280

DANVILLE & POTTSVILLE RAIL ROAD.

steam power.
A drawing of the machinery, by which
it is proposed to effect this, is herewith presented to
the Board.

[OCTOBER

a double track would be required, and it would be attended with a large additional expense, beyond what would, in the first instance, have been requisite, to widen the road way, when such necessity should be felt. It is otherwise with the superstructure of the rail road. A double track would certainly not be immediately required, and even were it soon to be called for by the exgencies of the trade, it would still be more advantageous to lay down in the first instance a single track, and to make use of this single track for the purpose of trans

It will be perceived, from the above sketch, that a line of rail road, very superior in character to that surveyed in 1828, is now submitted to the Board of Managers. Its trace may thus be described. Commencing at a point on the Mount Carbon Rail Road, near Wadesville, it rises by an inclined plane 115 feet, to the summit, between the east branch of Norwegian and Mill Creeks. It then passes up the valley of the Millporting materials for the second. Creek, rising by three inclined planes, and a graduation varying from ten to twenty feet per mile, to the summit between the Mill Creek and Little Mahonoy. This summit it is proposed to reduce by a cut 800 feet long and 17 feet deep at its apex. The Little Mahonnoy valley is afterwards passed by an embankment twenty-six feet high, and the dividing ground between the Little and Big Mahonoy by a cut of 900 feet along and thirteen feet deep. The line then descends to the level of the Big Malionoy valley, at the mouth of the Shenando, (511 feet) by two inclined planes, and afterwards keeps this level, along the slope of the Locust Mountain, to its intersection with the Centre Turnpike. At this point it rises by an inclined plane 181 feet, and a graduated stage three and a half miles long, ascend. ing for 2400 feet, ten feet per mile, and afterwards at the rate of thirty feet per mile, to the proposed summit between the Mahonoy and Shamokin.

The course here recommended was that adopted on the Little Schuylkill Rail Road. The roadway forma tion of the last named rail road was made in cuttings twenty-two feet wide, and in fillings twenty feet (the width required for a double track;) but rails for a single track only have been laid down for the present.

West of the Shamokin summit, the line descends for 160 poles, at the rate of twenty feet per mile, but is af. terwards carried on a graduation of thirty feet per mile, except at two points at which inclined planes are proposed, and along the distance above mentioned near Myers' Saw-mill, where for one and a half miles, a graduation descending at the rate of fifty-five feet per mile, will be requisite.

The line of rail road above described, naturally presents itself for consideration, in three separate divisions. -The first, five miles long, extending from the point of intersection with the Mount Carbon Rail Road, to the summit of the Broad Mountain. The second, eleven miles 218 poles long, extending from the Broad Mountain summit, to the dividing ground betwen the Mahonoy and the Shamokin. The third, thirteen miles and 276 poles long, from this last named summit, to the termination of the eastern division of the rail road.

It will be perceived, from the above description, by those members of your Board who are familiar with the location of 1828, that the present line varies from the line surveyed in the summer of that year throughout the whole of its middle subdivision: that the reduction in its rise and fall, and in the number of its inclined planes, has been effected by crossing the Mahonoy at a higher point, and afterwards sustaining the level of the valley of that stream at the mouth of the Shenando,along the southern slope of the Locust Mountain. On the other portions of the eastern division of the rail road, the line of 1828 appears to have been placed almost every where on the most eligible ground, and no other changes are proposed in it generally, except to incur an increased cost in reducing curvature at bluffs and ravines, and at some few points in improving its graduation. It has been presumed, under these circumstanstances, that the objects of the resolution of the Board of the thirteenth instant, will be met by presenting to it, a minute estimate of the cost of the second subdivi sion of the rail road, made on a very precise location for nearly its whole extent; and such an approximate estimate of the cost of the first and third subdivisions as could be formed on a review of the line and estimate of 1828.

I beg leave now to draw the attention of the Board to the character of the improvement I would recommend. The grading of the road should, at any rate, be made with a view to a double track, because it could not be long before, on some portions of it, if not on the whole,

The superstructure I have proposed would be white oak, or yellow pine rails plated with metal, resting according to circumstances, on stone blocks or white oak sills. Such a superstructure would cost, on an average, for a double track including crossings and sidelings, about $7000 per mile.

