LEWIS
BURG
CLE
EON
1
0. N. WORDEN, Pbixter.
LEWISBURG, CENTER & SPRUCE CREEK ROAD.
To James F. Lixx, Thomas Hayes, George
Dreisbacii, Francis Wilsox, John M. Taylor,
Johx Wilt, David Duncan, H. S. Gross, John
Neff,Johx IlASsox,WM.BcR( iiFiEi.D,and Geo.
Ik'CHAXAX, Esy's, Executicr. Committee of Lewisbury,
Venter tf- Xpruce Creek Railroad.
Gestlemen: Having completed the preliminary surreys
of the several lines for the Lewisburg, Ccutre & Spruce
Creek Railroad, I hereby submit the following Report,
showing the comparative grades and distances on the two
routes, one by IVnns Valley and the other by Brush Valley.
The iSinus Valley survey w.ts commenced at Lewisburg
on the IStu of May, by Mr. John M. Siieafkr, Assistant
Engiucer, who had charge of the surveys. Jlr. Sheafer
commenced at the Bridge across the Susquehanna River, and
followed Buffalo Valley, encountering no obstacles to the
onstruetion of a cheap and durable road, until he reached
l'unns Creek, a distance of 17 i miles from Lewisburg.
Along Peuus Creek for about C miles, the route is quite
circuitous as the creek is by no means a straight one, and
Lluff points of the mouutaiu project on both sides to the
water's edge, it will be necessary to crosi this creek several
times within 10 miles, and by making two tunnels, one of
2100 feet and the other of 800 feet in length, much curvature
is avoided, and the Hue will be shortened between 2 and 3
miles. I will therefore report the cost upon the Tunnel Line
ns being the one which would be adopted upon a location of
the route.
From the head of the Penns Creek Narrows to Spring
Mills, the liue is a good one, and the grades are favorable to
the construction of a road. Near Spring Mills, the line
strikes Siuking Creek, a branch of Pcnns Creek, aud follows
it to near Centre Hill, which is the summit between Pcnns
Creek and Spring Creek, and the first summit of any
consequence which is encountered from Lewisburg, a distance
of 47 miles. The heaviest grades necessary to overcome
this summit, will be 52 8-10 feet per mile, ascending, from
Sinking Creek fur about 21 miles, and 33 feet per mile
descending (to Spring Creek) at or near Boalsburg for 3 miles.
From Boalsburg to Pine Grove, which is on the summit
between Spring Creek and Spruce Creek, the steepest grade
will be 33 feet per mile; and from Pine Grove to the mouth
of Spruce Creek, the grades need not exceed 33 feet per
mile, aud for a portion of the distance would be less. At
one place, by keeping in the valley, Jlr. Sheafer made a
grade of 50 feet per mile for about 2 miles, but that can
easily be reduced to 33 feet, and the line be improved. The
line crosses Spruce Creek several times, but the bridges would
be small ; by keeping more out of the valley on cither side these
bridges would be avoided and a line somewhat straighter and
with more uniform aud as easy grades could be fouud ; but how
the expense would compare with the Valley line, I am unable
to say until the ground has beeu surveyed.
The present line joins the Pennsylvania Central Railroad
very favorably, crossing the J uuiuta River on a very direct
course, and mating an ey carve at tlo junction.
The curvature on the whole route will be light, except for
about G miles along Penns Creek, where.some of the curves
may require a radius of 820 feet. Future surveys may make
it more favorable, but it occurs where the grades are easy,
and is therefore not as objectionable as it would otherwise be.
The total ascent going west from Lewisburg will be 1016
feet, and the descent in the same direction will be G45 feet
The length of straight line will be 531 miles. The
length of curved line will be 24 J miles, making the distance
from Lewisburg to the mouth of Spruce Creek, 78 miles,
which distance may be reduced 2 miles by a proper location.
If the Tunnels are avoided, the distance would be increased
some 2 miles, and the curves around the points proposed to
be tunneled would be very short and objectionable.
It will be seen by this statement, that neither the grades
nor curvature arc serious obstacles to the construction of a
road on this route, as there is hardly a road in either this
State or New York which has as favorable grades or more
favorable curves.
