us to suppose, that even the prophetic spirit of the founder of Pennsylvania foresaw, far less projected, the canal which was commenced exactly one century from the date of this remarkable letter. Canals and turnpikes were unknown at this period, even in Great Britain, we ought not, therefore, to expect to find them in Pennsylvania. 469 Pennsylvania; the credit of being the first labourers in this hitherto untrodden field. Afterwards, Robert Morris, the financier of the Revolution, and still later, Robert Fulton the engineer, of whom Pennsylvania is so justly proud, lent their powerful assistance. To describe their efforts in detail, would require volumes: Our limits will permit us to mention merely a few of the more prominent individuals to whose patriotism our State is indebteffects we too frequently experience, without feeling, that gratitude which is so justly due to its founders. Our press has teemed with essays and pamphlets which contributed to effect a beneficial change in public opinion. The writings of Turner Camac, William J. Duane and Samuel Breck, Esqrs. and subsequently, of Gerard Ralston, Richard Peters, jr. and Matthew Carey, are too well known to require enumeration. The early, zealous, and successful labours of our fellow citizen William Lehman, the chairman of the committee on internal improvements in our assembly, will not soon be forgotten-and last, though not least, we must express our deep obligations, to John Sergeant, president, and to Joseph M'IIvaine, Esq. secretary of the board of canal commissioners of this state, for their arduous and indefatigable labours in the same cause. Objects of more real importance at that period, claimed the attention, and exercised the wisdom and liberali-ed for the establishment of that system, whose beneficial ty of the provincial legislature; roads were then to be constructed through the primitive forests; marshes were to be rendered passable by causeways; and bridges to be thrown over the minor streams; rude indeed in their structure, but requiring all the enterprise, and all the financial resources of that early period. Bridging the Atlantic and bridging the Delaware and Susquehanna, would have been deemed equally feasible projects by our ancestors. Many appropriations were made for the purpose of improving the navigation of the streams; but it was not until a later period that the subject of canals began to attract the attention of a few of our more intelligent citizens. Numerous letters are extant which are peculiarly interesting, not merely from the character of their writers, but for the perfect originality of the views contained in them. They prove beyond all possibility of doubt, that the Union is indebted to Pennsylvania for the first introduction of canals and turnpikes to the public attention. It has been the policy of some other states, not only to assume to themselves the credit of originating these means of commercial intercourse, but to add insult to injustice by ceaseless efforts to depreciate the enterprise of Pennsylvania in order to exalt their own reputation. Unfounded assertions will, by frequent repetition, eventually obtain credit; "magna est veritas et prevalebit," may be a very classical and very consoling adage; nevertheless, experience must convince us, that persevering detraction, when unopposed, will finally effect its object. Pennsylvania has too implicitly followed the advice given in Esop's fables in avoiding the evil example of the dog therein held up as a warning, which grasping at the shadow, lost the substance. She has obtained the substance, by Herculean exertions; but almost lost the shadow-her reputation for enterprize, by her apathy or indifference. She has abandoned to others, not only the task of assailing, but the duty of defending her character: regardless alike of precept as well as example, she has not only hidden her light under a bushel, but witnessed without indignation some, even of her own citizens, almost denying the existence of the works which their own efforts had created, and assisting to sing the praises of other states whose only claim to precedence consists in the unresisted, but, we venture to predict, temporary possession of it which they have assumed. We have previously had occasion to notice the earliest efforts to introduce canals into the province; these efforts indicated more zeal than discretion. Schemes were proposed which, if not absolutely visionary, at least were impracticable at that period. It was proposed to execute canals in districts, where, in consequence of the limited population, but little advantage could be received from them; consequently, some of their projects. have never been executed, and it was reserved for posterity to attempt the fulfilment of others of their designs. If Pennsylvania be justly liable to censure, it is not for her supineness and want of enterprize; it is not for her sins of omission, but of commission. She has done what she ought to have left undone; she exercised her energies prematurely; and abortive efforts were the result: she was in advance of the spirit of the age; and her example, in commencing the first canal to connect the eastern