DELAWARE TRADE AND CANAL. Last year the Board of Canal Commissioners recommended to the Legislature of Pennsylvania, a plan for the improvement of the state, which embraced the Delaware Canal from Philadelphia to Carpenter's Point. A part only of this plan was acted on, and surveys were directed to be made in various directions to ascertain the practicability and cost of different routes. The Delaware was divided into three sections, and Mr. Sargeant, the engineer appointed by the Board, has reported them as follows: 1. The upper section, from Carpenter's Point to Easton, 70 miles, cost $1,430,669 or $20,438 per mile. 2. Middle section, from Easton to Bristol, 60 miles, cost $640,624, or $10,667 per mile. 3. Lower section, from Bristol to Kensington, 173 miles cost $200,799, or $11,474 per mile. Total 1473 miles. It is believed by persons residing on or near the Delaware, and acquainted with river improvements, that their estimates, particularly that of the upper section, are much too high. To estimate with any precision the cost of a canal on such a river as the Delaware, where bluff rocky mountains come down close on it in many parts, and where strong walls are required to protect the canal from inundations and ice freshets, requires no ordinary talents and experience. After an elaborate survey, the engineer should take into consideration the facility of obtaining materials, the cost at which they can be delivered on the spot, and the actual price of labour. This subject may be viewed as follows: 1st. The average cost of all the Pennsyvania canals. 2d. Mr. Sargeant's survey and estimate of the upper Delaware section, compared with surveys lately made on the Lehigh, and the north branch of the Susquehanna above Wilkesbarre, and on the Delaware, by Mr.Canvas White, and Mr. Randal, and Judge Wright. 3d. The magnitude of the Delaware trade, the sources from which it will be derived, and the facility with which the greater part may be secured to Philadelphia. 1st. Average cost of the Pennsylvania Canals. The improvements projected by the Board of Cana! Commissioners should be regarded as one entire system branching off in every direction, and intended for the benefit of the whole community. It is composed of many parts intimately connected with each other; these may be aptly compared to the arteries and veins which direct the current of blood to the heart, and distribute it over the whole body. It is unfair to take up any one canal, and make the whole should be combined and viewed as an effort of cost of its construction, the criterion of its usefulness; the the state to produce a certain beneficial result; and the aggregate expenditure only should be regarded. In every great undertaking, some parts will always cost more than others Fortunately we have certain data that will enable us to arrive at a satisfactory conclusion, relative to the cost of the Pennsylvania canals. The report of the Committee on Internal ImproveIt is a well known fact, that by an impolitic law of last ment ably accounts why "the cost of the sections first sesssion, the Board lost the services of its chief engineers, commenced, will exceed the sum originally in contemand others of an inferior grade in public estimation, plation." It also states that 160 miles have been conwere obtained. This was a circumstance deeply re-dols. per mile. It also remarks, "that part of the work tracted for, and partially completed, for less than 11,000 gretted by every body; but was the unavoidable consequence of reducing the compensation below its proper standard. Mr. Sargeant is a gentleman of respectable talents and character, who has seen some service as a sub-engineer on the New-York canals. He has never, we believe, been employed in a superior capacity, and has no direct experience in making estimates for a canal on the margin of a large river. That gentleman is a stranger to Pennsylvania: he brought with him a preconceived idea of the value of materials and labour, founded on N. York estimates, and totally irrelevant to our country. If we carefully weigh all these circumstances, we shall not be surprised at the extravagance of his estimates. With a knowledge of these facts, it is indeed truly surprising, that the canal committee of House of Representatives, with Mr. Lehman at the head, should have received Mr.Sargeant's estimate as conclusive; and without inquiry or observation of any kind, have drawn the pen across the upper section of the Delaware, and expunged it with the most perfect indifference. This betrays a lamentable want of knowledge of the value of the trade which may be secured to Philadelphia by extending the canal to Carpenter's Point; a trade, in the opinion of Judge Wright, the eminent engineer, second only in importance to that of the Erie canal. This is thrown with reprehensible levity into the lap of New York, to augment the resources of our gigantic rival, and impoverish our metropolis. This too at a time when Baltimore is weaving a web to catch all our western and Susquehanna trade, and turn our very canals against us, on which millions of our money will be expended; in order to make Baltimore "the great central city of the Union." The object of this essay, is to remove the film from the eyes of the citizens of Philadelphia, so that they may