CEDAR I
SANDY I
COVE. H
DRUM P.
GREENBURY
T ALI EY
.THOMAS
ROCK
') S a"a&y
LEONARD
Scale I: /fOOOO: O": 422&PS JfiU
. S vVanU
HOLLAND
cbrateds/t-Of* with
bottom*-: —
LONDON T
S otter! v
Island P.
IK tL) PRICK
FRIENDSHIP
BUTLER'^
Hl\'l
gt-pos Greet?-Sand
"Jyiicaced/jj Blac/c. Grnd ,
' - , / v (. eoyereeZ rvtidi/z
!;: i A\/ v. . \iliceous IfodJcs
Slierid an P-
M ' Pleasant
1/ (t- f"'
C H A PTI CO
a bard Sifypmis
Ore en fond
Corerset ty
Tied. Clays*'
L' VtA'J?tLBROfK
CHARLOTTE-HAL!
tfKYW
/
* A
i*i \i
\ £
•X 14
'5 I S ^ Jf
sAfii
j*" 3l
Mfs r
ilm
K f?
<7:
.Tv
a
X
to
Frederick TririrprHe
EUicott's
Emb.&OO/T
I
tint. 2/70 F
i (*/
£mt> /M ■ •
"/J'""** \
II fj
c/i
CD
o
r-t-
o'
-' ^
* <s
£Omb 4 ,7 00 /.
v G;
/ m 0 3800 E ^
*
\
*V.-
®1V
Pi- s /
T
* M
A
FjTib /300 7
\\
t?j
f /rib. /fiOOf lo
frirrtifire 7/.
rji
x
-5
Ihe position of t/u Ian/est
iniicateiL bj> this mark ^
The s mattes- yevu thin -f
WM
'%/tA
'ifi
wrnmni
wmmvi.
Mm
Mil
iiSwmm
iWM,
Blttir +.
V
\W. g.Ss?
yfiiTsr- iomt
PIP
Ci:T
>\KM
mil
mm
W M V
VV'VM
'smmm
.mm
/fe
11»'
^Forthr
wmm
B?JW7 j
Z'/M.afEi.W&btP^s, Co Market Str.nearJSiUtwHouse^alt.
>ww(WWWWlg?WW6
.' ; v!:'.''.' 'l .■■.,-';.'i^7i:.ril.'.v liiil;''/^'l|i,'.l Yi'HlIni „ '■.'III'
ENGINEER'S REPORT.
\ - .
t .
To His Excellency , •
Thomas W. Vjeazey,
Governor of Maryland:
The Undersigned, Topographical Engineer of the State of
Maryland, has the honour herewith to lay before your Excel¬
lency, and the Legislature, his annual report, containing the
results of surveys, which have been directed by the legislature
during the past year, together with such details as may serve to
illustrate or explain the n.
The report, as the one of last year, will be divided into sepa¬
rate sections, headed with the name of the proposed work, for
which the examinations have been made: but private conve¬
nience will make the order of arrangement in description some¬
what different from the one of execution. It has been an object,
however, so to dispose them as that similar physical features
shall all be connected together, and the works to be executed
under analogous circumstances of soil, and external characteris¬
tics, shall be discussed continuously. The first subject will be
The Choptank and Transquakin Canal.
The survey for this canal was authorized by resolution, No.
Ill, of the last general assembly, although a company had been,
as e December session, 1833, chartered for its construction.
.1, therefore, as the preliminary action in regard to it has
^ 'i 1 to the extent of needing no farther legislative aid, the
Undersigned has thought it his duty to be more full and particular
in regard to it than if it were a project which had not received such
authoritative sanctions. The surveys, however, were not ex¬
tended to the minuteness of a location: only so much was
measured as to enable him to ascertain the distance between the
o
v % z. - o f
. . . i I
B'JhcAU Or RAILWAY ECOsCrYUC.
r
W/.oHIi\lCJ i 0'.M. L. a.
MAR l iQii
62
two rivers, and the elevation of country between them. Had
the season of the year, (at the period of commencing the survey
unwontedly severe,) permitted the lime, the Undersigned would
have found an interest in so far extending his measurements as
to have enabled him to speak with greater certainty about some
of the details, whose actual execution may be found to vary
within certain limits from what is estimated here. As it is, he
begs leave to present the accompanying lithographic map, re¬
duced from the larger one originally compiled from the notes and
on file in this office, as exhibiting as nearly as may be the con¬
tour of the country adjacent to the line, the direction and profile
of the line, &c. As measured, the line now coincides with the
present public road leading from the mouth of Travis' creek to
the Transquakin bridge. The original charter contemplated the
use of Hurst's creek, the arm of the Choptank a little to the south
of the starting point. The adoption of that route would make
the distance to the Transquakjn bridge longer than the one
measured; although it is probable that the distance from the
waters in the respective streams, at a point on the Transquakin
somewhat lower down than the bridge, would be about the same
if not less. There were some advantages which at first sight
appeared to present themselves, greater in regard to the position
and depth of water at the mouth of Travis' creek than Hurst's
creek; which led to the adoption of the former: and as the
resolution of the legislature, while it defined the point of appulse
of the canal on the Transquakin, left that on the Choptank to
discretion, it was thought best to conform as nearly as possible
to the language of the resolution.
The mouths of both creeks, indeed, which seem almost (so
near are they together) to have but one common, wide and shoal
estuary, are shallow—but the one of Travis' creek is straight
and more nearly fitted in shape for the passage of the water to
supply the canal: the mouth of the other is, as far up as examined,
tortuous, and would require some cleaning out, or more properly,
the cutting through the neck of partially fast land which sepa¬
rates its waters, at a distance from the actual mouth, from the
Choptank, thus giving a straighter, and shorter, and deep water
course, while it removed the mouth, perhaps, one hundred and
fifty yards lower down than now.
The state, both of the river and creeks, while the Undersigned
was there for the purpose of examination, was such as to prevent
any soundings, their mouths for a little distance out, being
63
blocked up with ice not sufficiently firm to allow walking on it.
The soundings therefore which are given on the map are from
the testimony of residents, who are boatmen, near the place.
The shoal off Waggaman's point would not require any altera¬
tion until after the water of the canal had become as it is termed
'in train,' (i. e. after the mass of water had acquired the velocity,
and the bottom and banks the slope and shape to be maintained
under general circumstances,) then, as the defect of depth is pre¬
cisely what the new exit of the water and the getting 'in train'
are likely to produce, the original and probably increased defect
would be remedied together, perhaps by the partial removal of
the accumulated silt, and by the construction of a curved jetty or
wharf of wooden materials to extend from the shore of the river
about twenty yards, or to such a distance as would bring it to
the proper depth for allowing the water to pass from the river
to the canal without increase of velocity at the point of entrance.
The depth of water after passing this shoal is, according to
information, varying from five feet, the deepest, to about three
and a half, for a distance of more than half a mile by the bends
of the creek, up to the landing, belonging it is believed to Captain
Lewis Ross, on which there is a building now used by that gen¬
tleman for the storage of grain, that is afterwards conveyed
down the creek.
From the granary the water diminishes in depth continually
as you ascend, but is still navigable for two hundred yards
higher up; while the arm nearest the road heads up entirely and
abruptly at a distance of about seven hundred and fifty yards
from the granary. The other or northern branch, extends to a
greater distance, and crosses the Vienna road not far above the
shore. At this place, or rather in the road near it, the surface of
the ground has attained an elevation of twenty-one feet above
the surface of the water in the Choptank ; and on a locust tree
on the east side of the Vienna road, and a few steps down the
road from the store, has been placed a permanent bench mark.
It may be a matter of interest to those in the neighbourhood, to
know, that that point was found to be twenty-two and one-fourth
feet higher than the surface of the frozen water in the Chop-
tank on the 8th December last. From this point the ground
continued almost level for three-fourths of a mile, and then gra¬
dually falls off into the basin of the Transquakin; nearly all along
however, to the north-east of the road, there seems to extend a
strip of low land, which would mark out very nearly the ultimate
64
route of the line. Its general elevation, except for a short dis¬
tance, may be taken as about four and a half lower, and as it
approaches the Transquakin, about ten feet lower than the mea¬
sured line. It was not itself measured, because of its apparent
probable coincidence with the shortest line between the two
rivers ; and it was thought that enough had been ascertained to
enable the engineer to make a tolerably approximate estimate of
the cost of the work, especially as the measured line seemed to
labour under all the disadvantages of greater length, as well as
greater elevation. ' -
And here the Undersigned may be allowed to avail himself of
the first opportunity of acknowledging how erroneous the impres¬
sions were, which were made on him at his first and even during
subsequent visits. The level of the country about the shore, he
supposed to be not much different from what he had found it in
the previous year in the neighbourhood of Cambridge—namely,
between twenty and twenty-four feet above tide in the Chop-
tank ; but in going eastwardly, after the first half mile, he found
the ground on either side of the road marshy, and in some places
swampy. This, which upon the comparison of the level notes, he
can now easily account for, in the want of sufficient slope (though
on a high level,) to cast off the rain-water—he then attributed to
its being upon a low level. The want of slope is generally found
existing in the approach to the lowest parts of a basin; and the
result of the surveys near Cambridge, where the plateau of high
ground was dry, was another circumstance upon his mind at the
time, and confirmatory of the view he had taken. Hence, he
expected, until the profiles were made out, a deep cut through
fast land of hardly a mile. The line as measured makes that
deep cut for upwards of three miles, so that the estimate he
formed at first sight differs from his subsequent and better
informed one, about in the same ratio.
An analogous contrariety to his preconceived expectations
exists also in another particular, in regard to the respective levels
of the two rivers. The survey of the Cambridge and Blackwater
canal, which terminated at a point said to be reached by the
tide, shewed the level of that point to be not quite two feet above
the tide in Cambridge creek. The levelling was continued a
little further down to ascertain the rate of fall in the stream, and
to render it tolerably certain that the actual tides in both rivers
were, as is consonant with reason, on the same level. From this
conclusion, the Undersigned expected also that the Choptank
65
and Transquakin would be found on the same level. The
difference between them is however four feet; for by so much the
frozen surface of the Choptank was found to be higher than the
waters of the Transquakin.
Without attempting to account for it, it is yet thought to be a
favourable circumstance in the ultimate objects and uses of the
canal, and the development of a new agent as powerful as unex¬
pected in aiding to produce a result which the Undersigned
adverted to in the last annual report, as within our power, when
he said in relation to this very river the Transquakin, and its
neighbour the Blackwater, that 'the difficulties in the channels
and mouths of those rivers, might be in a great measure remo¬
ved, and Fishing bay again become navigable for vessels of a
much larger class than ever venture into it now.'
Another agency however, of more importance at the present
moment, is the influence which a slope so great as this, namely,
of twelve inches per mile, exerts upon the form and dimensions
of the canal. It may* serve perhaps to give more interest to this
report, to dwell for a few moments upon these relations, and the
influence which has just been mentioned.
