Cayuga and Susquehanna Susquehanna and Waterford Susquehanna and Tioga Bridgewater and Wilkesbarre But when considerations, higher than any which could Pittsburg and New Alexandria affect the welfare and prosperity of this state, present New Alexandria & Conemough themselves-when, that of the whole nation is interest-Belmont and Easton ed, and identified with her own, she cannot be true or just to herself, in giving way to any spirit, which is in opposition to her solemn conviction of public duty. Your committee therefore offer the following resolutions

PETITION TO ASSEMBLY IN 1695. To the Governor and provincial Counsel now siting 21st 3d mo 1695

ffriends In love and Respect to you and good will to our Country In general wee whose names Are under subscribed thought it needful and our duty to lay before you these few matters following, viz.

wee Request you that such men bee put in office that Are of good Repute And Christian Conversation without Respect to Any profession or perswasion In Religeon,

Ralph Ward

Anty. Sturges
Henry Clifton
Robt. Burrow
Wm. Forrest
Richerd Gone
David Brintnal
Joseph White
John Cinam
W m. Carter
Wm. Harwood
Tho. Worten
Philip England
Abra. Hardiman
Isaac Norris
James Fox

Tho. Langstone
Nat. Lamplew
Tho. Ffitswater
Penty. Teage

Ralph Jackson
Howel Griffith
Christo. Penock
ffriends The date of this Address on the other side

doth manifest the time it was first presented to you but
wee have had little Remidie yet as to the chiefest mat-
ters of which that of ordenaries is one which is manifest
doubtless to many of you is wors now then it was then,
therefore I having this coppy by mee and understanding
you meet this day thought meet to present it to you for
Your friend,
your further consideration,

9th 12th mo. 1697.

WM. SOUTHBE

At a Council held at Philadelpia on Monday ye 9th of February 1697-8-Present, William Markham, Esq. Governor, &c. Samuel Carpenter, Edward Shippen, Joseph Growdon, John Prutold, Caleb Pussey, Richard Hallowell, Wm. Clark.

Also that oficers fees may bee made publick and put up in Each Respective ofice that all may bee satisfied that they have no wrong done them. wee Also considering that theyr is now many ordenaries and tipling houses in this town of philidelfia kept by several As Are not well qualified for such undertakings tending to debauchery and corrupting of youth, wee Request you that only sober honest concientious persons bee suffered to keep such houses, and that all ocasions tending to corrupt youth or others may bee taken Away According to the Article of our charter from our proprietor.of. And also that the laws and statutes of this province bee duely and diligently put in Execution According to the 6th Article of our said Charter,

Also wee Request that sum place may bee provided (As stocks or cage) to put drunkerds or other violators of the good lawes of England and of this province In being taken up by the watch or constables to Avoid being carried to prison for such misdemeanors of such moment; that unnecessary fees may bee Avoided,

And Also that sum cours may be taken that these Indians May bee brought to more sobriaty and not to goe Reeling and bauling in the streets, Especially by night, to the disturbanc of the peace of this town;

The within petition having been read, The same was referred by the Governor and Council to the justices of the peace of the county of Philadelphia, for the special and fformal remedie of the things therein complained RICH'D ROBINSON, Sec'y.

PENNSYLVANIA RAIL ROAD.

We copy from the United States Gazette-Extra, the following Report of Major Douglass, and some other documents relating to this most important subject. We refer to our 3d Volume.pages 81,123&170 for the various reports at full length of Messrs. Wilson, Robinson Wilson and Hopkins, J. McIlvaine, Esq. &c. &c. Too much caution cannot be employed in deciding so interesting a question, as that relating to the termination of the rail road. In recommending a plan, deviating so much from the surveys of Engineers, eminently qualified to judge, as the gentlemen, who have been employed, confessedly are, and from the opinions of the public authority of the city, and the popular voice-the commisAnd Alro that theyr may bee A check put to hors sioners assume an awful responsibility, which can only Raceing which begets swearing blaspheming gods ho-be justified by very cogent reasons. The members of ly name, drawing youth to vanaty, makeing such noises And publick houting and uncivil Riding in the streets.

Also wee Request that All the Inhabitance of this town of philidelfia May have the benefit of purchasing such victuals or other goods exposed to public saile by being published by the crier to the extent of each street so farr that all may have knoledg theyrof, which by the present crier is not done to the prejudise and great dissatisfaction of many;

Also that fidling, dancing, gameing and what Elce may tend to debauch the Inhabitanc and to blemish christianaty and dishonour the holy name of god, may bee curbed and Restrained both at fairs and all other

times.