and western waters, which, if successful, would have stimulated other states to rivalry, proved by its failure a beacon which warned them to shun her course. We have already alluded to the correspondence of some of our citizens respecting the introduction of canalstheir views were regarded at that early period (between the years 1750-60) with but little interest in England, and excited the attention of but few individuals in the colonies; nevertheless, to these remote efforts, the earliest projects of internal improvement in various portions of our country, may be traced. At the present day it is difficult to determine to whom we are chiefly indebted for introducing the subject to the public attention. If our information be correct, we may attribute to David Rittenhouse, the astronomer, and to Dr. William Smith, provost of the University of No. 26. In conformity to our plan, we will now give a detailed statement of several of the more important works already executed, in progress or, in contemplation-commencing with the Union Canal. In the year 1762, David Rittenhouse (and Dr. William Smith, we believe at the same time,) surveyed and levelled a route for a canal to connect the waters of the Susquehanna and Schuylkill rivers by means of the Swatara and Tulpéhocken creeks. The Union Canal, which has since accomplished this object, passes over a portion of this route; the first which was surveyed for a canal in the colonies. The views of the projectors of this work, were if the difficulties of that period be considered, far more gigantic and surprising than have been entertained by their successors sin any part of the union. They contemplated nothing less than a junction of the Eastern and Western waters of Lake Erie and of the Ohio with the Delaware, on a route extending 582 miles. The Alleghany mountain intervening, presents an elevation of about 3000 feet above the tide, andwas wisely deemed to offer an insuperable obstacle to acontinuous navigation; a portage over this section was accordingly recommended: (an expedient which, notwithstanding our present command of almost unlimited capital, and our improvements in engineering, we at the present day have been compelled to adopt.) The greater portion of the remainder of the route was at first supposed to be sufficient for the purposes of navigation; if the channels were suitably improved by removing rocks and sand bars, building dams and using wing walls, and excavating canals at a few of the more difficult, or otherwise impassable sections; a scheme, which their subsequent experience proved to be erroneous, and more extensive canals were projected. Duly to appreciate the enterprise of that age, we ought to consider that the great valley of the Ohio and Missisippi, was almost one boundless foresf; a wilder ness uninhabited, but by the beasts of the forest, or the scarcely less savage Indians; attainable monied capital was then almost unknown in the colonies, the very term these abuses are already known to the public, and doubtless many remain concealed. The same remark may be applied to many of the public works in various parts of the union. The instances are extremely few in which the benefits necessarily resulting from this plan will so far counterbalance the evil, as to render necessary its adoption. The unassisted efforts of individuals when at once protected and restrained by judicious acts of incorporation, will be usually sufficient for the purpose of accomplishing such works of internal improvement, as the public welfare may really require. If such works should require the expenditure of larger sums than an incorporated company can procure, the public treasury may then be required to supply the deficiency. Such accordingly has been the policy of Pennsylvania. Until recently, nearly all the turnpike executed by chartered companies; the state frequently subscribing to the stock, or making liberal donations i aid of the projects. In some cases, where the commonwealth subscribed "engineering," was equally unknown in the vocabulary of those days. No canal was then in existence in England; Sankey Brook and the Duke of Bridgewater's had been commenced, but were yet unfinished. Public opinion even there, had yet to learn that canals were not visionary undertakings. The sneers of many even in the parliament of Great Britain were to be encountered; nevertheless, under all these discouragements the earliest advocates for inland navigation commenced their efforts in Pennsylvania. In 1769 they induced the American Philosophical Society to order a survey for a canal to connect the Chesapeake bay with the Delaware; a work, which even yet is not finished. These laudable efforts were duly appreciated by the provincial legislature; which finally about the same period authorized a survey on a route extending 582 miles to Pittsburg and Erie. This survey was accordingly perform-roads, bridges, canals and rail ways, in the state, were ed, and a report made strongly recommending the execution of the project. The adoption of the plan was however postponed, in consequence of the more important concerns which occupied the public attention immediately before and during the revolution. After the glorious termination of that struggle, the spirit of in- for too large a proportion of the stock, or incautionsly ternal improvement began to animate the citizens of advanced the funds, fraud, and extravagance in the maother states, and several works were commenced in N. nagement, were the almost inevitable consequences.