Railroad
42
18.60
0.781
From the foregoing results, the cost of transportation between
Cumberland and New York, by the construction of the " Chesapeake
Bay and Potomac River Tide-water Canal," would be 25 per cent
and 212 miles less than if sent over the Baltimore and Ohio Rail-
road and ocean, and 29 per cent less than over the Baltimore and
Ohio Railroad and canals. To Philadelphia, it would be 11 per
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cent and 153 miles less than if sent by the Potomac and Chesapeake
Bay; and 35 per cent less than by the Baltimore and Ohio Railroad
and canal. To Baltimore; the cost of transportation would be 12
per cent and 153 miles less than by Potomac River and Chesa-
peake Bay; and 34 per cent less than by the Baltimore and Ohio
Railroad.
From Washington, the cost of transportation would be 26 per
cent and 153 miles less to Philadelphia than by the Potomac River,
Chesapeake Bay and canal; and 25 per cent and 288 miles less
than by Potomac River and ocean. To Havre de Grace, the cost
of transportation would be 38 per cent and 153 miles less than by
the Potomac and Chesapeake Bay, and 65 per cent less than
by Baltimore and Ohio Railroad. To Baltimore, the cost of trans-
portation would be 40 per cent and 153 miles less than by the
Potomac and Chesapeake Bay, and 471 per cent less than by rail-
road. To Annapolis, the cost of transportation would be 50 per
cent and 153 miles less than by the Potomac and Chesapeake Bay,
and 60 per cent less than by railroad.
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APPENDIX B.
DESCRIPTION OF THE PRINCIPAL BITUMINOUS COAL FIELDS,
TOGETHER WITH COST OF COAL FROM EACH,
AND DISTANCES FROM MARKETS.
CUMBERLAND COAL FIELDS.
These mines are situated at and near Cumberland, at the termina-
tion of the Chesapeake and Ohio Canal, and along the Baltimore
and Ohio Railroad and its auxiliaries, the Cumberland and Pennsyl-
vania Railroad, Cumberland Coal and Iron Company's Railroad,
George's Creek Railroad, and Hampshire Railroad.
These mines rank the first of bituminous coal fields on this conti-
nent, not only in quality, but superior advantages for transportation
to the great markets of the East, and facilities for mining. The
workable mines are embraced within the Frostburg and Piedmont
regions, lying mostly within the county of Allegany, Maryland.
These mines were opened in 1842, and, although followed by new
developments in the north of Pennsylvania, have always been
preferred for marine uses. The coal contains a greater percentage
of carbon than any found in Pennsylvania, Virginia, and Missouri,
as will be observed from the following analysis:
MINES.
STATE.
Percentage of
Carbon.
Evaporation
per pound,
(Steam 212.)
Quantity of
heat, by vol-
ume.
Percentage of
Coke, by
weight.
Maryland
Maryland
73.5
11.2
85
Cumberland
do
74.3
11.0
85
Blossburg
Pennsylvania
73.4
10.9
85
.83
Karthans
do
73.8
9.8
85
.88
Cambria County
do
69.4
10.2
85
Clover Hill
Virginia
56.8
8.5
85
.68
Tippecanoe
do
64.6
8.5
85
Pittsburg
Pennsylvania
55.0
8.9
85
.68
Missouri
Missouri
.57
Barclay Mines
Pennsylvania
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The Frostburg region extends from Pennsylvania through Mary-
land into Virginia, a distance of 30 miles, with an average width of
six miles, and embracing an area of over 200 square miles. The
coal lies in a trough between Davis and Savage mountains, and
occurs in four principal beds, as follows: The lowest vein is five feet
thick, and includes a stratum of iron one foot thick; the second is
eight feet thick, and the third 14 feet, and the fourth 41 feet thick.
Besides these, there is a vein six feet thick, lying 600 feet below
the "big" or 14 feet vein. The quality of the lowest, or five feet
vein, partakes of the nature of anthracite, and contains 85 per cent
of carbon; the second or eight feet vein, yields a coal of 80 per
cent carbon and 20 per cent bitumen; the third, called the "Big
vein" of 14 feet, consists of two kinds, one possessing considerable
lustre, and the other dull and hard, resembling cannel coal. This,
the principal vein, contains 74⁻³⁻ per cent of carbon.
Numerous other veins occur, alternating in the lowest portions of
the deposit with slates, shales, bands of iron ore and slate clay,
and the upper portions alternate with strata of shale, sandstone and
limestone.
Beyond the ridge called the "Backbone," is the "Younghis
Garny" coal fields, with seams 20 feet thick.
The following shows the number of companies and workable mines,
together with the yield from each, in 1865.
YIELD IN
COMPANY.
COMPANY.
YIELD IN
Tons.
TONS.
American Coal Company
88,918
New Hope Mines
37,936
Central C. M. and M. Co.
102,209
Midlothian Coal Co
20,050
Piedmont Coal and Iron Co.
31,797
Barton Coal Co
10,296
Swanton Mining Co
36,415
Atlantic and G. Coal Co
16,519
Potomac Coal Co
32,482
Savage Mountain Co
5,273
George's Cr'k Coal & Iron Co
45,276
George's Creek Mining Co.
38,652
Hampshire and Balt. Coal Co
112,159
Franklin Coal Co
41,576
Neff Run Coal Company
2,680
Cumberland Coal & Iron Co
127,880
Consolidation Coal Co
58,098
Blaeu-Avon Coal Co
24,469
Borden Mining Co
60,599
Spruce Hill Coal Co
10,209
Total
903,495
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This quantity was sent to tide-water over the following routes :
TONS DELIVERED To
AUXILIARIES TO TRUNK LINES.
TOTAL
Balt. & Ohio
Ches. & Ohio
Local.
Railroad.
Canal.
By Cumberland & Penn. R. R.
368,280
285,295
16,017
669,592
"
"
Coal & Iron R. R.
101,471
57,907
3,180
162,558
" Hampshire & Baltimore R. R.
70,365
980
71,343
Totals
540,116
343,202
20,177
903,495
The total quantity of coal mined and sent to market from the
Cumberland coal fields, from 1842 to 1865, inclusive, is as follows :
From the Frostburg Region
6,610,106 tons.
"
Peidmont
"
(opened in 1853)
2,739,623
"
Total
9,349,729
"
Of this quantity, the Baltimore and Ohio Railroad transported.
6,516,010
"
And the Chesapeake and Ohio Canal (opened 1850)
2,833,714
"
The total quantity of bituminous coal imported since its intro-
duction
8,500,000
"
Total quantity mined and sent to market of bituminous coal
from all the mines in Pennsylvania, since 1845
6,500,000 "
From this, it appears that over 35 per cent more coal has been
sent to market from the Cumberland mines than from all the
bituminous mines in Pennsylvania.
Of this vast trade, the Baltimore and Ohio transported, in 1865,
35 per cent more than the Chesapeake and Ohio Canal. As shown
in a preceding statement, coal can be sent to New York from Cum-
berland, via the proposed canal, 26 per cent cheaper, and to
Philadelphia 29 per cent less than by the Baltimore and Ohio Rail-
road and ocean, the cheapest present route from the coal fields,
except the Chesapeake and Ohio Canal and ocean.
To show the practical development of the Cumberland coal
region, also the present facilities and cost of getting this coal into
market, a general description of the property owned and worked
by the "Hampshire and Baltimore Coal Company" presents, per-
haps, the fairest example. The property is embraced in two tracts,
the Hampshire and Midland, 12 miles apart, embracing an aggre-
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gate area of 2212 acres, 350 acres of which is the " Big vein," of
14 feet in thickness.
The Hampshire tract is situated at Piedmont, and is bounded on
the north and east by the Potomac River. The succession of work-
able coal veins are as follows: The Big vein (from which the coal
is now mined) is 1000 feet above the river, is 14 feet thick, with
two slate seams, one two inches thick, and the other 10 inches.
The next vein is 2½ feet thick, and lies 60 feet below the Big vein
and of a harder quality. The third vein is three feet thick, 460
feet below the Big vein. The fourth vein is six feet thick and 535
feet below the Big vein, and 595 below occurs a vein three feet
thick, making, in all, an aggregate depth of about 261 feet of coal,
estimated to yield 38,720 tons per acre. The coal is mined at an
elevation above the railroad, and delivered directly from the chute
into the cars. The tram roads are worked by eight-ton engines
instead of horses.
All of the coal from these mines is sent by the Baltimore and
Ohio Railroad 208 miles to Locust Point, Baltimore, and there
either transhipped into vessels of from 250 to 450 tons burthen, and
sent by the ocean 490 miles to New York, or which is more pre-
ferred, by the inland canal route in boats of 270 tons, 2281 miles to
New York. The freight charges from Baltimore via the inland
canal route to New York in 1865, averaged $3.00 per ton (13.15
mills per ton per mile), and in July, 1866, averaged $2.65 or 11.60
mills per ton per mile; and to Albany, from Baltimore, $3.25 or 81
mills per ton per mile; the total distance being 3881 miles.
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The following statement shows the amount it has cost the company per
ton, including cost of mining, interest on investment, freight charges,
salaries, office rents, insurance, &c., for the years 1861-3-4-5 and 6,
from the Hampshire mines.
VIA BALTIMORE AND OHIO RAILROAD.
CosT PER TcN.
CLASSIFICATION.
1861.
1863.
1864.
1865.
1866.
Actual cost of mining
$0.63
$1.00
$1.16
$1.43
$1.10
Interest on investment
0.25
0.25
0.32
0.32
0.32
208 miles, Baltimore & Ohio Railroad
3.83
3.86
3.86
4.63
3.80
Transhipment and wharf'e, Baltimore
0.12
0.20
0.25
0.25
0.25
Cost on board vessels at Baltimore
$4.83
$5.31
$5.59
$6.63
$5.47
2281 miles inland, or 490 ocean trans.
1.43
2.60
3.00
3.00
2.65
Cost at New York
$6.26
$7.91
$8.59
$9.63
$8.12
Freight charges, New York to Albany
0.47
0.50
0.80
0.80
0.60
Cost at Albany
$6.73
$8.41
$9.39
$10.43
$8.72
Add salaries of officers, rents, cont. ex.
0.08
0.10
0.11
0.11
0.11
Taxes, commission, interest, insurance
0.10
0.11
0.12
0.15
0.15
Total cost per ton
$6,91
$8.62
$9.62
$10.68
$8.98
The Midland tract is located in the heart of George's Creek val-
ley, Allegany county, Maryland, 12 miles from Piedmont, 6 miles
from Frostburg, and 23 miles from Cumberland, at the head of the
Chesapeake and Ohio Canal, and 207 miles from Georgetown. It
embraces an area of 279 acres, 95 of which is the "Big vien" coal
seam, 14 feet thick. One-half of the tract is upland, and the other
bottom. The aggregate area is estimated to yield 10,000 tons per
acre. The coal is mined about 300 yards from the line of railroad,
and at an elevation above it, thus dispensing with the use of tram
roads. The company own a fleet of 26 canal boats, of capacity to
transport, without interruption, 9000 tons per month.
The coal from these mines is sent 23 miles to Cumberland, by
the " Cumberland and Pennsylvania Railroad" where it is tran-
shipped into boats of 115 to 120 tons burthen, and sent 184 miles
over the Chesapeake and Ohio Canal to Georgetown. The coal is
here transhipped into vessels of 250 to 400 tons burthen, and sent
530 miles by the ocean to New York, or 418 miles by the inland
canal route.
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There are many embarrassments operating against the success of
this cheap and capacious outlet from the Cumberland coal fields, viz :
First, the exorbitant freight charges of the Cumberland and Penn.
Railroad, being 150 per cent greater than charged upon any of the
Pennsylvania coal railroads; second, the unprecedented delays and
detentions on the Chesapeake and Ohio Canal, together with the
high rates of toll; and the last, but perhaps the greatest, is the
difficulty of obtaining vessels requiring return cargoes, from the
limited commerce of the district. This last embarrassment is not
experienced at Baltimore, from the magnitude and variety of its
commerce, and would be SO for the Chesapeake and Ohio Canal, if
its terminus was brought near Baltimore as by the construction of
the proposed canal; Annapolis (terminus of proposed canal), is
only 38 miles from Baltimore, while Georgetown is 225 miles, and
the distance, by ocean, from Annapolis, is 70 miles less to New York
than from Georgetown.
The following statement shows the amount coal has cost the company
from the Midland mines, including cost of mining, interest on invest-
ment, freight charges, salaries, office rents, insurance and taxes, per
ton, for the years 1861-3-4-5 and 6.
VIA THE CHESAPEAKE AND OHIO CANAL.
CosT PER ToN.
CLASSIFICATION.
1861.
1863.
1864.
1865.
1866.
Actual cost mining
$0.63
$0.75
$1.00
$1.33
$1.00
Interest on investment
0.25
0.25
0.32
0.32
0.32
23 miles, Cumberland & Penn. R. R
0.46
0.80
1.00
1.04
1.04
Transhipment at Cumberland
0.08
0.08
0.10
0.10
0.08
184 miles trans. & tolls, Ches. & O. Ca.
1.62
1.96
3.25
2.92
2.42
Tranship't and wharfage at Georget'n
0.12
0.25
0.50
0.60
0.55
Cost on board vessels at Georgetown
$3.16
$4.09
$6.17
$6.31
$5.41
530 miles ocean, or 4181 miles inl'd ca.