The cost of a road is difficult to estimate with any degree
of accuracy until after a careful location has been made, as
the forms of different structures can not be planned until
their position is fixed, but I have endeavored to make a fair
estimate from Mr. Shcafer's survey, having made the
calculations with a view to such alterations in the line as were
cerUin to be made from the notes he took, a;.d I think the
following estimate will cover the cost of a road m this route.
It is made for a single track, with turnouts at such points as
would be required for the business of the country.
Clearing and grubbing 78 miles, at 100 per mile $ 7,800.00
1,125,000 cubic yards earth excavation, iuuluding
hauling, at 22 cents 247,500.00
7S4.000 cubic yards of rock, including hauling,
at CO cents 470,000.00
Extra cost of Tunnels 130,000.00
8,000 cubic yards of bridge masonry, at 5.1.50 44.UU0.UU
9O0O " culvert " 3.50
7,000.00
4,500.00
3,000 " " slope wall 1.50
3,000 " " riprap " .50
2,000 lineal feet of bridging " 20.00
Fencing 78 miles, 50,000 rods, " 1.00
Land damages, 78 miles, at 1 500 per mile
1,500.00
40,000.00
50,000.00
39,000.00
Total cost of grading, fencingand land damages $1,041,300.00
On mile of track cott
100 tons of Iron, weighing GO lbs. per
yard, at $75 $7,500
2,400 Gross Ties, at 30 cents each 720
50 kegs of Spike at 5 250
450 Chairs, at 40 cents 180
Laying track complete 400
51 miles including turnouts, at 89,050 $733,050.00
Depots, Water Stations and Engine House 25,000.00
$1,799,350.00
Add for Engineering, Agencies and Contin
gencies, 5 per cent. 89,967.00
Total cost of Road
tl.889,317.50
which divided by 78 miles will give per mile $24,350.22
In conclusion, I will state that a careful survey with a
view to permanently locating the line on this route, would
materially improve the alignment and grades, and of coarse
1 iuight increase or decrease the cost Bomewhat, hat I do not
thiuk to very great amount.
II. C. 1IICKOK, Editor.
After completion the Penns Valley route to the mouth of
Spruce Creek, Mr. Sheafer commenced at or near Boalsburg
to make a survey through Brush Valley to Lewisburg, finding
a good route all the way to within 3 miles of the summit
of Rapid Run, no grade exceeding 33 feet to the mile, and
the minimum radius being 1146 feet. From there to the
summit, they ascended 300 feet in 3i miles, requiring a
graue 01 nearly 00 icci per uiuu, nut nuitn uuni. uuhuuku
to GO feet by striking the side of the mouutaiu two or three
miles back. On the summit, the route is level for about two
miles, and then descends very fast towards Buffalo Valley,
falling 1175 feet in 11 miles, or at the rate of 102 2-10
feet per mile. By following down the side of the mountain
from the summit to where it runs out, sufficient distance
might be gained before reaching Buffalo Valley to reduce
the grade to 90 feet per mile for 13 miles ; but I do not
think any easier grade than that can be fouud. From there
to Lewisburg the alignement and grades arc both very
favorable, lfcwill be observed that the grades ou this route
do not compare favorably either way with those on the Penns
Valley route, nor do I think a route can be found through
Brush Valley to Lewisburg with more favorable grades than
those here reported. The distance from Lewisburg to the
summit of Rapid Run islSJ miles, and the height to overcome
is 1200 feet, which, even if you could commence ascending
at Lewisburg, would give a grade of G4 feet per mile for the
whole distance. The curvature on this route is of an easier
character than that on some portions of the Penns Valley
route, the miuimuin radius being 1146 feet. The proportion
of straight and curved line would be 50 miles of straight
line, and 271 miles of curved line, making the total distance
between Lewisburg and tho mouth of Spruce Creek 77
miles, or half a mile shorter than the Penns Valley route.
The cost of a road on this route would also be less, as no
Tunnels would be required and the Bridging would be less.
I will therefore estimate it at $160,000 less, making it cost
$22,313.77 per mile.
Examinations were also made for a middle route between
Penns and Brush Valleys, but it was found to be impracticable,
on account of the steepness of the grade, and abandoned.