see their true interests before it is too late. There is not a moment to lose: the canal bill is now under debate, and it may receive the sanction of the legislature in its present shape, unless vigorous measures are taken to prevent it. the estimates, which are predicated on higher prices, not yet under contract, may be executed for less than both for labour and materials, than those at which they can now be procured." pressed in his last message, is pointedly referred to in The opinion of the lamented Governor Clinton, exthe Report, and merits great consideration. The Gobetweeen 20 and 30,000 dols. a mile, and this enormous vernor said, "The Erie and Champlain Canals have cost of such operations are developed, and all the difficulties expenditure will never occur again. AH the mysteries diminished, and it may be confidently presumed that the maximum expenses of any given Canal will not exceed tains, by locks, inclined planes, and deep cuttings, or 10,000 dollars a mile, unless it passes over high moununder them by extensive tunnels." nion coincides with the facts detailed by the committee. It is remarkable, how nearly Governor Clinton's opiwe have the experience of the ablest men in America, on subjects of internal improvement, tested and confirm ed by the elaborate researches and estimates of scientific engineers; not confining their attention to a single canal route, but embracing the principal rivers of the state. canals will not cost more than ten or eleven thousand We may then fairly conclude, that the Pennsylvania dollars a mile. Second. Mr. Sargeant's survey and estimate of the upper Delaware Section; compared with surveys lately made on the Lehigh, on the North Branch of the Sus quehanna, above Wilkesbarre, and on the Delaware. The navigation of the Delaware between Bristol and Kensington, is now safe and excellent. Should it be an object with the state to save the present expenditure of 200,000 dollars, the canal on this section may be delayed, without much injury, until the treasury is replenished by resources drawn from the canals themselves. According to Mr. Sargeant's estimates, a complete wator communication may be made from Dunning's ferry, 1828.] TRADE OF THE DELAWARE. near Carpenter's Point, to the city of Philadelphia, for $15,933 per mile Mr. S. was directed to make his survey for a canal 4 feet deep, 40 feet wide at the top water-line, with locks 14 by 90 feet clear in the chamber. 185 This wise policy which gave additional value to those private works, rendered them subservient to the improvement of the State, and the general accommodation of the people. The Lehigh Canal and navigation will extend the beof internal trade, 45 miles into a valuable coal region, and give additional value to the Delaware Canal below Easton. As the upper section of the Delaware canal is intend-nefit ed to connect with the Delaware and Hudson canal, reason and policy would dictate that it should have the same dimensions; that canal is 32 feet wide on the water line-depth of water 4 feet-locks 76 feet between the gates-9 feet wide, and suitable for boats carrying 25 to 30 tons. If we estimate the difference between a broad and a narrow canal at one-fourth, then the cost will be only $11,613 per mile. We have heard from very respectable authority, that the upper section of the Delaware canal may be let out on contract for $11,000 per mile. To show how easy it is for respectable engineers to make extravagant estimates of the cost of canals on the margin of rivers, we shall give the substance of a part of Mr. Treziulny's report to the Governor, made March 5, 1827. That engineer estimated the cost of 129 miles of Canal on the north branch of the Susquehanna above Wilkesbarre, at 23,938 dols. per mile, whilst Mr. Randal's estimate for 104 miles, from Wyoming to the State line, was only 12,941 dols. per mile. Judge Wright's estimate for a canal on the Delaware, 66 miles in length, from the Lackawaxen to Deposit, was $13,180 per mile. This country is as rugged as any on the Delaware. According to a statement published by the Lehigh company, Feb. 12, 1828, Mr. Canvas White's estimate for a canal and slack-water navigation on the Lehigh, 45 miles in length, from Easton to Mauch Chunk, was 17,078 dols. per mile. This canal is to be 45 feet wide, with the embankments laid out so as to admit the canal to be widened to 60 feet, to pass twin-boats of 67 tons 5 feet deep, with locks 22 feet wide and 100 feet long. If we suppose such a canal would cost one-third more than a canal similar to that of the Hudson and Delaware, the cost would be 11,386 dols. per mile. Thus we have obtained another result by comparing the Lehigh with the Delaware, and perhaps it would be difficult to find any river in New York or Pennsylvania, where more "bluff rocky mountains come close on the river, making it necessary to raise embankments on the river, which must be protected by walls." viz. We think we have made out the following positions, In the same manner, the Delaware and Hudson Canal on the Delaware, and that canal and railroad in the state of Pennsylvania, will open another communication, 60 miles in length, into the Lackawanna coal valley; and the Lackawanna railroad, 25 miles long; will extend this intercourse into Harmony on the Susquehanna river, 3 