1.96
2.50
3.18
3.25
3.00
Cost at New York
$5.12
$6.59
$9.35
$9.56
$8.41
Add freight to Albany
0.47
0.50
0.64
0.70
0.60
Cost at Albany
$5.59
$7.09
$9.99
$10.26
$9.01
Add salaries of officers, rents and ins.
0.08
0.10
0.11
0.11
0.11
Taxes, commission, interest and ins
0.10
0.11
0.12
0.15
0.15
Total cost, including incidentals
$5.77
$7.30
$10.22
$10.52
$9.27
8
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BLOOSBURG MINES.
Before the enlargement of the Cayuga and Seneca and Erie
canals, coal, from these mines, was sent over the Tioga Railroad, 40
miles, to Corning, and there shipped into boats of 70 to 80 tons
burthen, and carried to the Erie Canal markets. Since the comple-
tion of the enlargement of the above canals, all the coal from the
new, extensive mines of John McGee, Esq., is sent by railroad from
Bloosburg, 80 miles, to Watkins (at the head of the Seneca Lake),
and there shipped into boats of 210 tons burthen, and carried to
Buffalo, 209 miles; Rochester, 116 miles; Montezuma, 56 miles;
Syracuse, 89 miles ; Oswego, 127 miles; Utica, 145 miles; Albany,
255 miles, and New York, 405 miles, from Watkins.
The character of this coal is: Percentage of carbon, 73.4; steam
(of 212°) evaporated, per lb., 10.9; quantity of heat, by volume,
85; percentage of coke, by weight, .83.
BARCLAY MINES.
The only outlet from these mines into this State, is by the North
Branch and Junction canals. The coal is brought over the Barclay
Railroad, 16 miles, to Towanda, and there shipped into boats of 85
tons burthen, and sent to Athens, 15 miles; Elmira, 38 miles;
Watkins, 61 miles. At Watkins the coal is transhipped into boats
of 210 tons burthen for distant ports on the Erie Canal. It would
be economy to tranship if the distance to be transported from Wat-
kins exceeded 50 miles. The total distance of these mines from
Watkins, by canal, is 77 miles; Bloosburg mines, by rail, 80
miles - the point of transhipment from both mines.
These mines were not considered practically in operation pre-
vious to 1854. In relation to the facilities and working condition of
these mines, Col. O. W. Childs, in his report on the Chenango Canal
extension, remarks, that the Barclay Railroad Company forwarded,
in 1858, 16,000 tons, and in 1859, 30,000 tons, of which only 18,482
tons came into this State by canal. Their road, machinery and
mines appear to be in good working order, and although the quan-
tity shipped in 1859 was less than double that of 1858 (a year of
the early use and interrupted employ of the road, added to the
delays consequent upon seeking and introducing their coal to a new
and untried market), the company being more fully prepared now,
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contemplate doing a much larger business another year, and with
some additional motive power could, in a single season, send forward
"120,000 tons."
THE TREVORTON MINES.
These mines are situated at the outer croppings of the 2d Middle
Anthracite Coal District, in the vicinity of Trevorton, 13½ miles by
the Trevorton Railroad to Port Trevorton, on the Susquehanna.
River.
Port Trevorton has a direct water communication with the New
York State canals at Elmira (via the Susquehanna, North Branch
and Junction canals), 200 miles; with Havre de Grace (via the
Susquehanna and Penn. canals), 119 miles; with Baltimore (via
same route), 173 miles; with Philadelphia (via the Susquehanna,
Union and Schuylkill canals), 197 miles.
There are also direct railroad communications from the mines to
Binghamton (via the Northern Central, Lackawanna and Blooms-
burg, Delaware, Lackawanna and Western, and New York and Erie
railroads,) 184 miles; to Elmira (via the Susquehanna, Williams-
port and Elmira railroads), 1421 miles; with Baltimore (via
Northern Central Railroad), 141 miles, and with Philadelphia (via
Northern Central, H. P. and Mount Joy, and Penn. railroads), 179
miles.
LYKENS VALLEY MINES.
These mines lie at the extreme northwest corner, or arm, of the
1st Southern, or Schuylkill District, and 16 miles by the Lykens
Valley Railroad to Millersburg, on the Susquehanna River.
Coal from these mines is shipped into boats of 85 tons burthen,
at Millersburg, and sent by direct water communication to Havre
de Grace (via the Susquehanna), 104 miles; to Baltimore, 158
miles ; to Philadelphia (via the Susquehanna, Union and Schuylkill
canals), 182 miles ; to Elmira (via the Pennsylvania, North Branch
and Junction canals), 215 miles.
From these mines there are direct railroad communications with
Binghamton, 187 miles; Elmira, 160 miles; Baltimore, 128 miles ;
and Philadelphia, 166 miles.
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SHORT MOUNTAIN MINES.
These mines lie adjoining the Lykens Valley mines, and the coal
is sent to market over the same routes.
DAUPHIN COUNTY MINES
Also lie adjoining the Short Mountain and Lykens Valley mines,
and the coal is sent to market over the same routes.
BROAD Top MINES.
These mines are situated between Seaton and Hopewell, on the
Broad Top Railroad, 36 miles from Huntingdon. Coal is sent to
Seaton by a branch about eight miles long, and at Hopewell by a
branch about five miles long. The mines are seven miles long, and
about three miles wide. The coal is sent by the Broad Top Railroad,
31 miles, to Huntingdon, and there shipped into boats.
Huntingdon has a direct water communication with Harrisburg
(via the Juniata and Susquehanna), 107 miles; Havre de Grace,
183 miles; Baltimore, 237 miles; Philadelphia (via Juniata, Susque-
hanna, Union and Schuylkill canals), 261 miles; with Elmira (via
Juniata, Susquehanna, North Branch and Junction canals), 320
miles; with New York city (via Juniata, Susquehanna, Union,
Schuylkill, Delaware and Raritan, and Bay), 374 miles; with
Albany (via Juniata, Susquehanna, North Branch, Penn. Coal Co's
Railroad, Delaware and Hudson Canal and Hudson River), 412
miles.
From the mines there are direct railroad communications with
Baltimore, 219 miles; Philadelphia, 241 miles; New York, 313
miles; Elmira, 268 miles.
PITTSBURG COAL MINES.
[From Hunt's Merchants' Magazine.]
The Pittsburg coal fields embrace an area of 15,000 square miles, or 9,600,000
square acres. The developed territory lies along the Monongahela, Youghiogheny
and Allegheny rivers, and along the Pennsylvania, Connellsville, Pittsburg
and Steubenville railroads.
" There are 70 collieries along the Monongahela, embracing 12,894 acres,
valued at $4,809,875, and from which the main supply is received in the markets.
They give employment to 3500 hands, and it is estimated that over 13,000,000
tons of coal have been taken from these mines since 1845. The amount of tolls
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collected from shipments of coal on the Monongahela, in 1865, was over $85,000,
an increase of $45,500 in two years.
The coal shipped on the Youghiogheny is brought to market over the Con-
nellsville Railroad. There are 22 collieries along this road, that embrace an
area of 3929 acres, valued at $1,000,000. They give employment to 900 men.
Two million tons (valued at about $5,000,000), have been transported over the
Connellsville road in the past five years.
" There are 12 collieries in the hills surrounding the city, covering an area of
1570 acres, valued at $1,250,000, and which furnish employment to 1500 men.
Several of the rolling mills in Sligo and Birmingham are supplied from collieries
immediately above them.
'These city mines' furnish nothing for outside markets. They yield a
yearly product of 3,000,000 bushels, all of which is consumed by our rolling
mills and iron works.
The collieries that border the Pennsylvania Railroad from this city to the foot
of the mountain' are not usually classed as in Pittsburg measures, though
the most valuable lie nearest this city. The bulk of the trade goes East. Those
immediately in the vicinity of the city cover about 1000 acres all told, employ 400
hands, and send to this market an annual average of 4,500,000 bushels. The
Allegheny Valley collieries, though neither very numerous nor productive, extend
over a large tract of territory, perhaps 1500 acres, and employ about 500 hands.
From these collieries, the Allegheny Valley Railroad brought to this city last
year about 70,000 tons. These coal lands are considered exceedingly valuable,
and but for the limited facilities for transportation at the very season when their
product is most called for, they would no doubt be extensively worked.
" The exact depth and value of the coal measures around Pittsburg it is impos-
sible to figure. But the upper seam alone averages eight feet in thickness. An
industrial writer figures the contents at 53,516,430,000 tons, which, at $2 per
ton, would be worth $107,032,860,000. The total number of collieries at pre-
sent in operation in the Pittsburg coal field, embracing the whole range which
we have described, is 103 ; hands employed, 6424; value of lands, $7,589,700;
value of annual coal product, $5,000,000."
The length of the Monongahela navigation, from Pittsburg to New
Geneva, is 82 miles; and the Youghiogheny navigation, from Mc-
Keesport to West Newton, 18 miles.
The most direct route to the Philadelphia market for the Pitts-
burg coal, is via the Pennsylvania Railroad, 355 miles; and to
Chicago, via the Pittsburg, Fort Wayne and Chicago Railroad, 4671
miles.
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The following statement shows the length of railroads and the freight
charges on coal per ton per mile, over the trunk lines and branches
leadin from the Pittsburg mines, for 1865.
LENGTH.
MILLS PER
ROAD.
FROM.
To.
TON PER
MILES.
MILE.
Erie and Pittsburg R. R
Girard
New Castle
81
25.00
Pennsylvania R. R
Philadelphia
Pittsburg
355
26.60
Pittsburg and Connellsville
Pittsburg
Connellsville
581
17.50
Pittsburg, Fort Wayne & Chicago
Pittsburg
Chicago
468
15.00
The actual cost of transporting a ton of coal over the Erie and
Pittsburg, was 15 mills, and Pennsylvania, 18.40 mills per ton per
mile, and over the latter, for 1863, 14 mills.
There is also another route from the Pittsburg mines to Philadel-
phia, via railroad and canal, as follows:
Pittsburg to Johnstown, via Western Division Pennsylvania Canal
104 miles.
Thence by Pennsylvania Railroad to Hollidaysburg
55
"
"
"
Juniata Division Pennsylvania Canal to Susquehanna
127
"
"
"
Susquehanna to Middletown
28
"
"
"
Union Canal to Reading
77
"
"
"
Schuylkill Canal to Philadelphia
70
"
Making total distance
461 miles.
The burthen of boats over this 461 miles of canal, average 90
tons, and the cost of transportation, for 1861, averaged 11.86 mills,
and for 1865, 19 mills per ton per mile. The cost of transportation
over the Pennsylvania Railroad averaged, for 1861, 20 mills, and
for 1865, 26.60 mills per ton per mile. The cost of transhipments,
in 1861, averaged eight cents per ton, and for 1865, about 16 cents.
The following statement shows the cost of Pittsburg coal delivered in the
markets of Chicago and Philadelphia, for the years of 1861 and
1865 :
The mines are estimated 25 miles from Pittsburg.
CosT PER Ton.
1861.
1865.
AT CHICAGO VIA RAILROAD.
Actual cost mining, including royalty
$0.88
$1.75
443 miles railroad transportation
5.31
6.65
Total cost at Chicago
$6.19
$8.40
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Cost PER ToN.
1861.
1865.
AT PHILADELPHIA VIA RAILROAD.
Actual cost mining, including royalty
$0.88
$1.75
330 miles railroad transportation
6.60
9.90
Cost at Philadelphia
$7.48
$11.65
AT PHILADELPHIA VIA RAILROAD AND CANAL.
Actual cost mining, including royalty
$0.88
$1.75
55 miles railroad transportation
1.10
1.65
381 miles canal transportation
4.51
7.23
Two transhipments
0.17
0.32
Cost at Philadelphia
$6.65
$10.95
RELATIVE COST OF BITUMINOUS COAL FROM THE PRINCIPAL
MINES.
The following statement shows the relative cost of bituminous coal in
market, based upon the prices and rates of 1861, embraced in Appen-
dix A. Where rates are not specified, the average is used. The cost
of mining is assumed at $1.50 per ton, including interest on invest-
ment; and all transhipments at eight cents. The cost of coal, as given
below, is, upon a fair average, 40 per cent below the cost for 1865.
The cheapest routes from the mines are selected.
MILES OF
Total
Cost per
Bay
Distance
Ton.
Rail-
Canal.
and
road.
River.
FROM THE BLOSSBURG MINES.
At Albany, via Tioga 0 R. R., N. York State canals
80
220
35
335
$4.65
" New York, "
"
"
"
and H. River
80
220
195
495
5.45
FROM THE BARCLAY MINES.
At Albany, via Junction and N. Y. S. canals
16
281
35
332
4.59
" New York, "
"
"
and Hudson River
16
281
195
492
5.39
FROM THE CUMBERLAND MINES.
At Albany, via Balt. & Ohio R. R, ocean and Hudson River
208
650
858
6.71
"
"
"
"
canals
"
208
561
332
594
6.70
"
"
"
Ches. & Ohio Canal, and proposed canal & riv.
23
272,
344
639
5.35
" New York,
" Balt. & Ohio R. R., ocean and Hudson River
208
490
698
6.26
"
"
"
"
canals
"
208
561
172
436
6.25
"
"
" Ches. & Ohio Canal, and proposed canal & riv.
23
272
183
478
4.73
" Philadelphia" Balt. & Ohio R. R., and canals
208
13½
103
324
5.35
"
"
" Ches. & Ohio Canal, and proposed canal
23
230
113
366
3.97
FROM THE BROAD Top MINES.
