ductive of material inconveniences. At any rate no other line appears to present less; and a rail road to the shipping of the Schuylkill on the east side of the river, to be executed either by the state, or a company, cannot in our opinion be dispensed with.

Having answered so far as appeared to us necessary, the several questions presented by you, we now proceed to compare the lines proposed for the continuation of the public road, or as leading lines, with that reported by Major Wilson.

The plan of crossing between the two bridges has in our opinion nothing to recommend it, but the facility of connecting with shipping west of the Schuylkill. It increases materially the distance to the Northern Liberties; and some what increases that to the City front on the Delaware. It will be more expensive than any plan which has been proposed and presents greater inconveniences than any other, from an interference with streets.

A line crossing at Fair Mount offers equal advantages for connecting with it, to every part of the city and its dependences, between the Delaware and Schuylkill, and reduces the length of the branch recommended by the commissioners, about two miles. This advantage however would in our opinion, be too dearly purchased by the increased cost of this location, ($97,433 21) the increased length of the leading line (13 chs) and the lasting inconveniences of the tunnel.

It remains to discuss the relative advantages of conducting the line reported by Maj. Wilson to the Schuylkill wharves, or of terminating it at or near the dividing ground between the Delaware and Schuylkill.

125

It appears, however, from the statement of Major Wilson herewith submitted, that a branch line may be taken from the line reported by him, at such a point as to admit of its attaining immediately north of Front street, where it would diverge from his located line, a level three feet more depressed than that of his point of termination in Broad street; and that branch may afterwards be conducted either along Front or Ashton streets to Market street, or to tide water below Chesnut-street. We conclude by stating, what we presume has been already inferred, that the line adopted by the Board of Canal Commissioners, crossing opposite Judge Peters', and following the bed of the old Union Canal, with the change in its graduation proposed, presents in our opinion the most eligible and least expensive route to the city, and at, and near its point of termination, offers as many facilities for an extensive distribution of, and consequently a full and free competition for the trade of the Columbia Rail-Road, by branch rail-roads, as any one locality can combine.

We have the honor to be, Sir, your most ob't serv'ts,
MONCURE ROBINSON,
JOHN WILSON,
WM. R. HOPKINS.

I have signed the foregoing report, because in all important particulars it corresponds with my opinion.There is one point, however, upon which I beg leave to explain my views, for fear I may be misunderstood. In speaking of a branch line from Judge Peters' on the west margin of Schuylkill, the necessity of incurring greater curves than are allowed on the main line is spoken of, and it might be inferred that the branch from this cause would be exposed to serious inconveniences. I therefore state, that having surveyed such a line, I am satisfied that in one point only would any curvature more abrupt than in the main line be necessary, viz: at Rundel's Point; and even there it might with no important increase of expense, be kept within the limit of 400 feet, allowed in the Baltimore and Ohio Rail-way. Another expression I find it necessary to qualify:-that a So double branch on the west side would be very expensive: from the notes taken of the survey for the single branch, I am satisfied that a double line having the same curvatures as the main line, excepting at Rundel's Point, where it must be reduced to 400 feet radius, may be constructed all the way from Judge Peters' to the position below the Permanent bridge for 65,000 dollars." JOHN WILSON.

There can be, it is believed, no question that as soon as the termination of the rail road by the commonwealth is definitely settled, individuals or companies will present themselves to undertake the execution of this and other eligible connections with both rivers. There is therefore in our opinion no sort of necessity for the execution of this or any similar line by the commonwealth. The same however cannot be said of the proposed continuation of the line to Broad street. far at least, it seems to us it should be executed by the state, because so far it is necessarily the stem of all the connections with the Delaware, and were the line occupied by a company,embarrassing difficulties might be presented in the way of valuable & eligible branch lines. It is asked in your letter of instruction of the 7th inst. "Supposing the bridge located by Mr. Hopkins across the Schuylkill near Fair Mount, to be reduced to the least elevation consistent with its safety, what would be the effect of such a change upon the cost of his line?— What advantages would a bridge so constructed have for the purposes, of a communication with the Schuylkill on the east side, over that proposed by Mr. Hopkins, or over the line adopted by the canal commissioners on the recommendation of Major Wilson? Would it be practicable to attain the same, or nearly the same advantage by so graduating Major Wilson's line, as to reduce its elevation where it approaches nearest the tide water?" It was deemed unadvisable to cross at Fair Mount at a less elevation than 37 feet above high tide, because it was proposed at this elevation to pass the dividing ground between the Delaware and Schuylkill; and it was ascertained that a horizontal plane might be preserved from the foot of the stationary engine without any material augmentation of expense. The same considerations recommend in our opinion, that the line reported by Major Wilson should not be graduated to a lower level at the point where it approaches nearest the tide water of the Schuylkill. Undoubtedly a bridge 5 or 6 feet lower than that located at Fair Mount might be constructed with safety, and the line reported by Major Wilson could be likewise depressed to the same extent below the level we have contemplated. It is not however thought that this reduction in the level of either line would be justified by any increased facilities it would present for a connection with the east side of the Schuylkill,

Statement of Major Wilson, referred to in the foregoing report:

With a view to ascertain the practicability of locating a branch line from the trace of the Rail-way in the bed of the old Union Canal, along the eastern margin of Schuylkill river, a level was assumed which would coincide with the head of the east abutment of the bridge at Fair Mount, and which was ascertained to be about 27 feet above high water at common tide.