miles below the state line. These railroads and canal, 85 miles long, may be made eminently useful to Philadelphia, if the Delaware canal is extended to Dunning's ferry: if this is not done, they will purvey for the Delaware and Hudson Canal in the state of New York, on which the trade will be carried to the Hudson. It may here be proper to remark, that from Dunning's ferry to the Hudson, is nearly 70 miles; from thence by that river, to New York, 100 miles, making the total distance from the Delaware to New York, 170 miles. The distance to Philadelphia, from the same point on the Delaware, is only 145 miles;-the lockage is also considerably less. The climate in the valleys of the Delaware and Susquehanna, is much more temperate than on the high lands and on the Hudson: this will give another very important advantage to Philadelphia. Let it not be said, that with these manifest advantages, in distance-in lockage-and in climate, Philadelphia may not contend, and contend victoriously for the Delaware trade: the larger it is, the better. Experience will prove that Philadelphia can control the Susquehanna trade, when brought to the Delaware, better than she can elsewhere. Various improvements are projected on the main N. E. branch of the Susquehanna-on the Chenango-on the Onondago, &c. in the state of New York. An application was lately made to the Legislature of New York, to authorise a joint stock company, to make a slack-water navigation on the Susquehanna, from Cooperstown to the Pennsylvania line; from thence to Harmony, the river requires no improvement. The distance will be about 80 miles. Ample funds can be raised for its completion. The company will also be empowered to make a railroad from the head of Otsego Lake to Fort Plain on the Erie canal. 1. That a narrow canal between Dunning's ferry and Easton, and a broad canal between Easton and Bristol, which will open a complete water communication with Last year the friends of the Chenango canal, made a Philadelphia, may be made for $11,613 per mile, accord-strenuous effort to have it constructed at the expense of ing to Mr. Sargeant's estimates. 2. That in all probability such canals between Dunning's ferry and Bristol, by which a complete water communication may be opened with Philadelphia, may be made for about 10,000 dols. per mile. 3. That the probable cost of a narrow canal from Dunning's ferry to Easton, will not exceed 12,000 dols. per mile. Third. The magnitude of the Delaware Trade, the sources from which it will be derived, and the facility with which the greater part may be secured to Philadelphia. the state. The bill passed the lower house, and failed in the senate only by 4 votes. Another application has been made this session, with a fair prospect of success. This canal will be 90 miles in length, and will extend from Binghampton to Whitesboro', or Utica on the Erie canal. The distance from Chenango Point to Harmony, is 30 miles. The Onondago, or Homer river flows into the Chenango, about 13 miles above Binghampton, (or Chenan80 Point.) This river is now navigable for rafts and arks, in freshets, as high as Post Watson, which is about 30 miles above its confluence with the Chenango. A slack-water navigation may be made on it at a moderate expense. Judge Geddes surveyed the route of a canal from thence to Syracuse, on the Erie canal: he made the distance 30 miles; and reported a supply of water for the summit. In order fully to understand this subject, it will be proper to show in what manner a canal and rail-road communication may be opened between Dunning's ferry on the Delaware, and Harmony on the Susquehanna. It appears to have been a favourite object with the friends of internal improvement, to connect the Pennsylvania canal with works belonging to private corpora- The celebrated salt-works of the state of New York tions. We allude to the Union and Schuylkill canals, are at, and in the immediate vicinity of Syracuse. The which were to become the medium by which the trade distance from thence by Home" river to Binghampton, of the north and west, was to be transported to Phila- is about 75 miles. This is the sortest practicable route delphia. from the salt villages to the Susquehanna river. No. 12. The salt, gypsum, and coal trade alone, would remunerate any company for the capital expended in this useful work. A law has lately been passed in the state of New York, authorising a company to make a railroad from Ithaca to Owego: this will give another facility for trade, and open another avenue to the Erie canal. The main object of all these improvements is to supply the country drained by the Susquehanna and the Delaware, with salt, lime, and gypsum-to exchange those valuable articles for Lackawanna coal, with which to supply the salt villages, and the interior of New York; to carry the lumber and the agricultural products of this extensive region, by the Delaware route, (the shortest practicable) to the cities of New York and Philadelphia; and to secure through the same medium, merchandise, both foreign and domestic, in all its variety, suited to the wants of an active, energetic population, augmenting with singular rapidity, and inhabiting one of the finest and most productive districts in the United States. By the simple extension of the Delaware