All which wee leave to your serious consideration hoping you will Accept of this our Request and Address to you being as Aforesaid in love and respect to you and good will to our town and country wee Remain your friends,

the Legislature, have now an important part to act, and we trust, their decision will be influenced by a clear conviction of the interests of the city, and the state,to the exclusion of every other consideration-with regard to the former, those who reside in the city, ought to be presumed most capable of judging, and as respects the latter-the vast difference in expense, distance, and general convenience, ought to have great weight in deciding.

1830.]

REPORT ON PENNSYLVANIA RAIL ROAD.

9

tioned. Here the line descends into the bed of a small tributary stream of Crum creek, from which it may gain the level of Monroe village and the Lansdown woods with some depth of cutting.

The Board of Canal Commissioners of Pennsylvania. GENTLEMEN, In compliance with the instructions communicated by Mr. Shunk on the 11th and 21st August, ult. I have now the honor of reporting for the informa- The line by the other position would turn off from tion of the Board, the result of the examination and sur-the present location near Georges gate, only 24 chains veys which have been subsequently made with reference to the termination of the Pennsylvania Rail road at Philadelphia.

The object of these instructions, expressed in the most general terms, was to ascertain among the various plans which had been suggested, the mode of approach to, and connexion with the business localities of the city, which should combine in the highest degree the objects of convenience to the Rail-road trade, advantages to the city itself and economy to the state: And it was made the duty of the Engineer, to investigate the properties of Major Wilson's location in these respects, and so to compare it with the most advantageous line that would be obtained down the right bank of the Schuylkill.

In the early stage of the survey, it was understood that this comparison was to commence st the foot of the inclined plane at Peters' farm, but the further instructions communicated on the 21st. laid open the question as far back as the 7 mile stone (Bouman's farm) on the old Lancaster road, at which therefore, in the order of this report, our examination commences.

It may be proper to premise here, that the location of a rail road as well as that of a canal is determined by its Levels and Lifts, with only the exception that every slight declivity in the case of the rail road is not considered as a practical departure from the Level. With respect to the lifts, or (in the present case) the Inclined plane, it is desirable for the convenience of using them, as well as for the economy of construction, that they should be collected in considerable beights, instead of being distributed at large, as in the locks of a canal.The localities of these planes require therefore peculiarities of shape which it is sometimes difficult to find. The gentle slopes of the country will not answer, they would make the planes too long for the convenient application of stationary power: nor will any slope answer, which does not comprehend in a declivity nearly uniform, the whole fall intended to be overcome: other wise heavy embankments and deep cuttings are required in carrying out the grade at the head and foot of the plane. Other conditions might be stated, but these will suffice for the present purpose, and we now proceed to the local discussion of the line from the 7 mile

stone.

above the head of Major Wilson's plane, and passing down near the monument, decends at once to the level of the Lansdown woods. The two lines come together in these woods near the Turnpike Gate, and thence proceed along the left of the turnpike to the position for the second descent on the grounds of J. II. Powel, Esq. nearly opposite Race street, whence a bridge would complete either line to the city.

Both these lines have been carefully surveyed and estimated, and compared with a line by Major Wilson's plane, and the right bank of the Schuylkill to the same point of termination, and the following are the results. The first, viz. the line by the File factory, is a mile and ten chains longer than the continuous line by Belmont -and has about a mile and a half of very unfavourable ground, including the inclined plane. In the cost of construction it exceeds the Belmont line by 26,829 dolls. viz: 10,760 dolls. under the head of grading, &c. 9,089 dolls. at the lowest estimate for one mile and ten chains of Rail and Horse paths, and 7000 dolls. for the additional Engine.

The second route, viz: that from George's Gate is also longer than the Belmont line hy 38 chains, and would exceed it in the expense of construction 3490 dolls. The cost of grading it is true would be 7345 dolls. less, but the additional length of rail and horse paths, and another steam engine, amount to 10,835 dolls. more, and leave therefore the balance just mentioned in favour of the Belmont location.