A little consideration will satisfy us that a proportion should
exist in some way between the slope of a canal or drain and the
quantity of water which is delivered along that slope: that the
quantity of water which can be delivered (which may be for
instance in a reservoir) remaining the same, if the slope be in¬
creased, the time in which that quantity will be exhausted will
be smaller, and of course the speed of the water itself, or as it is
generally called, its velocity, will be increased. Also, as the
tendency of the water to flow depends upon its weight and the
ease with which the particles are suffered to move among them¬
selves, if the depth of the water, (and other things remaining the
same of course its quantity,) be increased, that tendency to flow
or its velocity, will be increased also. Accordingly, it agrees
with both our notions from reasoning and the results of experi¬
ments, to consider the whole external portion of the water in a
canal in contact with the floor and sides as nearly motionless,
and as forming a sort of sheathing as it were, over which the
upper and central parts flow with greater ease than they could
do over earth or any other material; or what may be more intel¬
ligible, that the friction (a term with which of late every body
has become very familiar,) of water upon water is materially less
than the friction of water upon any other substance. The thick-
66
ness of this film of external water, which has been called
motionless, (of course this term is not understood here absolutely,
but must be taken with some restriction,) varies according to
circumstances ;—it is enough for the present purpose to suppose
the circumstances to remain the same, in which case the thick¬
ness of the film will be constant, but the proportion which that
thickness bears to the breadth of the other and moving water,
will vary according to the depth and width of the canal. If we
take the case of two canals of the same width, but one of four feet
depth and the other of eight, while the thickness of the motion¬
less film be assumed at one foot, the proportion of the moving
water, and of the quantities discharged with uniform velocities,
will not be any longer as 1 : 2, but as 3 : 7; i. e. as 1 : 2\. As
however, the quantity of the discharge has been found by expe¬
riment to be dependent in a certain ratio upon the head or height
of the reservoir, it follows that the alteration which is expe¬
rienced, in consequence of the motionless film, must take place in
the velocities. The slope therefore, the velocity, and the depth,
must be intimately connected together.
As this mention of friction has been only introduced for the
purpose of illustrating what indeed might have been merely
announced as a principle, it is hardly necessary to say that the
other circumstances which influence also the retardation of velo¬
city, such as the viscidity of the water, its pressure in proportion
to its depth, &c. are designedly left out of view.
As the extent of the motionless film includes the sides as well
as the bottom of the canal, it is obvious that the width of the
canal at top, or its water surface, must be taken conjointly with
the depth in any calculation which should determine precisely
the amount of retardation as produced by this cause. Hence a
quantity has been derived from a combination of both, which
arises from the division of the area of the cross-section of the
canal, by the sum of the width of the bottom and the lengths of
the sloping sides ; for instance, if there be a canal four feet deep
and five feet wide at bottom, with the sides sloping at the ratio
of H to 1, or about an angle of thirty-four degrees, the water
surface will be IT feet, and the area or number of square feet of
the cross-section will be 44—the length of the sloping side will
be feet nearly; and the number by which to divide 44 will
be 19jVo. The result of this division, or two feet and 2f
inches, is the quantity spoken of,—in other words, it is the
depth which the water in the supposed canal would have, if by
67
any means the sides were to be cut away until the bottom of the
canal were as wide as the whole width of wetted surface, and
then carried up straight instead of sloping. To the depth thus
obtained, various names have been given; the French have
called it, with most propriety, the radius of the section ; the Eng¬
lish writers have termed it the hydraulic mean depth. As this
last epithet may be to most readers the most familiar, in conse¬
quence of the particular illustration by which it has been intro¬
duced, it will be used when in the subsequent part of the Report
there may be occasion to refer to its influence.
The amount of fall from the Choptank to the Transquakin,
which is actually four feet and Vooo of a foot, or about 2\ inches,
may be overcome in either of two ways : by a lock on the Trans¬
quakin end, or by a gradual slope along the whole distance from
the granary on Travis' creek to the river.
The objections to the former method are in the inconvenience
and loss which accrue from the use of it, in requiring a constant
attendance upon the gates of some person or persons who must
be paid for their labour, and in the time which must be neces¬
sarily consumed in filling, from a canal of the limited dimensions
and small velocity which would be expedient in this case, the
lock chamber. This time would be moreover disproportionate to
the effective benefit—inasmuch as with a canal of larger dimen¬
sions, a lift of eight feet could be effected in a shorter period than
in this one the lift of not quite two feet; for to this small amount
would the fall be reduced by a slope of four inches per mile,
which is the least that the Undersigned thinks could be adopted
to keep up the necessary discharge. Besides, as there is no tide-
lock contemplated on the Choptank end, the operations of a lift-
lock might be at some moments rather embarrassing than other¬
wise. The cost of such a lock would- be rather more too than
the cost of the additional excavation necessary for the increased
slope. It is believed, though the Undersigned has not had the
leisure to make as yet the detailed estimate, that such a lock
could be erected for $2000, supposing that it is necessary to
drive piles for the purpose. The additional excavation has been
estimated at 13,000 cubic yards, costing about $1200.
The nature and topography of the country does not allow of any
method of passing the elevated plateau between the rivers, other
than a thorough cut. No streams flow at right angles to the line
of direction which might be diverted or dammed up so as to
become feeders; and the supply of atmospheric waters would be
68
very limited indeed; too much so, in that exposed and porous
soil, to allow of any cheap method of economizing them. In
regard to the second method then, which has been just men¬
tioned, the Undersigned would remark, that he believes it the
best calculated for the object which is had in view, viz: to afford
an easy scow navigation between the two rivers. He will there¬
fore more particularly now apply himself to the considerations
which are presented to one who would form an estimate of the
cost of the work.
The facts ascertained in the survey are these: that the length
of a straight line connecting Travis'creek at the granary, with
a point on the Transquakin near the end of the ditch below
Eyrey's meeting house, is 20,000 feet:
That the difference of level between the Choptank water in
Travis' creek at mid-tide, and the Transquakin, where there is
hardly any tide at all, owing to the extensive shoals which
obstruct the mouth of the river, is about four feet:
That the uniform elevation of the plateau between the two
rivers is about twenty-two feet, extending for nearly one mile,
although there is reason to believe that in the shortest line which
may be taken that extent will be considerably reduced.
It became a matter first of interest to determine the dimensions
and proportions of the canal itself. It was obvious that for every
reason these dimensions should be reduced as much as possible,
both because of the heavy excavations which the great extent of
elevated land gave rise to, and because of the considerable slope
which the levels of the respective rivers rendered necessary.
The use which would be made of the canal when constructed
and the sort of carriage intended to be facilitated by it would of
course be the chief consideration in making the determination.
The agreement of the dimensions suitable for these purposes with
the conditions favourable to a proper flow of the water and pre¬
servation of the channel would be then afterwards investigated.
The principal article of carriage on this canal would be, for the
present, wood to be used in fuel. Of this, immense quantities could
be furnished by the yet untouched forests which shade and en¬
cumber the course of the Transquakin ; and a fresh growth every
twenty years would rival for perhaps a century the abundance
of the first clearing. The carriage of other articles and of pas¬
sengers, would be, it is supposed, at least for some time limited.
Such being the case, a canal whose water line would be twelve
feet would answer all the purposes in admitting the passage of a
69
boat or scow with a beam of eight or nine feet, length thirty feet,
and draught one and a half feet, with a burden of ten to twelve
tons. The depth of the canal need not be more than three feet,
and the slope of its banks at an angle of nearly thirty-four
degrees, which gives the width at bottom three feet, with a water
line of twelve feet.
Connecting a cross section of these proportions with the slope
of one foot per mile, which has been before spoken of as neces¬
sary, it will be seen that the resulting velocity will not be
incompatible with the use of the canal or the preservation of it.
The intimate relations subsisting between the slope, the before
spoken of hydraulic mean depth, and the velocity have been
adverted to. They may be here stated mote precisely than be¬
fore in the formula of Mr. Eytelwein, 121v*=:I00i?s; where vz=z
velocity per second of time; R—the hydraulic mean depth; and
Sj the slope in two English miles; which last is in the present case
twenty-four inches. The hydraulic mean depth will be the area
of the cross-section (22§ square feet,) divided by the width at
bottom (3 feet) added to the sum of the sides: when the slope is
1£ to 1, as in the present case, the sum of these sides will be
always the square root of thirteen times the square of the depth
or ^13dz. In the present case, the divisor will be 13.8166 : 22.5
giving 19 inches iVo2o as the hydraulic mean depth. Substituting
this value, and 24 for 5, in the formula above given, we find the
velocity per second, to be equal to 19JJ inches in the central
part of the canal; or what is termed the mean velocity. The
superficial velocity will be about 21J inches per second. This
velocity near the bottom will be about IT inches per second.
If it were desired, however, to construct a canal of such
dimensions that with the fall per mile the same, the velocity of
the water should be a given and smaller quantity, from the
example we have just given might easily be deduced the deter¬
mination of the several relations. Let it be necessary, for
instance, to have a velocity of only fourteen inches per second,
in the proposed canal. The result of the calculation is, that the
sum of the depth and width at bottom should be thirty-six inches.
This requisite would be answered by making the canal of a shape
like an inverted triangle, with the bottom terminating in a point.
In that case the width at bottom would be nothing, and the
depth three feet •, the water line being nine feet. It is not asserted
that such an excavation, made in light soil, would long retain its
shape.
1°
70
The velocities which are given in the preceding paragraph,
and which are very little more than one mile per hour, do not
present resistances to the motion of a loaded boat, which appear
to be of much consequence, or to render necessary any calcu¬
lations or contrivance for diminishing them. It is true that the
subject of the resistance of water, although much has been
observed and written in regard to it, is not yet established upon
principles as settled and uniform as those which govern in other
branches of mechanics. For the purposes of the present estimate
have been taken the results of the experiments made in the latter
part of the eighteenth century by members of the French
academy. Supposing the surface of the head of the scow in
contact with the water to be 10§ square feet, the constant resis-
tance to the motion of the boat upwards will be nearly 21J lbs.
or about J of the force exerted by a single horse. This is a force
constantly exerting itself, and is in addition to the ordinary re¬
tarding forces, which operate in slack water. Without stopping
to consider now the amount of those forces or investigate the
various and complicated causes by which they are produced, a
comparison derived from practice may be instituted, by which we
can judge of their probable effect. The difference in useful effect
of the same horse working to-day on a canal, and to-morrow on
a good and level turnpike, may be stated as in the ratio of 20 to
1, where the speed is in both instances about three miles per
hour. Now our horses draw generally in the streets a load of
wood whose weight is about 1000 lbs. or i a ton. Hence, on
the canal, he should draw about 10 tons. , If this be reduced by
the I on account of the slope, we should have nearly 9 tons as
the load of the single horse; which is rather less than the boats
which have been described, are capable of containing. This is
a matter, however, which is entirely in our own power: the
effective force diminishing in a much greater ratio than the
increase of speed. Thus it appears, that at a speed of 2| miles
per hour, the horse's effective force upon a canal and turnpike,
will be in the ratio of 37 to 1, and the load on the canal 18 tons,
a quantity which will bear the diminution of £ (or even of if
in consequence of the obliquity of the load to the direction of the
horse, the great narrowness of the canal, and other circumstances,
jt should be thought proper to reduce it so much,#) and still leave
*Mr. Be van found the traction of the horses on the Grand Junction canal,
in England, to be 80 lbs.