Cost of the Rail Road.

Subdivision First.

The inclined plane, by which the Danville and Pottsville Rail Road must leave the Mount Carbon Rail Road, cannot be located to the greatest advantage, with out encountering a deep cut and tunnel 1400 feet long. The cost of this work will be $25,000. On the remainder of the subdivision; the difficulties in roadway forma. tion are of nearly an uniform character; the line being carried on steep and rocky-hill sides, varying between twenty and fifty degrees. From a careful examination of the ground, a review of my former estimates, and an attentive consideration of the improvements in curvature, and construction which are proposed on this part of the road, I am satisfied that the expense of its roadway formation, including that of the cuttings and fillings on planes Nos. 2, 3 and 4, would not vary materially from an aggregate of $47,500, or a fraction exceeding an average of $10,000 per mile. At this rate, the estimate for the first subdivision of the rail road, would be as follows:

Whole cost of roadway formation of four
miles 235 poles of rail road,
Deep Cutting and Tunnel,
Superstructure of five miles of rail road, at
$7000 per mile,
Machinery and fixtures for inclined planes,
Nos. 1, 2, 3 and 4,

Subdivision 2d.

$47,500 00 25,000 00 35,000 00

22,500 00 $130,000 00

On this portion of the rail road, as has been before observed, careful estimates have been made on a very precise location, on nearly its whole extent. Its cost is embraced in the following

Summary.
Excavation, embankment and walling of
eight miles and thirteen poles of the
rail road, east of the Shamokin summit,
as per abstract marked A,
Excavation and embankment on one mile
and 18 poles, between Broad Mountain
summit and plane No. 5, as per ab.
stract B,

Mechanical work on above named por-
tions of rail road, as per abstract C,
Road way formation of two miles and 177
poles of rail road, at $10,000 per mile,
Superstructure of eleven miles and 218
poles of rail road, at $7,000 per mile,
Machinery and fixtures of inclined planes,
Nos. 5, 6 and 7,

$125,513 94

15,402 00

32,300 00

25,531 25

81,768 75

24,150 00

$304,665 94

1831.]

DANVILLE & POTTSVILLE RAIL ROAD.

281

It remains to present you an estimate of the third sub- the superstructure of a double track to be laid down imdivision of the rail road, or the portion of the road ex-mediately, would be $649,534 and 69 cents. If a single tending from the Shamokin summit to the western track only were laid down in the first instance, the cost extremity of the eastern division. The line on this por- of the division would be diminished about $3000 per tion of the route will not have been definitely located mile, or an aggregate of $91,631 and 25 cents. before the close of the present seasion; but it encounters, except at a few points, only ordinary difficulties, and should deem an average of $15,500 per mile, sufficent to cover the whole cost of grading and superstructure for a double track, including the cost of machinery for the two inclined planes. The whole cost of the subdivision, thirteen miles and 276 poles, would, of course, be $214,868 75.

It appears, then, that the total cost of the eastern division of the Danville and Pottsville rail road, presuming

I should remark, before closing this report, that the above estimates are based upon the present prices, both of labor and provisions. I should not have been willing to predicate them on other data; but the present may certainly be deemed a dear year in both respects. The most reasonable presumption, therefore, is that they will prove over liberal rather than otherwise. All which is respectfully submitted.

MONCURE ROBINSON, C. E. Philadelphia, Oct. 11, 1831.

ABSTRACT OF THE ESTIMATES OF EXCAVATION, &c.

A.

Abstract of the Estimates of Excavation, Embankment and Walling of 8 miles and 113 poles of the Dowville and Pottsville Rail Road, east of the Shamokin Summit.

DANVILLE & POTTSVILLE RAIL ROAD.

$107,752 34 line that was to reach it, it was necessary to decide on the plan by which that object would be best accomplished. The ground that presented itself, extended 2,884 70 for a certain distance along the river before reaching the valley of the branch. By an experimental line it was found that no situation could be obtained, at which, by the establishment of an extra power, we should be enabled to keep the other part of the line as far as the summit at a reduced graduation, and the rapid ascent of the valley precluded any adaptation of the line to its surface. It was therefore concluded to take advantage of the side of the river hill, and that bounding the valley, and by running on a uniform ascending grade, which would be within the limits for the convenient operation of a motive power, carry the line as far as the ground would admit. The grade established was at the rate of thirty-six feet in a mile.