At Albany,
via Juniata, N. Branch, Del. & Hudson canals
83
307
64
454
7.24
" New York, "
"
Union, Schuylkill, Del. & Hud. canals
36
304
70
410
6.11
" Philadelphia "
"
and Schuylkill canals
36
261
397
5.23
FROM THE PITTSBURG MINES.
At New York, via Penn. R. R., Del. & Raritan canals
330
42
70
442
8.44
"
"
"
"
& Penn., Schuy., D. & R. canals
55
423
70
548
7.53
" Philadelphia," Pennsylvania Railroad
330
330
7.48
"
"
"
"
and canals.
55
381
436
6.65
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APPENDIX C.
MARYLAND-ITS CLIMATE, SOIL, PRODUCTIONS AND
PHYSICAL CHARACTERISTICS
This State was named after Queen Henrietta Maria, and was the
first English province settled in America, in 1632. There were no
slaves imported after 1769, and was prohibited in 1783. The Irish
and Germans settled principally in the western counties. In 1665
the population was 16,000, and in 1830 there were 291,100 whites
and 156,000 blacks.
Baltimore was founded in 1730 ; Annapolis was founded in 1683,
under the name of Proctor's Landing; and was made the capital in
1692, and incorporated a city in 1708. St. Mary's was the first set-
tlement made in the State.
The State boundary is very irregular, and embraces an area of
7,680,000 square acres, 5,438,000 of which is land. The Chesapeake
peninsula has an area of about 3,200,000 square acres, and is about
180 miles in length from Elkton to Cape Charles. The eastern shore
is less broken than the western, and both are deeply furrowed by
the action of streams. The neck between the bays joining the
main shore, is about 12 miles wide, and expands to 70 miles in
width, and again contracts to 10 miles in a distance of 60 miles. Its
general elevation is about 220 feet above tide.
Chesapeake Bay embraces an area of about 2,240,000 square
acres, or one-quarter the area of the State. The length of the bay,
from its mouth to Havre de Grace, is 190 miles from south to north.
The width of its mouth, between capes Charles and Henry, is 11
miles. Its average width below the mouth of the Potomac, is 14
miles; opposite, 10 miles, and above, eight miles; throwing off, on
both sides, numerous arms, forming beautiful and capacious harbors,
deep and navigable for large class of vessels. A sand bank, called
the "middle ground," covered with from 10 to 18 feet depth of
water, lies midway between the capes, leaving broad and deep chan-
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nels each side. The area of country drained by this bay is over
44,800,000 square acres, upon which there is annually deposited
from rains, an average of 224 million cubic feet per minute, 751
million cubic feet of which reaches the bay. The following are the
sailing distances between the several towns and cities doing com-
merce on the bay:
Length of Potomac River, from Washington to the centre of the bay, 125 miles.
Distance from mouth of Potomac River to mouth of the bay
72
"
"
"
Washington to Annapolis
190
"
"
"
Annapolis to Baltimore
38
"
"
" Washington to Chesapeake city (Ches. & Del. Canal) 250
"
"
" Baltimore to Chesapeake city
60
"
"
" Washington to Baltimore
220
"
"
" Annapolis to Chesapeake city
64
"
"
"
Annapolis to Havre de Grace
58
"
"
via the proposed canal, Washington to Annapolis
37
"
"
" Air Line, Washington to Annapolis
31
"
"
from Washington to Havre de Grace
244
"
The following statement shows the rise and fall of tides at different
points on the Bay, in 1855
Old Point
Point
Bodkin
Baltimore.
Comfort.
Lookout.
Jackson's
Annapolis
Light.
Wharf.
Rise of highest tide obs'd above the plane of ref.
4.8 ft.
2.6 ft.
3.2ft.
2.4 ft.
3.1ft.
Fall of lowest
=
"
below
"
"
1.7 "
1.8 "
2.4 "
1.6 "
2.2 "
Fall of mean low water of spring tides below
"
0.3 "
0.2 "
.
0.2 "
0.2 "
Height of
"
"
neap tides above
"
0.3 "
0.4 "
0.1 "
0.2 "
Mean rise and fall of tides
2.5 "
1.4 "
0.9 ft.
1.0 6.
1.3 "
"
"
"
spring tides
3.0 "
1.9 "
1.0 "
13 "
1.5 "
"
"
"
neap tides
2.0 "
0.7 "
0.8 "
0.8 "
0.9 "
Mean duration of rise
reck'g from the mid. of 1
6h.01m
5h.59m
6h.11m
5h.23m
5.54m
"
"
fall
stand to the mid. of next
6h.25m
6h.19m
6h.15m
7h.08m
6.33m
"
"
stand
0h.14m
0h.35m
0h.32m
The commerce from the bay proper with Philadelphia, for 1866,
amounted to 140,432 tons; the tolls upon which, over the Chesa-
peake and Delaware Canal, for the same year, amounted to $56,875.
The following statement shows the total amount of tolls collected on the
Chesapeake and Delaware Canal, from the total commerce passing
over the Chesapeake Bay, in 1865 and 1866
June 1, 1865.
June 1, 1866.
Baltimore
$169, 765 73
$165,' 759 49
Havre de Grace
25,145 95
189 28
Port Deposit
82, 644 77
57,051 89
Norfolk, Richmond, Petersburg
1,577 43
9,807 91.
District of Columbia
85,811 54
44, 103 66
Canal Levels
2,492 42
3, 110 61
Wood
3,479 44
4,372 76
Chesapeake Bay.
Oysters
13,075 98
11, 123 29
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June 1, 1865.
June 1, 1866.
Fish
$789 15
$1,251 45
Chesapeake Bay.
Merchandise, &c.
33,787 13
25,763 60
Empty vessels
5,743 05
4,406 00
$424,312 59
$350,939 94
The Potomac River is about 125 miles in length; it is about 71
miles wide at its mouth; 70 miles above, three miles, and at
Alexandria, one mile wide. The depth between its mouth and
Washington, is from 18 to 120 feet; and the tide flows to George-
town, 128 miles from its mouth. The distance, by air line, from
Washington to the mouth of the Potomac, is about 72 miles.
SOIL.
The character of the soil in the region of the proposed route of
the Chesapeake Bay and Potomac River Tide-water Canal, through
the counties of Anne Arundel and Prince George, is of the richest
and most durable kind, and one of the finest tobacco districts in the
State. The soil is composed of light silicious loam, mixed with clay
in proper proportions for culinary plants, strawberries and cereals.
It is finely pulverized, yet not sandy; mixed in due proportions with
green-sand-marl on the surface, showing great fertility, productive-
ness, and inexhaustible, even under indifferent cultivation.
The surface, in every direction, is undulating, the elevations not
abrupt or rising above a general level, but graceful and easy for cul-
tivation and for perfect drainage. These remarkable characteristics
of soil and rural beauty are more applicable to the eastern half of
Prince George's county. Material for enriching the poorer sections,
is everywhere abundant, from the masses of oyster shells at the
mouths of streams, from six to eight feet deep, called "Indian shell
banks," together with the immense beds of shell-marl, in no respects
fossilized, and the oyster rocks of Sinepuxent Bay. When the new
system of labor is successfully introduced into this portion of the
State, the land can be made to yield 25 per cent more than the
average of the best agricultural districts of the State of New York;
and, the soil being light and the drainage perfect, can be worked
from 15 to 20 per cent less in expense. It is not unusual for
farmers to raise three crops a year.
The existence of a belt of the upper secondary series, extending
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across the State, south of Parr's Ridge, through the counties of
Cecil, Kent, Anne Arundel and Prince George's counties, has been
found of the same age as the New Jersey green-sand-marl. This
eastern plain consists of tertiary beds of clay and sand, in some
places highly fossiliefrous, and in others quite destitute of organic
remains. The beds of shell-marl occur in the central, eastern and
lower western counties-sometimes at the surface, and sometimes
covered by a stratum of sand and gravel from 10 to 30 feet thick-
consisting of shells of different kinds imbedded in clay and
cemented together by a calcareous cement.
The shell-marl deposits through large portions of the State, were
from the closing of immense bays, such as the process now going
on of Sinepuxent Bay, which is four miles wide and thirty long.
West of this plain extends a belt of primary rocks of the stratified
series, comprising gneiss, mica-slate, hornblend rock, limestone, ser-
pentine chlorite and clay slates, &c., and passing on the west side
into rocks of the Grauwacke group.
CLIMATE.
The following Meteorological Table shows the comparison between the
temperatures of the States of New York and Mary!and, also the rain-
fall, which clearly illustrates the superior advantages of the latter
for culinary plants, grapes and strawberries.
The observations for the State of New York were taken at eighteen different localities, and for
Maryland at five places.
STATE OF NEW YORK.
STATE OF MARYLAND.
MONTH.
Av. 1854 to 1859.
Av. 1863 and 1864
Av 1854 to 1859.
Av. 1863 and 1864.
Mean
Mean
Mean
Mean
Mean
Mean
Mean
Mean
Tempt.
Rain.
Tempt.
Rain.
Tempt.
Rain.
Tempt.
Rain.
January
23°.4
3.13
28°.5
3.60
30°.4
3.32
35°.6
3.11
February
25 .2
3.54
27 .1
2.54
32 .1
2.20
35 .0
2.52
March
32 .0
2.59
30 .5
3.08
40 .3
2.54
37 .7
3.58
April
43 .9
4.43
44 .8
3.40
51 .3
3.57
48 .5
5.63
May
56 .6
3.47
59 .5
4.16
62 .8
4.25
65 .7
5.24
June
65 .9
4.39
64 .3
1.71
70 .7
4.60
73 .5
2.07
July
72 .4
3.72
72 .8
3.97
77 .0
3.05
76 .4
4.64
August
67 .5
3.38
71 .0
5.75
73 .1
3.85
78 .4
2.06
September
60 .5
3.60
58 .5
3.08
67 .2
4.46
64 .1
3.33
October
49 .8
3.17
48 .5
3.94
54 .0
2.92
53 .9
2.78
November
39 .0
3.09
40 .0
3.98
43 .7
2.49
45 .7
2.92
December
27 .5
3.40
29 .0
4.20
34 .8
3.64
34 .6
4.30
Average
46°.9
41.91
47°.9
43.41
53°.1
40.89
54°.1
42.18
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Thus, we find the climate of Maryland within the limits of vine
culture; the mean summer temperature being 73°.4 for July, 76°
for August, 75°.5, and for September, 65°.5.
The same for the State of New York, summer mean 67°.5; July,
72°.6; August, 69°.2, and September, 59°.5. As to the quantity of
rain, it is about the same ; and, from the temperature, the seasons of
Maryland precede New York about five weeks.
PRODUCTIONS.
The staples of the eastern shore are Indian corn and wheat,
and the same articles, with tobacco, are the staples of the western
shore. Rice and cotton are raised to a limited extent in the south-
ern counties, and the castor oil bean found to thrive. Prince George
county yields the greatest quantity of tobacco of any in the State.
In 1860, there were in Maryland over three million acres of
improved land, and 1,833,300 of acres unimproved. The cash value
of farms was estimated in 1860 at $145,973,600, and for farming
implements over four million dollars. For the same year, the
orchard products were estimated at over one-quarter of a million,
and garden products over one-half a million dollars. The
quantity of tobacco raised in 1860 was nearly 40 million of pounds,
and the estimated value of live stock, for the same year, was 142
million dollars. The capital invested in real and personal estate was,
in 1860, nearly 52 million, and the value of annual products, 421
million dollars. The taxable value of real and personal property
of the State, in 1865, was 2781 millions, and in 1864 it was 2854 mil-
lion dollars, showing a decrease of 71 million dollars, caused by
the deduction of all slave property.
Epsom salt is also produced from magnesian earth, associated
with serpentine also, yellow chrome; blue vitriol from the black
earth of Monocacy Valley, red and yellow ochre, copperas, fire-brick,
pottery, stone and glazed wares. Iron, coal and lime are the staples
or constitute the mineral wealth of the western counties; also chro-
miferous ores near Baltimore and Cecil. Porcelain earth, lime,
marble, manganese and copper ores, occur in this tract. In the
counties of Dorchester, Caroline, and Worcester, is found the bog
iron, and in the belt forming the western plain, hone ore, brown
ore, and brown oxides. Among the useful minerals found in Prince
George and Anne Arundel counties, are the valuable clays for the
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manufacture of stone and glazed wares, and in Cecil county is
found materials for fire-brick, alum earth, copperas ore, red and yel-
low ochres. In the valley beyond the Blue Ridge, is found the
pipe or limestone ore and the coal measures of Alleghany county.
In Mr. Trimble's report on the survey of the Potomac and Balti-
more Railroad, 70 miles long, he estimated the gross revenue from
local freight at $271,600 per annum, assuming that all the products
of the country, for five miles in width, each side of the line, would
pass over this road. On looking over the products of the State, I
think this estimate a fair one.
Assuming the same basis of calculation, and increasing the area or
width by the difference in the cost of transportation, (which is at least
one-third less per ton per mile than upon the railroad), and it makes a
stripe each side of the proposed canal about 71 miles wide. Using
this as a basis, and making the allowance for difference in distance
and rates of transportation, and the gross revenue received from
tolls on local trade on the proposed Chesapeake Bay and Potomac
River Tide-water Canal would be $48,500 per annum.
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APPENDIX D.
TRADE, MANAGEMENT AND REVENUES OF THE ATLANTIC
COAST, CHESAPEAKE AND OHIO, AND N. Y. STATE CANALS,
ALSO BALTIMORE AND OHIO RAILROAD, FOR 1865.
