feet, have been changed to a radius of 630 feet, in ef-
fecting this object, and in straightening the line, partic-
ularly upon the eastern 20 sections, additional expense
beyond the estimate of 1828 has been incurred, but the
advantage derived from these improvements, are con-
sidered more than equivalent to the increased cost. Up-
on the western division considerable curves traced in the
former location are avoided. The two most prominent
In the lo-
points of alteration, are on sections 6 and 8.
cation of 1828, a curved line was conducted to the south
of Hempfield, the road is now traced through that vil-
lage, and a majority of those persons interested in the
property, have released to the commonwealth the dam-
ages which would arise from occupying their land.-
These improvements, with others of a mittor character,
and which the nature of the country enabled us to effect,
have so diminished distance upon this division, that 17
chains only remain on the original 21st section for grad-
uation. The undulating surface of the country through
which the 20 sections of the eastern compartment of the
rail-way is traced, afforded but little opportunity of
shortening distance, the gain is only 8 chains, but the
line so far as regards its former serpentine character has
been considerably modified; this however could not be
effected without incurring an increase of cost in the
construction. The materials found upon both divisions
now under contract, and which will be applied for pav-
ing the horse path and securing the blocks of stone up.
on which the rails are to rest, will not be sufficient for
these purposes-I have endeavored by every means in
my power to prevent a waste of such materials, as they
will be valuable in our further constructions. Having
given you briefly the information required, as designa-
ted under the second head of the 1st resolution of the
board, I now come to the 4th item embraced within the
additional instructions addressed to you by the secreta-
ry on the 5th of the present month, viz-“a statement
of the amount at which each section was estimated, "&c.
I have already stated that various alterations and modi-
fications have been made on both divisions of the rail-
way. The general course of the line has not been ma-
terially changed, but its constituent parts have been so
altered from the former location into sections of a mile
each (which will be seen on referring to the table of dis-
tances to each section,) that I can now only give a com-
parative view in relation to the former estimate of re-

sults taken from the whole divisions.
Toamount charged for road forming in 1828,

for 20 sections of 1 mile each, and 63 chains of section No. 21, including contingencies

Add to above, the cost of paving and railing
58 chains being the distance saved in pre-
sent location

To amount estimated with contingencies, for
constructing bridges and culverts on 20
miles and 63 chains of section 21
Add to above, the substitution of stone piers
for wooden frames in bridges, No. 12, 15
and 16, and cut stone for recesses of the
piers of bridge No. 12,

To amount of road forming from estimate
(1828,) of 20 miles from section 60 and 29,
40 chains to foot of inclined plane at
Schuylkill river, with contingencies,
Add to above, the cost of constructing eight
chains of paving and railing, being the
distance now saved

$37,910 70

eastward, and the estimate of
what remains unfinished,
Deduct 10,741 cubic yards of
stone for horse path, &c. re-
maining unbroken on the road
at 48 cents per cubic yard,
charged, prepared in other es-
timate at 73 cents per perch,
78 per cubic yard,

To amount paid on contract for
bridges and culverts, with the
estimated cost of unfinished
work,

To amount paid on do. for 20
sections of road forming, from
section 60 to section 79 inclu-
sive,

Deduct 26,667 cubic yards of
rock and hard slate for paving,
&c. at 46 cents per yard,

46,032 78

5,155 68

35,480 35

12,266 82

To amount paid on contract for bridges and
culverts, with the probable cost of unfin.
ished work,

Total cost of 40 sections on contract
To amount estimate of 1828 as above.
Balance against the present contracts

40,877 10

62,754 63

73,213 53

15,816 45

192,661 41 185,750 72

6,910 69

NOTE. The grubbing was not estimated in 1828, it amounts in the 40 sections to 2,837 70.

From this statement it will appear that the western, division, is 10,351 34 below the estimate of the location of 1828, and the eastern division 17,262 03 above that estimate.

Very respectfully, yours,

JOHN WILSON, Engineer.

D.

STATEMENT exhibiting a list of the persons employ ed in the Engineer Department of the Pennsylvania Rail Way from the 1st June to the 31st August, with the wages or salary of each.

John Wilson, principal engineer, at $2,250 per annum. Emmerson M'Ilvaine, principal assistant, from June 1st to 5th August, at 4 00 per day.

Robert Pettit, sub assistant engineer, from June 1st to 31st August, at 2 00 per day.

Samuel W. Mifflin, sub assistant engineer, from June 1st to 31st August, at 2 00 per day.

