1,000 00 5.643 46 Single drain along do. 15,634 cub yds at 6c Embankment on 5.50 ch, 2,645 cub yds at 10 cts 938 04 264 50 Small bridge over Robert's run Do. over Valley creek at Trimble's 200 00 creek 2,432 14 2 Summary of the estimate for common road forming on the Susquehanna river section, including bridges and embankment. Item 1. From Strickler's to Chickesalunga 9,173 35 571 28 837 18 597 96 Item 9. From Trimble's mill to summit near White Horse. Excavation on 226.50 ch section 2.8 sq ys, 13,953 cub yds at 6 cts Single drain on do. 9,966 cub yds at 6 cts Item 10. From White Horse to Academy Excavation on 92 ch section 6 sq ft. 1,356 cub yds at 6 cts 1,435 14 Conoy cr. to Bainbridge site Wood Island Wood Isl. to York Haven rd. York Haven rd. to Hopkin's 3 Chickesalunga to Marietta Marietta to Vinegar ferry rd. Vinegar ferry rd. to Conoy cr. Bainbridge to a point oppo 1,640 41 78 2,861 52 dam 1,401 69 23,863 48 1,515 14 738 96 18 391 56 232 32 17 Seitz's to Hershey's 583 44 Hershey's to Senner's 4447 82 Double drain on 20 ch. single on 176 ch, 9,504 cub yds at 9 cts 15 Senner's to Habacker's 2464 68 Habacker's to station No. 9 2406 92 3210 Station No. 9 to L. Conestoga 557 84 LeConestoga to Sharp's 7065 40 Sharp's to Mayer's 1261 34 278 22 9 Single drain on do. 10,106 cub yds at 6 cts Embankment on 94 ch, 2,717 cub yds at 10c Six bridges of 66, 25, 150, 150, 5 and 25 feet Bridge over ravine at Pennington's over ravine at Howel's 606 36 Mayer's to Big Conestoga Big Conestoga to Becker man's Beckermen's to Guilbert's 1351 42 24770 48 3101 16 7 Guilbert's to Mill creek 1744 22 Mill creek to Weaver's 15028 06 Weaver's to M'Caslins 642 04 M'Caslin's to Pequea creek 857 22 Pequea creek to Aby's 9588 17 Aby's to the Gap 3975 40 Deep cut at the Gap 14173 60 The distance being 844 miles, the average cost per mile is $2761 62. Estimate for one mile of double railway. Rolled iron bars of 24 inches wide by 3-8 of an inch in thickness, are considered sufficient for plating the inner edge of the wooden rails. For the double track including sidelings or crossing places, one mile will require 30.55 tons, which can be drilled and delivered at $93 per ton Stone blocks (granite, gneiss or limestone) from 18 inches to 2 feet square, and from 24 to 3 feet long, placed eight feet apart, embedded, drilled and plugged, at 75 cts. each 22000 feet oak timber 8 by 12 inches, to be placed as rails upon the blocks, including sidelings at 84 cents per foot Iron bolts 20 inches by 1 in diameter, for fixing the wooden rails to the stone blocks, at 150 per ton, Five inch spikes for securing the iron bars to the wooden rails, including the placing at 9 cents per pound Stoning the horse path-There are many miles where the gravel side hills will render this expense unnecessary; but in taking the mean average and giving an increment of length to the sidelings; both will cover all expenses incident to the public and farm roads crossing the line of railway and in filling up the slopes and counter slopes of the sidelings 2841 15 Total cost for 1 mile Estimate of the Susquehanna River section. 44,435 40 29,246 80 32,257 50 5,474 00 126,357 78 Average cost per mile, $11,824 65 $1,013,019 13 All the bridges under 150 feet in length of platform, are calculated for double railway tracks in the estimate. The bridge over big Conestoga is also double, on ac count of its length;-all the others have only single:but their breadth of platform which is 18 feet, will admit of having a double line of road, if deemed necessary. Various estimates have been given of a horse's power 12,090 00 of traction. Mr. Watts estimates the force of a horse's traction, at 150 lbs. when the horse goes at the rate of 2,854 08 2 miles an hour, and Mr. Treadgold gives it at 125 lbs. when the velocity is 3 miles an hour for 6 hours of a day: but neither of these estimates appear to be the result of actual experiment. Making due allowance for the differ ence in the strength of horses, in the different places where the experiments were made, would scarcely ac count for the discrepancies in these statements. The results of experiments made by Mr. Wood, of the per formance of horses, and exhibited in the tables in his treatise on rail-roads, are much more satisfactory. Tak ing the force of a horses traction, travelling twenty miles per day, at the rate of 2 miles an hour, to be equal to 112 lbs. may be considered as a correct estimate of his power. Mr. Wood derives also from a number of ex periments, satisfactory coincidence of the amount of the friction of carriages moving upon edge rails: the result is, that with wheels of which the ratio of the diameter to that of the axle is 12:1, the total resistance will be .02 part of the weight of the whole carriage and Icad. 