THE REGISTER OF PENNSYLVANIA. DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE. VOL. III.-NO. 5. REPORT EDITED BY SAMUEL HAZARD. NO. 57. has been necessarily directed to an inquiry into the views Of the Committee on Roads, Bridges & Inland Naviga-and objects of this Maryland company. In this inquiry, tion, on granting the Baltimore and Susquehanna Rail Road Company the privilege of extending their Rail Road into the State of Pennsylvania-Read in the Senate, January 17, 1829. Mr. Duncan, from the committee on roads, bridges and inland navigation, to whom was referred the petition of the inhabitants of York, and of other citizens of the commonwealth, praying that the assent of this state may be given to the provisions of the act of the general assembly of Maryland, incorporating the Baltimore and Susquehanna rail road company, and the remonstrances of citizens of this state, against the incorporation of said company, made REPORT: your committee are fortunately not left to conjecture; Extracts from the report and proceedings in relation to a "To facilitate the natural means, or to create an artifi cial means of easy communication with this immense region, seems now to occupy the undivided public opinion. The liberal and enlightened, the bold and manly enterprise which belongs to our city, is all directed to the completion of this magnificent undertaking, and we may look forward with a well founded confidence to the period, when we shall realize all its promised reward." That the peculiar claims set forth in the petitions, and the important considerations suggested in the remonstrances, have engaged the serious attention of your committee; and they deem it most respectful to the Senate to lay before it the reasons which have led them to adopt the resolution submitted. In the petition of the citizens of York, they refer to the memorials presented by them at the last session of the legislature, as exhibiting their views in asking the passage of the act. By a reference to that memorial, it would appear that the main reason on which they urge their claim on the favorable consideration of the legislature, is founded on that principle of public policy, 'which considers the improve. ment and prosperity of any one part of the commonwealth as diffusing itself and contributing to the welfare of every other part; and they respectfully hope, that the same policy may be extended to them, in encourag-sylvania and Virginia." ing and enabling them to use any advantages which their local situation may invite." While your committee are not disposed to deny, that the local situation of York would derive very great advantages from any system of improvement which would direct the immense trade destined to be transported on the Pennsylvania canal through its territory, they are yet to be convinced how this great advantage to be enjoyed by the citizens of York would diffuse itself and contribute to the welfare of every other part of the state. The inhabitants of York would, no doubt, reap a partial profit from the transit of produce and merchandize through it; but in what way this transit would benefit every other part of the state, the petitioners have not thought proper to explain, and your committee are at a loss to divine. At the last session, the citizens of York petitioned the legislature to incorporate a company to make a rail road from the head of Conewago canal to the Maryland line-a company which was to be under the protection and cognizance of the laws of this state. The petitioners now allege that they have abandoned this project; and now ask of the legislature to give the assent of the commonwealth to the provisions of an act of the general assembly of Maryland, and to confer on the Baltimore and Susquehanna rail road company the privileges and immunities of a corporation in this state, with authority to enter the territory of Pennsylvania to construct a rail road from the head of Conewago canal to the city of Baltimore. "That the period for systematic and powerful exertion on the part of Baltimore has at length arrived, is no longer doubted. The great plans which are going on and in a great measure matured in New York, and those which are projected and will be completed in Pennsylvania, show a determination on the part of our rival cities, to push as far as unlimited capital, seconded by liberal views and great enterprise, a competition which can only become dangerous, if we permit their schemes to be matured, and the current of trade to take a settled direction in the channels provided for it by our rivals. For commerce, like water, will seek its level, depending on natural or artificial causes, and if we once permit it to be diverted from its natural channel, it will be found most difficult to bring it back. If, on the other, we enter early into the field of competition, and improve our natural advantages, we make the efforts of our rivals tributary to our views, and they cannot make a foot of canal or railway, erect a bridge, or pave a turnpike road, which does not necessarily lead the trade or commerce Such being the character of the application of the embarked upon it directly to our door. We have nothinhabitants of York, the attention of your committeeing in fact to do but to take up the work where they VOL. III. 9 leave it, and to finish at a trifling expense a great line of as in the