— Carolina, Virginia and Maryland. The canal through We therefore deem it peculiarly fortunate, that, the the Dismal Swamp, connecting the Chesapeake bay Preamble to the charter of the first companies authoAlbemarle Sound, with the works on the Potomac, James rised to make internal improvements, contains a distinct and Rappahannock rivers, were commenced and parti-recognition of the principle for which we have been contending. As a further investigation of this subject ally finished, between the years 1786 and 1791. But these works were all partial and incomplete; local in would occasion a digression from the immediate subject their benefit, and evincing little boldness or skill in their which we are engaged in examining: we will resume our description of the proceedings of the second complans or execution. The great project of Pennsylvania had been allowed pany to which we have previously alluded, viz. the to slumber, but it was only to acquire fresh vigour by company incorporated 10th of April, 1792, to effect a repose. It had not been forgotten nor relinquished. junction of the Delaware with the Schuylkill river, by The time had now arrived to commence this gigantic distance of 17 miles. The Schuylkill river from the a canal extending from Norristown to Philadelphia; a enterprise; accordingly on the 29th day of September, in the year 1791, the legislature incorporated a joint former city to Reading was to be temporarily improvstock company to effect a portion of the plan. Robert ed; and thus form with the works of the Susquehanna Morris, David Rittenhouse, William Smith, Tench Fran- and Schuylkill company, an uninterrupted water comcis and others were named in the bill as commissioners.munication with the interior of the state; with the intenThe company was authorised to connect the Susque-chain to Erie and the Ohio. Experience soon contion, as we have previously remarked, of extending the hanna and Schuylkill, by a canal and slackwater naviga- vinced the two companies that a greater length of canal tion; and thus accomplish the first link in the great chain by which they intended eventually to connect w: s requisite, in consequence of the difficulties of imErie, Pittsburg and Philadelphia. proving the channels of the rivers; hence the company last mentioned, determined (in compliance with the suggestions of Mr. Weston, a British engineer, whom they had imported for their service,) to extend their caal from river to river, a distance of 70 miles. In corjunction with the former company they nearly completed 15 miles of the most difficult parts of the two works; comprising much rock excavation, heavy embankments, extensive deep cuttings, and several locks, which were constructed with bricks. In consequence that some of the chief stockholders were shortly after of the commercial difficulties, (in which it is known involved, both companies were compelled to suspend their operations after the expenditure of $440,000.— The suspension of these works, and some years after of the Chespeake and Delaware canal, had a most disasfor many years afterwards. Frequent attempts were trous effect on every similar work which was projected made from the year 1795 to resume operations; and there cannot be a doubt, if the state had immediately, on liberal pecuniary assistance, (which it eventually profthe first appearance of embarrassment, bestowed that fered when too late,) that these canals would have been completed, and some of their patriotic and enterprising projectors rescued from ruin." The intention of connecting the Eastern with the Western and North Western parts of the state is distinctly expressed in this act, and in a subsequent act passed in the following year (April 10, 1792). The policy of effecting such works by joint stock companies, assisted by legislative encouragement, is also distinctly stated; a policy combining the vigilance of private interest in the expenditure of money, with the ample and certain resources of the public treasury. All persons who are conversant with the history of public works throughout the world, will assent to the expediency of this plan:when the public is the sole paymaster, extravagance, imposition and negligence are the almost inevitable consequences. In Great Britain and Ireland, where this subject has been thoroughly examined, every canal (with the exception of two, intended chiefly for military purposes) has been made by individuals or companies, who have been frequently assisted by parliamentary bounty. On the continent of Europe, where the opposite plan is usually pursued, the evils which we have previously mentioned, almost universally prevail. Baron Dupin, in his valuable treatise on the public works of Great Britain, most ably and convincingly describes these evils. Notwithstanding the subscription to the stock of the companies