J. B. Moore, sub assistant engineer, from June 1st to 31st August, at 2 00 per day.

8,335 89 John P. Baily, sub assistant engineer, from June 1st to 31st August, at 2 00 per day.

60,090 90

Joseph G. Davis, rodman, from June 1st to August 31st, at 1 50 per day.

William J.Lewis, rodman, from June 1st to August 31st, at 1 50 per day.

William W. Torbert, rodman, from June 1st to August 31st, at 1 50 per day.

James Moore, rodman, from June 1st to August 31st, at 1 50 per day.

William H. G. Wilson, surveyor, from June 1st to August 31st, at 1 50 per day.

John Edgar Thomson, inspector of masonry and superintendent of bridges and culverts on eastern division, from June 1st to August 31st, at 3 00 per day. Henry R. Campbell, inspector of carpentry and superintendent of bridges and culverts on western division, from June 1st to August 31st at 3 00 per day. Thomas E. Cochran, chainman,from July 6th to August 5th, at 1 00 per day.

Thomas E. Cochran, rodman, from July 6th to August 31st, at 1 50 per day.

Valentine Waltz, axe man, from June 1st to August 31st at 100 per day.

Whereas, it has been held as a sound maxim by all
well regulated governments, that every sudden and
CALVIN BLYTHE, Esq. late Secretary of the Common-
unexpected change in the condition or pursuits of man-wealth, has been appointed by the Governor, President
kind, is injurious, aud ought to be avoided.

Pittsburg-The following are the Salaries allowed South America,

THE

REGISTER OF PENNSYLVANIA.

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

VOL. V.-NO. 7.

EDITED BY SAMUEL HAZARD.

PHILADELPHIA, FEBRUARY 13, 1830. NO. 111.

ALLEGHENY PORTAGE.

Report of Moncure Robinson, principal Engineer upon the
Allegheny portage.

To the Board of Canal Commissioners of the State of
Pennsylvania.
GENTLEMEN,

By the resolutions of the Board of the 8th of Decr. last, appointing me the engineer of the Allegheny portage, my attention was directed to three points," 1st, the construction of a rail-way overcoming the summit by means of stationary engines, or self-acting planes, with intermediate levels, or moderately ascending planes. 2d, the construction of a Macadamized turnpike of the best kind, between the same points. 3d, the suggestion of any other plan which might occur to me as calculated to afford the best accommodation to trade."

It was further resolved,

"That Mr. Robinson be directed as soon as he shall have made the necessary examinations, to furnish the board with his views and opinions in detail."

Agreeably to this resolution, I have now the honor to submit to the board the following report:

Two considerations of less moment in the location of a canal, become objects of indispensable attention in that of a rail-road, and in determining its profile, viz: the amount and the direction of the trade to be anticipated on it; a knowledge of each fact, as far as it can be ascertained, is essential to a decision between rival routes, where it becomes often a question how far a more eligible trace may be justified at an enhanced cost. The proportion of trade, or its relative distribution in each direction, has its influence where no such question is to be settled, because on this ratio depends the graduation which may be advisable for each portion of the roadway, and which of course, is to be approached as nearly as it can be attained, without incurring an expense more than commensurate with the object.

quite as strongly the greatest practical diminution of the amount of absolute power required; or, in other words, that the mountain should be crossed at the least elevation, and by a line of the least length which may be attainable. If, as is believed, the rail-way will in a few years have nearly as large an amount of trade as it can accommodate, all elevation beyond what is necessarily encountered, any unnecessary increase of distance and obstacles arising from unnecessary curvatures, will form a perpetual tax on this trade, which ought as far as possible, to be avoided.

Preliminary to the trace of any route, a full examination was made of the summit, as far north and south as there was the least probability that a line would cross. It resulted in ascertaining the fact, that the Sugar run summit, to which attention had been first drawn by Mr. Blair, and across which one of the lines of Mr."Roberts had been traced, was the most reduced point within the range of the contemplated connexion at which the mountain could be crossed. It next became an object of inquiry how far a diminished elevation might be attained by tunneling.