state of Pennsylvania. During a short period internal communication, which the exertions of our spi- prior to the commencement of the great system of interrited and enterprising neighbours have conducted with-nal improvement, the state had expended a sum little in our reach.” “Baltimore must and will be the great central city of the Union-no rivalry can impede her progress-no competition disappoint her destined elevation, if her citizens are but true to themselves and unite with their characteristic enterprise, to improve advantages and cultivate the resources which Providence has placed at their disposal." short of 5 millions of dollars on roads, bridges and canals, and made large appropriations to other objects claiming legislative patronage. And this vast amount of expenditure has been encountered without a resort to direct taxation. A reference to the various reports of the finances of the commonwealth during that period, will show how large a proportion of this expenditure has been contributed by the revenue derived from the commerce of the port of Philadelphia. In the opinion of interests of the state, are most satisfactorily demonstrathe committee, the advantages of this commerce to the ted in the report which exhibits the state of the finances of the commonwealth for the last year. With such objects, thus openly avowed by the companies, it is asked of the legislature of this state to give its assent to the act of the general assembly of Maryland, incorporating the Baltimore and Susquehanna rail road company, by which they are to be accomplished. The From the report of the finances of the state, made by attention of your committee has been therefore necessa rily directed to an inquiry into the claims of this compa-lature, it appears that the whole amount of the revenue the Auditor General at the present session of the legisny for the passage of the act prayed for in the petitions, and the consequences of granting it, as they may hereafter affect the policy and interest of this state. It is true that the several states of the Union are Should the state of South Carolina make a complaint to this state, that the late tariff acts of congress operated adversely on the planting interests of its citizens, and ask of this legislature to aid it in an application to congress to repeal the tariff acts, the legislature would consider the question involved in the application as it would operate on the agricultural interest of Pennsylvania, and act accordingly. And your committee, in their enquiries into the consequences of granting the act prayed for, will confine themselves to the question of state interests. of the commonwealth for the past year is $547,370 94; and by a reference to the various items of which this revenue is made up, it appears that the city and county of Philadelphia contributed $340,783 94; and that a single bound by political ties, and are said to bear to each oth-branch of the revenue derived from auction commissions er the relationship of sisterhood. In the intercourse of and duties, constituted nearly one third of the whole rethe states, these ties and this relationship necessarily call venues of the commonwealth. It is important to bear for the exercise of mutual acts of comity and kindness. in mind, that the productiveness of this fruitful branch But in no case, nor under any circumstances, can they of the revenue will ever be in the ratio of the increased claim a sacrifice of the interests of the one to the other. facilities afforded to transportation and an extended inEach state has parted with a portion of its sovereign tercourse. This statement of the relative contributions power to the federal government for the general good, to the revenue of the state is presented, as exhibiting in the balance of power remaining in each is to be exerci- the opinion of your committee, the most satisfactory desed for the improvement of its own domestic condition, monstration of the advantages of the commerce of the and the advancement of its own interests. city and county of Philadelphia to the interests of the state, and the most conclusive proofs of the soundness of that policy which cherishes that commerce by opening and directing the avenues of trade to the commercial metropolis of the state. In the great plan of internal improvement, so happily devised to elevate the political power of the state, and unfold its physical capacities, it cannot be forgotten that an estimation of the advantages which the state would derive from the great impulse which the system would give to the trade and commerce of the port of Philadelphia, formed one of the inducements to its undertaking. This plan of improvement as originally commenced, and subsequently extended, was laid on the broad foundation of conferring its benefits on all the great leading interests of the state, including its great manufacturing city in the west, so happily situated as to command the immense trade of the regions watered by the Ohio and its tributaries, and embracing within its scope its prosperous commercial city, destined to be the great mart of its varied and multiplied productions. To meet the large expenditure which the execution of the great work would necessarily require, and to pay the interests on loans before the various sections of the canal could be brought into successful operation, it cannot be forgotten