canal to Dunning's ferry, (or Bolton) we should render all the New York canals and rail-roads projected between the Erie canal and the Susquehanna, tributary to Philadelphia. Blue Mountain, presents a larger supply of water, or equal facilities as to distance and lockage. The various canals projected between several points on the Susquehanna, and Pottsville on the Schuylkill, have been abandoned. The Lehigh Company alone holds out the idea of an uninterrupted canal communication between Mauch Chunk and Berwick. This idea we believe to be delusive. That company in a late pamphlet, states that a 4 ft. dam across the Lehigh, 14 miles above the mouth of Bear creek, would cause the water to flow into a feeder canal to the summit between Wright's creek and the Nescopeck. This may all be true, yet the scheme may be as utterly impracticable as the one to cause the Delaware to flow into a feeder canal on the deposit and Bettsburg summit. Mr. Bolton the president, and Judge Wright, made personal examinations along the valley of the Susquehanna and Tioga rivers. The latter has given the result of his reconnoisance in a letter addressed to the president and managers. This project failed, as premature; but the state loaned the company $500,000 on mortgage. Mr. Wright's report in the senate of New York, on the finances of that state, and on the unproductiveness of canals, had a bad effect, but the project though quietly But it is not this trade alone, extensive and valuable slumbering for the present, has not and will not be abanas it unquestionably is, that Philadelphia may secure;-doned; it is gaining ground every day, and in all proba there is another, equal perhaps in importance to the one bility will finally succeed. Its uncommon facility ef exalready described. ecution as far as the Allegheny ridge, is universally admitted. We shall endeavour to make it appear, that the mass of the export trade of the Susquehanna river and its branches above Tioga Point, comprehending all the country at the sources of the Tioga, the Conhocton, and Canesteo, which rise on the eastern side of the Allegheny mountain, may find a shorter and easier route to the Philadelphia market, by the Delaware, than by the main branch of the Susquehanna. As this is a new and interesting subject, we subjoin an extract from Judge Wright's letter of January 3, 1827. "We obtained correct information of the country up the Tioga to near the western bounds of Steuben county; and this excursion satisfied me, that nature had formed a valley, extending from the foot of Otsego Lake to the western part of Steuben, a distance of 220 miles, where a canal may be formed at a small expense, com This, at the first blush, may appear paradoxical, but only to those who have never duly considered this sub-paratively, through its whole route, where many towns ject. In 1826, at attempt was made by the Delaware and Hudson Canal Company, aided by their chief engineer, Judge Wright, to induce the state of New York to subscribe $500,000 to the stock of that company, to enable the managers to extend it to Carbondale. and flourishing villages are already seen, and where a few more years will show a dense population. The project which I now lay before the board, extending from the Lackawaxen up the Delaware, thence over the Susquehanna, and thence through the valley of the Susquehanna and Tioga rivers, is only second in importance to the Erie canal, in opening facilities of transportation to a very large and fertile tract of country. It was urged with much plausibility, that the time was rapidly approaching, when the Erie canal would be utterly unable to accommodate the immense trade which It would be useless to attempt to calculate the magniwould flow towards the Hudson; that a new canal be-tude of a trade admitted to be great, extending in varitween Lake Erie and the North river would soon be- ous directions over the fairest part of New-York. All come indispensable, and that the Hudson and Delaware great works that give the farmer cheap conveyances to canal lying in the projected line of communication, regular markets on the sea board, stimulate industry. would save the state the expenditure of more than a mil-Instead of the languor and sluggishness which pervades lion of dollars. To aid that negociation, elaborate surveys, at the expense of that company were made from the mouth of the Lackawaxen creck, up the Delaware to Deposit, and across the isthmus to Bettsburg, on the Susquehanna. Estimates were made of the whole route; but after the most careful research, it was ascertained to be impracticable to connect the Delaware and Susquehanna by a country where the surplus produce cannot readily be disposed of at a remunerating price, every person is animated with the prospect of advancing his fortune by a regular course of industry and economy. The farmer improves his farm, and doubles or trebles its productiveness; every mineral is turned to some account and rendered subservient to commerce; manufacturing esta ablishments rise in every direction; emigrants flock into the country; and trade and population increase in an asAs the Delaware at Delhi, according to surveys exe- tonishing ratio. Under such powerful operating causes, cuted under the direction of the State Road Commission-it would not be