ALBEMARLE AND CHESAPEAKE CANAL
This canal is 14 miles in length, and forms an artificial connection
between Elizabeth River, at the foot of Chesapeake Bay, and Cur-
rituck, as also Albemarle and Pamlico sounds; making a complete
inland communication from Norfolk to St. John's River, in Florida,
for vessels of nearly 300 tons burthen. With the exception of a few
miles, there is now a good inland water communication from New
York city to Pamlico River or Ocracoke Inlet, for vessels- of the
following burthens, through the following natural and artificial
channels:
LENGTH
DEPTH
BUR-
DIVISIONS.
FROM.
To.
IN
THEN
OF
STATUTE
OF
WATER.
MILES.
VES'LS.
New York Bay
New York
New Brunswick
34
18 to 30
270
Del. & Raritan Canal
New Brunswick
Bordentown
43
7 ft.
270
Delaware River
Bordentown
Delaware City
78
18 to 30
300
Ches. and Del. Canal
Delaware City
Chesapeake City
131
91
300
Chesapeake Bay
Chesapeake City
Norfolk
2051
30
300
Ches. & Albemarle C.
Norfolk
Currituck S'd
14
7
300
Aggregate of Sounds.
Currituck S'd
Ocracoke Inlet.
126
8 to 18
300
Total
New York
Pamlico River
514
The following shows the number of vessels that have passed
through this canal from 1861 to 1865, inclusive :
Steamers, 3844; schooners, 1690; sloops, 438; lighters, 1044;
barges, 474; rafts, 16; total, 8824. Many of these vessels, of too
great capacity for the Delaware and Raritan Canal, take the sea
from New York to Norfolk, and then the inland route to Newbern
and other points along the coast. During the last four months of
the season of 1865, over 40 steamers bound from New York, Phila-
delphia, Portland, Boston, and Baltimore, to Charleston, Savannah
and the West Indies, availed themselves of this inland route. Before
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the blockade of the southern ports in the late war, over 300 vessels
of all classes were occupied with the commerce passing over this
canal.
The following shows the amount of tolls collected upon this
canal from 1861 to 1865, inclusive :
Tolls for the year 1860, ending October 1st
$24,619 00
"
"
"
1861,
"
"
23,407 70
"
"
"
1862,
"
"
4,435 51
"
"
"
1863,
"
"
19,686 15
"
"
"
1864,
"
"
42,715 67
"
"
"
1865,
"
"
70,421 16
From other sources
8,992 81
Total
$194,268 00
The total expenditures for the above period,
including cost of construction, repairs and incidental
expenses, were as follows:
Engineer expenses
$1,885 50
Canal repairs and expenses
62,957 89
Interest and law expenses
11,761 25
Currituck county, North Carolina
2,056 09
Steam tow boats and contingent expenses
36,329 90
Bills payable and exchange account
14,234 57
U. S. Revenue Tax
1,116 97
Steam dredge and repairs
10,364 32
Construction
43,802 43
184,508 92
Balance
$9,759 08
The following deductions are made from the foregoing financial
exhibit :
Total amount expended for construction and repairs
$184,508 92 = $13,108 per mile.
Cost of canal-construction, equipment and engineering
92,382 15
=
6,591
"
Balance of expenditure assumed for repairs and management
92,126 77
6,580
"
=
Average annual cost of repairs and management
15,355 29
It
1,097
"
Total amount of receipts from tolls
194,268 00
=
13,876
"
Average annual
"
"
34,756 00
=
2,482
"
From the above, the average annual cost of management and
repairs was 44 per cent of the average annual gross receipts; and
the net revenue on the cost of canal for the six years averaged 21
per cent per annum, and for the year 1865 it was over 59 per cent
on the cost of canal.
CHESAPEAKE AND DELAWARE CANAL.
This canal is 131 miles in length, and connects the heads of
Chesapeake and Delaware bays. The prism is 46 feet wide on
bottom, 66 feet at surface water, and 91/2 feet deep. The locks 220
feet in length between quoins, 24 feet wide, and four in number,
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overcoming a rise and fall of 30 feet. The capacity of the canal
will pass boats of 300 tons burthen.
The summit level is supplied with water by steam power. It is
accomplished by two engines, attached to a wheel 38 feet in diame-
ter, revolving in a reservoir, that raises the water in curved radial
compartments, discharging it at the shaft, 13 feet above the sur-
face, of lower pond. By this method 6,000,000 cubic feet is raised
and discharged into the canal every 24 hours, equal to 4166 cubic
feet per minute. To operate it requires two enginemen, four fire-
men, and nine tons of coal every 24 hours, at an annual expense
(1866) of $31,618.61.
Comparative statement of tolls received from 1860 to 1865, inclusive :
June 1, 1860.
June 1, 1861
June 1, 1862.
June 1, 1863.
June 1, 1864.
June 1, 1865.
Baltimore
$79,153 08
$70,689 75
$95,673 56
$118,953 50
$147,092 85
$169,765 73
Havre de Grace
38,519 15
37,959 35
25,324 00
37,987 90
34,159 76
25, 145 95
Port Deposit
34,572 74
37,406 16
40,078 15
42,505 96
60,816 16
82,644 77
Norfolk, &c
5,880 51
4,925 51
1,115 74
613 67
1,577 43
District of Columbia
9,742 14
9,667 51
34,756 21
60,014 92
80,461 65
85,811 54
Canal Levels
1,712 93
1,642 23
2,077 25
2,153 30
1,933 93
2,492 42
Wood
10,627 43
9,301 91
4,369 98
2,769 39
4,327 72
3,479 44
Ches. Bay.
Oysters
12,405 25
3,655 38
5,202 69
8,964 39
15,035 45
13,075 98
Fish
2,213 46
2,303 45
1,377 35
1,110 00
378 00
789 15
Merchandise, &c
19,263 85
16,836 14
20,731 30
14,691 08
19,889 64
33,787 13
Empty Vessels
2,165 00
1,559 00
1,964 00
2,858 00
4,404 00
5,743 05
$216,255 54
$195,946 39
$231,555 49
$293,124 18
$369,112 83
$424,312 59
From the above statement, the tolls received upon the trade with
the District of Columbia, was, for 1864, $80,461, and for 1865,
$85,811.
Of the total amount of tolls received in 1865,
$167, 255 70
was from the steam trade,
80, 779 27
"
sail vessls,
96,262 78
"
barge trade, and
80,014 84
"
the timber trade.
The following statement shows the tonnage and number of boats that
passed through the canal from 1860 to 1865, inclusive:
No. OF BOATS PASSED.
Tonnage.
Westward.
Eastward.
Total.
1860
6,411
6,299
12,710
623,150
1861
5,683
5,664
11,347
596,294
1862
5,750
5,963
11,713
501,389
1863
6,813
7,480
14,293
674,305
1864
7,230
8,187
15,417
782,670
1865
5,780
7,031
12,811
916,973
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Of the above tonnage in 1865, 268,026 tons of anthracite coal
passed westward, and 92,755 tons passed eastward. In 1866,
108,818 tons of anthracite coal passed westward, and 39,136 tons
semi anthracite and 120,433 tons of bituminous coal passed east-
ward. Mr. H. V. Lesley, the secretary of the company, informed
me that over 70,000 tons of anthracite coal passed over this canal in
1865, consigned to the District of Columbia. The total coal tonnage
of this canal was, for 1865, 360,781 tons, and for 1866, 268,387 tons.
The construction of this canal cost, up to 1866 (including new
machinery for raising water, $31,515, and old feeder, $110,925),
$3,271,127, equal to $242,306 per mile, and without the old feeder
(now dispensed with), $234,090 per mile.
The cost of repairs and management, exclusive of cost of new
machinery, for 1865, was $98,725.38, equal to $7313 per mile; and
for 1866, it was $127,668.08, equal to $9457 per mile.
The gross amount of tolls collected, in 1865, was $424,312, equal
to $31,430 per mile; and for 1866, $350,939, equal to $25,995 per
mile.
From the foregoing statements the following deductions are made for
1865 and 1866:
PER MILE.
ITEMS.
1865.
1866.
Cost of canal
$242,306
$242,306
" repairs and management
7,313
9,457
Gross receipts from tolls
31,430
25,995
Cost of repairs and management, on gross receipts
251 per ct.
351 per ct.
Total tonnage that passed over the canal
69,405
54,068
Average rate of toll on gross tonnage per ton
31 cents.
3.22 cents
Rates of toll established on coal per ton
14 cents.
1½ cents
Net revenne on cost of canal (annual)
10 per ct.
7 per cent
The annual net revenue is based upon the cost of supplying the
canal with water by mechanical means, while the others, with which
this canal is compared, are supplied from natural sources; hence,
reducing it to the same standard, we have:
Cost of canal, including cost of old feeder, and not machinery
$3,239,612
Cost of repairs and manag't, exclusive of expense of mach'y, for 1865
67,107
Same for 1866
96,050
10
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And the annual net revenue equals 111 per cent on cost of canal
for 1865, and about eight per cent for 1866.
DELAWARE AND RARITAN CANAL.
This canal is 43 miles in length, from Bordentown, on the Dela-
ware River, to New Brunswick, at the mouth of Raritan River.
The size of prism is 75 feet wide at surface of water, 47 feet wide
on bottom, and seven feet deep. The locks are 18 in number, 110.
feet in length, between quoins, and 24 feet wide, overcoming a rise
and fall of 146 feet. The burthen of boats equal 270 tons, and the
motive power used upon the canal is steam towage. The canal is
owned by and embraced in the "Camden and Amboy Railroad
and Transportation Companies."
The distance. from Port Richmond (east limit of Philadelphia) via
this canal, to New York, is 100 miles, as follows: Port Richmond
to Bordentown 23 miles; Delaware and Raritan Canal 43, and New
York Bay' 34 miles.
The following shows the coal trade of the canal, for the year of
1865:
Coal from Schuylkill,
in boats
664,5381 tons.
"
"
Richmond,
"
"
493,8954
"
"
"
"
"
sloops and schooners
44,664
"
"
"
Feeder,
"
boats
339,620
"
"
"
Cumberland,
"
"
39,389
"
Total tons
1,552,108
The total tons that passed over the canal in 1863 was 2,034,798.
The receipts of the Delaware and Raritan Canal Company were
one million, one hundred and twenty-eight thousand and seven dollars
and thirty cents ($1,128,007.30), and the expenses were three hun-
dred and seventeen thousand, five hundred and seventy-seven dollars
and seventy-five cents ($317,577.75), inclusive of transit duties.
Those duties which accrued from the canal were sixty thousand, nine
hundred and ninety dollars and ninety-nine cents ($60,990.99), and
those paid were fifty-four thousand, five hundred and ninety-eight
dollars and eighty-four cents ($54,598.84).
There are employed upon the canal, mainly, 24 steamers and five
propeller tugs.
I have been unable to obtain the cost of this canal, and have
assumed it the same (although far inferior in the character of con-
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struction, but about the same in capacity) as the average of the
Cayuga and Seneca, Oswego and Erie canals, equal to $80,000 per
mile. This makes the total cost of construction $3,440,000, and
the annual net revenue on same for 1865 equals 24 per cent, and
the cost of management and repairs 28 per cent of the gross receipts.
The average rate of toll upon the gross tonnage is about 1π³⁻ cents.
The toll upon coal in 1861 was one cent, and in 1864, 1100 cents
per ton per mile.
Business and financial statement of the Atlantic Coast Canals (sum-
mary of foregoing statements), for the year 1865
ALBEMABLE
CHESAPEAKE
DELAWARE
CLASSIFICATION.
AND
AND
AND
CHESAPEAKE.
DELAWARE.
RARITAN.
Length of canals
14
13½
43
Cost of construction
$92,382
$3, 271, 127
$3,440,000
"
"
"
per mile
6,591
242,306
80,000
Gross receipts from tolls
34,756
424,312
1,128,007
"
"
"
" per mile
2,482
31, 430
26,232
Cost of repairs and management
15,355
98,725
317,577
"
"
"
"
"
per mile
1,097
7,313
7,385
Rate of toll on gross tonnage
3½ cts.
1.3 cts.
Percentage of cost of repairs and
management on gross receipts
44
251
28
Annual net revenue on cost of canal.
21
10
24
CHESAPEAKE AND OHIO CANAL.
This canal is 184 miles in length, from Georgetown to Cumber-
land. The size of prism is 70 feet in width at water surface, 58
feet wide on bottom, and six feet deep. The locks are 100 feet in
length, between quoins, and 15 feet wide, overcoming a rise. and
fall of 600 feet. The burthen of boats are from 115 to 120 tons.
The following shows the trade and receipts from tolls, for the
year ending December 31st, 1865 :
Aggregate tonnage ascending
2,707 tons.