how large a calculation was made of the important aid which the city would give, and the revenue its commerce would yield. Nor have the calculations of the friends of the system in these respects proved erroneous. A reference to the amount of the revenue derived from the city and county of Philadelphia in 1825, when the system of internal improvement was adopted by the legislature, and the revenue for the last year, will show an increase of the revenue from the city and county of $80,783 94; an increase which affords an earnest of what the advantages the commerce of the city will be to the state, when the great works now in progress shall be brought into active operation. It appears then that the citizens of Maryland have projected the most extensive schemes of internal improvement, directed to draw the trade of other states to its commercial city. It is represented in the report that a sentiment in favour of this system, pervades the whole community, and occupies the undivided public opinion; and it is well known that the most prominent of these schemes has received largely of the bounty of the legislature of Maryland. It may be asked then, to what object these mighty efforts are directed? Surely it will not be pretended that they are directed to the mere object of contributing to the exclusive aggrandizement of the city of Baltimore, or to the mere purpose of adding to the individual wealth of its inhabitants. Such efforts thus zealously adopted, and eagerly pursued, can proceed from no other than a settled conviction, that general benefits will result to the state from the accomplishment of those schemes-that a rich and growing commerce, attracted to that city, will diffuse its genial warmth over the whole state, add to its wealth, its productive industry, its power and population; and in return for its encouragement, yield a rich revenue to the commonwealth of Maryland. Such have been the effects of the great improvements accomplished by the state of New York. Such are the auspicious results anticipated from the extended system of internal improvement adopted in this state, and such would appear to be the Under these circumstances, and with every demonobject to which the efforts of the several states are now stration in favour of that enlightened policy which has directed, to draw the trade of the Union to their respec-enlisted the state in its system of internal improvement, tive commercial emporiums. The advantages of a commercial city to the state in which it is located, are no where so strikingly illustrated a rival city of a sister state, jealous of its effects in augmenting the trade, and increasing the commerce of the port of Philadelphia, and with a view, and for the avow 1829.] REPORT ON BALTIMORE PETITION. ed object of counteracting the system so far as the city of Philadelphia is to derive a benefit from it, now asks of this legislature to give its assent to an act which is to be the very instrument employed in accomplishing those objects and views. Your committee do not deem it necessary to multiply arguments against the impolicy of yielding to the application to give the assent of the state to the act of the general assembly of the state of Maryland; and relying on the intelligence of the Senate to perceive the true interests of the state, and its firmness of character to support those interests, your committee will not indulge in speculations on the disastrous consequences to the interests of the commonwealth, which in their opinion would flow from the passage of the act prayed for by the citizens of York. The able expose of the views and objects of the Baltimore and Susquehanna rail road company, abound in facts and materials in justification of the refusal of the state to give the required assent. When this expose was made, the legislature of this state had not made provision for the extension of the Pennsylvania canal beyond Middletown, and taking it for granted that Middletown was the place of the termination of the state improvements, the report is led to indulge in the remarks: "We have nothing in fact to do but to take up the work where they leave it, and to finish, at a trifling expense, a great line of internal communication, which the exertions of our spirited and enterprising neighbours have conducted within our reach." "Upon reference to the view of the country, and the improvements now going on in Pennsylvania, it will be observed that our rail road contemplates intersecting the Susquehanna at the point where the immense line of canals now in progress in that state terminates." Since this report was made, in conformity to the original plan, the legislature has made provision for the canal from Middletown to Columbia, and for a rail road from thence to the city of Philadelphia-important links in the great chain of internal improvement; and these lines are now in the way of construction. The execution of these extended works are to involve a large amount of expenditure by the state, and have been undertaken with a view to transport the immense trade destined to be carried on the Pennsylvania canals to the commercial metropolis of the state. With a view to show the amount of revenue to be derived from the capital invested by the Baltimore and Susquehanna rail road company, in constructing the road from Middletown, selected, as a point of intersection, to