surprising, if the population, spare at ers, was found to be higher than the summit level of this canal, insuperable local obstacles arising from the nature of the country, must have rendered its use as a feeder, either absolutely impossible, or too expensive. Canal. Mr. Mills, the engineer, estimated the length of this canal at "14 miles, and found the elevation from the Delaware river to the summit of the dividing land between the two rivers to be 497feet, and the descent from this point to the Susquehanna to be 527 feet at Bettsburg, making the Susquehanna 30 feet lower than the Delaware." It is believed that no other point on the dividing ridge between the Delaware and Susquehanna, north of the present, when compared with the extent of the country, should become quadruple in the next thirty years. As the trade of the Tioga and its branches will take a Philadelphia to Bolton at Dunning's Harmony on Susquehanna river 147 miles. 85 30 1828.] Owego TRADE OF THE DELAWARE. 20 20 3021 Distance from New-York, by North River, Delaware and Hudson Canal, Lackawanna Rail-road, and Susquehanna river, to Tioga Point; 325 miles. Kingston Delaware at Bolton 100 miles. 70 155 325 Distance from Philadelphia, by the Schuylkill Navigation, Union canal, and Susquehanna river, to Tioga Point, 361 2-3 miles. Tioga Point 238 123 2-3 361 2-3 Distance from Philadelphia, by Mauch Chunck, Berwick, and Susquehanna, to Tioga Point 315 2-3 miles. Berwick Tioga Point 192 123 2-3 From Baltimore, to York Haven by rail-road, and by 1. That an uninterrupted canal communication cannot be had on any of the routes from Tioga Point to Philadelphia, Baltimore, or New-York. 2. That the distance from Tioga Point to either of those cities is very nearly the same;-the Northern Delaware route being rather the shortest. This route will have some peculiar advantages; it will present the people on the Tioga and its branches, with a mode of transporting their agricultural and mineral productions to the Hudson, shorter than any other; at the same time, it will give them the choice of two of the best American markets, on the best possible terms.The Lackawanna coal region, when brought into active operation, will afford a good permanent market for a portion of their surplus produce of the Susquehanna and Tioga. The surrounding beech woods will soon feel the beneficial effects of these improvements, will rapidly increase in population and wealth, and from its being rather a grass than a grain country, will be unable to meet this augmented demand. So good a market cannot be had at the coal mines on the Susquehanna, the Lehigh, or the Schuylkill. The rich river lands adjacent to these mines will amply supply them. 187 gled with numerous difficulties, and been impoverished by holding unproductive property, in many instances, from a period anterior to the revolutionary war. These lands will soon become saleable at a fair price: the debts already contracted will be secured, and the purchase money be remitted to Philadelphia to augment her capital, and be employed in productive industry. The Lackawanna coal trade is an object of great importance to the city of Philadelphia. At present, the Hudson and Delaware canal company completely monopolize it, and can turn such part as suits their interest, to the city of New York. Philadelphia will lose that trade for ever, unless the Delaware Canal shall provide an outlet for the coal. The Lackawanna mines are nearer to Philadelphia than those of Wilkesbarre are either to that city or Baltimore: yet nobody doubts but that coal may be advan tageously carried to those markets. Baltimore relies on it as one principal source of her prosperity. The Baltimore and Ohio railroad is projected at an expense of 6,000,000 dollars. One principal object is to bring bituminous coal, more than 150 miles from the Allegheny mountain, where the toll and transportation will at least amount to two and a half cents per ton per mile. The inferiority of the bituminous to the anthracite variety, as an article of commerce, is well established. Anthracite has been sent to Richmond, and sold at a fair profit. It threatens to supplant the coal in the vi cinity of that city. Susquehanna coal has already been carried to Philadelphia by the Union canal, and a company is said to be now preparing packets for its transportation on the same canal. Last year, 61,669 tons were sent to Philadelphia from the Lehigh and Schuylkill. The estimate for this year is 100,000 tons, of which 70,000 will probably be exported. From statements made by the Lehigh company, it ap pears, that the use of Pennsylvania coal has increased in the most astonishing manner. It will not only gradually supersede all other fuel on the sea coast, but be carried far into the interior of the different states, by navigable rivers, canals, and railroads. It will probably be shipped in large quantities to the West Indies and to Europe. In a few years, the demand will become so great, as to render a constant abundant supply, at a cheap rate, difficult if not impossible, unless every coal region in Pennsylvania shall be laid under contribution. To attempt to confine the coal trade to one or two dis tricts is preposterous: the effect would be, to cramp this invaluable trade, and create an odious monopoly, inconsistent