The following comparison betweeu the Penns Valley aud
Brush Valley lines sums up the leading features on both
routes. M y own opinion is that the best route for a Railroad
frit,, T..nrii.l.lltr. lt tha 1. niWV 1 1'l i i, fnfl'ul ltnilrrifol 14 '
through Penus Valley, as I consider the advantages it
possesses over the other route in easy grades will more thuu
compensate for the extra cost.
The Pexxs Valley Line is 78 miles long.
Cost per mile, 824,350.22.
Maximum grade, asceuding west, will be 52.8 feet per mile.
" " east, " 33 " "
Total rise and fall, 1001 feet.
Proportion of straight line, 531 utiles.
curved " 24 f "
The Brush Valley Link is 77 miles long.
Cost per mile, 822,313.77.
Maximum grade, ascending west, will be 90 feet per mile.
u eastj CO " "
Total rise and fall, 2300 feet
Proportion of straight line,
curved
50 miles.
-it
I believe the above statement shows plainly the results of
the surveys on both routes.
Mr. Sheafer surveyed 151 miles of line altogether, and
kept carefully-taken notes of the soil, character of tho
country, &c., which of course have guided me in estimating
the cost of the road. Col. Josei'M Paxton and I also
passed over both lines during the progress of the survey, and
think that the road 9 not only an important one to Union,
Center, and Huntingdon counties, but will be a profitable
one when built. A section of country like that, eighty miles
wide, with railroads running on each side of it, can not lung
remain without an outlet to those roads, and there is no
unoccupicdroutc in the country showing as good evidence of
furnishing a profitable business to a road as this one. The
Iron ore, Limestone, and the larga quantities of Grain raised
along the line of this road, and in the adjoining Valleys,
show evidences of a large local trade, which would no doubt
be iucreascd by the erection of more Furnaces, and Sawmills,
for there are large tracts of good timber land on Penns Creek,
and Pine Creek, which lies north of it ; and this road being
a link in the shortest line between New York and Pittsburg
or Cincinnati, will certainly entitle it to a large share of the
through travel between those points. It would connect at
Pottegrove with the Cattawixsa, Williamsport & Erie Railroad,
which has no grades exceeding 33 feet per mile to its eastern
termiuus ; and when this road is finished it must be a portion
of one of the main trunk lines between New York and the
West. It will give to the Pennsylvania Central Railroad a
great deal of freight and passenger business, that otherwise
never would go near it ; and it can never divert any business
from that read, as we do not claim it to be a rival route between
Philadelphia and Pittsburg, but one which will open new
avenues of business to the Central Road, and give that Road
a diiect communication with New York, offering unequaled
inducements in distance and grades for passengers and freight
A comparison of distances between Cincinnatti and New
York, will show this to be the shortest route between those
two points. The distance from Cincinnatti to New York,
by the N. Y. Central R. R. via Cleveland & Buffalo is 893 miles.
N.Y.&Erie " " " Dunkirk 862 "
Sunbury&Erie" " " Erie 825 "
Penn. Central " " Harrisburg & Phila. 739 "
" Lewisburg, Centre &, Spruce Creek R. R.,
the Cattawissa, Williamsport & Erie, and
the New Jersey Central R. K. 713 "
It will be seen from the above that this route is over 100
miles shorter than the Sunbury & Erie, and nearly 150 miles
shorter than tho New York routes. It is also 26 miles
shorter than the Pennsylvania Central Railroad, and when
we take into consideration the fact that from the mouth of
Spruce Creek to New York, a distance of 292 miles, there
is no ascending grade in the direction of the trade exceeding
3$ feet per mile, there can be no doubt of its advantages as
a cheap and expeditious route.
Annexed to this is a general Map showing the different
roads running through this State and New York, and their
connections with the western roads. This route is marked
in red, all other roads in blue ink. A detailed Map of the
Lewisburg, Center & Spruce Creek Railroad, with a Profile
of the Grades is being made, which I will send to you as
soon as completed.
All of which is respectfully submitted.
THOMAS A. EMMIT,
Datd July 20, 1853. Civil Ei'mcer.
LEWISBURG, UNION COUNTY, PENN., FRIDAY, JULY 29, 1853.
DIAGRAM showing the connection of tho Lewisrurg, Cexter & Shuck Cheek IJailkoad, Kastwanl
with the Cattawissa, ihe Lehigh, and the New Jersey Central Ilailromls, to New York City, :iu.