of $300,000, which was subsequently tender. ed by the state, these corporations continued to maintain a mere languishing existence. The success which it is alleged has attended the execution of the grand canal by the state of New York, may perhaps be adduced in opposition to this opinion. But the exception is only apparent; the splendour of the result threw a veil over the many abuses which oc-. In the year 1811, these two bodies (which were chiefcurred during the prosecution of that work; some ofly composed of the same individuals,) were re-organised and united by an act of assembly, into one companystyled, "the Union Canal Company." In this act they are specially authorised to extend their canal from Philadelphia to Lake Erie, with the privilege of making such further extension, in any other part of the state as they may deem expedient. As this work may be justly styled the great parent of all the canals which have since been executed in our country; inasmuch as it was projected, surveyed, described and held up for the imitation of other states, long ere the subject of canals had attracted attention in any other part of the union; (although the disasters which we have previously mentioned, retarded its completion until a very recent period) the interest which consequently attaches to its history, induces us at present to describe it more minutely. As large sums were required to resume operations with success on this canal; the legislature by an Act passed March 29th, 1819, granted an interest of 6 per cent. to the subscribers to the stock to be raised for this purpose: this interest was to be taken from the proceeds of the lottery before mentioned. By an additional Act March 26th, 1821, the State guaranteed this interest by a pledge to supply any deficiency of interest which the lottery could not produce. A monopoly of lotteries was also granted to the company; thus lessening the evils resulting from this pernicious, extravagant, and demoralising species of gambling. It is deeply to be regretted that the State permitted, or rather sanctioned, the continuance of a system which the reflecting class of our citizens have earnestly endeavoured to abolish. The limited benefit which has resulted from this lottery, could have been obtained by other means, equally efficient, more honorable to the character of our commonwealth, and less injurious to the welfare of our citizens. The excellence of the end proposed, has been frequently offered as an apology for the means employed in effecting it: but this endeavour to sanction the use of vicious means has a tendency not to justify, but to aggrayate the offence. The additional subscriptions which were obtained in consequence of this legislative encouragement, enabled the managers to resume their operations this year, [1821.] The line of the canal was re-located, the dimensions changed and the whole work finished in about 6 years from this period; although 37 years had elapsed from the commencement of the work, and 65 years from the date of the first survey. The Union Canal is nearly 80 miles in length from Middletown on the Susquehanna to a point on the Schuylkill a short distance below Reading, (exclusive of a pool and towing path of 2 miles 73 chains on the latter river, and of the navigable feeder from the Swatara of 63 miles, &c.) the total extent including the present length of the branches is 89 miles. It is calculated for boats of 25 to 30 tons burthen. At Middletown, it is connected with the grand Pennsylvania Canal leading to Pittsburg and Erie, to Tioga in the north, and to the Bald Eagle on the west branch of the Susquehanna. At Reading, it is connected with the works of the Schuylkill navigation company leading to Philadelphia. The course of this canal is nearly parallel to the rivers Tulpehocken and Swatara, a route rendered necessary by the bold and abrupt declivities which invariably prevail on the margins of those streams. The lockage of 519 feet is overcome by 93 lift and 2 guard locks; which are 75 feet in length, and 8 feet 6 inches in breadth, (two of the locks which overcome a height of 16 feet connect this canal with the state works on the Susquehanna; they were constructed by the Commonwealth.) The canal is 36 feet wide on the surface, 24 feet at the bottom, and is 4 feet in depth. 43 waste weirs, 49 culverts, 135 bridges, 12 small and 2 large acqueducts, together with 12 miles of solid stone walls to protect the work from the abrasion of the streams, have been built. 411 The canal is divided into three parts or sections: the eastern, the summit, and the western. The eastern is 37 miles, 61 chains in length, to which The summit is 6 miles 78 chains in length; to which Оп On the Schuylkill Navigation Company's canal near Reading, which passes over the same limestone forma tion, a similar expedient was adopted. In both cases the plan was successful. On this section, the canal passes through a tunnel of 729 feet in length, 18 feet in width, and 16 feet high, excavated in solid rock; the largest, we believe, in the Union.