Baltimore, the report furnishes data on which a calculation may be made of the revenues that the Pennsylvania canal, from Middletown to Columbia, and the rail road from thence to the city of Philadelphia, will yield to this state, and which it is asked of the state to give to the citizens of Baltimore. Extract from the report. "As we before observed, it would be difficult to form any thing like an estimate of the quantity and value of the produce which will descend the valley of the Susquehanna in a few years, but some opinion of the kind and amount of these commodities may be formed by reference to the following account of the arks, rafts, and boats, which descended the river last spring, under all the inconvenience, and at all the hazards incident to that perilous navigation. "From an accurate account kept by a respectable citizen of Harrisburg, it appears that between the twentyeighth of February, and the twenty-third of June, 1827, there passed that place, "Rafts 1631, arks 1370. It is supposed that the rafts contained on an average, 25,000 feet of lumber, which would amount to 40,775,000 feet. "Two hundred of the arks were laden with anthracite coal, averaging 55 tons each, making 11,000 tons. "The remaining 1170 arks were ladened principally with flour and whiskey for the Baltimore market, and 67 carried on an average 400 barrels each, making 468,000 barrels. "It is supposed that about 300 keel bottomed boats, carrying from 800 to 900 bushels of wheat descended during the same period, say 800, makes 240,000 bushels of wheat, at 35 bushels to the ton, makes 6,857 tons. "The articles above enumerated found their way to market over the difficult and dangerous navigation from York Haven to tide at Port Deposit, from whence it was transhipped into bay crafts and taken to Baltimore. "From information derived from persons residing on the margin of the Susquehanna for many years, and perfectly conversant with the nature and extent of its trade, it is ascertained that if a rail road was constructed from York Haven to Baltimore, not; exceeding eighty miles, and it could be travelled at the rate of three cents a ton per mile, it would absorb the whole trade which now descends the river, as the transportation upon the railway would be at least one-third cheaper than by way of the river, and in bay crafts after it reaches the tide. At this rate the transportation of the produce which came down the river between the twenty-eighth February and twenty-third June last, would be as follows, upon a rail-road sixty miles only: Two hundred arks, 55 tons of coal each, mak- One thousand one hundred and seventy arks One thousand six hundred thirty-one rafts, con- $19,800 75,213 12,342 48,930 $156,285 "If the data upon which these calculations are founded be correct, the conclusion cannot be avoided. That even upon the small quantity of produce which descended last spring, the above amount of tolls would be received. The produce which descended last autumn, would also contribute to swell the amount. "This table is merely given as a practical example, and illustrative of the probable revenue from the rail road, even in the present condition of the trade; and when the intercourse shall have increased to the extent to which it must inevitably swell, the calculation which shall include both the ascending and descending trade, will indeed assume the appearance of extravagance." These statements furnished by the report, present the most flattering prospects of the revenue the state will derive from the Columbia and Philadelphia rail road, and add fresh inducements to accelerate its construction. Surely it cannot be seriously asked of this state, encountering so large an expenditure to construct the work, to part with so large an amount of revenue; for most certainly it is openly avowed in the report, that the Baltimore and Susquehanna rail road, if constructed, would inevitably enjoy the trade intended to be conducted on the rail road to Philadelphia. Nor is this all that is asked of the state to give away. It has long been a subject of complaint by the city of Baltimore, that the citizens of this state, who carry their produce to its market, invest the proceeds of the sale of that produce in purchasing merchandise in Philadelphia attracted there, no doubt, by a better market. This trade is a rich prize coveted by the city of Baltimore, and which it is one object of the Baltimore and Susque hauna rail road to secure to that city. Far be it from the committee to censure or condemn the vigorous efforts and enterprise of the state of Mary circumstances more favourable in the contrast to this state, to whom the application is made. land to secure to the city of Baltimore the great and increasing trade of the Union. In their opinion they are the offspring of an enlightened and commendable policy. The case may be stated thus: The state of PennsylvaIs it not then equally a wise and commendable policy in nia has projected, and is now carrying into execution, the state of Pennsylvania to direct the trade of its own an enlarged and comprehensive system of internal imstate to its own commercial city, with the happy locality provement, designed to furnish to its citizens the advanof being enabled to give it that direction within its own tage of a cheap transportation and an easy access to territory? It is a part of the