50 00 Fixing on a point opposite the end of the bridge at Danville as the place of the commencement, the line $112,713 94 was laid about three hundred feet from the river, and parallel to its course, on ground affording ample space 8,000 00 and convenienee for landing-a connexion with the bridge was also formed. By this, and the front on the river, every access to the road can be had. From this place the trace of the route proceeds for the first half mile under very favourable circumstances, at the end of this distance it reaches the side of the Blue hill, which bounds the river without any intervention of alluvial bottom.

1831.]

DANVILLE & POTTSVILLE RAIL ROAD.

ating at Shamokin creek, is embanked for some distance in order to preserve the straight line, and descends 180 feet in 2,244, or one 12.46.

It will be proper here to state the mode of passing the trade, and the additional power required on the line thus described. The first section of the road as far as Vastine's, is calculated for any power it may be most expedient to employ. Locomotive engines may be used, but their useful effect would be limited, and they would be liable to certain regulations which in the short distance to be travelled, would be found inconvenient. The employment of horses will be the most advantageous, particularly as their power can be conveniently increased at the point when the increased grapation of the road will require it. This will be the case in passing over the distance from Vastine's farm to the foot of the inclined plane. The arrangement will be, that on the arrival of the trains at the farm, the requisite number of horses must be taken off, and applied to drawing up each train in succession to the foot of the plane, up which they will be passed by means of a stationary engine, the horses returning until the whole are passed. From the head of the plain the trains will be drawn over the summit, and descend by their gravity on the two inclined planes to the Shamokin. These planes will be regulated on the self-acting plan, so that the trade going to the Susquehanna may be drawn up by the trains descending, which may be calculated on as greatly preponderating.

283

of the plane it was, however, essential in preserving the proper line in plan to pass the stream, and proceed on the southern side. By adopting this side a distance of some importance was saved, and considerable advantage ganed in the location of the Sunbury line. With an ascending grade, varying but little from twelve feet in a mile, the route is then traced through the farm of J. Reid, on ground well adapted to road formation, for some distance. At the upper end of that place, the high ground extends to the creek, and requires for a short distance something more than the ordinary work in the construction; leaving this point, sideling ground of convenient slope is obtained as far as Hughes' mill, In passing back of the mill, an elevated strip crosses the line and calls for some extra work. Thence the line is pursued, passing by embankment over twelve chains of low ground to avoid a rocky bluff, and reversed curves, until it reaches Yocum's place. At this point ground entirely favourable presents itself, and continues to Stambach's, and thence to the termination of the line, interrupted only by the crossing of the turnpike-the whole distance ten and a half miles.

At Sunbury, the line occupies the bank of the river fronting the town for eighteen chains: a space of one hundred feet in width is left on which lateral rails may be laid to connect with the pool; it was deemed best to extend the line thus far up the bank in order to embrace the most convenient points. Opposite to the lower side of a twenty foot alley, the line turns on a short curve, and pursuing a parallel line to the streets, passes through the town. The necessary width for the road will be taken partly from the alley, and partly from the adjoining lots. The lots are nearly all unoccupied by buildings, the interference with property will therefore be inconsiderable. Keeping the same direct line, the route is traced through the out-lots, and after passing some low ground, gains the point of the ridge lying back of the town; this point is passed with

The passage of the hill in this manner seemed to be recommended in its general character. It was deemed advisable, however, to try whether by a tunnel, the establishment of stationary power on the northern side, and the upper plane on the valley side might not be avoided. By the tunnel line it was also expected that the water of the run could be conveyed to the opposite side, and employed as a useful power on the remaining inclined plane. Returning, therefore, to the position marked A, it was found that the graded line, by follow-sufficient room, and affords the material for the adjoining the course of the stream, could be brought to a convenient point to commence the tunnel in a distance of thirty-two chains. The graduation will, however, be increased to the rate of one in 68 or 77 feet in a mile. The length of the tunnel will be 814 yards under a comb, the highest part of which will be 130 feet. By an inclination given to the bottom of ten feet, in a direction towards the valley, it will be brought to fall into the former line, as described at the head of the second plane, with an additional length to that structure of 125 ft. The stream referred to may be passed over the bottom of the tunnel, and brought to the desired point. The object in effecting this would be to use the water as a preponderating weight in drawing the ascending waggons, which by any failure in the regulation of the contemplated descending weight, might be dependent on some other power. The application would be on a plan suggested by Mr. Robinson, and proposed to be adopted, it is understood, on the eastern division of this road.