Mr. Smeaton has stated, (it is believed) the burden of a horse on a canal,
walking two miles per hour, at 22 tons.
71
force enough for progression at the rate of nearly 2| miles per
hour.
These considerations are presented under the expectation that
the use of horses will be resorted to in order to provide the
moving power. Under certain contingencies however, it is pos¬
sible that the force of men might in two different ways be resorted
to for propelling boats of rather smaller dimensions than those
which have been mentioned ; and thus a very material saving of
expense in first cost, and in yearly expenditure, be effected.
Principally with the view that they might check one another,
calculations have been made as to the quantity of excavation
which will be required under different circumstances *
1. Giving the canal a depth of 3 feet and bottom of 3 feet,
with a side slope of 1 to 1, equivalent to an angle of 45°, and a
fall of 4 inches per mile, the total quantity of excavation along
the line which has been run from B. M. No. 1 to the bridge, a
distance of 27,000 feet, will be - 372,239 yards.
When this is reduced to the straight line
the amount will be - - 239,440 yards,
as the quantity in that straight line, supposing the cuts to be the
same. They would be, however, it is believed much less ; so
that under the preceding conditions, with a length of 20,000 feet,
the whole excavation might be estimated at 200,000 cubic yards.
The cost of excavation in soil similar to this, has been con¬
sidered in previous reports. In the Report of last year, it was
set down at nine cents per cubic yard—giving as the total cost of
excavating, - - - - $18,000 00
Twenty-five acres of ground being the quantity
actually occupied by the excavation at $8 may
be set down at - - - 200 00
And the cost of superintendence, &c. at - 1200 00
$19,400 00
In fact, however, the additional charge for the ground would
be more than covered by the wood, which might be cut from it.
Half of the route would be wooded, and would cut about twenty-
five cords for every acre over twelve acres. The present value
of that wood is not known, and is dependent besides upon
various circumstances—the season of the year, the condition of
the roads as affected by that season, the state of the navigation,
and all those other causes which affect the value of all marketable
articles intended solely for consumption. Under the favourable
72
circumstances of its being, when cut, just on the edge of a navi¬
gable canal, its value would be considerably enhanced.
2. The excavation has been likewise calculated on the line run>
upon the conditions of a fall of one foot per mile; and a cross-
section such that there shall be a tow-path of four feet, and leave
one foot on each side, with a side slope of 1.5 to 1. In this case
the total width between the outer edge of the tow-paths, which
are elevated 1 foot above the water surface will be 23 feet.
The slope of the banks are then allowed at an angle of 45°; a
due precaution, much more economical than increased exca¬
vation, being sufficient to preserve banks which are not liable to
any corrosion by water, as in the canal, nor to repeated pressures
and shocks as on a rail road.
The quantity then excavated from the proposed bed of the
canal, will be then 36 square feet or 4 square yards multiplied by
the length of the line, which is 27,000 feet, or
just 9000 yards, - - - 36,000 cubic yds.
The amount of the several sections, into
which the line has been divided, will be
then equal to a continuous cut, whose
base will be 23 feet and depth 15,80 nearly,
and length 9000 yards, (64,500 square
yards X 9000)= - - - 581,440 cubic yds.
617,440 cubic yds.
If this be reduced to the straight line of
20,000 feet, or 6666 yards, the quantity
under similar conditions will be - 465,999 cubic yds.
This is on the supposition that the cuts are the same on the
straight line that they are found to be on the trial line, which
will not be the case. Subjecting it to the same considerations
under which the reductions for the preceding calculation were
made, the result will be as the probable amount of excavation
required, including ditching, &c. 388,333 cubic yards.
Which, as before at 9 cents per yard,= - $34,949 97
It is apprehended that the practical test of the matter would
not be found to differ much from this.
The estimate which was presented last year, of a canal from
Cambridge to the Blackwater river, was in amount very much
the same as this. The situations and soil, and the length, were
about the same; the dimensions of the former were however
greater. A difference exists too in the amount of firm and high
73
land to be cut through. In the case of the Cambridge canal, the
route was from the head waters of one creek to those of another;
and the width of the dividing saddle was only about 4000 feet;
in the present instance the width of the dividing plateau is more
than three times as much.
Whether it would be practicable to shorten the route by assum¬
ing some other point on the Transquakin higher up, by which
the line could be carried through the valley of a creek lower than
the depression which has been occupied in the present exami¬
nation, the Undei signed is not able to say. He believes that a
cheaper though a longer route could be obtained, by using as
was at first proposed, the valley of Hurst's creek : whether the
points of appulse on the respective rivers would be so favourable
for all conditions of practical application, he does not pretend to
determine.
The investigation of another subject also of interest, belongs
more properly elsewhere than to this Report. This subject is
the uses to which the canal will be applied when constructed.
The limited time of the Undersigned, and the constant personal
attention which he has found it expedient to bestow upon the
field duties of his examinations, do not in any case allow of the
inquiry and travel necessary for ascertaining and classifying the
resources or the wants of any particular district; and he has
therefore always contented himself with mentioning those par¬
ticulars only which daily forced themselves upon him in the
discharge of his professional duties. In the present instance the
impressions which had been made upon his mind the year before
in the examination of a neighbouring district, were most vividly
recalled; and the ardor with which he applied himself to his duty
received if possible, a fresh stimulant, in the hope that his efforts
might directly or indirectly conduce to the benefit of an extensive
region, which needs only a little of man's assistance to render its
position and soil at once fertile and healthy.
In regard to the mechanical use which can be made of the
proposed canal when completed, it may be said that there is
hardly any limit to its capacity, which does not also set bounds
to the products of the soil. The smallness of its dimensions,
which would under other circumstances present a serious obsta¬
cle, do not appear likely here, when taken in connection with its
shortness and directness, to interfere with its being commen¬
surate to the wants of the tributary district. Such a canal could
readily admit of the delivery per day of 500 cords of wood, or an
74
equal weight of any other articles for consumption; while the
cost for the moving power and machinery, exclusive of superin¬
tendence and human labour, on the carriage of that whole
amount, would not be more than $7. The number of men to be
employed, could be so regulated by an avail of the services of
the owners of the articles, who would prefer in some cases the
control of their own boat, as to be very small indeed; but even
if the company should choose to be the absolute carriers of every
article and owners of the entire machinery, the expense for this
item need not be higher than ten cents per cord. The value
which would be impressed upon a large extent of landed pro¬
perty, which is now worth very little, by the facilities of a market
for its produce, would bear, it would seem, a much higher
charge than this.
Great stress it may seem is laid upon the item of fuel, as an
article to be furnished from this region; but it does not appear
upon reflection, to the Undersigned, that he is attaching to it
more importance than it would show its right to deserve, were
an opportunity afforded. Apart too from the probable pecuniary
profit to be derived directly from this article, there is another
consideration belonging to the class of social uses of the canal,
tending to shew a still greater indirect advantage to be expected
in the increased salubrity of the region. That it can become
healthy while infested with its thick forests, and the marshes
which those forests protect, and for the removal of which there
is a total want of any general system of drainage, is not to be
expected : that by proper means it might become much more so
than now, is as little to be doubted.
The social uses, however, of a similar improvement, having
been adverted to last year in a manner as full as was proper, and
the different considerations of the advantages to the climate and
soil, the advantages to the proprietors of that soil, the advantages
to the principal market of the state, and the advantages to the
whole body politic in this fresh accession of strength to a portion
of it, as likely to be produced in a greater or less degree by a
simple and cheap improvement, having been presented, the Un¬
dersigned has only to express here his hope, that before long,
circumstances will arise favourable to the interests and prosperity
of a part of the state, which must some day attract notice in the
possession and value of resources so many years suffered to be
idle.
75
The attention of your Excellency will next be called to
The Atlantic Rail Road.
The importance of a connection of the eastern side of Wor¬
cester county, with some improvements either of land or water,
that would enable them to convey with certainty their agricul¬
tural, and ere long it is believed their manufacturing products
to a market, has been now long and sadly felt; and in the failure
of other feasible schemes, the hopes of that district have been
lately interested in the practicability and profit of a plan especially
justified by circumstances of recent origin, to construct a rail
road from some point on the boundary line between the states of
Delaware and Maryland to a similar point on the boundary of
Maryland and Virginia. The legislature at its last session, passed
a resolution (No. 55,) authorising the survey; and the Under¬
signed (if it may be permitted to him to speak in this Report of
his private feelings,) received cheerfully the direction to make the
necessary examinations in a district where once before, for a
similar purpose, he spent much time, and with which all his
associations are those of pleasure ; and now it is perhaps as
selfish as grateful for him to express the hope, (if he would con¬
sult only his inclinations) that circumstances would allow him
to be every year engaged in some operations of a useful cha¬
racter to his fellow citizens of that region.
To comprehend perfectly the importance which may attach to
this improvement, and to those with which it is proposed to con¬
nect, it is necessary to have a clear idea of the geographical
position of the country, and the singularly infelicitous predica¬
ment in which not the inhabitants of Worcester county only, but
all those on the Delaware coast as far up as nearly to the mouth
of the Delaware Bay, are placed with regard to the consumers of
their produce. The peninsula of the Eastern Shore (as may be
well known, though it is certainly excusable to recall it here,) is
divided into two grand slopes, one eastern and the other western,
by a ridge of elevated land, whose direction for a part of the way
coincides nearly with the western boundary of the state of Dela¬
ware, and for the remaining distance lies a little to the east of
that line. The elevation of this ridge is where the Chesapeake
and Delaware canal has cut through it nearly 80 feet; nor does it
fall off perceptibly for some distance south of it. At the Cypress
Swamp, which contains the head waters of the Pocomoke, the
land falls off to about one half its northern elevation; which
height, or about 40 feet, is maintained through nearly the whole
76
of the Virginia peninsula. Hence a considerable disadvantage
arises, in attempting to convey different products to a market
across that elevation, from the height to which they have to be
raised ; the amount conveyed, as contrasted with what might be
delivered on any less elevation, being (all circumstances taken
into consideration) the ratio of the respective heights. This may be
illustrated in the case of lockage on a canal, where to lift the load
from one plane to another, is a great disadvantage in the con¬
sumption of time; and of inclined planes on rail roads, where, as
is well known, an ascent of nearly 20 feet will require under the
present improved form of car wheels, twice the moving power to
the same weight. As a counterbalance in some degree to this
disadvantage, the respective slopes are cut up by water-courses
of varying magnitude, on which the conveyance is much more
easy, and which were intended to lead them into the Chesapeake
bay on the one side, and the Atlantic on the other. The direc¬
tion of these water-courses determines the natural markets of the
two slopes, and of all regions similarly situated.
In this case, however, operations adversary to what would
have seemed the intention of nature, have been carried on ; and
the mouths of the different water courses on the eastern side of
the peninsula are so closed up either by silt brought down by
the streams themselves, or by sand carried up by the ocean, as
to be for an extent of at least sixty miles of coast either entirely
useless, or of very limited importance.