with the dictates of benevolence and true policy. It is manifestly the interest of Philadelphia, to have every avenue to every coal mine in the state thrown wide open, and to encourage rivalry and competition to the fullest extent. Beneficial effects will soon be perceived-coal will be reduced to its minimum price, and time, the detector of all fallacies, will show what individuals or corporations will be successful. Much more will depend on the talent, industry, and economy displayed at the several coal establishments, than on the mere circumstance of distance. Nature and art have conspired to make Philadelphia a great manufacturing city-the first, perhaps, on the continent of America; but the main pillar of her greatness will be the coal trade. It will require 14,300 vessels of 70 tons each to export 100,000 tons of coal. "the coal trade It must be obvious to every reflecting mind, that the SMITH, in his wealth of nations, says Delaware Canal will accelerate the improvement and fron New-Castle to London, employs more shipping settlement of the north-eastern section of Pennsylvania. than all the carrying trade of England, though the ports The wild lands of this hitherto neglected country, be- are at no great distance." London is said to consume It would employ long principally to Philadelphians. They have strug-1,000,000 tons of coal per annum. 10,000 vessels of 100 tons each, to transport this coal from the mines to that city. The Lackawanna coal is very similar to that of the Lehigh and Schuylkill. It burns freely, and with more flame than either. The mines are inexhaustible. We subjoin an extract from a letter of Judge Scott to the board of canal commissioners of Pennsylvania, dated Feb. 2, 1827, on this subject. "The anthracite coal formation extends from the sources of the Lackawanna, along the valley of that stream to the Wyoming valley; thence through the Wyoming valley to the hills near Berwick, making together a distance of eighty miles. This coal tract is from half a mile to five miles wide, and is estimated at an average width of two miles; throughout the whole of which coal is found in strata from five to forty feet thick. Estimating the average thickness of the stratum of coal at twelve feet, (which is below the fact,) this region contains one thousand three hundred and ninety-five millions eight hundred and seventy thousand tons of coal, which, with all the capital which could advantageously be invested in the business, and with all the facilities of canal navigation, could not be exhausted in ten thousand years." facilities for transportation. Lumber in this section country may be carried cheaper to market, whenever the canals are navigable, than by the usual river navigation, which is generally confined to the spring. The Susquehanna hills in the state of New York, above Harmony, are in many places covered with pine timber of the first quality. The lumbering country extends above Meadville village, and many miles up the Unadilla branch. The money received in Philadelphia, for lumber, is brought and distributed among the country merchants, who purchase their supplies in the city of New York. This is invariably the case, and cannot be avoided until a water communication is provided. The Delaware canal will reverse this order of things, so injurious to the interests of our metropolis. It will create and secure to Philadelphia, an active, valuable, and increasing trade in foreign fabrics and domestic manufactures. New York will never consent to lose the trade of an extensive and flourishing country within her own borders, without making a powerful effort to retain it.— The Upper Delaware route is the only one that will suit her interests. The Susquehanna, above Tioga Point, is within her southern boundary for more than fifty miles, and communicates with the projected lateral canals and railroads. The Hudson and Delaware canal also passes through her territory for seventy miles, and she must feel a lively interest in its prosperity. The principal part of the lumber which descends the Delaware to Philadelphia, grows and is manufactured on the waters of the Susquehanna, and is brought over to Walton and Deposit, on the Delaware, in sleighs or wagons. The distance varies from 15 to 22 miles; the cost of transportation is said to be $3 per thousand feet, and cost of running to Philadelphia, with insurance, $3 more. There is scarcely any valuable pine timber on the margin of the Delaware, nor much within ten miles of it. The principal lumbering establishments in Pennsylvania, above Milford, are on or near the Lackawaxen, or on the waters of Stanucca creek. The Delaware and Hudson canal, and the Susquehanna and Lackawanna railroad, will pass through them, and afford uncommon Gaz. It would be unwise in our Legislature to lull itself and the people into security, by the idea, that New York will not see, and pursue her true interest. Want of intellect and vigour, are by no means characteristic of that powerful state. Her plans are laid with consummate wisdom, and carried into effect with a rapidity and perseverence worthy of imitation.-Pen. STATEMENT OF SUNDRY BANKS IN THE STATE OF PENNSYLVANIA, On the Sixth of November, 1827, as reported to the Legislature on the Eighth of January 1828, by the Auditor-General. |