ing embankment-the bottom land of Shamokin creek is then reached, on a graduation very little above a horizontal plane, From this place examinations were made to determine which side of the valley of that stream would afford the most favourable ground to reach a position at H. Bucha's farm. By keeping the general course of the ridge, the passage of the stream would be avoided; but an increased distance, and some difficult points would be encountered. On the south side, a line nearly direct in its course, and after passing the creek, affording, in most respects, a favourable location, could be obtained. Adopting the latter, the route is traced with a grade of six feet in a mile over the bottom land, and crossing the stream with a bridge 110 feet in length, and Little Shamokin at a convenient place, reaches the sideling ground at Leisenring's. Along this it continues for some distance, until the crossing of the creek is again effected at Bucha's place; at the next farm some extra cutting occurs. From that point, the line proceeds under favourable circumstances, passing In calculating the area of the tunnel, width was allow-through cultivated land, as far as the end of the seventh ed for a single track only-this being deemed sufficient for accommodation at this point. The excavation will consist of rock of a compact kind, stratified occasionally with slate.

After crossing the Shamokin creek, the line is graded at one in 256, and carried seven chains on a curve, when it reaches a favourable point to commence ascend. ing the Shamokin valley at the end of the seventh mile. This valley, through which the line is traced from this point to its termination, offered some space for examination. An experimental line had been run on the north side of the creek, passing Reid's fulling-mill and crossing near the brick church, and was found to be of a favourable character. By this route the crossing of the creek could be effected after the junction with the Sunbury line, which takes place at the point referred to, and some other facilities gained-upon the location

mile, on a graduation varying from six to ten feet per mile. The remaining distance rising from nine to thirteen feet per mile, passes in front of Snyder town, thence through the land of Jones, Hoover and others, and terminates at the junction with the Danville line, at ten miles and fifty-two chains.

The line has been laid off in sections and staked out ready for contract, with the exception of one or two points, which may be subject of further consideration.

The road has been estimated at 22 feet wide, and with a double track the whole distance. On some parts, particularly the side hill ground on the Danville line, a single track with sufficient turn outs might be used.

In the following proposed mode of superstructure of the rail-way, sufficient strength and solidity is allowed for the operation of locomotive power. This it may be found convenient to use on the line that passes the

whole distance through Shamokin valley, which is well adapted both in plan and profile. Upon well packed stone, filled into trenches, and levelled to the surface, cross sills of white oak, or other hard timber, ten by twelve inches, are placed every six feet-notched out to receive the rails, and hewn out in the centre. The rails of the best yellow pine, five and a half by nine inches, well dressed to good joints and even, are let in and secured by wedges. The iron plates to be half an inch by two inches, and fastened with four inch spikes fifteen inches apart. Broken stone to be filled in between the rails forming the horse path.

The architectural structures on the line are few, and in all cases are of moderate dimensions. The bridges where streams are passed will be of wooden frames, supported by dry masonry.

In making out the estimate of cost, it is believed every expenditure that is likely to occur is included, and the prices allowed sufficient. Some alteration in the stone foundation for the rails may probably be recommended, if on the opening of the road it is found that the proper material can be conveniently procured. If a single track should be adopted on the parts of the line referred to, a very considerable reduction in the cost of the road formation would occur.

[UCTOBER

at large. Each one discharging his duty to the poor, renders that of his neighbour light and easy of fulfilment. By union, therefore, in its principles, and division of the labor in its details, entire success may be anticipated. If all those who are able to takeja part unite in the cause, the society will embrace a majority of the community, intent on ameliorating the unhappy condition of the less favoured portion of it.

Such an association, for such purposes, it is desired to form in this city; and to encourage the prompt and vigorous execution of this beneficent plan is the object of the present address. By thus acting in concert, and with, and at the same time, a full understanding of the case, their fellow citizens would be able, with the moderate sacrifice of personal comfort, and a very slight occasional pecuniary aid, to carry into effect all that the most zealous philanthropy could suggest.