This level will reach a position in Callowhill street, about one chain below its intersection with Schuylkill Front street, and is traced northerly to the old location at an ascending graduation of 30 feet per mile, and distance 26 chains. The point where the branch will diverge from the Union Canal, will require a depression from its former location of only 3 feet below what that location is at Broad street.

From Callowhill street the branch may be conducted either through Schuylkill Front to Market street, or through Ashton street from its intersection with Vine-st. thence to tide water below Chesnut-street. In grading down from Callowhill-st. through Schuylkill Front. at a rate of 30 feet per mile; it was ascertained that this slope would pass 9 feet under Market-st., whence it is inferred that from the located line in the old Union Canal, a branch of the rail-way may be conducted on the eastern margin of Schuylkill river, convenient to the commerce of that river, and accommodating itself to the regulations of streets, both in the streets of Spring Garden, and in the city of Philadelphia. JOHN WILSON, Eng'r,

In the City and Liberties of Philadelphia, from the 1st of January 1828, to the 1st of January 1829.

NOTE-Of the foregoing there were Males of twenty years and upwards, 1166; 1204 under twenty years; 855 Females of twenty years and upwards; and 1067 under twenty years.

There were 356 returns received at the Health Office of persons who died in the Alms House of the City during the year; and 706 people of Colour are included in the statement of interments.

Agreeably to returns made to the Health Office, and collected from 137 Practitioners of Midwifery, there have been born in the City and Liberties, from the 1st of January, 1828, to the 31st December, 1828, 3694 Male, and 3506 Female Children; making the total number of births, 7200: leaving a difference between the births and interments of 2908.

The whole number of deaths is 4292, viz: Males 2370; Females 1922-whites 3586, colored 706: or 1 in 6 of the whole.

Died under the age of 15, 2196, or more than one-half.
from
15 to 40, 1070, about one-fourth.

3266, or more than three-
fourths under age of 40.

397, or 1 in 11.
150, or 1 in about 28.

Of Small-Pox, 107 died.

From drunkenness there were 30 deaths, and from mania potu 82: making together 112-admitted to be from that cause. How many concealed under other names!

It is remarkable that in so populous a city where persons of every age are so much exposed to dangers of every kind, that there should be so few deaths from casualties as 19-although under this head might properly Adults. Child'n.. Total. be placed, drowning, from which there were 53 deaths, (a larger number than usual,) making 72. Of Suicide, there were 7 cases.

40 to 70,

70 to 80,

80 to 90,

90, or 1 in 48.

90 to 120,

17, or 1 in 252.

During Spring months,

449

413

Summer do

492

835

1327

862

4292

May.

September.

May.

July. Feb'y & May. The number of paupers who died under the care of the guardians of the poor was 356: or 1 in 12 of the whole number of deaths (deducting the still-born;) of these 356, it appears by the alms-house table, in Register page 90, 271 died in the house, leaving for out-door paupers 85; of these 271, 44 died in the cells, being about oneeighth of 349, the whole number admitted into them during the year-and the most of them for "mania a potu."

There were in 1828, 7200 Births, viz: 3694 Males, and 3506 Females: or an addition to the population from this source, of (deducting still-born,) 2587 beyond the deaths, or in the proportion of 72 births to about 43 deaths.

There were 321 children Still Born or 1 of every 22 births.

It implies an improved state of obstetrie practice that only three cases out of 7200 proved fatal.

There were about 20 Births in cach 24 hours; or about one in every hour and twelve minutes; while the deaths as above stated, were one in about 2 hours and 11 minutes. Births in different Years.

Female Total. Practi- Total

More persons died of Consumption than of any other disease, viz: 581; being a greater number than in any former year, excepting 1826, when 587 died. The folFriday, Feb. 20th, lowing table shews the numbers by that disease, and the The severity of the weather has continued throughTotal deaths (excluding still-born,) for every year since out the week. During the last night a heavy fall of the Bills of Mortality were commenced. The propor- snow commenced, and this morning it is already 8 or 9 tion to the whole number of deaths (rejecting still-inches deep, and continues to fall with great rapidity— prospects of a very deep snow--rivers of course obstructed.

THE

REGISTER OF PENNSYLVANIA.

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

VOL. III.-NO. 9.

EDITED BY SAMUEL HAZARD.
PHILADELPHIA, FEB. 28, 1829.

HARRISBURG AND CHAMBERSBURG
RAIL ROAD.