Westward, witu the Pennsylvania Central Railroad, thenca to Cleveland, or to Columbus and
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X5553
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"B. it O. Ii.lt." Rtnnd lor Hiiliimore 6i Ohio Railroad.
Railroad." "C. W. & H- R.R." for Catiawissn, Williamsport
Railroad. S. & E. R.R." for Sunbury & Erie Railroad.
Railroad.
It is onr painful duty this morning to
announce the death of Joiin Price Wetii
erill, Esq., one of onr most esteemed and
honored citizens, lie died at the United
States Hotel, in this city, at two o'clock
yesterday morning after a brief but severe
illness, said to have been dysentery, in the
59th year of his age. In the death of Jlr.
Wcthcrill our community has lost a citizen
whose place- it will bo found difficult to
supply. lie was emphatically one of God's
noblest works an honest man, who was
influential members of the Whig party of I
Philadelphia, no other motive than that of:
the public good prompted his course. lie
sought no offioe from the Government, and
there was probably none in the gift of any
Administration which he would have accep
tod. "With our Municipal Govermcnt he
was prominently identified for the last quar
ter of a century, having during all that
time been a member of tho City Council,
and was President of the Select Councils,
at the time of his
July 25.
not only upright and just in all his deal
ings, bat who had a generous and noble
heart, and to whom an appeal for aid to
further any benevolent movement, and
relieve the wants and sufferings of his fel
low men, was never made in vain. Pos
sessed of a large share of this world's goods,
he was ever ready to contribute with en
larged liberality to any enterprise calcula
Fenny 8avlngs Banks.
Tho New York Courier and Knquircr
states that a new financial feature of the
day is the establishment of a " Sixpenny
Savings bank"
tution is organized under a charter granted
by the Legislature of tho State, and will,
no doubt, be an example for several others
to follow. Such institutions are product
ive of vast good in the community ; not
I merely iu the matter of dollars aud teni?,
ted to promote tho prosperity of Philadel
phia, and to improve and elevate the con
dition of its citizens. Though for many
years one of the iu(t active, liberal, aud
"S. R R." for Susquehanna Railroad. "R. R U." for Keidmg
& Erie Kailrood. "XV. & K. R R." (or Wjlliamspori & Eunira
"L.C. & S. C. R.R." lor Lewisburg, Center & Spruce Cretk
but in promoting habits of prudence and
economy among those of small meaus.
In Massachusetts, a year since, the
number of Savings Ranks depositors was
no less than 97,000, with an aggregate
deposit fund of 818,400,000. In other
word, 1 out of every 10 persons in tho
State is a depositor iu su !i institutions,
with an avenge deposit of twj hundred
dollars each. This is a large sum in the
aggregate; exceeding, considerably, the
entire bank capital of Kentucky and Ohio
combined, with a population of three mil
lions. The class of people whom it is now
proposed to make depositors iu the new
" Sixpenny Rank," is one that is utterly
excluded among tho older institutions.
Rut there are persons who require aid of
this kind, in forming sober and regular
death. riulada. Kites,
in that city. This insti
habits, and we ran not look upon the new
establishment in any other light than as
the beginning of a new and highly impor
tant era in the financial and domestic his
tory of the Empire city. Honor to Mas-
i fciwhufeells for hir industry and cci'Uomy
VOLUME X NO 15.
I
.
WlK.I.E XlMBER. If 3.
SNYDER COUNTY
' T'$urt luAtiwj bffn 4,.tU ,, jr
tmlHliim i,f vmie of ihe trrms if l!,r "ACT
r.m Tnz mskctiok or a .nlw col:.tt oit
or r. rt or Unhx cti.Tr t i-.t cau.i i
S.WUKK, AND IttLATlVK To THE M.AT
JUSTICE ! UxiuJ COI MTT," Jr rr,y U
tiiir ail tli iSirtiont rrlntlior. tu Uix County
Jiaittivy, ami ILrjtruH.
