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Pennsylvania Transportation
News articles and history about PA waterways, highways, railroads
and other transporatation
News Articles From the Past
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Completing of the Pennsylvania Turnpike Road (1819)
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Completing the York and Gettysburg Turnpike (1819)
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Improvement of The Susquehanna (1822)
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The Chesapeake and Delaware Canal (1823)
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Great Valley Canal (1823)
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Surveying for the North Western Canal (1824)
Completing of the Pennsylvania Turnpike Road
The Republican Compiler, Gettysburg, PA
June 16, 1819
The section of the northern Pennsylvania Turnpike Road between Huntingdon
and the junction of Blacklick and Conemaugh, 38 miles including the Allegheny
mountain and Laurel Hill, is said to be completely turnpiked, at an average
expense of a little more than $3000 a mile. - Greens Gaz.
Completing the York and Gettysburg Turnpike
The Republican Compiler, Gettysburg, PA
December 8, 1819
The York and Gettysburg turnpike is completed - this road was the only link
wanting to a chain to connect Chambersburg and the city of Philadelphia by
a turnpike. This route will shorten the distance between Lancaster and
Chambersburg about 15 miles, which going and coming on bad roads would make
a whole day's ride. On the 1st of January next daily stages will begin to
run between Lancaster and Chambersburg, on this road.
Improvement of The Susquehanna
Gettysburg Compiler (Gettysburg, Pennsylvania)
November 6 1822, Page 3
From the Harrisburg Commonwealth
The Lancaster Gazette of the 24th ult, in noticing the internal improvements
of the State, asks why the work upon the Susquehanna has not been resumed
the present season? We can assure the editor of that paper, that the work
has never been suspended, and that it has been progressing all summer, as
far as the means and the money appropriated would reach. We have conversed
with Mr. Abbot Green, the commissioner for improving the navigation of the
Susquehanna from the mouth of Juniata to Northumberland, and find that he
had has from 15 to 35 hands under his immediate inspection, busily engaged
during the whole of the season, or since the 27th of July.
At Girtie's falls, at a place commonly called the Notch, which formerly would
admit of but one ark or raft at a time, he has formed a channel 45 feet in
width, and six inched deeper than formerly - and he has blown off all the
scattering rock in or near the channel, from the Notch of Montgomery's Island
Last season he widened the narrow ascending course at Berrier's falls, and
removed a number of rocks.
This season he has deepened the course at Crow's fish dam. He has blown off
all the rocks for the space of ten rods in width, in the ark and raft course
at Bargar's ripples, and deepened the low-water boat course, outside of the
island, at the same ripples, which now admit two arks abreast, in the lowest
water.
Arks can now run at Maughentengo, which was one of the worst places on the
river. At this spot much difficulty presented itself and a vast deal of labour
was necessary in removing large and permanent gravel beds and cutting through
a solid rock for a considerable distance. The water had then to be collected
by extensive wing dams.
He has also widened the course both in the lower and upper bar at M'Kees'
falls, so that two arks or rafts can pass abreast at any stage of water that
will float them in either places.
At Shamokin, where the water was in tolerable arking order, rafts, boats,
& C. had to take the east of Sunbury side. He has now made a course on
the west side, 45 feet wide, sufficient for all kinds of river craft to pass
through in any pitch of water.
This we think is doing a great deal, and together with the exertions of other
commissioners on the river, with whom we are acquainted, leaves no room to
complain at this time, of the improvement of the Susquehanna.
The Chesapeake and Delaware Canal
Republican Compiler (Gettysburg, Pennsylvania)
May 7 1823 Page 2
From the Albany Daily Advertiser.
Communication
As the public attention has been drawn to the Chesapeake and Delaware canal,
the following information may not be unacceptable.
In 1801, a company of gentlemen were incorporated for the purpose of making
a canal to connect the tide waters of the Chesapeake with those of the Delaware
bay.
In 1803 and 1804, Benjamin H. Latrobe, Cornelius Howard and John Thompson,
surveyed almost every part of the peninsula which appeared suitable for
canalling, and maps, plans and estimates were made of various routes for
this canal; which being laid before the board of directors, they decided
in favour of a route, which commencing at Welch Point on Elk River, about
six miles below Elkton, crossed the peninsula obliquely in a north easterly
direction, to Mendenhall's landing on Christiana creek, about four miles
above Wilmington, from whence to the Delaware, a distance of six or seven
miles, this creek has a depth of 10 or 12 feet of water at high tide. A canal
along this route would be about 21 ½ miles in length, have a summit
level of about 13 miles in length, and would require 20 locks, including
the two tide locks.