Pennsylvania system of in-market; and to make its own city that market; to fosternal improvement, and your committee are not aware ter its commerce, which, ever grateful, repays the faof the occurrence of any untoward circumstance to pro-vours conferred on it, and this great work, involving an duce a change of that system. The citizens of York, who are so desirous of availing themselves of the advantages which they propose to reap, by having the whole trade destined to be transported on the Pennsylvania canals to pass through its territory, can offer no equivalent for the losses every other part of the state would suffer from giving its trade such a direction; and they cannot, therefore, with any justice, complain of the refusal of the state to grant the prayer of their petitioners. immense expenditure, is to be constructed at the expense of the state; and it is asked of the legislature to give to a rival city the privilege of intersecting these great improvements at a point within its own territory, for the purpose of conducting the trade from Philadelphia to Baltimore, to enable that city to reap the benefits of the system of internal improvement executed at the expense of this state, and to deprive the state of the revenue derived from the trade of its own commercial city, and of the large amount of tolls which it is confidently anticipated will be derived from the great line of communication from Middletown to the city of Philadelphia. The city of Baltimore having refused then to this state the right of intersecting within its territory great line of communication projected by that city, for the purpose of directing to it the trade of the union, most certainly can have no just cause of complaint, at the refusal of this state to give to that city the right of intersecting its great improvements within the territory of Pennsylvania, for the avowed purpose of drawing to Baltimore the trade destined to be conducted to the city of Philadelphia. From every view of the subject which your committee have been able to take, having a proper regard for the interests of the commonwealth, and a sincere disposition to accommodate the inhabitants of York, they can ar rive at no other conclusion than that it would be doing an act of injustice to a large portion of the citizens of the state, and an injury to the interests of the state, to grant the act prayed for by the petitioners. They therefore offer the following resolution: Nor can the citizens of Baltimore have any just cause of complaint at the refusal of this state to make so great a sacrifice of interests to contribute to the advancement of their prosperity. An occasion is fresh in the recollection of the members of this body, when, on a favour being asked of the legislature of this state by the citizens of Baltimore, as a condition of granting it, a favour was asked of them in return, which was peremptorily refused. When the Ohio and Baltimore rail road company presented their magnificent scheme of improvement to this body, and asked of the legislature of this state permission to pass through the territory of Pennsylvania, with a view to construct a rail road to the Ohio to intercept the trade of that immense region and conduct it to the city of Baltimore, it will be recollected that in this body a condition was proposed to the grant of this privilege, viz. that the Baltimore and Ohio rail road company should secure to this state the right of intersecting their rail road at any point in the state of Maryland. When this condition had received the sanction of this body the commissioners of the Baltimore and Ohio rail road who attended here to urge their claims, indignantly refused to accept an act of the legislature of the state, with a Resolved. That to give the assent of this state to the condition which they alleged would be utterly destruc- act of the general assembly of Maryland, incorporating tive of their whole project. The arguments they pre- the Baltimore and Susquehanna rail road company, sented in justification of their refusal to accept an act would be doing injustice to a large portion of the citi with such a condition, were-that their project was in- zens of this commonwealth, and an injury to the intertended exclusively for the benefit of the city of Balti-ests of the state, and it would be therefore inexpcdient more, that the immense expenditure which the execu- to grant the prayer of the petitioners. tion of so stupendous a work would involve was to be defrayed by the citizens of Baltimore and the state of Maryland; that if the privilege was granted by the com- Report of MONCURE ROBINSON, Civil Engineer, on the pany to this state to intersect the Baltimore and Ohio rail road at any point within the territory of Maryland, it would put it in the power of the city of Philadelphia, at a trifling expense, to reap all the benefits of their improvement, made with their money, at an enormous expense, and thus to deprive Baltimore of that very trade which it was the object of the rail road to conduct to the city; and that rather than submit to such a condition, which would be destructive of their project, they would avoid the territory of Pennsylvania, and pursue a devious course through the state of Virginia. At a subsequent session, the legislature, yielding no doubt conviction to these arguments, and believing that it might be unreasonable