Sucrjo.N 1. J ircjfW, .fv., Thatall
that territory now iu L'tii'in euuuty King
south of a line coiunieuciug at the North
umberland bridge, theuue by the New Ber
lin mail route to I'cuut cretk, at a point
about one-fourth of a mile alxjve Mowrer's
mill, where said crek turns suddenly to
wards the Houih, thutiut) up IVnns creek
to it- nearest contact with the east eud of
Jack's in -uutain, and tbeuce along the
summit of Jock's mountain to the western
liue of Uuion comity, Bhall be, and the
same i hereby erected iuto a new county,
to be called SuydKr," on the condition
ht-rt inalli r exprcs.-ed.
r-'KCTlox 2. That
are hereby appointed Commissioners, who
shall, before the fourth day of July next,
properly ascertain and mark the diviniou
line between the counties -f Union and
Suyder, and also betweeu the election dis
trict uf Penns, Middle l'rk and Union,
a esprfcted iu this act, and also tu make
three p!it. i.r drafts of sid riiviaiou lines,
enc city of which they shall forward to
the Secretary .f the C mmonwealtb, and
one to the Keister and if et-order of Union,
aud Snyder counties respectively, and the
said iViuuiifsiuners shall each receive tha
sum of dollars for eviry day nec
essarily engaged iu running said (iivir.iu!i
liue, an in making out ti. . d-.-f.s of tl.u
s-iiiic, aii-i f r tii :r coin r; :, a ; irju, u.d for
all ut
'J " i-i;-o.yc-i '-j
t!:tlii iu
ruiuiiog said liue, the uu.iu'rsioiu-rs rf
I ui 01 k iuiit hail l" 1 ti.tt t'.ii pay l-y or
ders ou the I'.uu'y treasury.
KCYJOS S. 1 Lt SUtt:;b.' grc-ucde ;.Ld
buildings, iiud a jul fi r I' .bi . .. ji.m . y
f r said county !'J..yiItr, m.e .no: :i it
grouii.I,-,, huiiuiiigH a J.. t'T raid
cuuiity of Union, to be approved ly m .u
jority of the court stud gr.tud jurors of the
respective couu'ieH : reoared shall be
s cured to i.e si i . ui.tt-'s withru" any
tax or coi-t whatever being iiup)sel upou
the taxable of said couuvies for such ex
penditures. pkctiox 4. That to secure the condi
tions expressed iu the third section of this
act, there bo pledged in trust to the Associ
ate J udges and the Conimisaiouers of Union
county, on or before the first day of August
next, one or more responsible, bona fide
subscriptions, of not less than Ten Thous
and Dollars, from within the limits of
each couuty respectively, for the purchase
of grounds, aud the erect ion of buildings,
as aforesaid, for the counties of Union and
Suyder, said buildiug to be of stone or
brick, with firc-proof roofs and fire-proof
rooms for recorls,and that the subscriptions
so pledged shall be approved by said J ud
ges and Commissioners, and published,
with the name of the sites for which they
are pledged, in the newspapers of Union
couuty, the second week iu the mouth of
August next, and that upon such notico
being given, the subscriptions aforesaid,
shall be transferred to the Ruilding Com
mittees provided for such subscription
respectively ; and the grounds necessary,
with the proper county buildings, shall be
finished aud conveyed in fee simple to the
proper authorities of the respective coun
ties, on or before the first day of January,
1S55.
Section 5. That upon securing tha
rubac-rrptious specified in the fourth section
of this act, the inhabitants of the said
county of Snyder shall, after the first day
of Jauuary 1S54, be entitled to and at all
times thereafter have all aud singular the
courts, jurisdictions, offices, rights, and
privileges to which the inhabitants of tho
county of Union are uow eutitled by th
constitution and laws of this Common
wealth, and that the offices hereby provi
ded for said euuuty shall be filled by the
qualified voters at the general election in
October uext.
Skctiux G. That the persons holding
offices in the couuty of Uuion as heretofore
organized, whu6c residences may fall with
in the limits of the couuty of Snyder, may
continue to hold their respective offices
until the terms for which they were elect
ed shall have expired, and all the vacan
cies iu county offices in the couuty of
Union, whether by resignation or other
wise, shall be filled at the general election
on the second Tuesday of October next,
aud annually thereafter according to tha
terms of the geiieral laws regulating the
respective offices.
Section 7. That the place for the sites
of jails aud other buildings for the counties
of Union and Suyder, be decided as fol
lows : At the general election in October
uext, tho voters of the several' election
districts iu the tountWs aforesaid may wta
r
i
i