Bends of level were traced on each side of the mountain, (where the information sought for was not afforded by previous surveys,) so as to show by the proximi ty of these lines when plotted, the points which presented themselves under the most favourable aspect, and examinations were afterwards made on the ground at these points. It was ascertained that south of the northern turnpike, a more reduced elevation than that of the Sugar run summit, could not be effected without incurring the expense of a tunnel of unreasonable length, and more than proportional expense; that north of the Blair's gap turnpike, two points presented themselves affording more than ordinary facilities; that at one of them, a short distance north of Samuel Lemon's tavern, a summit level one hundred feet lower than the Sugar run summit might be effected by a tunnel of a mile, that In a report of the 4th of December last, on a proposat a second point one and a half miles further north, the ed rail-way connexion between the Susquehanna and Schuylkill, I took occasion to consider this subject in some detail. The conclusion was deduced that between the Susquehanna and the dividing ground, that is to say, in the direction of greatest transportation, the ascending Setting aside the point of elevation, it was further apgraduation per mile should be reduced to its minimum, parent on a mere view of the country, that the greatest the remaining ascent being overcome by inclined planes facilities for the location of a valuable line of rail-way, and stationary power at points of convenient location. would not be presented south of the turnpike, and it The reasoning which led to this conclusion, applies with appeared from the surveys of the preceding season greater force to the Allegheny portage. There can be that any practicable line in this quarter could not be ma. no doubt that the trade must be immense on a line of terially, if at all,shorter than one passing along the westrait-way, intended to connect the east and west, and two ern slope of the Allegheny mountain, crossing at the divisions of canal, each of which passes through a dis-point first named, and descending by the Blair's gap valtrict peculiarly fertile in most valuable but ponderous minerals, and almost as little that whatever may be the present ratio of that trade, that from the west to the east must after a time preponderate.

submitted without comment.

summit level might be reduced 200 feet by a tunnel of a mile and one sixth: the greatest height of the comb of earth, in the former case being 177 feet, in the latter 240 feet.

ley. Under these circumstances it was evident, that further examinations might, without hazard, be confined to such lines as would cross the summit, either at the Sugar run gap, or at one or other of the points above named, as far as favorable to a reduction of the summit

No views which would be new in confirmation of the opinions here expressed, can be offered to the consid-level. cration of the board. Under this impression, they are The line first traced was that crossing immediately north of Samuel Lemmon's tavern, this appearing on a The same views, however, which recommend a cheap-reconnoissance of the ground, to combine more comer power than that of horses on a railway which is to traverse the Allegheny, and the largest facilities which can be afforded on the graduated portions of it, urge VOL. V.

13

pletely than any other the recommendations of reduced elevation, diminished distance and relative facility. A topographical plan and profile of this line revised at each point, which admitted of any material improvement, is

converted into a large and commodious basin by raising Livergood's dam and embanking on the opposite flat; dedueting this distance, the whole length of the western division of the rail-road from S D MI to the head of the proposed basin, is twenty-seven miles and ninetythree poles, and the whole distance between the two basins thirty-eight miles and fifty-one poles.

herewith presented. It will be unnecessary to trouble the board with a detail of the extended and minute examinations which have led to the conclusion that it presents in an eminent degree the most eligible route for a rail road, or the plan contemplated by lifts and levels. It may be proper however to remark,that the line which crossed at the more reduced summit was with much reluctance abandoned, and only after it was discovered that it would prove much more expensive; on the west-rail-road and of connection with the canals east and west ern side of the summit much more circuitous, and that insuperable difficulties would attend the location of lifts along the Sugar run valley.

The line adopted may for convenient consideration be classed in two divisions, commencing at a BM on a beech, on a branch of Clearfield north 45° 30′ west, of Lemmon's 2,004 feet above our summit level, and going east, it curves on a radius of 500 feet to the western entrance of the tunnel at station 5. After piercing the mountain it is located on the steep slopes S. of the N. branch of the Blair's gap run, falling at five points, by inclined planes and in the intervening distances, at a graduation varying between 3-100 ths and 32-1000 ths of a foot per ten feet. The foot of the last inclined plane is located about six miles from the eastern entrance of the tunnel, and about one third of a mile below the Blair,s gap inn. From this point the hills fall away on each side of the Blair's gap valley, and become too much indented with ravines to admit of retaining such a gradation as would have been preferred. It has been found practicable, however, so to distribute the fall of the valley as to give an average descent per mile from the foot of plane No. 5, east to Hollidaysburg.

The points adopted as points of termination for the of the mountain, are recommended after much consid eration. It will be proper to explain to the board at some length, the reasons which have led to the conclusion that they are on the whole the most advisable.