In a Report which was presented to the legislature of Maryland
in 1834, of a survey along this very coast, may be found an
account of what it was then, and of the advantages which it
presented for navigation and commerce. It may not be amiss to
make use of as much of that Report, as will serve to explain the
actual position of things now.
At that time and now, there is no communication with the
ocean from Cape Henlopen on the Delaware, to Indian river
inlet, a distance of twelve miles. That inlet serves to pass all
the waters which come down Indian river itself, and two not
inconsiderable tributaries, Pepper creek and White's creek, as
well as those which are spread over 40 square miles in Rehoboth
bay. The depth of water, however, rarely more than 6 feet at
high tide, and sometimes not more than 3 feet at ebb, prevents
this from being extensively useful. Nevertheless, there is none
other till we come to Chincotigue inlet, nearly 50 miles south.
There used to be an inlet off against South Point about 30 miles
77
below Indian river inlet, but this has been since 1819, closed up
entirely. And Chincotigue itself does not present any extraor¬
dinary facilities for navigation, even for those who are situated
abreast of it. On the contrary, vessels will lay there from two
to three weeks waiting for the wind and tide which will enable
them to pass its winding shoals. With regard to those who are
not abreast of it, the matter is still worse. It must be recollected
that the main land of the eastern slope of Worcester county, does
not reach to the ocean; but that it is protected by a beach, con¬
sisting originally (by that is meant, hardly 100 years ago) of a
number of small islands. The portion of sea-water between
those islands and the main land, bears the name of the Sound.
At present that original arrangement is broken up to a certain
degree by the junction into one of all the islands, and their con¬
nection with the main land at the northern end, so that in fact
from Indian river inlet down to Chincotigue, the beach is a long
peninsula of 50 miles, varying in width from one hundred yards to
nearly a mile. Chincotigue island is an island separated on the
westward by a very narrow sound from this peninsula, and as it
were overlapping it. The ancient names, which were attributed
to the different islands when they were islands^ are still in a good
many places retained for different portions of the peninsula.
Thus we have Assatigue Island, now the southernmost extremity
of the peninsula; Sinepuxent, against Sinepuxent neck, and
joining on to Assatigue—the Rocking Islands, the Middle Pines,
Fenwick's Island, and others whose names will occur to those
familiar with those localities.
The same causes which have effected the continuity of the
beach, have produced also very great alterations in the channel-
ways through the sounds; and these alterations have become
very conspicuous in their upper part where the less depth of water
will allow a change of the same absolute magnitude with one
below, to be much greater in proportion. Hence, in the head of
the sound, just below the Delaware line, and in the Little bay as
it is called, there are 3 and 4 feet of water; in the Isle of Wight
bay just below, and which is the recipient of the S. Martin's
river, there is 6 or 7 feet; and at the northern end of Sinepuxent
neck, where the river joins the Sinepuxent sound, there is a
shoal extending all across, and never allowing more than 3 feet
water on it. This is the Miassey's Shoal, so well known to every
one who has navigated in those waters. As to the Sinepuxent
sound, which extends from S. Martin's river to South Point, the
II
78
difficulties extend all over it. Two shoals especially block it
up—the Old Town and Sandy Point shoals, which never, it is
believed, give more than 4J feet water. Across the latter, channel-
way and all, the Undersigned has very often waded. From
South Point down to Chincotigue, the Sound widens to about 3£
miles, and the channel becomes much less interrupted, but still
very narrow and tortuous in several places. In two places, the
White Rock by Great Bay Point, and the thoroughfare by Mills'
Island, exist serious obstacles.
Thus, it can be plainly seen how many difficulties have to be
overcome in carrying a single vessel for instance, from S. Mar¬
tin's to Chincotigue; and how after overcoming for 35 miles
those difficulties, spending a week or two at the Inlet—passing
that and sailing in precisely a contrary course about 35 miles
back, the vessel is not more than 3$ miles from the wharf
whence it cast off. So great have those difficulties become in
late years, that vessels which could make fifteen, seventeen, and
even twenty trips a year, are now reduced to about seven. Such
a falling off as this, would justify it would seem any exertion,
any importunity, in the hope of finding a remedy.
Nor is this inconvenience confined only to the Maryland shore.
The Indian river inlet, about 15 miles above which is situated
the flourishing town of Millsborough, with ample water power, a
blast furnace in successful operation, and large quantities of the
material to supply it, and which impress, one would think, a
high value upon products that could so readily be carried to a
market, now admits only at particular seasons a draught of six
feet—if the information of the Undersigned is correct, that
draught could very seldom have been carried since August,
1836. Nor does the apprehension seem altogether groundless
that affairs, instead of becoming better, will for some time grow
worse: until the Inlet closes up entirely, to break out at some
other place—an inclination towards which, as far as could be
gathered by comparing existing indications with the traditions of
the inhabitants, seemed to be manifesting itself in the south¬
eastern part of Rehoboth bay, during the period of October and
November, 1834.
It is to these circumstances that may be traced the interest
that is now so warmly felt in Delaware, for an improved land
communication from either Millsboro' or Georgetown to Lewes-
town, and from the same points southwardly to the Maryland
line, to intersect any improvement which similarity of position
79
might suggest there; and after the foregoing explanations, it
cannot be surprising that community of interest and feeling
should make the inception of the two proposed works almost
simultaneous. It was to have been desired that the surveys
might have been made in connection; but the Delaware surveys,
which were commenced before the season of more than usual
ill-health during last fall, were continued almost in spite of it,
while those in Maryland were deferred till frozen weather gave
some pledge of health. Nor has the Undersigned as yet received
any intimation of the report of the engineer for that work having
been made, although he was in hopes to have added fresh interest
to this communication, by being able to append to it the results
of the Delaware examinations.
He will proceed now to detail the important facts which may
have been developed in the course of the survey.
Not having been able to ascertain at the time the level of the
Delaware bench-mark, which is made upon a tree supposed to be
on the boundary line, and about a quarter of a mile west of where
said boundary crosses the stage-road from St. Martin's to
Dagsboro', it was thought best to commence the survey at
Berlin, the level ground 011 the west of which presented a
favourable location and was presumed to be on nearly the same
level with the road at the Delaware line, and proceed northwardly
to find the Delaware terminus. The language of the resolution
had specified this place as well as New-Ark and Snowhill to be
points of passage for the road, accordingly the mode in- which
the survey was made, has suggested a division of the entire line
into three sections: the first extending from Berlin to the
Delaware line, and called in this report, the Northern Division;
the second from Berlin to Snowhill, called the Middle Division;
and the third from Snowhill to the Virginia line, called the
Southern Division. Each of these Divisions will be considered
in their proper order, beginning with
I. The Northern Division.
It was at first supposed that a straight line could be made
between the several points mentioned in the resolution; and the
survey was therefore commenced with the intention of running
first a random line, and then running the ordinates, by which,
afterwards, a line truly straight could be defined. But a very
short time was sufficient to shew that such could not be the case,
and the evenness of the country, which certainly is in most
places exceeded only by the graduation of a rail road, holds good
80
only upon the elevated plateau, which may be considered as the
continuation of the great dividing ridge of the peninsula, spoken
of in a former part of this report. As this plateau is not straight
in its direction nor sufficiently wide to allow of its receiving
within its breadth, a line forming so great an angle with its
general direction as does the straight line joining Berlin and
Snowhill, the most advantageous location of the route will he
one partaking of the sinuosities of this plateau. Accordingly the
line was run, on this division as well as on the other, as nearly
to a definite location as the acquaintance of the Undersigned with
the country would permit; and he is under the impression that it
is sufficiently near to allow of its being taken as the basis for all
subsequent operations.
The straight line joining the two extreme points of this
division being 45,300 feet, while the line as run is 50,100, it can
be seen how near in this regard the location suits the circum¬
stances of the nearest route. An alteration might probably be
made in the line as run, before it reaches the Church, near B. M.
5, (as shewn on the accompanying Map,) by carrying it farther
west so as to pass the Church Branch of S. Martin's river, with
a shorter bridge. In taking the road however much farther west,
the Undersigned thinks there is reason to apprehend embarrass¬
ment from the ravines, which conduct the tributary waters to the
Pocomoke, and at the same time the country which is supposed
to be some feet higher, as the plateau approaches the Pocomoke,
might not present the same facility for adapting an easy grade to
the surface of the ground. These minute details, however,
admit of being very easily and promptly determined, whenever
the probable immediate execution of the work would render such
a determination necessary.
It was said just now that the ground about the Delaware line
was presumed to be upon the same level as that in Berlin,
whence the survey commenced. In fact the difference has been
found to be exactly 6100 feet; by which amount Berlin is higher
than the Delaware terminus. This is made after several series
of rises and falls ; the lowest depression, however, which is in
the ravine near the church, is not quite 33£ feet below the
corner of Mr. J. C. Dirickson's house, in Berlin. The other
depressions, produced by the branches of the S. Martin,—the
Middle branch, near the store of the Messrs. Showed, and the
branch near Mr. William Showell's house,—were found to be 29,®0
and 30A respectively. The instrument was not placed exactly
81
on the water, near Mr. William Showell's, because it was judged
to be on the same level with the church branch : the difference
between them cannot be more than a foot.
As the best way of shewing how readily an easy grade adapts
itself to the natural surface, the Undersigned appends here a
synopsis of the grades used in his calculations, shewing the feet
per mile, rise or fall, and the total lengths of the several planes.
Level . . . Total length ., . 12,400 feet.
0.040 per 100 feet, or 2,1,, feet per mile . 4,000
0.080 . . 4^ feet per mile nearly 4,300
0.100 . . 5* . ... 7,800
KJ
fa
0.200 . .10^ . . 5,900
0.500 . . 26,40. . . . 3,200
25,200 feet.
f 0.030 . . 1,60 . . 2,500
© j 0.200 . . 10* . . . 3,800
S j 0.400 . 21 ;0 . . 2,500
[ 0.500 . . 26 . . 3,700
12,500 feet.
Total length of line, 50,100 feet.
Of course it is understood that none of these grades are con¬
tinuous for the entire distance placed opposite them in the column
of total lengths. On the contrary, they are each broken into two
or more planes, by levels or different other grades interposed.
The average length of any descent or ascent is 2,700 feet, and
the longest continuous grade is the level commenced at Berlin,
and extending 9,100 feet. " - 1
"With the data in this synopsis and the detailed results of the
level-book, the whole amount of graduation necessary on this
division to form a road base of 22 feet in width, and to make the
banks or sides of the road slope in the ratio of 1 to 1, or at an
angle of 45°, (for which it is supposed the soil will in most cases
be sufficiently tenacious) amounts to 69,166* cubic yards of
excavation, and 39,669 cubic yards of embankment. The
successive arrangement of the different grades will allow of the
embankment being made by the excavation, that is to say, the
earth taken from the several cuts can be, with sufficient con¬
venience, laid in the line of the road to form the embankments
at the prices which are allowed for the excavation, and the
calculation will then be made on the yards of excavation only.
83
For this, taking into consideration the longest haul that will be
necessary, 12\ cents per yard will be a sufficient allowance, the
greatest depth of cutting only in one instance exceeding 11 feet,
and that for a very short distance of about 50 yards; the majority
of the cuts will not exceed 1 foot.
