Imagini ale paginilor
[blocks in formation]

¡A table shewing the inclination, the length measured horizontally, the length measured on the planes, the ascent or descent per one hundred feet, and the height or difference of level, between the head and foot of the inclined planes.

[blocks in formation]
[blocks in formation]

four thousand one hundred and ninety dollars and fiftyseven cents more than the estimate given in my report of November 1st, 1832.

The contracts for grading the Portage Rail road, are all completed except section No. 37, and final estimates have been reported to the superintendent. The high embankment on section No. 37, at the inclined plane, which was principally made during the dry part of the heavy rain, and caused the slope wall on the outside to summer, settled very considerably, during the first give way. The contract not being finished at the time, it was deemed advisable to retain the contractor to rebuild the slope wall and raise the embankments. The latter is built up high enough to receive the rail way superstructure. The wall is nearly rebuilt as far as is requisite for the protection of the bank this season.

The aggregate expense of grading, does not vary materially from the estimated cost given in my report of November 1st, 1832, and falls short of the original estimate, twenty-eight thousand four hundred and twenty-seven dollars and two cents. The cost of sections No. 36, and 37,exceeds the estimate of last year. The expense of the former was increased by extra work upon a part of the turnpike road, the location of which was changed and the road made new, where it crosses inclined plane, No. 7, and the latter by an increase in the quantity of slope wall, and the repairing of that which gave way. Some of the other sections exceed the estimate of last year, but the excess in all does not much exceed the seven per cent. added to cover the expenses of contingent or incidental work.

The masonry is all finished. Final estimates have been reported to the superintendent for three of the viaducts, viz: one over the Ebensburg branch of the Little Conemaugh; one over the mountain branch of the Little Conemaugh, and one over the Beaver Dam branch of the Juniata. The remaining one over the Little Conemaugh, at the Horse Shoe Bend, is finished, with the exception of part of railing. The final estimate of this, will correspond, in amount, with the estimate put down below, as there is no work to be done that will alter or change it.

[merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small]
[blocks in formation]

$1,043 44 Making one thousand and forty-three dollars and forty-four cents more than the original estimate. The principal cause of this increase in expense, was a change in the plan to a skew-bridge, in order to avoid an inconvenient bend in the turnpike road on a steep hill.

Final estimates have been reported for work done under all the contracts for building culverts. There are sixty-eight of these, twenty-eight of three feet span, seven of four feet, six of five feet, one of six feet, four of seven feet, two of eight feet, five of ten feet, three of twelve feet, three of fourteen feet, two of sixteen feet, four of eighteen feet, one of twenty feet, and two of twenty-five feet span. The cost of culverts compared with the original estimate, is as follows: Original estimated cost including seven per cent. for contingencies, Aggregate cost of the sixty-eight culverts,

Making the cost less than the original estimate, by

$36,965 16

34,319 39

$2,645 76

There are eighty-seven drains or culverts, built of dry masonry, from two to three feet square. They were built by the contractors for sections, and the cost of each will be found in the tabular statement numbered 1. These, with the culverts and viaducts, make one hundred and fifty-nine passages for water, under the rail road.

The expenses for grading and masonry are as follows:

For grading,

case, that all hands heretofore employed by us shall be discharged, and not again employed by either of us.

Resolved, That we pledge ourselves, to the utmost extent to protect those labourers in their persons and property from assault or violence, who do return to their work to-morrow morning, on the terms offered to them.

Resolved, That the resolution of the 26th inst. and the above proceedings to be published in hand-bills, and circulated on the Schuylkill, this afternoon, subscribed with the names of all the Trade.

[blocks in formation]

For masonry,

$472,162 594
116,402 641

$664 14 109 80

[blocks in formation]

46 10 196 00


617,505 98


State do

1,134 36

[blocks in formation]

Making actual cost less than the original estimate,


Turnpike road,

24 00

$28,940 74

Subscriptions from new members,

135 00

Interest on the bequest of Stephen Gi

[blocks in formation]

585 00

Interest on bequest of Elizabeth Blair,

11 14

[blocks in formation]

James Kine,

58 50


At a meeting of Merchants on the Schuylkill, at the Exchange on the 26th inst. it was

Resolved, That we pledge ourselves not to employ labourers to work by the day, on the Schuylkill, unless they will agree to work from sunrise to sunset, with an allowance of one hour to breakfast, and one hour to dinner, until the 1st of June; and from and after that date, one hour for breakfast and two hours for dinner, until the 1st of September; and that we will not give exceeding ONE DOLLAR per day for labourers. And at an adjourned meeting, held this day, it was further

Resolved, That the offer made to the labourers on the Schuylkill, by the resolution passed yesterday, of allowing them two hours at dinner, from and after the 1st of June, is considered by the meeting as just and liberal; and that unlesss the terms offered be accepted by the labourers, and they return to duty at the respective yards, by to-morrow morning, then and in that

[blocks in formation]

From the Centre Democrat.