But the comparative feasibility of these routes is not fully comprehended in these views alone. The fuel, wear and tear, and attendance of the additional engine, would cost at a moderate estimate 8,550 dolls. per ann. which must be defrayed by this amount of additional tolls levied on those who use the road, unless it be paid out of the improvement fund of the state, in which case it would be equivalent to an investment of 142,500 dolls. at 6 per cent. It can hardly be necessary to add to this consideration, that the additional plane will also be an additional occasion of delay and embarrassment to the cars. We find in fact no motive on the score either of distance, convenience, or economy, for the choice of either of these lines; but, on the contrary, it results from every view of the subject, that even if we should choose the foot of Race street, upon other grounds, as the crossing place, the shortest, most convenient, and cheapest line of approach to it would be by the Belmont plane and the margin of the river; and the same may be said of any other crossing place further down.

This point is situated near the top of the ridge which further west separates the valley of the Brandywine from that of the Schuylkill, and which terminates eastwardly, in the bold elevation of Belmont (Peter' farm). Southwardly it slopes off to the lower level, on which Monroe We return, therefore, to the comparison originally village and the Lansdown (Bingham's) woods are sit-contemplated from the foot of Major Wilson's inclined uated; which extends to near the margin of the Schuyl kill opposite to Philadelphia. From the 7 mile stone, Major Wilson's line extends in a graded level along the top of the ridge to the end, and there decends by a single Inclined plane to the immediate margin of the Schuylkill, whence it may be continued by a single level along either bank to the city. Any other route would of course diverge to the right, descending first to the intermediate level just mentioned, and afterwards, by a second inclined plane to the margin of the Schuylkill. To ascertain such routes, the face of the slope was examined from Belmont to the 7 mile stone, with a view of selecting the proper positions for the planes, and two such positions were accordingly marked, one which by possibility might answer, and the other quite favorable.-A line by the first of these would diverge from Maj. Wilson's location at the mile stone, and follow out a secondary ridge to a head land near the Lancas ter Turnpike, about half a mile above the file factory, which is the position of the Inclined plane first men VOL. V

2

plane to the city; and first we may designate
the line down the right bank. This on leaving
the foot of the plane, comes round into its direction by
a curve of 400 feet radius, and a heavy embankment-
which, however, may be brought within the limit of 24
feet at the deepest part, by grading down the plane
one chain further than at present, and the line itself at
30 feet per mile for 11 chains. The embankment ter-
minates at 17 chains. At 36 chains the line crosses a
gully with a considerable embankment and rock cuttings
on both sides, and at 47 chains commences an irregular
rocky slope, with growth of timber extending to the
end of the 71st chain, near which the depth of rock cut-
ting reaches near 20 feet. Beyond this however the
character of the ground suddenly changes, and a short
but heavy embankment becomes necessary as the line
enters the grounds of Mr. Breck. South of Mr. Breck,
another gully is to be crosssed, and the line then takes
a direction near the farm house of Mr. Borie; and by a
deep cutting parallel to and near the read reaches the
crossing of Yarnall Run.