We have 69,166£ cubic yards, at Vl\ cents, . . $8,645 T9
The drains or ditches on the side of the road, in the
cuts, should be cut 4 feet wide at top and at least 2
feet in depth; for which should be paid 3 cents a
yard running measure: the whole extent required
will be 18,400 yards, making in all . ... 552 00
The great difficul ty and expense of procuring stone on the Eastern
Shore renders necessary other modes of allowing the waters of
the small streams, which intersect the route of the rail road, to
pass under the road, than the one usually adopted of building
culverts. The streams of considerable size, such as all three
branches of the S. Martin's, would be crossed by permanent
wooden bridges with wooden abutments, the external surface of
the embankment, against which the abutments rest, being
guarded with a sheathing of brick work. Those of a size less
important, but which are still liable to swell in time of protracted
rains, would be in the same manner crossed by simple wooden
bridges; while the smaller streams and the drainage of the side
ditches will be best effected by the employment of cast iron pipes,
similar to those used in the various water works of the different
cities of the United States, and proportioned in every instance to
the amount of water which is proposed to be discharged. Both
fends of these pipes, which should be longer than the base of the
road is wide, should be set in an arched semi-circular embouchure
-of brick work, the effect of which would be to collect the waters
so as to deliver them uniformly to the pipe on the one side, and
to protect the embankment on both sides; first, from the spread
of the water which, coming down on some occasions at an
unusually high speed, might exceed in momentum the calibre of
the pipe, and then from the regurgitation which takes place at the
end of efflux.
To furnish a precise estimate of one of these constructions,
which are not common (if at all used) for the purpose they are at
present proposed to answer, would be now very difficult. The
Undersigned will be careful to state the data upon which his esti¬
mate is founded, so that the degree of confidence which any reader
may attach to it can be ascertained at once, and will be measured
83
by the amount of information which he himself may have on
the subject. The pipes are understood here to be laid horizontally,
the velocity which the water has in the bed of the run or drain
being generally sufficient to carry it with an uniform rate through
the length of pipe which will be required. It is not desirable that
the velocity in the pipe be any greater than that in the bed; or
more properly, that the discharge of the pipe be any greater than
the expenditure of the stream.
The quantity of the discharge, however, through pipes of this
sort admits of being regulated at will through a considerable range,
in consequence of the influence exerted over that discharge by
the inclination at which the pipe may be laid. In this particular,
the remarks which have been made in a former part of this Report
with regard to the discharge of canals will apply here. To have
prepared a precise estimate of the dimensions and proportions
suiting each individual case, would have required the guaging of
all the little streams, and the ascertainment of their hourly
expenditure as a preliminary. In the generality of cases,
however, a pipe of 10'' inch would deliver all the waters of the
winter season. The brickwork proportionate to that should be an
arch of a parabola, or, to speak geometrically, the thickness of the
external semi-spindle of a paraboloid. Each arch would contain
400 bricks, making 800 bricks in all for the drain. The price
of those bricks, including hauling, should be not more than $7.
per M. making for the quantity required, . . . $5 60
Hydraulic cement, with which the work should be laid,
and which is expensive, will probably cost altogether, 3 50
One mason and an attendant can lay the whole quantity
in one day of 10 hours, . . . . 2 50
Paving the area of the arch way, 100 bricks, and labour, 1 00
Making in all for the brickwork, . . . . $12 60
27 feet of 10" inch cast iron pipe, at $1 80 per foot, . 48 60
Screwbolts and fastening, . . . . . , 2 20
This will be the cost for each drain, of seven such as will be
required on the whole line. The cost of a sixteen-inch pipe
will be,
Brick work, &c. as before, $12 60
$63 40
27 feet of pipe, at $3 25 per foot,
Fastening, * . . -
87 75
3 50
$103 85
84
Of these there will be two required; as well as two 18" inch
drains, whose cost will be,
Brick work, as before, ....... $12 60
27 feet of pipe, at $4 25 per foot, . . . . 114 75
Fastening, 4 25
$131 60
In addition two small wooden bridges of about 25 feet span
will be erected: for which the joint estimate, including abutments
of wood and the brick work for filling in, which must be laid for
the lower courses with cement, is .... $600
The three branches of S. Martin's, which are crossed by the
line, must be passed with bridges of much larger span. Instead
of an arched bridge, however, the Undersigned would recommend
the reticulated bridge of Col. Long, as both the cheapest and the
best. The cost of these bridges may be set down at $15 per
running foot, and the cost of the three bridges has been estimated,
including as before abutments and filling in of brick, at $5,000.
The amount of this estimate for the bridges will of course be
subject to vary; but not it is believed to any great extent, upon
the adoption of a crossing place which may present other facilities
than the one which has been adopted for each, and also upon an
alteration in the grade, which would throw the floor of the bridge
either nearer to or farther from the surface of the water in the
respective cases.
The data which have been given, will now enable us in a brief
recapitulation, to state the probable amount required for the
graduation of the Northern Division of the road, including under
that term the masonry and wood work of the bridges and drains,
as follows:—
Excavation and removal of earth for bed of the road, $8,645 79
" " " for side ditches, . 552 00
Cost of constructing 7 culvertins of 10 inch pipe, at
$63 40 each, ........ 443 80
" " 2 " of 16 inch pipe, at
$103 85, . . 207 70
" " 2 " of 18 inch pipe, at
$131 60, 263 20
" . " 5 wooden bridges, . . 5,600 00
Making altogether an expense of . . $15,512 49
in preparing 50,100 feet or 9£ miles (wanting 60 feet) for receiving
SB
the iron rails. The estimate for that will be deferred till after
the other Divisions have been treated of.
2. The Middle Division.
This extends from the Zero point, at Berlin, before spoken of,
to a pin at the entrance into the town of Snowhill, a distance of
80,000 feet; passing through Poplartown and Newark, and very-
near to the village or hamlet called Basket-town. The words of
the resolution required that Newark should be a point on the
route; but it must be borne in mind that in doing so, the level
plateau, upon which the Northern Division is in a great measure
located, must necessarily be left, and considerably increased
expense be incurred in the heavy embankments and wider
bridges, by which are to be crossed the branches that flow across
the stage road into Newport creek or the Sound. This remark
particularly applies to the direction of the line through Poplar-
town; immediately upon leaving which, the present stage road
sinks into the valley of a deep branch, at least 30 feet lower than
the ground in the woods not more than 150 feet to the right*
This consideration added to another, that the length of the line
is somewhat increased, would dictate that in a definitive location a
line nearly straight be run between Berlin and Snowhill. Such a
line would pass a mile and half west of Poplartown, and somewhat
more than half a mile north of Newark. Its advantages are that
the ground would be more nearly level, its length would be a mile
less, and it would be a straighter road. The same sort of embarrass¬
ment, though in a much less degree, occurs within a few miles of
Snowhill; where the country begins to be very distinctly rolling
in parallel ridges, at a large angle with the general direction of
the road, and to throw off its waters in the depression between
those ridges to the Pocomoke, near which the line approaches
when about four miles from Snowhill. These ridges to be sure
present no serious obstacle ; but with an inconsiderable increase
of the line above a straight one, a deviation to the eastward of the
present line would regain the level of the plateau, on which the
starting point was taken. With these remarks the Undersigned
will base his estimates upon the line as run.
The result of the survey of this Division shews that the pin No.
800, standing near the corner of the first street in Snowhill that
goes down to the river, is 19£ feet lower than the starting point;
which point is elevated 37| feet above the tide in the Pocomoke,
so that the said pin No. 800 is 18 feet and 2 inches above tide in
the river. The greatest depression was found just by Dr.
12
86
»
Spence's mill, where the ground was 33$ feet lower than Berlin
and an almost equal one at Tewksbury Branch, between Poplar-
town and Newark, where the surface of the water was 33
feet below Berlin, and only 4 feet above tide. Nevertheless,
these differences occur under such favourable circumstances of
distance apart and uniformity of slope, as to present no obstacle
to a series of easy grades.
As in the Northern Division, the Undersigned will exhibit here
a synopsis of the grades adopted in the calculation.
Level for ' . 43,000 feet.
' 0.1 per 100 ft. or5i ft. per mile nearly, for 1,500
0.2 . . 10* . . . . 8,100
0.3. . 152 • • • • 4,700
0.4 . . 212 • " • • • 6,700
0.5 . . 26,%. . ... 3,400
c3
fa
0>
co
•
P3
' 0.2 per 100 ft. or 10| ft. per mile nearly, for 2,000
1,100
. 1,900
7,600
24,400 feet.
0.3 .
. 15s7 .
•
0.4 .
21J •
0.5 ,
26 *<>
•
12,600 feet.
80,000 feet.
The average length of the inclined planes is 1800 feet; of the
level planes, one is continuous for nearly 13,000 feet and
another for 10,500 feet, being upwards of 2| miles and 2 miles
respectively.
It will be seen by this table, that the length of descents is
considerably more than the ascents. This was so arranged
purposely, in order to see whether without much increasing the
price per yard, the excavation could not be made to answer for
the embankment in those places where heavy embankment was
required. The result of the calculations are an allowance for
excavation on the whole Division of 81,475 cubic yards and for
embankment of 62,865| cubic yards. It is thought that 13 cents
on the excavation will fully pay for the length of the haul for
embankment; a considerable portion of the excavation being of
itself not worth more than 6 cents per yard.
We have then as the cost of excavating 81,475 cubic yards, at
13 cents, . . . ... . $10,591 75
Side ditches and drains, . . » . . 835 00
*
(
87
'The topography of the country in that part where the line runs
has caused a considerable increase, for this estimate, of the number
and size of the bridges and culvertins above what a location,
similar to the one before recommended, would be likely to
require; no fewer than nine bridges of various sizes being
wanted, in addition to the pipe drains or culvertins, which are
used for the smaller streams and for the general drainage of the
Toad. - . *
Of these bridges six may he set down at an average
of 20 feet span, and at a probable cost, inclusive
as before of wooden abutments and brick filling
in, of ...... $2,100 00
The remaining three have an average length of 65
feet and will cost, inclusive of abutments, &c. , 4,200 00
In fact there will be then in the general estimate for
excavation and removal of earth for road bed, . $10,591 75
Bide ditches and drains, . . . . 835 00
Bridging, as just now, 6,300 00
Cost of constructing 2 culvertins of 18" inch pipe,
as before, ....... 263 20
" " 4 " \ 16" inch pipe,
at $103 85, . . . . . . . 415 40
" " 12 " 10" inch pipe,
at $63 40, . . , . . . . . 760 80
Making altogether an outlay of . . . . $19,166 15
as requisite for the preparation for rails of 80,000 feet, or 15 J miles
(nearly) of road bed. The estimate for the Northern Division
gave $15,512 49 for 9£ miles, equivalent to $1,633 per mile, for
graduation and masonry: this is equal to about $1,265 per mile,
and in all probability, by a discreet alteration in the manner
already suggested, a reduction of about one-ninth could be
effected: thus bringing it to a little over $1,100 per mile.
It remains now to speak of
3. The Southern Division.
This extends in a direction parallel with and near to the present
stage road, from Snowhill to Horntown, the shortest and most
direct course that could be taken to satisfy the call of the re¬
solution, which mentioned it in terms somewhat similar to these.