On the morning of the 20th inst. in this borough, (Bellefonte) in the 80th year of his age, ANDREW GREGG, Esq.

As Mr. Gregg was among the early settlers in Penns Valley; long a highly respectable inhabitant of this county, and for many years known as a public man in Pennsylvania, and in the United States, a brief account of his career is only a just tribute to worth.

situation, society, and circumstances, through which he was called to pass, during his long and useful life.He was the affectionate husband, the indulgent and kind parent, the friendly and social neighbor,


The quantity of wood consumed in the New York market, in 1833, amounted to $631,250; Coal, $496,180 -total $1,187,430. In Philadelphia, in the same year, ANDREW GREGG was born on the 10th of June, 1755, the quantity of wood consumed amounted to $741,321, on his father's farm, about three miles northward of the Coal, $404,401-total, $1,145,722. The annual conthen town of Carlisle, Cumberland county, Province of sumption of coal in these cities already amounts to upPennsylvania. In early life he was sent to a Grammar wards of one hundred and fifty thousand tons-and as it school in that town, under the direction of the Rev. Mr. is generally conceded that coal will in a few years almost Steel; where he commenced his classical education. entirely usurp the place of wood as a fuel, our readers Some time in the year 1772, he was entered as a student may form an estimate of what the future consumption in the Academy of New Ark, in the then Province of in the country will be, when we state that in less than Delaware, where he continued several years, and pass-three years, the consumption of Anthracite Coal in the ed through a regular course of education, which was then considered among the best schools in the Middle Provinces. From New Ark Academy he went to Philadelphia, where he was engaged as a teacher of the languages for several years in the College, and also for several years in the University, when that institution went into operation in that city.

In the year 1783, Mr. Gregg having saved a few hundred dollars from his salary as a teacher, changed his situation and employment, and commenced business in the world as a storekeeper in Middletown, Dauphin county, in this State. In 1787 he married a daughter of Gen. Potter, then living near the West Branch of the Susquehanna, in Northumberland county, and at the earnest request of his father-in-law, in 1789 moved with his family to Penns Valley, where he settled down in the woods, began to build, improve, clear land, and commenced the business of farming, about two miles from Potter's Old Fort. On the place he first settled, he continued, improving his farm from year to year, pursuing with his own labor and great industry, the business of a country farmer. Here all his children were born and some of them married; and here he resided until the year 1814, when he came with his family to reside in this borough; having some years before purchased some property in this neighborhood.

In 1790 Mr. Gregg was elected a member of the House of Representatives of the second Congress under the present constitution of the United States; and by seven successive elections, for several districts, as they were arranged from time to time, including one by a general vote, or ticket over the whole state, was continued a member of that body sixteen successive years. And by the Legislature of his native state during the session of 1806-7, was chosen a member of the Senate of the U. States for six years. At the expiration of this term, on the 4th of March, 1813, he returned to private life.

cities of New York and Philadephia alone, will be greater than the whole consumption in the United States was in 1832.-Miners' Journal.


The truth is, the New York people are frightened, and
We find the subjoined in the Pittsburgh Gazette.-
side of the hedge.
are climbing up to see what is going forward on our

"Improvements of the Allegheny River.-We have had the pleasure within a few days past, of a long confer ence with Mr. James G. King, of New York, President of the New York and Erie Rail Road Company, and Mr. Samuel B. Ruggles, one of the Directors, and subsequently with Mr. P. G. Stuyvesant, another Director of the same company. From each of those gentlemen, we received the fullest and most satisfactory assurance that a large portion of the rail road will be placed under contract this fall, and that the work will be prosecuted with the utmost energy to completion.

We were, however, particularly gratified to learn that their attention was directed to the connection with the Allegheny, at Olean, or Warren, and that they were fully aware of the importance of the improvement of that river. We had noticed, for some time past, that the attention of the New Yorkers was turning towards that route, but had no expectation of finding them so fully informed in relation to that important river, and so ardently desirous of its improvement.

Finding them exceedingly anxious that some initiatory steps should be taken, in order to devise some plan of operation, it was suggested, after consultation with several friends in Pittsburg who take an interest in the work, that a convention of delegates from the One principal object of leaving his farm in 1814, and counties interested in that improvement, should be held coming to reside in this borough, was a desire to beat Kittanning, on Thursday, the 18th of June. The convenient to good schools for the benefit of his younger children. Here he lived a retired life, attending to the education of his children and the improvement of his farms, until December, 1820, when he was again called into notice by Gen. Hiester, then elected Governor of the State, requesting him to occupy the situation of Secretary of the Commonwealth. This call from Gov. Hiester, Mr. Gregg thought it was his duty to obey; and during the administration of Gov. Hiester, the duties of that office were executed by him with talents and integrity.