It will be observed, on examination, that the profile of the western part of the proposed rail road from the foot of the inclined plane No. 4, to its point of termination is well adapted to the use of locomotive engines. A motive power may in consequence be adopted on this part of the rail-road, peculiarly eligible, where expedition becomes an object, and better adapted than any other to the case of a profile within the limits of locomotive graduation, and which for other power would not be advantageous. On the other hand there is little doubt that an ample supply of water for locks of even the small lift of five feet cannot be commanded from the Conemaugh, above the confluence of the south branch. This circumstance would have appeared decisive against an extension of the canal above Johns'own, had it been clear that an increased quantity could not have been obtained elsewhere. It was deemed proper, however, to omit no view of the subject, which could with propriety be taken under the instructions given, and which A short distance below this village the rail road will might be desired by the board. Examinations were acconnect with the eastern division of Pennsylvania canal, cordingly commenced with the view of ascertaining and the last 1538 feet of the line located, terminating at what further supply could be commanded at the conflusection 308, would be parallel with the proposed basin.ence of the Munster and Ebensburg branches. Excluding this distance, and computing from S B M I, to the head of the basin, the length of the eastern division of the rail road will be ten miles and two hundred and seventy-eight poles.

It is ascertained that a feeder which would not be expensive, for five and a half miles, may be taken from the Bedford and Cedar swamp branches of the south branch, immediately above their junction, and brought The first 588 poles of the western division of the without any material difficulty to a depressed point in rail-road passes over ground of a very gentle declivity, the dividing ground between the Conemaugh and South sloping in the first instance towards Storm's run, a trib- branch. From this point (a little south of William utary of Clearfield, and afterwards towards the Laurel Brookbank's, on the Johnstown road,) it would be neswamp branch of the Conemaugh. At the end of this cessary to conduct the water by a vault of five feet didistance, the inclined planes west of the summit com-ameter, a distance of 1000 yards, after which it would mence, the line falling successively at Adam's run, Bear rock run and Ben's creek. A fourth inclined plane is located about three fourths' of a mile below Litzinger's saw-mill, and lowers the line into the valley of Conemangh.

The graduation between these planes varies between 11-1000 and 22-1000 of a foot for each distance of ten feet, and may be made somewhat more gentle on a definitive location.

be discharged into one of the sources of Ephraim's run, and thence find its way along the bed of that stream to the Conemaugh, two miles above the point in question. A small portion of the waters of the Clearfield might also be commanded without much difficulty, and at seve ral points on the Conemaugh reservoirs of large capaçity, could if requisite be constructed.

Under these circumstances, it may be deemed per fectly practicable to extend the navigation west of the dividing ground, by locks of any convenient size, seventeen miles above Johnstown, and it is not to be denied that some very material advantages would flow from such a reduction in the length of the portage. It is be lieved, however, that these will be overbalanced.

First-By the increased expense of a canal in this distance, locks constructed on any permanent plan would cost as much, or nearly as much as the rail way. To this is to be added the cost of a canal embracing much difficult ground and of a feeder involving a subterraneous passage of the length above stated.

Station 214 at the foot of inclined plane No. 4, is 8 miles and one hundred and ninety-one poles from S B M I. From this point to the big bend of the Cone maugh, a distance of nine miles and two hundred and sixty-nine poles, the line is located (with the exception of a short distance from the foot of plane No. 4,) on the north side of the Conemaugh, and is graduated on a slope generally rising to, but in no case exceeding thirteen feet and two tenths per mile. At this point, plane No. 5 west, is located by which the line is lowered ninetyone and a half feet. Between the foot of this plane and Johnstown, nine miles and twenty poles, the Cone- Secondly-By the delay attendant on passing through maugh is crossed five times so as to obtain for the rail-as many locks as would be necessary to overcome the road the best and most direct line. The trace in this fall (400 feet) in this distance. Thirdly-By the increased annual expenses on the distance nevertheless deviates more from a straight line than on any portion of the route; on this part of the lo- canal when completed. This item for repairs and recation the graduation is for the greater part of the dis-newals alone might perhaps be equal on the canal and tance as steep as 26 feet and 40-100 ths per mile, but at no point exceeds this descent.

The line of the rail road terminates at No. 671, near Johnstown, the last 1300 feet being at a convenient distance from an arm of the Conemaugh, which will be

rail road, but a large number of officers would be requi red on the former work, who might be dispensed with on the latter. Their salaries at the lowest rates at which competent officers could be procured, would form a per centage on the tolls which might be anticipated, worthy