Commencing at station No. 800, at the northern entrance of
Snowhill, it stops at station No. 1480, on or near the Virginiaboun*
88
dary line, comprehending in all a distance of 68,000 feet, or some¬
what more than JL2| miles. The difference between its length
and that of a straight line joining the two points is 11 miles:—
while the length of that part of the meridian between Snowhill
and the Virginia line is 10J miles, being two miles shorter than
the line run., ,
The Undersigned is inclined to believe that a line very nearly
straight will in this division coincide also with the most advan¬
tageous ground : the station stakes were therefore carefully driven
that at any subsequent revision of the location within a reasonable
time, the ascertainment of the points of a line perfectly straight
could be easily made from the one measured. Such a line would
be at an average distance of three fourths of a mile from the stage
road on its western side—it would probably be as much as a mile
and a quarter west of the road opposite the residence of Mrs. I.
Spence.
The level of the bench mark, No. 25, on a pine tree, supposed
fto be on the boundary line is one foot and three-fifths of a foot
above the Berlin level. At some points on the interval the eleva¬
tion is as great as ten feet, while the greatest depression observed
is a little upwards of twenty-seven feet. The subjoined table
presents the grades which have been used in the calculations
together with their respective lengths as in the case of the former
divisions.
Level fr. 25,600 feet
r009 ft. per 100 ft or 4J ft. per mile for 1,000 feet.
0.10 « 5J " 2,500
03
0.20 " 10£ " 6,000
0.30 « 15* « 2,100
0.40 " 21# « 1,000
0.50 « 26,'j, « 4,400
O
W
2
' 0.02 ft. pr. 100 or 1 ft. nearly pr. mile, for 1,000
0.09 " .4} " 1,000
0.10 « 5\ 4,200
0.15 ■ « 8 " 1,500
0.17 « 9 « 2,700
0.20 " 10\ " 2,700
0.30 « 15* " 1,800
0,50 « 26*0 " 10,500
17,000 feet.
25,400 feet.
68,000 feet-
89
The average length of the inclined planes is 1,400 feet, the
longest continuous stretch of level plane is in this division 8,800
feet.
As in the former division, the length of rise was made to exceed
the fall, with the view of making the excavation suffice for the
embankment. The actual calculation upon the notes has shewn
that with these grades there will be of excavation 38,9T6| cubic
yards, and of embankment 41,774| cubic yards. Nevertheless
the facilities are such for procuring earth with short hauls, that
the estimate is supposed to be correct of 13^ cents for each cubic
yard of embankment: this includes ramming and dressing the
banks, &c.
There will be then 41,774i cubic yards at 13 J cents
per yard, . . . . . $5,639 54
Side ditches and drains for 11,120 yards, . 667 20
The bridging and culverts on this route will not be more
expensive than on the other divisions, and the width of the-
bridges need not be so great. It is supposed that four bridges of
twenty-five feet average will be sufficient. They will not cost
inclusive of abutments more than . . . $1,500
It is to be understood that in speaking of the abutments here,
and elsewhere, the quantity of material is to a very small amount;
the elevation of the bridges above the surface of the water being
in no case more than eight feet, except at the S. Martin's.
The general estimate will stand then as follows:
Cost of removal of earth to make embankment as
before, . . . . . $5,639 54
Side ditches, &c. .... 667 20
Construction of bridges, . . . 1,500 00
do. of 2 culvertins of 18 inch pipe, 263 20
do. 2 do, 16 inch pipe, 207 70
do. 7 do. 10 inch pipe, 443 80
Making in all a sum of . ... $8,721 44
to be required for the preparation of 68,000 feet or J2J miles nearly
of road-bed for the reception of the rails, being an average of
$678 20 per mile.
With regard to the rails themselves, it may be said that of late
years a change of practice has obtained in this country in the
substitution of a rail much more substantial and weighty than
the former plate rails. This change appears to be sanctioned
by many considerations of convenience, and ultimate economy :
90
it has however introduced along with it increased items, of
expense.
Without giving a statement of the minute details, which
belongs properly to a more advanced stage of the proposed
improvement than the present, it may be assumed that a road,
sufficiently substantial for all purposes of rapid or heavy trans¬
portation, can be laid for $6,500 per mile. This is intended to
include about ten turn-outs; which are as many as will be
necessary to preserve the course of travelling unincumbered by
frequent stoppages.. The whole length of the line run is now
198,100 feet, or very nearly 37 J miles. It is presumed that in a
relocation, a saving of eight per cent, could be made in distance,
reducing it to about 35 miles. The estimate will however be
based on 37i miles length. The quantity of land occupied by
the road-way has been generally 66 feet in width, at that rate
every mile contains eight acres and the whole line 300 acres;
which may be set down at an average of eight dollars per acre?
making in all $2,400.
Combining then into one view the different items, there will
be exhibited the following statement.
Cost of graduation of the northern division, 9J
miles, at $1,633 00, nearly, . . $15,512 49
Cost of graduation of the middle division, 15e
miles, at $1,265 00, . . . 19,166 15
Cost of graduation of the southern division 12*
miles, at $678 20, . . . 8,721 44
Laying rails on 37£ miles at $6,500 per mile • 243,750 00
Land occupied by road, . • . . 2,400 00
Surveys and superintendence . . - 15,300 00
Making as the total cost of the improvement, $304,850 08
In further explanation of this, it is to be remarked with refe¬
rence to the estimate of the buildings, &c. mentioned in the
resolution as desirable for this report, that the extent and quality
of the buildings and appurtenances must depend in every case so
much upon the nature and amount of the business of the road,
upon the objects of policy which different boards of direction
would conceive to be proper or absorbing, upon temporary con¬
venience, or upon caprice, as to render any estimate at the present
time nugatory. Should the road when executed be profitable, it
may be proper to have a hundred cars upon it: should it succeed
01
badly, it will be cause for regret that there was ever even one.
The objects of the resolution will be, the Undersigned believes,,
fully attained, when he expresses the opinion founded upon gene¬
ral experience, that a capital of $500,000 would be ample for any
object which the ulterior success of the road should justify, while
at the same time the company organized for the purpose, (or the
makers of the road,) whoever they may be, should have permission
to commence operations upon the subscription of $250,000. A
person or persons might be found, even now, willing and able to
give good security for the completion of a contract for the con¬
struction of the entire road within two years upon the payment
to him of the latter sum, in two or three equal instalments in the
same time.
An estimate for surveys and superintendence lias been made
on the supposition that the work would be commenced early in
the spring of any one year, and completed during the summer of
the next. Were it not for the probable unwholesomeness of the
climate to those unaccustomed to it, the work could readily be
done in one year.
The probable use and ultimate profit of the road, if constructed,
form the subject of another estimate, which may with propriety
be here dispensed with. The very limited information, of which
the Undersigned is in possession, upon the movements of the
neighbouring states, Virginia and Delaware, does not allow him
now to form any opinion even, as to its favourable prosecution,
northward and southward, from the lines he has run. It is
believed that strenuous efforts will be made by at least a few
public spirited citizens of the latter state to effect the connection
before spoken of between Lewestown and Millsboro'; and from
Millsboro' to the Maryland line; but with regard to Virginia,
there is not even that assurance. Without these mutual co¬
operations and prolongations, it is hardly to be expected that the
work in Maryland would yield a return proportionate to the
amount expended upon it.
The Undersigned is sure that he will be lelieved when he
expresses the interest, deep and unfeigned, which he takes in the
prosperity of this portion of Worcester county, where his prolonged
labours had once made him ail but a denizen; and he hopes,,
therefore, that justice will be done to his motive when he ventures
the opinion that, even with these necessary prolongations, the
work when finished will hardly be found, so far as Maryland is-
concerned, to answer the purpose proposed. There is no doubt
92
whatever that by its completion a greatly increased value Will
suddenly be impressed upon the agricultural property of the
entire coast, from the mouth of the Delaware to Machepongo—
whether that increase will be commensurate with the capital
outlaid to produce it, time and events can only shew. That the
carriage of the different domestic resources shall furnish a
sufficient revenue to meet all proper demands for reimbursement
and profits on the part of the stockholders, will hardly be ex¬
pected. The receipts from these products were estimated in
1834, upon good information, to be about 10 per cent, on the
cost of a canal in connection with the sounds. This canal was
expected to cost not much more than two-thirds of the amount
of the present estimate; and when the difference in the cost of
conveyance by the two modes (about 3 to 1 in favour of a canal)
is further brought in, the per centage on the present improvement
will fall below the estimate of 1834. Indeed if it be considered
that the shortest and best situated of the rail roads in the United
States do no more than pay a reasonable profit to the stock¬
holders, in cases where the articles conveyed are all human
beings, and where these human beings are paid for, in proportion
to merchandize, at the rate of 50 cents a ton, it cannot be a
matter of surprise that those rail roads yield no profits which have
been calculated to carry articles at 4 or 6 cents per ton. The
difference in the mode of carriage, in the expensiveness for
instance of the passenger cars as contrasted with the burden cars,
in the greatly increased wear and tear of the road in consequence
of rapid travelling, &c. 6cc. will not be found to make a very
considerable portion of the difference in revenue.
Even, then, if the northern and southern prolongations of the
road were made, unless it became a thoroughfare of passengers,
it could not be directly profitable. Of the chances which there
are to turn the current of southern travel from its present course
up the Chesapeake and through the larger cities of the Western
Shore, the Undersigned must confess he has no means at present
to form a calculation. And as inquiries of that nature arise more
properly in another and more advanced stage of the proceedings
and depend too for their satisfaction so much more on political
correspondencies and individual acquaintance than on professional
investigation, he trusts that the communication he has made of
the results of the survey, will be taken in discharge of the duty
which had been imposed on him. •
Before leaving this part of his report, which concludes all that
FROM
TMSffiERICX TOWS
■ itla-E.d /feeer j Co dfttrfatStr.'teas£ji,
*9 Miles
Horizontal Scale 1 : 95o4o
.Base of Profile. Lerel ofJB. w O. K. P. at Frederick. PJepot.
AO Milts
Base of Profile, -Bevel of B. % O. HP. a7 Frederick. 7Jepoi>
93
he has to say in regard to operations on the Eastern Shore, the
Undersigned begs leave to suggest to the attention of your
Excellency and of the Legislature, a subject which was mentioned
in the report he had the honour to present last year, and which
he has this year found to be of increasing interest with the
inhabitants of the upper parts of Worcester. This is an inquiry
into the practicability of connecting the waters of the Cypress
swamp, in which are the head waters of the Pocomoke (and it
is believed of Indian river,) with those of the S. Martin. The
object in view is not a navigable connection at present, nor even
the drainage of the very valuable swamp; but, if possible, the
means of creating and keeping open a permanent inlet at the
mouth of the S. Martin's. This, if practicable, would be one of
the greatest boons that, under existing circumstances, could be
bestowed upon the commercial industry, and not less the agri¬
cultural, of the whole country between the Pocomoke and the
Sounds, nearly as far south as Snowhill itself. No insuperable
. obstacle appears, from all that can be gathered, to stand in the way
of effectuating such an improvement, if it be not in a continually
progressive natural operation upon a very large scale; by which
the deposites of the ocean are yearly gaining upon the land to the
west of it, and which, if established, would set the question, with
a good many like it, entirely at rest. It seems at least worthy of
examination; and the Undersigned does not believe that he is
^overstepping the limits of his duty, when he presumes respect¬
fully to recommend that a survey be directed to be made of the
country between the rivers S. Martin and Pocomoke, with a view-
to a permanent opening of the S. Martin's inlet. The facts
derivable from a survey of this kind, together with such as
would be developed by a careful examination of a considerable
extent of our coast, might possibly facilitate a result very
desirable; in any event they could not but furnish details of
great and extensive interest.