This trace is considered decidedly preferable to that city, by draught, and so in like manner for the outward round Rundel's point. It has the disadvantage of a deep journey, they would be drawn hither from different cut nearly 24 chains in length, with an average depth of points, car by car, and formed into convenient convoys. 12 feet, as the level is regulated, but on the other hand With these views it will not be difficult to perceive it saves 12 chains of difficult rock cutting, and about the the superiority of the crossing at Fair Mount in the same in distance, and avoids entirely the sharp course respect mentioned, over those below. That of Race which would otherwise be necessary in turning thepoint. Street, for instance, would have its communication with As soon as the line leaves the deep cut, it is proposed the Delaware through the heart of the city, exposed to grade it down at the rate of 20 feet per mile, on the to the constant flow of carriages and foot passengers whole distance to the crossing place at Fair Mount. In through all the cross-streets. Nor would its situation this distance it crosses Yarnall's run and another small with respect to the Schuylkill, be any more favourarun, further south, nearly in the crossings of the pre- ble, as it would have no sufficient space either for turnsent road, and then winding round the rocky face of Em-ing or grading down a branch suited to the objects of len's hlll, comes into the position and direction of the that connexion. These circumstances, in addition to proposed bridge, by a reversed curve of 550 feet radius those already mentioned, leave no room to hesitate in and a cutting of 20 feet on some of the last chains. The choosing the position at Fair Mount to any below it. reasons which have induced me to make choice of this position for crossing, to any one further down, may be stated as follows. In the first place, regarding the width of the river at the different positions, it was found to be 1249 feet, including the splatterdocks on the west side, at the foot of Vine street, 1115 feet opposite Race street, and 1304 feet in the line of Arch street: while, at the point proposed, it is only 711 feet inclusive; and it will be seen in the course of the estimates, that the expense of construction will be nearly in the same ratio. We might indeed make the length of the bridge at either of the scites considerably less than the quoted width, by embanking some distance in the flats; but we should gain nothing by it, as we are obliged to sustain the road at its level, and it is ascertained that the heavy embankments required for this purposes with the necessary wing walls, would be at least as expensive as the extension of the bridge. 2dly, In point of depth, the difference is rather in favor of the lower scites, but the bottom is much more safe for the foundations at the position chosen, and it must be considered therefore as preferable in this respect also. 3dly, The relative position and direction of the bridge at Fair Mount is much more favorable to a practical communication with all parts of the city, than either of the others. On this point it may be proper here to observe that the ultimate completion of the rail road, almost necessarily supposes a point of termination on the Delaware, and another on the navigable waters of the Schuylkill; these, constituting the Port of Philadelphia, will in fact be the primary points of termination; but it may also be remarked, that in reaching these, we may, by a judicious location of the line across the city, place the advantages of the rail road almost equally within the reach of every other part. By giving that line, for instance, a position along one of the streets on the north side of the city, branch lines may issue from it, if occasion requires, at every crossstreet, irrigating, as it were, the whole city with the streams of trade which are destined to flow down this line of communication. Similar branches up and down along the margin of the Delaware, together with that down the Schuylkill, will distribute no less widely the advantages of its foreign trade. A northern location for this purpose is preferable, because the ground on that side better commands the different points to which it would be desirable to run branches. It also makes the average distance less to all points, without materially increasing it to any. It interferes less with the or. dinary tract of the streets, and would have more space adjacent to it, for the formation of establishments suited to the nature and objects of the rail-road business. In the construction of these branches, let me add, it would not be necessary to connect them with the main line by means of curves, which, of course, would interfere materially with the angles of the streets. Swivels, connected by short sidelongs, would here answer equally well, as the part of the line with which they are connected would be not so much a thoroughfare as a rendezvous for the formation and distribution of convoys. Here the locomotives would generally stop, and the cars be sent to their several destinations through the

The graduation of this crossing was originally fixed at such a height as to admit of running the branch to-wards the Delaware on the line of Parke Street, but it was found that in doing this, it would be very difficult to grade down the Schuylkill branch with convenience to itself, and so as not to interfere in crossing some of the principal streets. On this account a level is adopted by grading down the line from the deep cut, as already mentioned, so as to bring the line nearly flush with the street, at the east end of the one-arch Bridge; we are thus enabled to carry it across Callowhill Street at that point, and to continue it on the south side. As it approaches Washington Street, the Schuylkill branch turns off to the right, and taking a straight course nearly on the line of St. David's Street, with a descent of 30 feet per mile, till it reaches the grade, passes through the abutment of the Permanent Bridge by an archway, and terminates one chain beyond.

The other branch in the meantime crosses Washington Street, and continues nearly in the line of its previ ous direction, converging towards Vine Street till it reaches the line of a small alley, parallel to, and about two chains north of Vine, which it adopts and follows out to Broad Street. The grade of this line is of course undulating, but without exceeding 26 feet per mile any where, it may be very nearly accommodated to all the streets except Schuylkill 3d Street, where it varies about 3 feet, and will require a bridge for the street, unless the grade of the latter can be altered. Beyond Broad Street, the plot of the city is favourable to the continuation of the line to the Delaware, but the estimates for this extension are not introduced in the present report. Rails for a branch to the intersection of Broad and Vine Streets, are included in compliance with the terms of the resolutions.

The cost of the line thus described may be estimated
as follows:
1. From the foot of the inclined plane to the point of
crossing the river.
Excavations, viz.

Rock, 37,706 yds. at 34 cts. $12,820 04
H. Pan, 5,470

Earth, 24,772

Do.

Do.

8,780
4,068

Embankment, viz.
23,155 yds.
27,631

20

1,194

10

2,472 20

9

790 20

325 44

$17,601 88

14 cts. 12

3,241 70 3,315 72

Bridges, viz. 2 of 30 ft. & 1 of 20 ft.
Culverts,-2 of 8 ft. 2 of 4 ft. & 3 of 3 ft.
Drains, viz. 10 at 15 Dolls.
Dry-wall, 880 per's. at $1 25
Grubbing, 37 chains at $2

Rails and Horse-path, 172 chains at $101

2,640
750

150
1,100
74

6,557 42

4,714 17,372

$46,245,30

24. Bridge of six spans, 2 of 90 feet & 4 of 103 feet,