Mr. Gregg, as a public man, as well as in private life, was remarkable for a sound and discriminating mind; for his agreeable and dignified manners; his strict regard for truth; his unbending and unyielding honesty, made him highly respected, and respectable in every

object of such a convention would be to collect all the information which is at present attainable, as to the character of the river, the best mode of improving it, the probable expense, and also, to decide whether application should be made to Congress or to the Legis lature, and if to the latter, whether for the work to be done by the state, or for the incorporation of a company."

Printed every Saturday morning by WILLIAM F. GEDDES, No. 9 Library street.

The publication office of the Register has been re moved from Franklin Place, to No. 61, in the Arcade, West Avenue, up stairs.




VOL. XV.--NO. 23.



REPORT OF SYLvester welch, engineer.

(concluded from page 351.)
Rail way Superstructure.

The stone blocks are all delivered upon the rail road, and nearly all down. The timber used in the foundation of the rail way upon the embankments, and upon other parts of the road where stone blocks could not be obtained without great expense, in consequence of the want of roads, is nearly all delivered and laid down. The cast iron chairs, the greatest part of which have been made at the founderies at Blairsville and Frankstown, are delivered, with the exception of a few tons, upon the rail road. The plate rails for the inclined planes and the rail way along the basins and the road crossings, are all delivered. About two thousand and sixty tons of edge rails have been delivered on the road: They are all laid, except a part of those which have recently come to hand. There remains to make up the quantity required to complete the single track and the turn outs, one hundred and thirty-six tons; between forty-three and forty-four tons of these have been delivered in Philadelphia. They will be nearly or quite sufficient to make out the single track without the turn outs. If these rails are delivered without delay, the single track may be completed, so far that cars can pass over it, in two weeks; but the ballasting, &c. cannot be finished before the first of December. The time at which the turn outs can be completed, will depend entirely upon the delivery of the remainder of the rails; they can be laid in a few days after they arrive upon the rail road.

The cost of the stone blocks provided for the single track, turn outs, &c.,

amounts to

The estimated cost of the timber for rails, &c. upon the inclined planes, and for that used for a foundation for the rail way upon embankments, &c. including turn outs, amounts to The estimated cost of chairs, castings for turn outs, &c. made at the founderies at Blairsville and Frankstown, amount to

The estimated cost of edge rails, plate rails, pins and wedges for edge rails, nails and splicing plates for plate rails, and chairs manufactured in England,

The estimated cost of laying rail way superstructure, including all the labor required to complete the same, amounts, to

Add for contingencies,

$27,195 021

46,872 06

58,134 26

192,644 00

132,297 461

$457,142 80 3,000 00

[blocks in formation]

Making the present estimate less than the estimate of last year,

No. 387.

$1,439 161

The cause of the difference between the original estimated cost of the rail way superstructure, and the esti mate of Nov. 1st, 1832, was explained in my report to the Board, of which it formed a part.

The walls upon which the stationary engines and maThe sheds and chinery are placed are completed. houses for the protection of the engines and machinery at the head and foot of each inclined plane, are all nearly finished. The dwelling houses for the engine tender and hands, are in progress, some of them are finished or very nearly so, and the others will probably be completed before the setting in of winter.

The present estimated cost of walls, houses and sheds, for engines and machinery, dwelling houses for engine tender, &c. hanging small sheaves upon the plans;

&c. is

[blocks in formation]

$61,016 41

66,912 si

20,314 81

3,500 00 $151,743 53

$107,650 00

$44,093 53.

When the estimates for steam engines and machinery were made last fall, no definite plan had been adopted.

The common price of engines in Pittsburg, of the power required, with an allowance for the expenses of transporting them to the inclined planes, was assumed as the cost of the engines.

The machinery then proposed, was such as would be adapted to an engine, with a single cylinder and fly wheel. When plans were presented for the consideration and adoption of the Canal Commissioners, they decided in favour of an engine with two cylinders and no fly wheel, and of machinery adapted to such an engine. Their decision coincided with my opinion, as I regarded the fly wheel as the principal cause of accidents upon inclined planes, worked by stationary engines. The expense of these engines, and the machinery connected with them, exceeds that of single cylinder engines and the machinery adapted to them, about twenty-five per


The cast iron frames upon which the engines are placed, which have been substituted in lieu of frames of wood, and the water cylinder, for regulating the velocity of the descending cars, add considerably to the expenses of the engine and machinery. But they add also to the permanency of the engine, and the security of the descending cars.

The ropes provided for the inclined planes are of various lengths, from three thousand six hundred and six.

« ÎnapoiContinuă »