379 44 187 34 30 00 18 27 126,972 83 23,863 48 150,836 31 15,083 63 165,919 94 If the friction of this carriage be taken at the 200th part of its weight, then the weight which will present a resistance of 112 lbs. upon the edge rail will be 22,400 lbs. or ten tons, conveyed on a level rail road, twenty miles per day, travelling at the rate of 2 miles per hour. This expresses only the relation of the effort to the effect Creea on a level-on ascents the resistance is increased, and ne effect of the effort of the moving body must be conderably diminished. In the theorems given by recent writers on this subject, the weight of the moving power which had been heretofore omitted by Treadgold and others, is considered as bearing too great a proportion to the whole load, to be neglected in the equation. In calculating the value of the performance of a horse on the varied ascents from the Susquehanna river to Schuylkill, the amounts of tonnage stated in the table forming a part of this report, and which are placed opposite to each ascending graduation, are deducted from the following formula, which may be applied in calcu lating the effect of either the locomotive engine or horse power. In comparing the results obtained for the latter, with some of the experiments specified in Mr. Wood's tables, they are found to represent the effect of the power of the horse, as below the actual performance. TABLE 107 Exhibiting the distance, ascending and descending graduations, commencing at the Susquehanna river, and tracing the line eastward. Chains. 8 85.35 6 81.96 WESTERN DIVISION. Graduation Ascending. per mile Descending 2 85-49 First for the engine-let E represent the weight of the engine, and e be that fractional part of its weight, which produces the progressive motion of the engine wheels upon the rails: then E. e. will represent the engine's 19 160.00 18.00 force of traction upon the level. Let Ibe the angle of inclination. W the weight of the wagons and load. 18 20.00 130.00 f the friction at the axle of the wagons, when the 16 88.66 pressure is 1. d the d'améter of the wheel when that of the axle is 1. The general equation which expresses the relations of these quantities, is E (e± sin I) W (f÷d±sin I.) The upper signs give the equation for ascending slopes, and the lower that required for descending slopes. Taking an ascending graduation of 27 feet to the mile, and which may be considered as the highest number on our line; the amount of tonnage which a locomotive engine can drag up this ascent, may be formed thus: Let E be taken-7 tons. By Mr. Wood, e1-25 and f-a-1-200: sine of 1-1-192 (27) to the mile) then 7 (1-95-1-192) —W (1-200 + 1-192.) : 7-25-7-192-1169-4800-392-3840 and W-23.9 tons, which the engine can drag up an ascent of 27 ft. to the mile. If the effort of a horse at any velocity, be represented by 1-10th of his weight or 112 lbs. he will on a level drag twenty times his weight, or 10 tons: and the inclination at which his load, with the same velocity, ought to be one half, or only ten times his weight, is 1-206 or 25-63 feet to the mile. Taking the maximum rate of graduation as before, at 27 feet to the mile, the amount of tonnage corresponding to this ascent, is found to be as follows: The effort of a horse in carrying a load, is assumed to have to his power of traction, the ratio of 3 to 1: or sine , is substituted for sine 1, in the first number of the equation. Using the upper signs; the equation is H or 1120 (1-10 -sine })W (1-200 +1-192.) 112-1120-576 W. 392-38400 and W 107,809 lbs. 4.81 tons. By a slight modification in the same formula, it can be applied in ascertaining the most advantageous inclination which a rail road ought to have, when the amount of transportation in going and returning, bears a known proportion. It is unnecessary however, to give it a place in this report, as the surface over which our line passes, will prevent the application of it. 15 66.33 14 98.00 13 213.00 12 80.00 Amount of Tonnage, or value of the power of 1 horse on the Ascents, as derived from the equation H (e-sine 13)W (fa sine I.) 17 89.00 13.68 16.16 5.19 18.00 16.08 27.33 about fifty thousand dollars. I am not, however, at present prepared to say, whether this difference of cost, would be an equivalent to that of maintaining and keeping in repair, the steam engines. This will form a subject for consideration and calculation upon the location of the road. In tracing the lines as detailed in the different sections in the preliminary report submitted to the board, the operation was so conducted as to render the expense of forming the road, a moderate one. In some instances, embankments and cuttings were avoided, the expense of which, however, in the actual location, would have been equivalent to