"
"
descending
369,628
"
"
"
ascending and descending
372,335
"
Equivalent
"
"
"
for one mile
63,701,690
"
"
"
"
"
for 184 miles
340,623
"
Average distance on all articles transported
171 miles
Average toll, per ton per mile, on all articles, includ'g boat toll
5.54 mills
A ggregate amount of tolls collected, ascending
$ 14, 531 51
"
"
"
"
descending
331, 633 95
"
"
"
"
ascending and descending
346, 165 47
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The following shows the cost of repairs and management, for the
year ending December 31st, 1865 :
Repairs, ordinary
$100,722 21
"
extraordinary
10,778 43
Pay superintendents, collectors and lock-keepers
34,317 62
Cost of repairs and management, proper
$145,818 26
Add pay of officers
$6,784.00
"
contingent expenses
972.50
" law expenses
747.49
" incidental damages
433.75
"
postage, printing and stationery
172.16
9,109 90
Total cost of repairs, management and incidentals
$154,928 16
There was paid, during this year, on interest account
146,375 77
Total current expenses, with interest on debt
$301,303 93
There was also expended, on new work, belonging to con. ac't
6,243 69
Total payments made during the year
$307,547 62
The total expenditures for this canal, from its completion to
December 31st, 1865, including cost of construction, land
damages, interest account and guaranteed dividends, repairs
and management, offices, together with all incidentals
$26,330,874 54
Of which there was expended for construction, extraordinary
repairs, land damages, interest on loans and guaranteed di-
vidends
22,882,530 07
The cost of construction proper of this canal was $10,561,359.24,
equal to $55,080 per mile. The current expenses proper of repairs
and management of this canal, for the year 1865, is as follows :
Ordinary repairs, $100,722.21 pay of superintendents, collectors
and lock-tenders, $34,317.62 pay of officers, contingent expenses,
law expenses, incidental damages, postage, printing and stationery,
$9,109.84; total working expenses, $144,149.67.
From the foregoing the following deductions are made for the year 1865 :
ITEMS.
AMOUNTS.
Cost of construction
$55,080 per mile.
"
repairs and management
783
"
Gross recepts from tolls
1,881 "
Cost of repairs and management on gross receipts
41 per cent.
Total tonnage passed over canal
2023 per mile.
Average rate of toll on gross tonnage per ton
5.54 mills per mile.
Annual net revenue on cost of canal
2 per cent.
"
"
" one-half the cost of canal
3.82 "
"
"
" one-quarter "
"
7%
"
Par value of canal upon business of 1865
$2,640,340
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There was transported over this canal, in 1865, from Cumberland
to Georgetown, 343,202 tons of coal.
From an accurate calculation, the actual cost of moving freight over
the Chesapeake and Ohio Canal, is as follows, based upon prices for
the year 1861. (See Appendix A for the cost of movement over
canals.)
Cost of motive power
18 cents per mile.
" " boat and furniture, with interest on the same
4.345
"
"
" " repairs
0.638
"
"
Expense of crew
15.500
"
"
Total actual cost of movement, exclusive of tolls
38.483
"
"
which, divided by the burthen of boat (120 tons), equals mills
per ton per mile, exclusive of profits to carrier, or toll. The actual
rate charged for 1861, exclusive of tolls, was 51 mills per ton per
mile, and including tolls, 81 mills. The cost of repairs and
management is assumed at the average for canals, 30 per cent of
gross receipts from tolls, and we have the following, reduced to a
level canal, and including the cost overcoming lockage:
Actual cost of movme't, mills pr. ton pr. mile 3.2 for lockage, and 2.49 for a level.
Profits to carrier
"
"
"
2.3
"
"
1.79
"
Tolls
"
"
"
3
"
"
2.34
"
Total cost of transport'n, including tolls. 8.5
"
"
6.62
"
showing that, if the canal was level, the same profits would be
realized at 6% mills per ton per mile as with the present rates of 81
mills. The actual cost of moving freight over railroads, embraces
expenses of maintaining roadway and real estate, cost of repairs of
machinery, and cost of operating the road. Applying the same
basis for the Chesapeake and Ohio Canal, we have:
Repairs of rolling stock
0.638 cents per mile.
Cost of motive power
18.000
"
"
"
"
" crew and maintaining canal
34.000
"
"
"
Total cost of transportation, exclusive of tolls
52.638
"
"
"
equal to mills per ton per mile upon the basis of the actual
cost of railroad transportation, and the lowest rate to which the cost
of transportation over the Chesapeake and Ohio Canal can be
reduced, and the total receipts per ton per mile, including profits
to stockholders and carriers, for the year 1861, as follows:
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Actual cost of transportation, including expense of crew, repairs of
boat and canal
4.38 mills.
Profits to carrier
2.30
"
Net toll (1863) or profits to stockholders
2
"
Total rate of freight charges
8.68
"
which may be taken as the maximum rate; hence, the Baltimore
and Ohio Railroad, to compete with the Chesapeake and Ohio Canal,
must make the actual cost of transportation equal to 4100 mills per
ton per mile, and freight charges 8% mills, based upon [prices pre-
vious to 1862. Assuming that all conditions were equal, this could
not be done, as the Baltimore and Ohio Railroad cost, exclusive of
equipment, $14,383,734 more than the Chesapeake and Ohio Canal,
and the percentage of expense on the gross receipts for repairs
and management, has never been below that experienced upon the
Chesapeake and Ohio Canal.
It is evident that seven-eighths of all the coal from the Cumber-
land mines should pass to tide-water over this canal, and the only
additional facilities required to secure this trade is the control, by
the canal company, of ráilroad lines leading from the canal to the
mines, and the shipments, via ocean, to be made from Annapolis
instead of Georgetown, which would secure in the first a reduction
in the cost of coal of 82 cents per ton, and in the latter a ready
command, at all times, of vessels requiring return cargoes, from its
proximity to Baltimore, and a reduction of 52 cents per ton in
freights.
The following shows the rates of freights actually charged, including
tolls, over the Chesapeake and Ohio Canal; also; via ocean, from
Georgetown to New York; also, over the Baltimore and Ohio Rail-
road and ocean, for the years 1861-4-5 and 6 :
DISTANCE, IN
MILLS PER Tox PER MILE.
ROUTE.
MILES.
1861.
1864.
1865.
1866.
Chesapeake and Ohio Canal
184
8.50
17.01
15.86
13.15
Ocean, Georgetown to New York
530
2.50
6.12
6.13
5.66
Ocean, Baltimore to New York
490
2.50
6.12
6.13
5.61
Canals,
"
"
"
228
13.15
11.62
"
"
" Albany
388
8.38
"
Georgetown to Philadelphia.
310
6.45
5.16
Bays,
"
" H're de Grace
244
4.10
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NEW YORK STATE CANALS.
There are 12 canals within the State of New York, of an aggre-
gate length of 8861 miles. These canals connect natural channels
to the extent of 386 miles, making the total length of navigable
channels within the State, 12721 miles. Of the above length of
canals, 411 miles are of capacity to pass boats of 230 tons burthen,
and the balance from 76 to 90 tons. The construction of these
canals commenced in 1817, and the Erie was completed, 363 miles
in length, in 1825, and the others up to 1837, except the Black
River canal, which was completed in 1849. The enlargement of
the Erie, Cayuga and Seneca, and Oswego canals were commenced
in 1835, and the construction account closed in 1862, although prac-
tically completed in 1859.
The following statement shows the total amount expended for construc-
tion of these canals, with and without interest on loans; also, the
amount of tolls collected, and the cost of repairs and mangement,
from completion to 1865, inclusive:
Cost, with Im-
Same, with Inter-
Total Amount of
Total Cost of Re-
NAME.
provements and
est on Loans.
Receipts from
pairs and Man-
Land Damages.
Tolls.
agement.
Erie Canal
$42,952,997
$55,187,890
$83,629,243
$12,818,517
Oswego
3,850,634
4,422,029
2,420,265
1,605,490
Cayuga and Seneca
1,713,232
1,950,636
771,366
559,000
Champlain and feeder
2,300,396
4,500,396
4,401,539
2,351,327
Black River
3,458,432
4,542,802
102,773
210,645
Genesee Valley
6,419,058
10,174,325
614,146
794,280
Chenango
2,944,532
4,207,324
585,475
560, 171
Chemung and feeder
1,382,517
1,953,866
437, 601
897,988
Oneida River Imp't
125,167
190,555
201,600
25,005
Oneida Lake Canal
50,000
74,916
65,180
91,671
Sen. T. path & Bald'ville
16,585
16,585
1,261
12,388
Crooked Lake
431,298
544,085
41,838
161,165
Totals
$65,644,848
$87,765,409
$93,272,287
$20,087,647
The above statement presents a complete financial view of the
entire canal system of the State of New York. It shows that the
receipts from tolls alone have more than paid for the construction of
the canals, including interest on loans, and over $27,000,000 in
excess of the cost, exclusive of interest. The cost of repairs and
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management average, for the whole period, 21 per cent of gross
receipts.
The total cost of repairs and management for the year of 1864,
was $923,642, equal to $990 per mile; and the gross receipts, from
tolls, was $3,983,981, equal to $4312 per mile. The total tonnage
for this year was 4,852,941, equal to 871,335,150 tons moved one
mile. The average rate of toll, upon gross tonnage, was 457 mills
per ton per mile, and the freight charges, including tolls, averaged,
for the season, 11½ mills, being for down freight, and for
up freight. The cost of repairs and management was 23 per cent
of gross receipts.
SKETCH OF THE ERIE CANAL, SHOWING COST OF TRANSPORTATION.
The following condensed sketch of the Erie Canal, showing the
gradual reduction in the cost of transportation, and the method
pursued in the foregoing calculation, may be of interest to many
not conversant with its general character as connected with this
subject:
Erie Canal. - The construction of the Erie Canal was com-
menced July 4th, 1817, and completed October 26th, 1825, at a
cost of $7,143,789 19,255 per mile. The dimensions were
as follows: Width at surface, 40 feet; at bottom, 28 feet, and four
feet depth. The locks were 90 feet in length between quoins, 15
feet wide. The average burthen of boats used was 50 tons. The
length of canal, before its enlargement, was 362 miles, from Albany
to Buffalo.
The cost of transportation, in 1830 (the earliest record preserved),
was, for tolls cents, and for tolls and freight 51 cents per ton
per mile, from Albany to Buffalo; and from Buffalo to Albany, the
tolls were about 1½ cents, and tolls and freight 2½ cents per ton
per mile ; making an average upon the tonnage to and from tide-
water (which was five to one)=three cents per ton per mile, includ-
ing tolls. The enlargement of the Erie Canal was authorized May
11th, 1835 and accompanying the estimate of its probable cost,
was one showing, that by the proposed enlargement the cost of
transportation would be cheapened 50 per cent.
The cost of transportation, in 1835, was, from tide-water, for tolls,
cents, and for tolls and freight 4x½ cents per ton per mile;
2
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and to tide-water, for tolls nine mills, and for tolls and freight 14
cents; making the average cost upon the tonnage to and from tide-
water (which was about 5&4 to one) 21% cents per ton per mile,
including tolls.
The enlargement was practically completed in 1859, but
the construction account was not closed until April 10th, 1862.
The total cost of construction, including the original canal, was
$42,952,997, and including land damages and interest on loans,
$55,187,890. The present size of this canal is 70 feet surface, 56
feet at bottom and seven feet depth, and 3501 miles long. The
locks are 110 feet in length between quoins, and 18 feet wide in
the clear. The average burthen of boats now used is 210 tons.
The cost of transportation, in 1862, averaged, from tide-water, for
tolls four mills, and for tolls and freight 7 π¹σ mills per ton per mile
and to tide-water, for tolls six mills, and for tolls and freight
cents per ton per mile; making an average upon the tonnage to
and from tide-water (which was as eight to cents per
ton per mile=a reduction of 50½ per cent from 1835.
The aggregate of the carrier's charges, in 1862, averaged
mills, and the tolls mills per ton per mile.
The total cost of repairs and management of the Erie and
Champlain canals for 1864, was $578,330, equal to $1366 per mile,
and the gross receipts from tolls, $4,042,092, equal to $9716 per
mile. The total tonnage of these two canals was 3,382,582 tons.
The cost of repairs and management for 1864, was 14½ per cent of
the gross receipts, and paid a net revenue of 7% per cent on a
capital of $45,250,000, equal to the total cost of these two canals.
The actual cost of movement, calculated upon the method
adopted in this report, is as follows:
Expense of crew (1 captain at $60 per month, 2 hands, $45 each
1 cook, $30 per month)=$6 per day, by 81/2 days
$51 00
Cost of boat and furniture, with interest for 10 years, divided
into 2300 days-total per day $2.50, by 81 days, the time
of passage
21 25
Repairs of boat, 25 per cent of cost=38 cents per day
3 23
Towing 25 cents per mile, by 3501 miles
87 62
Total cost of passage
$163 10
Actual cost, including lockage, per ton per mile (210x350) 2.21 mills.
"
reduced to a level,
(11.37 +350%)
655
1.90 "
11.37
11
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To make it upon the same basis as the actual cost of railroad
transportation, it would be as follows :
Cost of repairs, boat and furniture
0.920 cents per mile.
"
motive power
25.000
"
"
"
crew
15.500
"
"
"
maintaining canals
21.000
"
"
Total
62.420
"
"
Equal to three mills per ton per mile, exclusive of tolls; and the
total cost, including tolls and profits to carrier, is as follows :
Actual cost movement, including expense of
crew, repairs of boat and canal
3.00 mills per ton per mile.
Profits to carrier
3.93
"
"
"
Net toll
3.57
"
"
"
Total cost upon basis of receipts of R. Rs. 10.60
"
"
"
Hence, railroads, to compete with the Erie Canal, must reduce the
actual cost of transportation to three mills, and receipts to
cents per ton per mile.
The total number of boats registered up to 1854, was 2126 upon
the New York State canals, and the total number registered from
1844 to 1864, inclusive, was 8943 ; making total number 11,069
boats. The total number registered from 1854, to 1864, inclusive,
was 5427, and the number registered in 1864, was 399, the greatest
number of which was 210 tons burthen. Allowing two horses to
each boat, the total cost of equipment of the New York State
canals in 1864, was about $18,000,000.