REPORT OF Wм. R. HOPKINS, ENGINEER.
To the Canal Commissioners

of the State of Pennsylvania. Gentlemen-I have the honor to report to you the result of my examinations and surveys with reference to the construction of a rail-road, from near the west end of the Susquehanna bridge at Harrisburg, through Carlisle to Chambersburg

On the first view of the country between these two points, it was not determined whether the best line for a rail-way would pass along near the Conodogwinnet creek and the Letart spring run to Carlisle, up the valley of the Yellow Breeches creek, or on or near the dividing ridge, between the waters above mentioned.

After some examination, the route up the Conodogwinnet was given up. A line passing near this stream would be confined by the hills to near its margin, and would not only be very expensive, but extremely indireet. The valley of the Yellow Breeches creek was not examined at an early period of the survey, but on exploring the country near Carlisle, it was seen that a line could not be brought to that place after following this creek any considerable distance.

From Station 0 to Station 16.-The line adopted, passes from the Harrisburg bridge down along the bank of the river 1 1-5 miles, till the descent of the country toward the Yellow Breeches creek, allows the line to be curved to the west.

NO. 61

valley in which a considerable embankment is required. After crossing this, the line passes over the dividing ridge, between the last mentioned valley and the Cohockouk run with a considerable cut, through solid rock for about 24 chains. But a single track rail-way, is calculated for through the rock.

From 143 to 158.-From the Trindle spring run to the end of the rock excavation, a distance of 1 mile, the grade rises or descends constantly, the rising grade being at the rate of 274 feet per mile, and the descending at the rate of 18.

Thence the line continues along the Cohockouk valley on very good ground, a distance of 3 miles and 54 chains to the head of the creek.

From Station 158 to 207.-In this section the line passes a rise of land called Stoney ridge, running from north to south at an elevation of from 40 to 60 feet above the general level of the country at the only gap in it, except those formed by the passage of the Yellow Breeches and Conodogwinnet creeks.

From 207 to 214.-In descending to the Cohockouk valley it is necessary to grade down at the rate of 18 feet per mile, after which the rise of the valley is very trifling till after passing the Stoney ridge, where the ascent is at the rate of 273 feet per mile, for forty chains. This grade enables a line to be passed across the summit between the head of the Cohockouk creek and the Letart-spring run with moderate cutting.

From Station 214 to 263 -The earth work on the line from the head of the Cohockouk to Hanover street The road-way along the river must be made by cut-in Carlisle, a distance of 3 miles and 54 chains, forms but ting down the lime stone bluff that forms the bank from a small item in the accompanying estimate, though a its top nearly half way, or by building up to the neces- considerable embankment is necessary to cross the LeThe line follows the last mentioned sary height a very heavy wall from the bed of the river. tart-spring run. The first part of this section of the line will be least ex-stream for nearly the whole of the above section; the pensive, if the road-way is formed by walling up from grade rising aud falling to suit the ground at the rate the river bed, but the rise of the line with a constant of 18 feet per mile. Three culverts are necessary after grade of 274 feet per mile, brings it at least so near the leaving Trindle-spring run, two on the Cohockouk, top of the bluff that the best mode of construction will one six feet chord and one four feet chord, and one of be to excavate enough of the bank to form a road-way 10 feet chord to pass the Letart spring at Carlisle. entirely upon rock; without being obliged to resort at all to wall.

After leaving the bank of the river, the line passes up a ravine which at first does not rise faster than the grade of the road, and along which a very cheap line may be located till near its head, where a cut of 8 feet cannot be avoided for a few chains. At the end of this cut the line is upon the summit between the waters of the Conodogwinnet and Yellow Breeches creek.

From Station 16 to 28.-The distance from where the line leaves the river to this point, is 70 chains, and the road rises constantly at the rate of 27 feet per mile. From Station 28 to 143.-The line for the next 81 miles keeps on or near the summit as far as Trindle spring run, over a country very well adapted to the construction of a rail-way. No grade need be admitted in this distance, either ascending or descending of more than 18 feet per mile, and for the greater part of the way it will be advisable to locate the road without either ascent or descent.

From Station 263 to 325.-The next 4 50-80 miles is over a country somewhat broken; the last mile is quite rough, and some rock is to be encountered, the grade is not generally more than 18 feet per mile rising, and there is but little descent in this section, a few chains only at the upper end descends at a grade of 18 feet per mile to a fine flat called the Savannah.

From Station 325 to 371.-We proceeded up this flat at a grade of less than 18 feet per mile, the distance of 4 16-80 miles. In this distance the excavation will amount to little more than removing the sod or muck.

From the head of this section several fruitless attempts were made to pass a line into the valley of the Yellow Breeches creek, but the height of the ridge separating this creek from the Savannah rendered it necessary to abandon this route.

From Station 371 to 382.-The line from the end of the Savannah passes over a very rough country for the distance of 64-80 miles, following a depression; which, although distinctly marked, is crossed frequently by The Trindle spring run can be crossed with a culvert ridges and ravines, rendering it necessary to cut and of 6 feet chord, and an embankment by no means ex-embank to a considerable extent. A steam engine or pensive. Soon after crossing it, the line passes a ridge some other stationary power will be required in this secwith a cut of 10 feet on its summit, and descends to a tion. The grade rises and falls to suit the surface of VOL. III, 17