The true end of practical benevolence is to enlighten the poor and needy respecting their real situation, to point out the common causes of their existing depression, and to show the remedy in habits of morals and industry. The discouragements of ignorance are closely allied to the habits of indolence, and it is often sufficient for the removal of the latter, that we introduce a knowledge that labor will be requited by suitable waRespectfully submitted, ges. We thus at once give an incentive and ability to F. W. RAWLE, Engineer. work. But it is not sufficient for us to say that industry

RELIEF OF THE POOR.

After several conferences had been held among citizens desirous of adopting some permanent measures for ameliorating the condition of the poor, and prevent pauperism, it was resolved, at a meeting held on the 18th of October, 1831, at the Apprentices' Library, to accept the following report, as explanatory of their views on this important subject. It is addressed to all classes, and appeals to all, without distinction of party, or sect, for support in the benevolent scheme which it sketches out.

REPORT.

The following considerations on the duty, policy, and most efficient methods of relieving poverty and distress, are submitted to a benevolent public, with the hope that they will be generally approved of, and the measures recommended in them be carried into early operation.

finds its own reward-the mode must be pointed out in which industry can be profitably exerted. The expectant for employment, the indolent hoper for better times, to extricate himself from present poverty, mast be distinctly apprized of the facility with which, by a slight change of place or by personal application, timely made, he will have scope for his honest efforts, and an immediate pecuniary return for either his labor or ingenuity.

Nor ought the office of friendly counsel to end here. The poor man must be duly impressed with the necessity of thrift and economy-of order and method, by which he can obtain for himself and family the greater number of conforts for the least cost, for it is a melancholy truth, that they who have the most need of economy, are from ignorance, rather than perverseness, the worst economists. He should be taught, moreover, to affix a true estimate to what are called personal gratifications, and above all he should be made sensible of the injury to his health and his morals—the waste of time and of money,-the increased temptations of crime, by indulgence in the use of strong drinks, and the consequent liability to drunkenness,-in fine, that the barrier he is to set up against ill fortune is frugality, and that real comforts are to be preferred to low dissipation.

So closely interwoven are the interests of all classes of society, that the poverty and degradation of one of them cannot but exercise a sinister influence over the While the work of friendly visitation and advice is goothers; nor is this influence the less sinister because ing on in favor of the poor and labouring husband, the not immediately felt. However much we must admit, like benefits are to be ensured to his wife, by the hu in the nature of things, the division of society into rich mane attentions and never ceasing kindness of the feand poor, since no one can promise himself security male members of the benevolent association. The against the reverses of fortune, or say that the sun of his most advantageous employment of her needle, the prosperity to-day may not be succeeded by the clouds cheapest and most suitable articles for family use, wheof misfortune to-morrow; yet we cannot, as philanthro-ther of food, clothing, or of domestic economy in other pists and christians, recognize the imperative necessity respects-the value of system and of regular hours,of evil being the companion of adversity, or that igno- the force of her own example, of self moderation and rance should be the handmaid of poverty. industry, on her children, are points which her kind vi Those of low estate ought not to be left in intel-sitors will endeavour to impress on her mind as of peculectual darkness, often more painful and bewildering than personal privation and suffering. They ought to receive from enlightened benevolence something more than mere alms, To them ought to be extended cheering counsel, a knowledge of the fitting means to extricate themselves from the difficulties in which the vices of others, or their own faults, and, not unfrequent-struction is easily obtained. ly, unavoidable misfortunes, may have placed them.

To accomplish so desirable an end demands, not the devoted benevolence of a Howard, or uncommon practical sagacity of a Franklin, but, simply, a display of these qualities to the moderate extent in which they may be presumed to be possessed by our fellow citizens

liar moment. Conjugal harmony will thus be strengthened by mutual habits of industry and regular employ. ment, and parental efforts will be wisely directed to preserve the health of their children by simple food and suitable clothing; and when the years of infancy are past, to place them at schools where elementary in

Should the urgent necessities of the parents demand labour from the hands of their children, this may, under friendly guidance, be of such a nature as shall not impair the health of the latter; while it yields the great. est profit to the former. New modes of industrious occupation; virtuous little handicraft employments, can be