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The following statement shows the receipts per ton per mile for transport-
ation, over the New York Central, Erie Railway, and New York
State canals, also the tonnage of each, from 1854 to 1864, inclusive
NEW YORK CENTRAL.
ERIE RAILWAY.
NEW YORK STATE CANALS.
in-
Per
in-
Per
FISCAL
No. of tons
crease and de-
ton per
mile.
No. of tons
No. of tons
moved
one mile.
Percentage,
Cents
moved
crease and de-
tonper
mile.
YEAR.
Percentage,
Cents.
moved
crease.
one mile.
crease.
one mile.
Re-
Percentage of in-
crease each year
on tonnage.
Receipts per ton,
per mile, includ-
Re-
ing tolls.
ceipts.
ceipts.
1854
81,168,080
3.05
130,808,034
2.57
668,559,044
4½-
0.861
1855
99,605,836
22. +
3.20
150,673,998
14. t
2.43
619,170,651
73/4-
0.941
1856
145,733,678
46.
2.97
183,458,046
21. t
2.48
592,009,603
4 1/3-
1.11
1857
145,873,776
0.8t
3.13
167,100,850
8½-
2.45
484,750,864
18. 0.80
1858
142,691,178
2.
2.59
165,895,635
0.8-
2.32
564,842,095
16½+
0.80
1859
157,136,000
10. t
2.13
147,127,039
11.
2.17
544,309,072
3%-
0.68
1860
199,231,392
26. t
2.06
214,084,395
46. t
1.84
809,524,596
48½+
1.00
1861
237,392,974
20. t
1.96
251,350,127
17. t
1.73
863,623,507
6%+
1.08
1862
296,963,492
21. +
2.22
351,092,285
39. t
1.89
1,123,548,430
30.
0.96
1863
312,195,796
5½1
2.38
403,670,861
15. t
2.09
1,034,130,023
4-5-
0.87
1864
314,081,410
0.6+
2.90
422,013,644
5½1/21
2.41
871,335,180
16.
Total
2,132,073,612
2.60
2,587,274,914
2.22
8,175,803,065
0.91
t for percentage gained, and - for loss.
From the foregoing, the average receipts of the New York Cen-
tral were cents; Erie, and New York canals cents per
ton per mile, or the average of both roads 2% times the cost upon
the canals.
The total value of the total tonnage of the New York State
canals for 1864, was $274,500,000. The value of total tonnage
arriving at tide-water from the Erie and Champlain, was $145,500,000,
and the value of wheat and flour which came to the Hudson River
for this year, was 48,333,333.
The total cost of repairs of the New York State canals for 1864
was $846,624, equal to $943 per mile.
BALTIMORE AND OHIO RAILROAD.
This was the first railroad opened for passenger traffic in this
country, in 1830, and the second upon which locomotives were first
used, in 1831. The first locomotive was built at West Point, and
weighed four tons, with a maximum speed of 20 miles an hour.
Since 1850, the Chesapeake and Ohio Canal has been its only
competitor in the transportation of coal from Cumberland to tide-
water. From 1860 to 1865, inclusive, 2,375,256 tons of coal was
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transported over this road to Baltimore, and 1,310,797 tons over the
Chesapeake and Ohio Canal. In 1865, 424,316 tons was transported
over the former and 343,200 tons over the latter.
The following analysis of this road is from the annual report of
the company for the year 1863. The report is very deficient in
detail, omitting to classify the expenses and receipts for passenger
and freight traffic, and to give the number of tons of freight moved
one mile. The desired results are, however, approximately obtained
by comparison with other railroads for the same year.
Length and cost of roads owned by the company.
CosT OF ROADS.
LENGTH.
MILES.
TOTAL.
PER MILE.
Main stem, cost of road
379
$18,515,666
$48,853
"
second track
1,551,238
4,093
"
rolling power
3,021,755
7,973
"
real estate
1,223,234
3,228
Total
$24,311,893
$64,147
Washington Branch, cost of road
40
1,016,800
25,420
rolling power and real estate
633,200
15,830
Total
$1,650,000
$41,250
North Western Virginia, cost of road
104
2,220,560
21,342
Totals
523
$28,182,453
$53,886
Total receipts and expenditures for the year.
Total Expendi-
Total
Total Receipts.
tures.
Net Revenue.
Main stem proper
$6,509,945
$1,965,847
$4,544,097
Northwestern Virginia
446,220
404,095
42,125
Washington Branch
703,123
273,233
429,890
Total
$7,659,288
$2,643,175
$5,016,113
SAME PER MILE.
Main stem
$17,179
$5,186
$11,993
Northwestern Virginia
14,194
3,886
309
Washington Branch
17,578
6,830
10,748
Total average
$14,645
$5,053
$9,592
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Cost. of Management on Gross Receipts.
From the above statement, the percentage of expenses on gross
receipts, for the management of the main stem, was per cent;
northwestern Virginia 901 per cent, and Washington Branch
per cent, making an average of 341 per cent. The same for all the
New York State railroads, for 1863, was 601 per cent. Upon 13 of
the principal railroads in New York, it averaged 591 per cent, 41
per cent greater than the Baltimore and Ohio road. The net
revenue on the cost of main stem, is 16 per cent; northwestern
Virginia per cent, and Washington Branch 421 per cent, mak-
ing the average annual net revenue, for 1863, on total cost of road
and equipment of 17 per cent.
Expenses of the machinery department.
PER MILE.
Expenses of
Miles Run by
Department.
Engines.
Road.
Run.
Main stem, Washington Branch
$795,200
3,432,223
$1,897
23.17 cts.
Northwestern Virginia
184,502
298,035
1,774
61.90 cts.
Total
$979,702
3,730,258
$1,873
26.26 cts.
The total expense of the machinery department for all of the
railroads in New York for 1863, was $7,601,155, and total miles run
by passenger and freight trains, 16,611,561, making the cost
cents per mile run, 42 per cent greater than the Baltimore and Ohio
Railroad-same ratio as between cost of management. The lowest
cost of machinery department for the New York roads in 1856, was
38.10 cents per mile run, fuel being 161 cents.
There were 79 engines in use upon the "Northern Central Rail-
way" in 1863, varying in weight from 32,000 lbs. to 63,000 lbs.
The tractive power of the smallest is equal to 3780 lbs.; of the
average, 10,967 lbs., and the largest, 12,936 lbs., with a working
pressure of steam on cylinder of 70 lbs. per square inch.
Assuming a speed of 15 miles an hour, the traction on a level
road is equal to lbs. per ton.
Hence, the smallest will draw 406 gross tons, and 208 tons net.
And the average
"
1178
"
"
"
629
"
The largest
"
1388
"
"
"
743
"
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The total mileage of passenger trains was 344,474 miles, and of
freight trains, 849,557 miles, making total mileage 1,249,479 miles.
The transportation of freight during the year amounted to 66,906,315
tons moved one mile, and the total cost of machinery department was
as follows :
Main stem, passenger engines
17.90 cents per mile run.
"
distrib'ng
"
23.20
"
it
"
freight
"
25.70
"
"
"
average for total miles run
22.20
"
"
Shamakin Division, freight engines
29.27
"
"
Elmira
"
pas'ger
"
17.60
"
"
"
"
dist'ng
"
16.70
"
"
"
"
freight
"
21.50
"
"
Making total average on entire road
22
"
"
Including cost of new engines
25.20
"
"
The following is a comparison of results of cost of machinery
department :
Baltimore and Ohio Railroad
26.26 cents per mile run.
Northern Central Railroad
25.20
"
"
New York State Railroads
45.70
"
"
COST OF FUEL.
The Baltimore and Ohio Railroad Company expended $132,-
620.17 for fuel, including cost of preparing same and filling tenders,
equal to cents per mile run by freight and passenger trains.
The expenses, for the same, upon the New York State railroads,
for 1863, was $2,210,112, equal to cents per mile run for pas-
senger and freight, and 13 cents per mile for freight.
The expense, for the same, upon the Northern Central Railway,
for 1863, was $145,418.64, equal to cents per mile run by pas-
senger and freight
By a comparison of the results, the fuel of the Baltimore and
Ohio Railroad cost 721 per cent less than upon the New York
State roads, and 70 per cent less than upon the Northern Central.
The amount expended upon the New York Central Railroad, in
1863, for fuel, including cost of preparing same and filling tenders,
was $722,734.72, equal to 16½ cents per mile run by passenger and
freight trains and for the year 1856 it was equal to cents per
mile run.
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The relative values of wood, coke "and coal for locomotive uses, deter-
mined from experiments with the best and purest character of mate-
rials, is embraced in the following statement from Vose's Hand-book
on Railroad Construction :
Coxe.
COAL.
WOOD.
Weight, per cubic foot, in pounds
63
80
30
Degrees of heat generated
4.300
4.000
2.800
Percentage of carbon in fuel
95
88
20
Economic bulk, or cubic feet, to stow one ton
80
44
107
Economic or stowage weight, per cubic foot
28
51
21
Cubic feet of air to evaporate one pound of water
22.4
32
16
Equiv't economic bulk to evaporate same weight of water
13
10
60
Weight of water evap'd per lb. of fuel in ord'y practice
81
6
21
Relative value, as fuel, disregarding actual cost
100
71
29
This statement shows that, by bulk, 13 of coke is equal to 10 of
coal and 60 of wood; that one pound of coke evaporates 81 pounds
of water; coal, 6 pounds, and wood, 21 and their relative evapora-
tive efficiency, wood 1, coal 2.4, and coke 3.4.
A cord of wood contains 100 cubic feet solid, or 128 feet as piled,
and will weigh 3000 pounds. The relative evaporative efficiency
of a ton of each to a cord of wood is : wood, 7500 ; coal, 13,640 ;
coke, 19,040. Hence, if a cord of wood, cut and prepared for
burning, costs $3.00, the price that may be paid for a ton of coal is
$5.45, and for coke $7.62, to be as economical for motive power.
Cost of a cord of wood
Price that may be paid for a ton
ready for burning.
Of coal.
Of coke.
$3 00
$5 45
$7 62
4 00
7 27
10 16
5 00
9 09
12 70
6 00
10 90
15 24
7 00
12 72
17 78
7 50
13 63
19 05
Experiments were recently made upon the Baltimore and Ohio
Railroad to determine the relative cost of fuels-wood, coal and
coke ; and the result shows 16 per cent more in favor of the coal used
by them in the above experiments, and 45 per cent less in value of
coke. The following were the results of these experiments:
With wood
7.8 cents cost per mile run.
"
coal
3.6
"
"
"
"
coke
5.6
"
"
"
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Making a difference in favor of coal of 54 per cent, and coke 29 per
cent.
The experiments were made with the same engine, running with
mail and express trains, and hauling, in each case, five cars.
Constructing a statement similar to the above, and the following
shows their relative values:
Cost of a cord of wood
Price that may be paid for a fon of
ready for burning.
coal.
coke.
$3 00
$6 15
$4 18
4 00
8 66
5 57
5 00
10 83
6 96
6 00
12 99
8 35
7 00
15 16
9 75
7 50
16 24
10 44
From experiments made previous to 1857, on the Baltimore and
Ohio Railroad, it was found that 2.55 lbs. of pine wood was equal
to one pound of coal, and upon the Reading Railroad, that three lbs.
of pine wood was equal to one pound of anthracite coal. This makes
the relative value of Cumberland to anthracite coal as 2.55 to 3,
or 16 per cent more valuable for locomotive uses. Assuming the
same value for Cumberland coal as given in the last statement, and
the following shows the relative values of Cumberland and anthra-
cite coal :
Cost of a ton of anthracite coal.
Price that may be paid for Cumberland coal.
$5 52
$6 50
7 36
8 66
9 20
10 83
11 04
12 99
12 88
15 16
13 80
16 24
Experiments were made with the semi-bituminous coal from the
Barclay mines situated in the northern part of the State of Penn-
sylvania, in 1859. The trial was continued for several months over
96 miles of the Erie Railway, and the superintendent of the
motive power, Mr. F. Leech, stated in his report for that year, " that
it proved 47⁻³⁻ per cent cheaper than wood, reckoning the cost of
the former at two dollars and seventy cents per ton, and the latter
at three dollars per cord, all delivered in the tender."
The result of this experiment shows, that when wood cost three
dollars per cord, coal was worth five dollars and seventy cents per
ton.
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Collecting the results of foregoing experiments, and the follow-
ing shows the relative values of. different coals, also wood, for
locomotive uses :
PRICE THAT MAY BE PAID FOR A TON OF
When wood costs
per cord.
Cumberland
Barclay
Schuylkill
bituminous.
semi-bituminous.
anthracite.
$3 00
$6 50
$5 70
$5 52
4 00
8 66
7 60
7 36
5 00
10 83
9 50
9 20
6 00
12 99
11 40
11 04
7 00
15 16
13 30
12 88
7 50
16 24
14 25
13 80
Cost, per mile run, of different kinds of fuel, based on results of
the foregoing experiments :
With English coke
3.07 cents, cost per mile run.
"
Amer'n "
5.60
"
"
"
"
Cumberland coal, (bituminous)
3.60
it
"
"
"
Barclay
"
(semi-bituminous)
4.10
"
"
"
"
Schuylkill
"
anthracite
4.20
"
"
"
.
"
Wood
7.80
"
"
"
From these results, Cumberland coal is 121 per cent cheaper for
locomotive uses than the semi-bituminous coal from the Barclay
mines, 141 per cent cheaper than anthracite, and 54 per cent
cheaper than wood.