the increased length of railway. I have, therefore, no hesitation in saying, that in the final location of the line from Columbia to Philadelphia, the amount of distance derived, in adding together the lengths of the various sections in the table, may be considered as the true length of the line of railway from Susquehanna to Schuylkill rivers. All which is respectfully submitted. Lasse Cock Wm. Haigue Chris. Taylor Wm. Clayton The Grand jury being attested. The Govr. gave them their charge and the Atturney Gen. all attended them with the presentmt. Their names are as followed. Robt. Euer, foreman, Saml, Carpenter, Andrew Griscom, Benj. Whiteman, Jno. Barnes, Saml. Allen, Jno. Parsons, Rich. Orne, Jno. Day, Jno. fisher, Jno. Barnes, Gunner Rambo, Enock flower, Henr. Drystreet, Tho. Mosse, Tho. Duckett, Dennis Lince, Tho. Phillips, Tho. Millard, Jno. Yattman, Harnaby Wilcox. Postmeridiem. when he came she sayd there was a great Light but just before and an old woman with a knife in her hand at ye Bedds feet and therefore shee cryed out and desired Jno. Symcock to take away his calves or else she would send them to Hell. James Claypoole attested Interpritor betwixt the Propr. and the Prisoner. The affidavid of Jno. Vanculin read, Charles Ashcom being a witness to it. Annakey Coolin attested saith her husband tooke the heart of a calfe that dyed as they thought by witchcraft and Boyled it whereupon the Prisoner at ye Barr came in and asked them what they were doing, they said boyling of flesh, she said they had better they had boyled the bones with severall other unseemly Expressions. Margaret Mattson saith that she values not Drystreets Evidence but if Saunderlins mother had come she would have answered her also denyeth Charles Ashcoms attes tation at her soul and saith where is my daughter lett her come and say so. Annakey Coolings attestation concerning the Gees she denyeth saying she was never out of her conoo, and also that she never said any such things concerning the calves heart. Almost every stranger who visits our city, immediately remarks, as a defect, "that we have no steeples." It is remarkable, that so little attention has been paid to this subject in our city, while every other city and almost every country town, presents one or more steeples as the first objects which strike the attention of the traveller, and inform him of his approach to the place of his destination. Every person who has travelled through New England, has no doubt experienced great pleasure on entering the numerous villages in the summer season, from the beautiful contrast of the white steeple and green foliage. There are about 90 houses of public worship The Petty Jury Impanneled their names are as follow-much expense and care are devoted to the embellishin this city, and only two or three steeples. Where so The Grand jury made their return and found the Bill. Ordered that those that were absent of the Petty jury should be fined 40s. each man. Margarit Matson's Indictment was read aud she pleads not guilty and will be tryed by the country. Lasse Cock attested Interpriter between the Propr. and the Prisoner at the Barr. ed. Jno. Hasting, foreman, Robt, Wade, Wm. Hewes, Jno. Gibbons, Albortus Hendrickson, Nath. Evans, Jer. Collett, Walter Martin, Robert Piles, Edwd. Carter, Kinsman, Jno. Edwd. Bezac. Henry Drystreet attested, saith he was tould 20 years agoe that the prisoner at the Barr was a witch and that severall cows were bewitcht by her, also that James Saunderling's mother fould that she bewitcht her cow but afterwards said it was a mistake and that her cow should doe well againe for it was not her cow but another persons that should dye. Charles Ashcom attested, saith, that Anthony's wife being asked why she sould her cattle was because he mother had bewitcht them having taken the witchcraft of of Hendricks cattle and put it on their, Oxon she myght keep but noe other eattie; and also that one night the Daughter of the Prisoner called him up hastely and ment of the city by public buildings, we presume it would not be impracticable to raise a sufficient sum, for the purpose of adding steeples to some of the churches, if proper measures were adopted, and the congregations are not able to do it from their own resources. In former times, our ancesters had more pride on this subject or more liberality, than we appear to possess. So long ago as 1754, Christ Church Steeple was erected, and in the same year, an agreement was made for the steeple that formerly was attached to the 2d Presbyterian Church. In looking over a file of papers for 1755, we met with the following account of the cost of Christ Church Steple and Bells, which has induced us to make the foregoing remarks. The bells it appears were employed, |