In 1822, William Strickland, of Philadelphia, surveyed a route for this canal,
which commencing on the Delaware, about 40 miles below Philadelphia, at a
place about half a mile above Fort Delaware erected on Pea Patch Island,
crossed the peninsula nearly at right angles, and arrived at Welch Point
on Elk river, by a route 17 ½ miles in length, three miles of which
would be through Back creek, where the water is from 8 to 24 feet deep at
low tide; a canal following this route would have a summit level five miles
in length, and requires 18 locks, including the tide locks.
In 1823, John Randel, Jun., of Albany, surveyed a route for this canal, which
commenced and terminated near the same points with that laid out by Mr.
Strickland, would have the same length, but its summit level would be one
mile in length, and 16 locks would be needed, including the two tide locks.
Each of these plans depended for their supply of water upon Elk river and
White Clay creek, both of which could be carried to the canal as laid out
by Mr. Latrobe, by two feeders, which together, would amount to a length
of 17 miles; to the route laid out by Mr. Stickland, by 20 miles of feeder,
and to the route laid out by Mr. Randel, by 22 miles of feeder.
In 1804 Mr. Latrobe estimated the supply of water which could be derived
to the canal from Elk river, at 190 locks full per day, which would be sufficient
for the passage of about 38vessels across the summit. In 1807, he estimated
the daily supply at 144 locks full, which would pass 29 vessels daily.
In 1823, Mr. Randal measured this stream, and found its average daily for
the whole year amount only to 79 locks full, which would pass 16 vessels
across the summit; but that in the months of July, August, September and
October, the daily supply was only 30 locks full, and would be competent
for the passage of 6 vessels across the summit, or 3 each way the whole length
of the canal. The supply of water from White Clay creek will be about equal
to that from the Elk river.
The route recommended by Mr. Randal is located at a place where the tides
of the two bays have originally approached within 4 ½ miles of each
other, and were separated by a hill consisting apparently of gravelly loam,
having an average height of only 35 feet above the level of the tide. By
the plan last mentioned, this canal was to have been carried upon the level
of the tide, from which it would receive its supply of water to the east
and west foot of this hill, and the locks which were required to surmount
this hill, were to be fed from the before-mentioned streams. The plan which
he recommends as the most eligible for this route is to cut down this hill
to the depth of the canal below the level of flood tide; to have a tide lock
at each bay, which would make still water, and prevent a current in the canal,
and to feed the canal from the Delaware having the ocean for its reservoir.
Should this plan be adopted, the extra cost of deep cutting would, Mr. Randal
thinks, be more than balanced by the savings in making 17 miles of feeder,
18 locks, 100 acres of reservoir, purchasing from 7 to 10 water rights, together
with aqueducts, culverts, & c with the cost and disastrous contingencies
to which they are liable; even though no account be made of the abundance
in the supply of water. And should the deep cutting prove to be, as its external
surface indicates a canal for ships can be made to connect the two bays,
at a cost not exceeding that of one for sloops, if carried across the hill
by locks, and fed by the above mentioned streams.
Shafts have not yet been sunk to test the kind of earth to be removed from
the deep cut. This Mr. Randel is to do as early in the season as his other
engagements will permit.
Benjamin Wright, of Rome, is also appointed to explore this peninsula, and
report for this canal the route which he may think most eligible. Should
this latter plan be adopted and vigorously pursued, in four years time ships
might pass from Philadelphia to sea by the way of the Chesapeake. The water
communication between Philadelphia and Baltimore would be shortened about
three hundred miles, and the produce from the Susquehannah, when at Havre
de Grace, would, by this route, be within about 20 miles as near to Philadelphia
as to Baltimore.
When this canal shall be completed, there will only remain the New Jersey
canal to be made, to give an inland water communication from the Capes of
Virginia to Rhode Island, which in time of war would be invaluable. This
canal was laid out by Mr. Randel in 1815, (29 miles in length, and 63 feet
above the tide,) under commissioners appointed by the Legislature of New
Jersey. It was intended for the passage of sloops, but could be made of
dimensions competent for the passage of ships as a cost not exceeding about
25 or 30 per centum above that of constructing the Chesapeake and Delaware
Canal, and would shorten the water communication between the cities of
Philadelphia and New York about 180 miles.