These experiments clearly demonstrate that, by the use of coal
upon railroads instead of wood, one-half the cost of fuel is saved,
and this item alone, upon all the railroads in the United States,
would amount to over 11½ millions of dollars annually.
Cost of Transportation, and Effect of Grades on same.
As determined in the forepart of this analysis, the cost of man-
agement on the Baltimore and Ohio Railroad was 341 per cent of
the gross receipts over all the roads operated by the company, and
per cent on the main stem. The same upon 13 of the
principal railroads in the State of New York was 591 per cent,
equal to 41 per cent greater than the former of aggregate lines,
and 50 per cent above the cost of the former for the main stem.
The actual cost of transportation on the 13 New York roads was
12
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184 cents, and receipts cents per ton per mile; hence, the
actual cost of transportation in the aggregate on the Baltimore and
Ohio Railroad for 1863, was cents, and main stem cents
per ton per mile. The receipts, to realize the same profit as upon
the New York roads, should have been, for the aggregate, 17 cents
per ton, and upon the main stem, 1100 cents per ton per mile. The
rates actually charged in 1863 for the transportation of coal on the
main stem from Piedmont to Baltimore, was 1800 cents per ton per
mile.
The relative advantages of different railroads, depends upon their
grades and curves, which affect the economy of transportation; and
to effect a comparison, should be reduced to level lines requiring an
equal expenditure of power. Experiments were made on an
extensive scale in England, as also upon the Erie Railway, to find
the resistance due to grades and curves, at different speeds; also,
the resistance on a level. The formula obtained by D. K. Clark, a
distinguished engineer and author, for the total resistance to the
motion of a railroad train upon a level was +8-R where V=
velocity in miles per hour, and R=the resistance in lbs. per ton.
The resistance due to any grade is independent of all other consid-
erations, and determined by the formula 2240 5280
The resistance
due to curves was determined by Mr. McCollum, at one-half lb. per
degree of curvature per 100 feet, or for a 4° curve two lbs. per ton.
Mr. Clark estimated the resistance due to curves of one mile radius
and under, at lbs. per ton. "The general practice of some
engineers," remarks Mr. Vose, "in equating for curvature, is to add
one-fourth mile to the measured length for each 360° curvature,
disregarding radius." The average of the three experiments on
curves gives 1140° curvature as equal to the expense in passing
over one mile of straight level line.
The chief items affected by grades are fuel and first cost of loco-
motives. In doubling the work done by engines, the cost of fuel
is only increased 90 per cent.
In descending grades, 25 feet per mile is sufficient to allow the
train to roll down by the force of gravity alone, and any more than
this is of little use; hence, in equating for descending grades, one
mile should be deducted for each mile of 25 feet grades.
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The following table shows the resistance, in lbs., per ton, and for 100 tons,
at speeds of 10 to 100 miles an hour on a level road, calculated from
the formula 171+8; also, the resistance per ton upon grades of 10 to
100 feet per mile, calculated from the formula 2240 X grade the latter
being independent of the former:
POUNDS RESISTANCE.
POUNDS RESISTANCE.
VOLOCITY.
GRADE.
Miles per hour.
One ton.
100 tons.
Feet per mile.
One ton.
100 tons.
10
8.58
858
12
8.84
884
10
4.24
424
15
9.31
931
20
8.48
848
20
10.34
1034
30
12.73
1273
25
11.65
1165
40
16.96
1696
30
13.26
1326
50
21.20
2120
40
17.36
1736
60
25.46
2546
50
22.62
2262
70
30.00
3000
60
29.05
2905
80
33.93
3393
100
66.48
6648
100
42.40
4240
The total resistance encountered by a freight train of 750 tons
up a 30 feet grade, at a speed of 15 miles an hour, would equal
lbs., or, from the above
table, resistance on a level 9.31-resistance on grade 12.73=2203
lbs. resistance per ton X750=16,522 lbs. resistance of train.
The working tractive power of an engine is generally one-
sixth the weight on driving wheels, or by the formula
( area piston, be Circumference pressure lbs. per wheel square in inches. inch x twice the stroke) Assuming the following
dimensions for a first class engine on the Baltimore and Ohio Rail-
road, viz., weight of engine, 66,100 lbs. ; weight on drivers, 42,750
lbs. ; weight of tender, 40,000 capacity of tender, 2000 gallons;
diameter of cylinder, 18 inches; stroke, 20 inches; 4 drivers, 5 feet
each in diamaeter, and 100 lbs. steam pressure per square inch, the
tractive power would equal (2X 254.5)X100X2X20 188.5 =10,801 lbs. and
at a pressure of 70 lbs. per square inch on pistons, the tractive
power is equal to one-sixth of the weight on driving wheels=7126
lbs. working power. To lead well, the truck of an engine should
have at least five tons placed on it.
The following are the dimensions of the largest engine in use
upon the New York and Erie Railroad in 1856, viz: Weight of
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engine, 73,700 pounds; weight on eight drivers, 73,700 pounds
weight of tender, 40,920 pounds; capacity, 1747 gallons; diameter
of cylinder, 181 inches; stroke, 23 inches diameter of driver, four
feet. The tractive power of this engine, with a steam pressure of
100 pounds to square inch (2x261.5) 150.8 X 100 (2x23) 15,953 lbs.,
and at 75 lbs. pressure the tractive power is=12,000 lbs., the work-
ing power being about one-sixth the weight on drivers.
The following calculations show the gross and net loads, in tons, each
engine will draw up the following grades at a speed of 15 miles an
hour:
AVERAGE OF FIRST CLASS ENGINES.
HEAVIEST OF FIRST CLASS ENGINES.
GRADES.
Feet.
GROSS TONS.
NET TONS.
GRADES.
Feet.
GROSS TONS.
NET TONS.
Level.
765
397
Level.
1290
689
10
526
264
10
900
472
20
400
200
20
674
346
30
324
152
30
500
250
40
271
122
40
457
226
50
233
103
50
400
194
60
205
88
60
345
166
70
182
75
70
320
150
80
167
66
80
277
136
90
151
58
90
254
113
100
138
50
100
232
101
116
121
41
116
204
86
In the above calculations, the dead weight is assumed at 1.80+
total weight of engine and tender, including outfit.
The following are the maximum grades on the several divisions
of the Baltimore and Ohio Railroad:
Baltimore to Harper's Ferry
80 miles; maximum grade, 82 feet.
Harper's Ferry to Cumberland
98
"
"
"
40
"
Cumberland to Raccoon
88.2 "
"
"
116
"
Raccoon to 148 miles
60.5 "
"
"
40
"
148 miles to Wheeling
51.3 "
"
"
80
"
The relative length of each division, reduced to level roads, is as
follows - assuming, from the general rule, that the greatest load
that can be taken over any section is limited by its maximum grade,
and the following shows the relative length of each division reduced
to level roads :
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80 X (93+3+3) = 379.20
98. X (9.3+9.3) = 275.30
88.2 X (9.3+9.3) = 555.66
60.5 X (9.3+17) = 170.61
51.3 X (93+93) = 238.54
Measured 378 miles; equated 1619.31 miles, equal to 4⁻³₀
the actual length, or requiring times more expenditure of power
than if the road was level. The actual cost of transportation over
the main stem was found to be mills per ton per mile; hence,.
the cost, reduced to a level, or upon a level road, would equal
(9.2*3.31) 2114 mills per ton per mile. This is a very flattering
result, and proves beyond question, that the adaptation of power to
grades on this road is perfect.
As demonstrated in a former statement, the actual cost of trans-
portation over the Chesapeake and Ohio Canal was 4TOT mills per
ton per mile, including repairs of boats, furniture and canal, and
cost of movement; or upon the same basis as over the Baltimore
and Ohio Railroad, without profits to carriers or stockholders. The
cost, reduced to a level canal, would be (19.374.33) mills
per ton per mile, equal to 37 per cent greater than the Baltimore
and Ohio; showing that if both were level, the road could carry
freight at rates 37 per cent lower than the canal; but by the increase
of grades and cost of overcoming them, the canal can carry 50 per
cent lower than the railroad.
The following are the characteristics of the New York and Erie
Railroad. The divisions are made to correspond with those of the
Baltimore and Ohio.
1st
107.70 miles of level road.
2d
93.06
"
with maximum grade of 10 feet.
3d
99.00 "
"
"
"
20 "
4th
97.63 "
"
"
"
50 "
5th
49.54 "
"
"
"
70 "
The equated length of the above divisions are as follows:
107.70 X (level) = 170.70
93.06 X (9.3+9.3) = 135.78
99.00 X (93+93) = 189.09
97.63 X (9.3+21.3) 320.22
49.54 X (9.3+9.s) = 209.05
Actual 446.93 miles; equated 961.84 miles, equal to 215
times the length, or requiring more than double the expenditure of
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power than on a level road. The actual cost of transportation over
the Erie Railway, in 1863, was 91 mills per ton per mile; hence,
9.5x446.93
the cost, reduced to a level, would equal
961.84
per
ton, or 51 per cent greater than the Baltimore and Ohio Railroad.
If the foregoing calculations are correct, the cost of management
on the main stem of the Baltimore and Ohio Railroad should be 51
per cent lower than on the Erie. The cost of management of the
Erie, in 1863, as stated in the annual report of the State Engineer
and Surveyor, was ; hence, for the Baltimore and Ohio. it
should be per cent, which corresponds with the amount as
stated by the company in their report for 1863. The business of
the Baltimore and Ohio road was performed by 221 engines of all
classes, in 1863, and upon the Erie with 249 engines of all classes.
The total miles run by the former during the year was 3,730,258,
and by the latter 5,818,779, or 371 per cent greater.
The following calculation shows the cost of overcoming grades from 10
to 116 feet per mile, based upon the actual cost of transportation over
the Baltimore and Ohio and Erie raïlroads, under the following con-
ditions: Weight of engine 73,700 lbs., distributed on eight drivers ;
weight of tender, 40,000 lbs. ; capacity, 1747 gallons; diameter of
cylinder, 181 inches ; stroke, 23 inches ; diameter of drivers, four feet,
with a steam pressure of 75 lbs. per square inch, and at a speed of
15 miles an hour.
COST, IN CENTS, PER Ton PER MILE.
Grade, in Feet, per
Net Load, in Tons
Mile.
(2240).
Baltimore and Ohio.
Erie Railway.
On a level
689
0.21
0.44
10
472
0.31
0.64
20
346
0.42
0.87
30
250
0.59
1.21
40
226
0.65
1.34
50
194
0.76
1.56
60
166
0.89
1.83
70
150
0.98
2.02
80
126
1.18
2.40
90
113
1.31
2.68
100
101
1.46
3.00
116
86
1.72
3.52
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APPENDIX E.
SKETCH OF FORMER SURVEYS FOR THE EXTENSION OF THE
CHESAPEAKE AND OHIO CANAL TO BALTIMORE.
1st. DR. WM. HOWARD'S SURVEY, 1826.
Dr. Howard, a distinguished civil engineer, made a survey in 1826
for a canal from Georgetown to Baltimore. He made the total length
44 miles, and lockage of 262 feet; estimating the cost at $3,530,000.
The size of canal adopted was 33 feet on bottom, 48 feet at surface
of water, and five feet deep. There were to be 38 locks, overcoming
130 feet of ascent, and 164 feet descent. The summit level was
fixed at 146 feet above tide, and was over 12 miles in length.
Upon this line there were three extensive cuttings: 1, of the
ridge, between the Patapsco and Patuxent, greatest depth 64 feet,
and extending 21 miles; 2, of the middle ridge, between the two
branches of the Patuxent, 74 feet depth and 18 miles long 3,
the ridge between the Patuxent and Potomac, of 72 feet greatest
depth, and 2½ miles in extent. The aggregate expense of these cut-
tings, he estimated at $1,200,000.
The length from Georgetown to Bladensburg was 91 miles, with
two locks descending 18 feet; expense $480,522, including aque-
ducts over Rock and Tiber creeks and the Eastern Branch. From
Bladensburg to summit level, 91 miles, with 17 locks ascending 130
feet; expense $388,903, including aqueducts over Northeast and
Paint branches.
For a supply of water, the Doctor contemplated diverting the
waters of the two Patuxents, with several smaller streams, for the
summit level, and, in descending toward the Potomac, receive the
waters from Northeastern Branch, also the Northwestern; and
from Bladensburg, to meet the waters from the Potomac.
The streams having been gauged during a season of unparalleled
drought, the report affirms that a canal laid down and constructed
in the manner proposed, could be amply supplied with water, and
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was entirely practicable; and, from examinations, that no canal com-
munication from Baltimore to the Potomac could pass northwest of
the line selected, consequently that all the routes proposed through
Montgomery county were impracticable
The ridge between the two Patuxents, on the most southern
route suggested by Dr. Howard, was found but 135 feet above tide,
near a school house; and that the depression on Snowden's Ridge,
on the land of Zelic Duvall, was 155 feet above tide. He made
the summit level 21 feet above the depression between the two
Patuxents, and but nine feet below the summit of Zelic Duvall's.
Dr. Howard made accurate gauges of the streams, and found a
natural supply of 2411 cubic feet per minute.