The Undersigned will next proceed to lay before your Excel¬
lency the results of a survey for a rail road made on the Western
Shore, in obedience to a resolution of the general assembly at its
last session, directing an examination and report 'of the country
along the eastern base of the South (Catoctin) mountain, from
Frederick city to the Pennsylvania line, with a view to the con¬
struction of a rail road.' He has prepared and appends to this
report a lithographic map; which exhibits as nearly as can be
done 011 so small a scale, the peculiar topographical features of
13
94
the district referred to ; and which for a certain distance on each
side of the lines has been compiled from measurement or minute
estimates. The rest has been taken from the best maps he could
procure, and a general reconnoissance of the entire region. With
a view, too, to making his report more satisfactory, he determined
on a revision of the surveys, which were made in the valley of
the Monocacy on behalf the Baltimore and Ohio rail road. The
liberality of the Direction of that company opened to him an
access to these maps; in the combination and reduction of which
all the office leisure of this winter has been employed. Yet all
his exertions were not able to prepare it in time to admit of a
copy upon a small scale being made for the present report. From
such portions however as were done, was drawn a part of the
information on the present sheet. When finished, it is expected
to furnish important assistance to the trigonometrical survey:
and in the event of the execution of any projected improvement
in the Monocacy valley, will be found to comprehend a vast deal
of information which it would be both costly and tedious to create
as it were anew, by actual survey. He hopes in the course of a
week or two to lay it before your Excellency.
The Undersigned commenced his labours by running a trial
line, which is not indicated on the map; but which if drawn would
lie nearly equi-distant, for the first part of its length, from the
base of the mountain and the Monocacy. The rates of ascent
and descent were such as to prevent any expectation of a feasible
improvement.
It will be seen in the map that the western slope of the Mono¬
cacy valley, to which the labours of the Undersigned were exclu¬
sively confined, after leaving the base of the Catoctin mountain
which forms for half its extent its western boundary, is made up
of a series of gently sloping plateaus, or hills with broad summits.
The drainage from the mountain is effected by the various creeks
which cut up and divide this series ; and the drainage from the
plateaus is effected almost every where along their sloping sides.
The valleys are very wide, not allowing a bridge of a high level
above the water, except also of very great length, to cross them :
while the slopes at the hill sides are generally between 50 and
100 feet per mile. Immediately at the base of the mountain
there was supposed to exist (and the result of the surveys shews
the propriety of the supposition) a sort of trough or depression
such as is found generally to exist at the foot of all mountain
ridges, arising from the circumstances under which the washings
95
from the mountain sides are carried on. It was in the course of
this trough that he directed the next line, which was run. Its
position is indicated by the dotted lines which will be observed
immediately at the base of the mountain. Its length, counting
from the commencement at the corner of the tan house on Carroll's
creek and by the bridge which conducts to the .street newly
opened from Patrick street, is 29| miles very nearly, to the Penn¬
sylvania line, passing very near to the town of Emmittsburg. The
length of a straight line joining the two points would be within a
small fraction of 22 miles. The direction of such a line would be
found to lie all the way from one to two miles east of the Crea-
ger's town and Emmittsburg road. The difference of level between
the bench mark, near the Pennsylvania line, and the rail track at
the depot of the Baltimore and Ohio rail road, was found to be
129J feet: but points attaining an elevation of more than 250
feet occur on the route.
The profile on the map, entitled the Catoctin line, indicates as
well as is necessary the general slopes of a section in the direc¬
tion of the present line; of course the number of irregularities
which occur in the surface could not be without great trouble,
and even then only to a very limited extent, shewn on the scale
of the sheet. The Arabic numbers on the profile will be found
to correspond to similar numbers on the dotted line: from which
the approximate level of any point can be by any one easily
ascertained.
This line which is very favourable indeed for the first four
miles, ascending not more than twelve feet per mile, begins at
that distance to encounter the mountain slope; and at the dis¬
tance of nearly six miles, has attained an elevation of 220 feet
above the depot, which would require an average rise of 37 feet
per mile nearly. The profile shews that this was not the only
difficulty of the kind along the line, but that four distinct ridges,
some of them of greater height, have in like manner to be crossed.
These obstacles, the same in kind, though rather less in degree,
with those which had embarrassed the location of the first line,
appeared to the Undersigned too important to render the passage
of a cheap rail road practicable.
Before giving up the consideration of the results however
which were furnished by the survey, inasmuch as it had ap¬
peared to be an object of very general interest to have a means
of communicating with the Baltimore and Ohio rail road at
Fredericktown more easy, and more economical in regard to
time, the wear and tear of the wagons and expense of large
96
teams, than the present, he thought it his duty to estimate the
practicability of a communication which might be a substitute
for a rail road. The very large amount of hauling of divers kinds
of articles upon the existing roads, would justify in the opinion
of intelligent persons of whom he made inquiry, an outlay to a
certain amount for the relocation or improvement of those roads.
It must be recollected (as is shewn on the map) that in addition
to the usual articles which a region, for parts of the way very
fertile, would furnish and does furnish, the line as located would'
attract those of the Catoctin furnace and of the very flourishing
village of Mechanics' Town. The teams from the furnace run
nearly every day in the year, Sundays excepted; and its pro¬
ducts alone, amounting in weight to 600 tons at least, the hauling
of which to Frederick cannot cost now much less than $1,200,
would furnish no inconsiderable part of the interest to be expected
from an investment of capital in a road extending far beyond it.
The exports of Mechanics' Town are not any less, while their
imports are considerably more. The immense tanning establish¬
ment in this place, hardly if at all second to any in the United
States, and which furnishes yearly a large supply to the Balti¬
more market, could send every year more than three hundred tons
weight of hides alone ; the mode of packing which would be such
as to be more profitable in tolls and less wearing to the road than
an equal weight of iron. The present cost of transportation to
this establishment is not known; but must exceed considerably
the estimated amount from the Catoctin furnace.#
It was upon estimates of this kind, but much more general,
as befitted a more minute acquaintance with the country, that
the informants of the Undersigned based the opinion which has
been adverted to above. The next matters of interest, the suita¬
bility of the country, the proper kind of road, and the probable
expense of such a road, he will endeavour to supply. Although
then, the slopes of the mountain spurs would not allow of a
grade proper for a rail road, a continuous grade of 50 feet per
* While writing these passages, the Undersigned cannot but vividly
recollect the attentive kindness with which he was treated at the Furnace,
and by the proprietor of the establishment at Mechanics-town. Although
he is not in the habit of referring to the generality of instances of this kind in
his reports, (since it is superfluous to compliment a Marylander upon his
hospitality,) the peculiarly grateful traits in these cases force him to depart
from his rule> in making here to those gentlemen his acknowledgments and in
asking them to accept his sincere and kind remembrance.
97
%
mile, being about as much as can be without great comparative
disadvantage overcome by a locomotive engine, the same con¬
ditions do not exist with regard to common and turnpike roads ;
where grades of thirty and forty feet per mile are considered not
very unfavourable ; at least there are not many of our turnpike
roads, where the grades are not double or treble this amount. As
far up as Emmittsburg, the slope of the country, so as to require
very little graduation, could be suited by such a synopsis of
grades as the following
Ascent: 12 feet per mile
40 feet per mile
50 feet per mile
60 feet per mile
80 feet per mile
Descent: 37 feet per mile
40 feet per mile
56 feet per mile
59 feet per mile
88 feet per mile
for
miles.
H mile.
3 miles.
3 miles.
3J miles.
3j miles.
2\ miles.
3£ miles.
11 mile.
1 mile.
10J miles.
12 miles.
26 miles.
These grades appear to present sufficient facilities for rapid
travelling as well as easy draught: which facilities may be still
further increased by the method and material made use of in the
formation of the road.
Something advantageous would be effected by simply choosing
a route in which the arrangement and succession of ascents and
descents could be a little more judiciously made than in the
present county roads ; or by certain modifications and alterations
of the existing roads; but nothing consistent with a due economy
in providing for a permanent communication could be devised
which would not include some plan of protecting the outer
portions of the road, which otherwise quickly yields to the joint
action of narrow wheels and moist weather, and thus becomes,
for certain seasons, either impassable or to be used only at a great
expense of time and other things. This protection is best
afforded by covering the bed of the road, after it has been levelled
in the proper manner and allowed to drain itself to the degree
that is judged to be expedient, with a layer of a sufficiently hard
98
stone, broken up with sledge-hammers into very fine fragments.
There appears to be a limit beyond which it is inexpedient to
extend the breaking of the stone, inasmuch as when it is reduced
to powder it retains the moisture, shifts its place under the action
of the wheel, and exhibits in short all the appearance of ordinary
earth, from which before its mechanical arrangement chiefly
that kept it more dry and firm, had caused it to differ. The
practice however of turnpike road making in this country hardly
seems to require any caution in this regard, the error being most
generally in leaving the stone fragments to be too large, and thus
paying, during the after use of the road, in the injury and
destruction of the travelling stock, a sum probably larger than
would have been required to place the road in good order at
once. The most important particular, assuming the stone to be
broken to what may be called common fineness, is in effecting
and keeping up a permanent dryness of the road-bed under what
is technically called the road-metal. It is most probable that to
this caution the turnpike roads in England, called from the
late Mr. M'Adam, owe the greatest part of their durability and
success.
The cost of such a road comes next in view. As there is no
great interruption to be apprehended by frequent meetings of
carriages going at great speed, the portion of road covered with
stone might be narrow—fifteen feet for instance. The quantity
of excavation and embankment, which are presumed to be re¬
quired for the maintenance of the grades heretofore given, will be
in all not more than 62.500 yards of the former and nearly 50,000
of the latter. The average price of the excavation may be set
down at 20 cents per yard, making .... $12,500
The masonry for the bridges and culverts may be set
down . . . . . . . . 3,100
This is on the supposition that the present bridge over Tom's
creek will be applicable for the use of the road.
With regard to the material for covering the road-bed, the
limestone belts which cross the valley in several places, furnish
a very excellent article. The Potomac breccia in the neighbour¬
hood of Frederick and Mechanics town, affords a good supply
of an unsurpassed covering; and in the absence of both these,
the mountain sandstone may be resorted to: some of it, which is
more fine grained and hard, would be found a good material. It
does not seem to be as expedient as it is expensive, to cover the
surface of the road to a great depth with the broken stone; a
99
proportion of about 1 perch to 2 yards, running measure, or 880
perches per mile, would be, it is believed, enough for the first
application, and likely by proper means, to last a considerable
time. An allowance of 75 cents per perch, or $760 per mile,
would cover all charges of delivery and breakage. This, or
$19,760 in all, in addition to the amount before estimated for
graduation, &c. would give $35,360 as the total cost of a road
passing through points of territory becoming each day of more
importance, and combining it is believed, a good many elements
both of beauty and durability. In furnishing this estimate, the
Undersigned leaves this part of the subject, for the consideration
of those with whom both the interest of improvement and the
power of determination, rest.