If in addition to these canals, the ship canal projected by E. c. Genet,
Esq. and laid out by Mr. Randel in 1819, under commissioners appointed by
the legislature of New York, be made from Albany, a distance of 13 miles,
to the deep water at New Baltimore, (which would not exceed about half of
the cost of eh Chesapeake and Delaware canal,) then the termination of the
Erie and Champlain canals at Albany would be accessible by ships as well
as coasting vessels, by an inland communication from any port between Virginia
and Rhode Island.
It will at once be perceived, that as the water communication between Virginia
and Lake Champlain would be nearly in a northerly direction, every mile you
advance along it would give a change of latitude and a consequent change
in the productions of the earth, as well as in the wants of the inhabitants.
The advantages which would result from canals giving such facilities for
the exchange of the products of different climates, and of friendly intercourse
between the citizens of different states, could not fail to be productive
of the most salutary consequences, both in a pecuniary as well as moral and
political point of view.
Great Valley Canal
Republican Compiler (Gettysburg, Pennsylvania) January 28, 1824 Page 1
It give us pleasure to be able to say, that Mr. Hains, and the gentlemen
who were with him, Mr. J. R. Thomas and Mr. C. Downing, have finished taking
the levels, contemplated by them, for several miles on each side of the Gap.
Their perseverance in this inclement season is truly praiseworthy.
From the examination made, the important facts are fully ascertained.
1. That the Canal is practicable from the Susquehannah, through the Great
Valley to Philadelphia.
2. That there may be obtained a full and overflowing supply of water at the
summit level.
3. That the difficulties to be overcome are not great than in other works
of the kind, of the same distance.
If the people up the Susquehanah and those of the city choose to unite their
exertions they can have a canal that shall insure beyond the possibility
of doubt, the trade of the Susquehannah river to Philadelphia. - Village
Record
North Western Canal
Republican Compiler (Gettysburg, Pennsylvania) February 18, 1824 Page 1
Harrisburg, Feb. 3
It may not be remembered by our readers, that a law was passed last session
"direction the survey of a route for a canal between lake Erie and French
creek." It nevertheless was the fact; and "Thomas Forster of Erie county,
James Herrinton of Crawford county, and Wm. Marks, jr. (Speaker of Senate)
of Allegheny county," were the commissioners named in the law, "to view and
explore all the contemplated routes, for connecting the waters of Lake Erie
and French creek, by canal and slack water navigation." The report of the
commissioners was transmitted to both branches of the legislature, on Friday
last, by the governor, and is of considerable interest. Its great length
precludes the practicability, or at least the propriety, of publishing it
in our paper, under present circumstances. It appears the commissioners explored
four different routes, two of which were abandoned, as impracticable; two
more were surveyed, leveled, and the expense estimated; and a very handsome
profile accompanied the report; which is placed in one of the committee rooms
of senate. Both routes connect with French creek, at the outlet of Conniaut
marsh, a distance of 20 miles and 301 perches from the town of Franklin,
where French creek empties into the Allegheny river, about 120 miles above
Pittsburgh. In this distance there is an elevation of 70 feet, which is to
be overcome with seven locks.
The western route proceeds up the march to Conniaut lake, a distance of 12
miles and 2 perches, ie which there is an elevation of only 8 feet. This
lake, together with a ridge, 16 feet deep, are to form a summit level of
5 miles and 210 perches. Thence 19 miles and 44 perches to with 7 miles and
140 perches to within 7 miles and 140 perches of Lake Erie, with a fall of
209 feet, to be overcome by 21 locks, where a choice is left, of two routes,
the nearest of which is 18 miles from Erie Harbor. In this distance, there
is a fall of 260 feet, to embrace 26 locks. There cannot be a safe harbor
here, by reason of the shoalness of the water.
The whole distance from the Allegheny, at Franklin, to Lake Eire, at the
mouth of Elk creek or Crooked creek is 65 miles and 75 perches, with 548
feet of lockage, which will require 54 locks. The expense of this route is
estimated at $632,970 50 cents.
The eastern route passes by Meadville and Waterford, to Erie Harbor, following
the direction of French creek, to Le Boeff creek, crossing it 5 times, and
thence to Erie Harbor. The whole distance, by this route, is 73 miles and
27 perches; having 868 feet of lockage to overcome; which will require 86
locks. The summit level, on this route, is 630 feet above the level of Erie
Harbor; and this is at a distance of only 8 miles and 197 perches. The estimate
of the route is $921,480 47.
The summit level, of the eastern route, is 160 feet higher than that of the
western; and must be supplied by a feeder, from the forks of French creek,
13 miles and 27 perches in length. The Allegheny, at Franklin, is ascertained
to be 392 feet higher than Lake Erie. - Penn. Intel.
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