The Doctor's route was along the valley of the Northeastern
Branch to Bladensburg; thence crossing the Eastern Branch and
continued along its right bank to near Benning's Bridge; thence to
the north of the capitol and city hall to Rock Creek, and over this
stream to the line of the Chesapeake and Ohio Canal. It was calcu-
lated to feed the canal to the Eastern Branch from a large basin or
reservoir, at the termination of the Chesapeake and Ohio Canal,
which was 25 or 30 feet above tide. Going east, the line continues
along the Eastern Branch, and crosses it by an aqueduct immediately
below the bridge at Bladensburg. Passing through this town, it
follows, first the valley of the northern Eastern Branch, then Pinery
Branch, crossing the turnpike road one-quarter of a mile south of
Vanesville. A little beyond this, the line attains its highest eleva-
tion.
CoL. ABERT'S SURVEY, IN 1838.
Col. Abert's was the last survey made for a canal from Washing-
ton to Baltimore. He pronounced the "Singanore and Seneca
routes" entirely impracticable, and passes a general review of all
former surveys. He declared the "Brookville route" practicable,
with a due supply of water. The summit level of this route was
16 miles long, connecting on one side with the Seneca, at the mouth
of " Weststone Branch," and on the other with the Patuxent, at the
mouth of Hawling's River. The summit level was fixed at 375
feet above mean tide, and 120 feet below the "Seneca route," and
from eight to nine miles south of it. This route required two tun-
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nels, the total length of which was over three miles. The line
admitted of using the waters from six reservoirs, with a united
drainage area of 64,044 acres. (For location of these reservoirs, see
appendix C.)
Col. Abert made the total development of feeder lines, from the
reservoir, 15 miles in length, uniting, however, so as to form but
two points of connection with the summit level. He estimated the
yield from these reservoirs (assuming 29 inches fall of rain, and that
one-third would be collected) at 2,247,199,497 cubic feet of avail-
able water. He then shows the quantity of water required, as
follows:
To fill the canal
909,774,500 cubic yards.
Leakage at locks
1,999,995,000
"
Filtration and evaporation
18,195,490,020
"
Lockage water
26,666,666,000
"
Loss from feeders
11,376,199,999
"
Half-inch loss per day from reservoirs for the year 17,206,399,000
"
Making a total of cubic yards
76,354,524,049 or
"
"
"
feet
2,061,572,148
Leaving a surplus of cubic feet
185,627,349
And he remarks, that with this result the Brookville route may be
considered practical.
Col. Abert made a supplemental report, dated February 11, 1839,
that the whole length of the canal, as laid down by him, was about
70 miles; and that an actual survey had been made of 21 miles;
estimating the cost of same at $116,700; but that no estimate had
been made of the remaining 49 miles, as this would show a cost of
more than one-half million dollars per mile.
REPORT OF CHAS. B. FISK AND GEO. W. HUGHES, 1837.
The report of these gentlemen embraced examinations more
especially to the facilities for supplying any canal across this portion
of Maryland with water. They estimated the drainage area of the
Patuxent valley at 64,000 acres. They estimated the flow of
streams at 2400 cubic feet per minute, and doubted the capacity of
natural resources for supplying a canal from Washington to Balti-
more with water.
13
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The following statement was submitted by them, showing the character-
istics of the route surveyed:
LENGTH.
LOCKAGE.
MILES OF
NAME OF ROUTE.
Miles.
Feet.
TUNNEL.
1st. Mouth of Monocacy to Georgetown
42
220
2d.
"
"
"
" Balt. via Singanore
81
827
21
3d.
"
"
"
"
"
"
Westminster
113
850
41
4th.
"
"
"
via Singanore and Westm'r
116
900
41
5th.
"
"
"
" Seneca
81
761
21
6th.
"
"
"
" Georgetown
87
475
REPORT OF ISAAC TRIMBLE, IN 1837.
Mr. Trimble's report is a review of reports on former surveys, and
each route analysed. The " Westminster route," which ascends the
Patapsco and its north branch to Westminster, thence descends by
the valleys of Little Pipe Creek and the Monocacy to the Potomac,
was deemed, by Mr. Trimble, impracticable.
SINGANORE ROUTE
was estimated to cost $8,810,000-$100,000 per mile. The natural
summit at Grimes' tobacco house, in a depression of Parr's Ridge,
was found 7661 feet above tide. The summit level was assumed
2381 feet below this point, or 528 feet above tide; which involved
the construction of a tunnel three miles long, and cuts at extreme-
ties of same of 50 feet. The quantity of water required above
that furnished from natural flow, required the construction of a
reservoir, the drainage area of which was fixed at 16,640 acres,
which was estimated to yield (assuming one-half the annual fall of
rain on this area) 951,567,831 cubic feet, from which was deducted
evaporation and leakage at one-fifth, 190,313,550 cubic feet, leaving
761,254,281 cubic feet, to which was added natural flow of streams,
making the total available supply 955,576,521 cubic feet. The
quantity of water required for the canal was estimated by Mr.
Trimble, for a trade of 125 lockages and 270 days navigable season,
at 1,196,774,946 cubic feet, or 3077 cubic feet per minute. For the
size of canal adopted by Mr. Trimble, this is but about one-quarter
the quantity required at the lowest possible estimate. The size of
canal was fixed at 32 feet wide on bottom, 60 feet at surface, and
six feet deep. This route was pronounced impracticable by Mr.
Trimble.
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SENECA ROUTE.
The cost of canal on this route was stated by Mr. Trimble at
$6,324,300. This route, leaving Baltimore, follows the valley of
Patapsco to Elk Ridge Landing; thence ascends the valleys of Deep
and Licking's runs to Merrill Ridge; thence acrosss the ridge and
down Chandler's Branch to the north branch of Patuxent; thence
crosses the tongue of intervening land at a depression near a school
house, and reaches the "Big Patuxent;" thence ascends the same
to Etchison's mill; thence, crossing the summit, descends the Seneca
to the Potomac. Four lines, says Mr. Trimble, were traced across
the summit within a space of four miles. Here, Mr. Trimble
observes, surveys were never before made over this summit. The
summit alluded to is a spur of Parr's Ridge, diverging at Damascus
in a southeast direction, and dividing the waters of the Patuxent on
the east from those of the Seneca on the west.
The elevation of the summit, one mile north of H. Griffith's, was
found 587.83 feet above mean tide, and 122 feet above the Patuxent
at Etchison's mill. A tunnel 690 yards long at this point was pro-
posed, with a depth at extremities of same of 50 feet, to reduce the
summit level to 495 feet above tide. This was assumed as the
summit level, and the Patuxent was crossed 1½ miles above, near
Annapolis Rocks, at an elevation of 36 feet above.
He proposed to obtain the quantity of water required beyond
natural flow, from reservoirs on Patuxent, Cabin Branch, head of
of Hawling's River, and branches of the Seneca, together with the
natural flow from the valleys. He estimated the drainage area of
these basins at 16,640 acres, and the available supply 1,346,834,493
cubic feet.
All of which is respectfully submitted.
S. H. SWEET,
Civil Engineer.
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APPENDIX F.
OFFICE OF THE CHESAPEAKE BAY AND POTOMAC
RIVER TIDE-WATER CANAL COMPANY,
WASHINGTON, July 25, 1866.
S. H. SWEET, Esq., Engineer in charge of the
Chesapeake Bay and Potomac River Tide-water Canal:
DEAR SIR - Capt. Thomas H. Bates, the engineer in charge of
the field work, was suddenly called to assume the duties of Division
Engineer on the Pacific Railroad, before its final completion. I,
therefore, in his absence, transmit herewith the result of examina-
tions for a canal from Washington to Annapolis.
The following are the field notes, showing the elevations above
tide, also the distances between the same, upon the several lines
designated as 'Lower Line A," " Upper Line B," and "Round Bay
Line C."
Table of distances and elevations (Lower Line A) from the mouth of the
"Beaver Dam Creek" (Potomac River) to "Clagett's Landing" (South
River.)
Distance
Elevation.
Remarks.
Distance
Elevation.
in Miles.
Ft. above Tide
in Miles.
Ft above Tide
Remarks.
0
0.0
E. Branch Potomac.
14
110.0
1
5.5
1
103.0
}
6.0
1
95.0
4
14.5
1
88.0
1
16.0
15
82.0
1
21.0
1
84.0
Collington Branch.
1
24.5
Beaver Dam Creek.
1
92.0
4
31.0
4
106.0
2
33.0
16
144.5
Summit.
1
36.5
1
106.0
48.0
1
90.0
4
43.0
4
78.0
Boyd's Branch.
3
44.0
17
64.5
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Distance
Elevation.
Distance
Elevation.
in Miles.
Ft. above Tide
Remarks.
Remarks.
in Miles.
Ft. above Tide
1
47.0
4
45.0
1
50.0
1
39.0
4
56.0
4
36.0
4
61.0
18
28.0
Boyd's Branch.
66.0
1
22.0
72.0
1
20.0
4
79.0
11.0
Patuxent River.
5
82.0
Cat-tail Branch.
4
21.0
1
91.0
19
33.0
1
96.5
4
53.0
Selman's Branch.
A
110.0
1
65.0
6
121.5
4
75.0
4
147.0
20
88.0
1
156.0
Summit (B. Tolson's)
1
104.0
4
143.0
1
103.0
7
120.0
4
104.0
1
110.0
21
108.0
1
103.0
4
114.0
Providence Branch.
4
100.0
Muddy Hole Branch
1
132.0
8
97.0
4
151.0
Sum't, Dr. B. Walkins
1
94.0
22
114.0
95.0
1
79.0
4
91.5
100ml
69.5
9
90.0
1
51.0
4
88.0
23
42.0
1
85.0
4
31.0
Chainey's Branch.
1
79.0
100ml
21.5
10
78.0
Western Branch.
4
12.0
4
76.0
24
6.0
1
73.5
1
0.0
South River.
4
70.0
11
69.0
FROM CRAB CREEK TO SPA CREEK.
4
66.0
1
72.0
Distance
Elevation.
Remarks.
in Feet.
Ft. above Tide
1
79.0
12
84.0
N. E. Branch.
0
0.0
Head of Crab Creek.
4
86.5
1000
7.0
1
90.0
2000
20.0
4
95.5
3000
41.0
13
111,0
Tables between the
4000
52.0
Summit.
4
124.5
Collington and N.
5000
36.0
1
129.0
E. Branches.
6000
7.0
+
128.0
6500
0.0
Head of Spa Creek.
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Table of distances and elevations (Upper Line B) from Eastern
Branch Potomac (three-quarters of a mile below Bladensburg) to head
of South River.
Distance
Elevation.
Distance
Elevation.
Remarks.
in miles.
Feet above tide
in miles.
Feet above tide
Remarks.
0
0.0
E. Branch Potomac.
1
103.0
1
6.0
4
99.0
Cass Valley
8.0
13
95.5
10.0
4
90.0
Wm. Duvall (feeder)
1
11.0
1
89.5
11.5
4
78.0
12.0
14
87.5
9.5
4
99.0
2
10.5
1
92.0
14.0
4
79.5
W. bank Patuxent.
16.0
15
88.0
19.5
4
97.0
3
23.0
1
94.5
25.5
4
96.0
29.0
16
100.0
Paint Branch.
31.0
50.0
Horse-pen Branch.
4
35.0
4
119.0
39.0
1
98.0
41.0
*
97.5
44.0
17
95.0
5
47.5
4
95.0
W. bank Patuxent.
50.0
1
96.0
52.0
4
95.5
55.5
18
95.0
6
59.0
4
96.0
62 0
NO
84.0
67.0
25.0
Patuxent River.
68.5
4
28.0
7
71.0
19
70.0
74.0
4
114.0
74.0
1
108.0
76.5
4
118.0
Sandford's Branch.
8
79.5
20
125.0
80.5
4
120.0
83.0
1
131.5
85.0
1
144.0
9
87.5
Beaver Dam Branch
165.0
Summit.
89.5
21
122.0
94.0
&
109.0
4
98.0
100m
101.0
10
103.5
4
91.0
1
107.0
22
81.5
116.0
1
70.5
4
126.0
1
60.0
North Run Branch.
11
140.5
pc
51.0
156.0
Summit (L.D.Jones)
23
40.0
&
154.0
1
29.5
1/2
130.0
1
20.0
4
118.0
1
9.0
12
111.0
Cass Valley.
24
0.0
South River.
1
106.0
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Table of distances and elevations (Round Bay Line C) from Eastern
Branch Potomac (three-quarters of a mile below Bladensburg) to
Severn River-first 15 miles same as Line B.
Distance
Elevation.
Distance
Remarks.
Elevation.
in miles.
Feet above tide
in miles.
Feet above tide
Remarks.
1
87.0
1
127.5
1
82.5
1
131.5
4
70.0
21
121.0
48.0
Big Patuxent.
4
125.0
16
64.5
1
132.5
Summit.
4
80.0
4
117.0
1
100.0
22
102.0
4
144.5
4
86.0
165.0
Summit. (Snow-
100ml
81.0
17
132.0
den's Ridge.)
4
75.0
1
99.0
23
85.0
Summit (ridge be-
1
82.0
101.0
tween Severn and
4
71.0
4
89.0
South rivers).
18
72.0
1
76.0
1
47.0
98.0
Annapolis and Elk
43.0
Little Patuxent.
4
62.5
Ridge Railroad.
1
134.0
24
59.0
4
105.0
4
53.0
19
77.0
your
47.0
4
76.5
4
40.0
100m
77.0
Towser's Branch.
25
Indian Creek.
33.0
1
89.0
1
21.0
20
103.5
1
13.0
4
117.0
color
0.0
Severn River.
Respectfully submitted.
THOMAS FRANKLIN,
Assistant Engineer.
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