to require of the Baltimore and Ohio rail road company to give to this state a right of intersecting their improvement, which would, according to their representations, enable this state to reap the fruits of their labours and expenditures, gave its assent to the company to pass their rail road through the territory of Pennsylvania, without reserving as a condition of this assent the right of intersection, so obnoxious to the company. This condition may be considered in some degrec analogous to the present application to the legislafure to give its assent to the act incorporating the Baltimore and Susquehanna rail road company, with some! PENNSYLVANIA CANAL DOCUMENTS. Susquehannah and Lehigh Canal. TO THE CANAL COMMISSIONERS OF PENNSYLVANIA. Gentlemen, I have the honour, in continuation of my report presented on the 5th ultimo, to offer to your honourable Board a more minute description, and an estimate, of the proposed Susquehanna and Lehigh Canal, accompanied by a plan and profile of the same. It has been found on laying down the lines traced along the Nescopec valley, that the length of a canal as stated in the report above mentioned, might be reduced as much as 3 2-3 miles, by five tunnels, varying in length from fifty to one hundred and five poles, and two crossings of the Nescopec. These changes are delineated in the plan herewith presented. In two cases, they would not it is believed be attended with a material accession of expense, and the inconveniences of tunnels and an increased expense might perhaps be justified in the other cases by the reduction in the length of the canal. These modifications of the line are therefore mentioned as subjects to which the attention of a locating engineer should be directed in the event of an execution of the work, * See Register, p. 54. The following estimate is submitted for a canal on the line traced in carmine in the map. The dimensions assumed, 40 feet wide at top-water mark, 25 feet wide at bottom, and five feet deep; locks as on the Delaware division of Pennsylvania Canal, 90 feet by 11 in the clear; to be constructed of substantial masonry lined with plank. The lining so arranged as to admit of being removed and replaced without deranging the masonry, except where stone favourable to hammering can be had, in which case the lining to be dispensed with, and a hammered face laid in water-proof cement to be adopted in its stead. SECTION 1st. From the Lehigh to No. 7-576,6 poles long. This section commences at the Lehigh five perches below the mouth of Wright's creek. One hundred and thirty poles of the section present favourable ground for a canal. A large part of the remaining distance is on rocky and unfavourable ground, at the foot of Maple Ridge. It will be judicious, in this part of the section, so to adjust base lines, as to afford but little excavation. This, however, must be encountered at locks, and at the head of levels, and will generally prove to be rock, at a depth of 12 or 15 inches. Near the end of this section the feeder from the Lehigh is received. The estimate for this item is made for a feeder having a bottom width of 14 feet as far as Pine Run, and thence to the Lehigh, at the mouth of Bear creek, of 10 feet, a fall of one foot per mile; and banks 54 feet high. The ground for an estimate has been considered as presenting similar difficulties with that over which an experimental feeder line was traced. This may or may not be the case, as the great reduction in the summit level would place a feeder line much nearer to the Lehigh than that traced. This particular item may therefore be considered as doubtful. Grubbing and clearing 11,539 yards excavation at 10 cents 25,214 do. do a 13 cents 69 615 00 91,458 25 91,458 25 122,899 05 768 75 1153 90 3277 82 a 70 cents 6728 40 775 00 1472 00 273 00 576 00 12,571 yards of rock excavation, a 60 cents Waste weirs 7542 60 576 00 5 feet culvert, containing 130 yards, a $2 10 Waste weirs Feeder line, including dam across Lehigh, wastes at Wright's creek and Pine run, guard gates, and basin at junction with canal Bridge 13 locks of 10 feet lift, and one of 9 feet, a 450 dollars Additional cost of 3 combined locks, a $300 3 Tenements for lock keepers SECTION 2d. 18860 00 200 00 62550 00 9000 00 600 00 SECTION 4th. From No. 47 to No. 99-1372,4 poles long. This section continues along the northern slope of Yager mountain, which is sometimes very rocky. It will be necessary to form a canal by partial rock excavation and embankment. Sometimes the mountain slope is of loose rock, and steep, in which case it will be most judicious to form the canal of those loose stones 111,681 15 and line it. Occasional spurs and hollows increase the amount both of excavation and embankment: Grubbing and clearing 46,720 yards of excavation, a 14 cents 56,901 yards do. often small rock, a 20 cts. 4216 yards of rock excavation, a 60 cents, 7825 do. do a 70 cents, 74365 yards of embankment, a 15 cents, 28195 do do. a 20 cents, 2558 yards of puddle, a 40 cents 12800 yards of lining, a 25 cents Waste weir 11 locks of 10 feet lift each 3 tenements 2172 00 6540 80 11380 20 2529 60 5477 50 11154 75 5639 00 1023 20 3200 00 288 00 SECTION 5TH. 600 05 99,505 05 From No. 99 to No. 130-1171,4 poles long. This section, in the first eighty-five perches, crosses the Nescopec at a point believed to be the most favour |