Believing that the line which has been just now described,
v/ould not be applicable to the purposes of a rail road, and that no
route could be found, presenting overbalancing advantages com¬
mensurate with its cost, between the foot of the mountain and
the valley itself of the river, he next surveyed a line which
follows the windings of the Monocacy. Hence, on the map he^
has the honour to submit, the course of that river will be found
correctly laid down; and the features of the country, where
elevated and where depressed, are indicated in the profile at the
bottom of the sheet, entitled the Monocacy line. A good oppor¬
tunity is afforded in going along this river, of observing the
alternations and occurrence of the different sorts of soil, and the
crossing places of the belts of limestone and breccia which have
been spoken of. Wherever those rocks occur, they have been
noted on the map by a darker shading on the bank of the river
than usual,—on the profile they can be distinguished by their
acute elevations, nearly all the points varying from the general
slope of the river being of that character.
The result of the levelling is, that the B. M. 83, on or near the
boundary line, is 99 feet nearly, above the level of the Baltimore
and Ohio rail road at the depot in Frederick, making necessary an
average ascent of 2\ feet per mile nearly, the average fall of the
river being from the same point to the mouth of Carroll's creek,
about 3J feet per mile. This is not however uniform. In some
places the bed of the stream does not slope as much as two feet per
mile—in other places there are abrupt descents of several feet at
once, over ledges of rocks. The whole length of the line as
surveyed, is within a small fraction of 40 miles. Experimental
lines were however in some places run, to ascertain the practica-
100
bility of cutting off points of land which jut out far, and cause
a bend in the course of the stream. Their result was such as to
shew that in this way, if the facilities for connection in those
points which have not been tried, are equal to those where the
experimental lines have been run, a saving of 25 per cent, at
least, in distance, can be effected,—thus reducing the distance to
not more than 30 miles. The straight line joining the two
points is itself 24 miles—a lengthening of one-sixth for a rail
road, is not beyond the usual proportion. It must be recollected
too, that in this case, there are no reasons of grade interfering
to render it expedient, as in the case of roads which are to cross
at right angles our mountain ranges, to gain distance, as it has
been termed; the ascent of a road constructed, even were such
a thing possible, along the absolute straight line, being such as
to require but a very inconsiderable fractional increase in the
moving power above what is wanted on a level.
In consequence of these expected alterations of the line, as
well as to comply strictly with the words of the Resolution, the
Undersigned does not present here the detailed estimate (as in
other cases) of the cost of the road. He is satisfied with giving
as the result of his various calculations, the sum of $15,000 per
mile, as including the necessary graduation and masonry,
together with the laying of the iron rails. These rails are inten¬
ded to be the plate rail, similar to what is used on the Baltimore
and Frederick rail road; or if a T rail, to be somewhat lighter
than those now generally used. It is supposed that rails of this
character will be perfectly admissible and durable, in conse¬
quence of almost levelness of the road. If this is combined
with the present length, following exactly the river, it would
give as the total cost, - ^ ^ $600,000
But if upon the length which will probably join the
two terminating points of the survey, it would be nearly 450,000
The Undersigned is fully of opinion that with this last sum a
competent road could be constructed from Frederick to the
Pennsylvania line by way of the Monocacy.
With regard to the uses of such a road, when made, the
Undersigned regrets that with all his efforts he has not been able
to compile a statement showing the existing exports and imports of
the district, and thence also the revenue to be expected from the
carriage of the various articles. The result however of what
information he has collected is an impression, that Exhibits quite
as plausible might with truth be made, as those which have in
101
other places, and in some not very far removed from the present,
justified the construction of works far more costly. At present,
the commerce of Adams county, Pennsylvania, (to whose prin¬
cipal town, Gettysburg, this rail-road would be extended,) is
thought sufficient to warrant the passage of a rail-road through it,
which will connect Gettysburg with Wrightsville and Philadel¬
phia, and in its western prolongation, will join the Baltimore and
Ohio rail road near Williamsport or Hagerstown. Even during
the preparation of this Report, legislative action is going on both
in Maryland and Pennsylvania, to facilitate these or similar con¬
nections; but whose precise operation, the Undersigned has not
yet had an opportunity of learning. By the connection however
of Gettysburg with Wrightsville, its distance from Philadelphia
will be still between 115 and 120 miles, (the Undersigned speaks
here not from particular information): the distance of the same
place from Baltimore is only 52 miles by the present turnpike;
and by the proposed Monocacy rail-road, and the Baltimore and
Frederick rail-road would not exceed 100 miles, thus giving an
advantage of about 20 per cent, in distance, time and money
above the route to Philadelphia. It remains then, the Under¬
signed would suggest, for the proper authorities of the state, or
the great Company of whose work it would form a branch, to
determine whether the result of his examinations and the current
of public feeling, (which those who may become readers of this
Report and may reside in the districts referred to can judge of,)
are sufficient to sanction a farther, more detailed and more
mature investigation.
During a part of the spring of last year, which would have
been a period of official leisure, in consequence of the time
necessarily consumed in the repair and in some parts refabrication
of a large theodolite, the property of the United States coast
survey, but communicated for this survey according to the
discretion given to Mr. Hassler, at the time of the original con¬
nection of the two works, and until the obtaining of which we
were in possession of nothing adequate to the accuracy required,
the Uudersigned employed himself in extending the reconnois-
sance, (which, with a plan of the triangles on the western shore,
as far as Baltimore, and the northern part of the slate ridge, was
referred to in the report of last year,) as far as the great Alleganies:
and he has now the satisfaction of reporting the comparative ease
with which a system of triangles can be extended over the
whole of this western part of Maryland, after the passage of the
14
102
Slate Ridge. He contented himself with noting the points,
without placing, as before, signals. Indeed the points themselves
in that mountainous region are generally so sharply defined as
to leave no doubt as to their identity and position.
While he was thus extending his information as to the country
and determining upon the proper points to be assumed for the
performance of the principal objects of his employment; he
directed also the execution of a chain of triangles, with a plane
table survey, over a part of George's creek, a stream flowing at
the base of the Great Allegany, and some of the tributaries of
which create the points of observation on the passage of that
mountain chain, and furnish the means of conducting the tri-
angulation across the great Ohio slope of the territory of Maryland.
The results of this survey, although obtained at individual
expense, are on file with the Undersigned, and are available
whenever required for the convenience of the state survey.
And here the Undersigned might terminate his report, were it
not that a recent order of the House of Delegates, communicated
to the Undersigned in the moment itself of writing some of the
preceding pages, seems to indicate that a sufficient degree of
information in relation to the scope and amount of his labours,
as well as the objects of the survey, is not, in spite of the pains
he has taken to be full and detailed in his annual reports, before
the public. He will therefore pray your Excellency to pardon
him while, in a few words, he explains something of the past
history of the Trigonometrical Survey.
The commencement of this survey cannot be dated anterior
to the spring of 1835; inasmuch as then only it was placed on its
present basis, and also the Undersigned was employed by special
direction in a survey of the sea-coast, during the entire year
1834, a work however which the Undersigned used his efforts,
and to a great extent successfully, to make a part of the state
survey and communicable for its uses.
In the former reports, viz. of 1834 and 1835, which he has had
the honor to submit to the Executive, mention was made of the
important connection which has been assented to between the
United States coast survey and the inland survey of Maryland;
it became proper, under the circumstances of that connection, to
be governed in the movements for the State survey by those of
the larger work; whose operations must to a certain extent
precede our own, and which, but for uncontrollable circum¬
stances, would doubtless have been now in an advanced state of
103 |
progress. In consequence of these views and others, it was
thought most expedient for the general interest of the State, that
the Undersigned should apply himself personally to the special
surveys, such as the location of sundry canals and rail roads, in
different parts of the State, which had been directed and which it
had been his original intention, as well as the most economical
plan, to confide to some one of the assistants, who would hav.e
been required for the expeditious execution of the Trigonometrical
Survey. To this expediency he yielded, and in the course of the
J; wo last years, upwards of 200 miles of actual location have been
made, and maps and estimates upon that length constructed by
himself, and (for the greater part of the time) his single Assistant,
whose attainments and industry he cannot too much praise.
In addition to the occupation thus afforded, it has been the
duty and pleasure of the Undersigned as far as possible to hasten
the arrangements for the Trigonometrical Survey and commence
its execution. The fall of 1835 and the spring of 1836 were
occupied in the reconnoissance for and actual forming of the chain
of triangles: and the report of last year contains the map of more
than 60 points which have been visited, and after the erection of
of signals, observed from, with as much accuracy as the small
^instruments hitherto in his possession would allow. The pre¬
ceding pages contain an account of his employment last year.
/ With regard to the period when that employment, under the
act of December Session, 1835, will terminate, if its terminus is
to be found in the completion of the work, the Undersigned
would respectfully suggest that in the year 1834, he estimated
both verbally and in MS. the length of time required for the
completion of the surveys, assuming the cooperation of the
United States to the extent of the primitive triangulation, would
be from three to five years, according to the organization of the
corps of surveyors. By increasing the number of that corps, up
to a certain limit, a material economy, not only in time but in
money, is effected; by restricting it, it is obvious that the same
amount of labour can in no one year be performed. In con¬
sequence of the limited organization which it was thought
expedient to effect, the expense of the whole period of his
operations has not been more than one half of what he would
have been desirous to lay out in the first year. That expense he
estimated at the time to be from $10,000 to $12,000, or any sum
less, according to the methods of organization pursued.
104
The whole amount of work done towards the Trigonometrica \
survey, except in so far as the minuteness of his special survey*
affect the matter, which have always been carried on in refe
rence to the Trigonometrical one, and the information deriveti
from which does not require to be obtained again, cannot bt!
called one year. By that amount therefore only, can the estii
mates which he before furnished as to time, be diminished.
In conclusion, he begs leave to express his earnest hope (one
whose origin will certainly not in him be attributed to persona]
interest) that no impatience of delay, or hastiness of decision, oi
other causes, may be permitted to interfere longer with the:
execution of a work, which already has served to elicit the admi¬
ration and example of other States, and whose plan, it is
confidently believed, is the only one likely to secure in all their
integrity, the many valuable benefits which naturally belong to
the execution of a work of this kind.
The Undersigned has now only to add his wish that your
Excellency will approve of the efforts he has unceasingly made
to perform fully, as far as possible, the various duties which
attach themselves to his office ; and in offering his acknowledg¬
ments for the facilities which your Excellency has afforded him
in their discharge, to beg that your Excellency will accept the
assurances of the profound respect with which he has the honour
to remain
Your Excellency's
Most obedient servant,
J. H. ALEXANDER.
Baltimore, February 15, 1837.