* This summit is supplied by the water of the Swatara conducted to it by the feeder already mentioned; as the summit is above the level of the feeder; two large water wheels and pumps are resorted to for the purpose of raising the water to the requisite height. Two steam engines, one of 120, the second of 100 horse power, are provided for the purpose of supplying the feeder in case of accident to the water works. The small feeder from these engines to the summit is 4 miles in length, 5 feet wide, 2 feet deep, and has a descent of 7 feet. The company formerly intended to continue the navi, gable feeder to the vicinity of the coal mines on the head waters of the Swatara: a survey extending 21 (?) miles was made for this purpose. We believe that they have abandoned this design, and that they will substitute a railway for the remainder of the distance; thence branches will be continued to the mines, at the expense of their proprietors. We may mention that the company which was incorporated two years since for the purpose of improving the navigation of Stony creek from their mines to the Susquehanna, have abandoned their plan, and are now preparing to construct a railway from their collieries to the feeder which we have just described; another instance of the increasing popularity of railways. The western division of the Union Canal is 33 miles 4 chains in length, to which must be added 60 chains of pool and towing path. The descent of 208 feet is overcome by 39 locks. Every part of this work is finished in the most neat and substantial manner, reflecting great credit on the company and their agents. We cannot, however, extend our admiration from the construction to the plan of this work. We have already stated the size of the locks and the tonnage of the boats used on this navigation; from which it appears that this is a canal of small section, intended for boats of 25 to 30 tons, to be drawn by one horse. In some of the accounts which have been pub. lished respecting this work, it is stated that these dimensions and this plan of navigation are the best suited for general adoption. The opinions of some engineers who have been consulted in relation to this canal, have been adduced in confirmation of this doctrine. But as some of these engineers have on this subject, given at different times, the most contradictory opinions; their evi * The first tunnels which were excavated in the Union were in Pennsylvania: there are two on the Conemaugh, one on the Union, one on the Schuylkill canal, and one still unfinished near Mauch Chunk. We do not include the small tunnels, levels or adits, leading from mine dence is worse than worthless. The opinion of some engineers in Great Britain in favour of canals of small section has also been quoted. These opinions, however, are entertained by very few in that country, in the manner in which they have been applied in this State. Unquestionably, canals of small section can be made in less time, with less expense, and require less water, than canals of large section; and may therefore be frequently more beneficial to a company than the latter, particularly if the amount of the trade, or rather of the tolls, be not influenced by the size of the canal. But to the public at large-to those using the navigation, the expense of transportation is much less on the large canal; for two men, one boy and a horse, are required for every boat of 25 tons. The employment of an additional horse, which will occasion but a very small addition to the expense, will be sufficient for a boat of 45 or 50 tons. In our commonwealth it may be thus stated: To each of these estimates must be added the toll, which will be less on the small canal. If therefore the increased toll (which it will be necessary to pay on the large, and consequently more expensive canal,) be less than the amount saved in the transportation thereon: it will conduce more to the public interest to adopt it; if a sufficient supply of water can be obtained, particularly if such canal be intended to communicate with canals of large section, and of great extent. The latter is the condition of the Union Canal, which is connected at each end with extensive canals, on which the locks are 17 feet wide. On the Schuylkill Canal which is usually only 36 feet wide, although the locks are 17 feet wide, boats of only 12 feet beam are used; but this is occasioned by the improper size of the canal. Even these boats cannot be used on the Union Canal. Hence boats must either be unloaded at its extremities, or they must proceed in pairs linked together; an inconvenient expedient resorted to in England only in a very few cases and under very peculiar circumstances; their example cannot be applied to the Union Canal. Even in England the inconvenience experienced, has in some cases induced the canal companies to increase the size of the canals which were formerly made too narrow. It has been stated that small locks can be passed with greater rapidity than locks of larger size; this statement does not submit a correct view of the question; for although a boat of 25 tons can be passed through a small lock, in rather less time than a boat of 50 tons through a lock adapted to it; the difference in time is inconsiderable; and in the latter case twice the tonnage is passed through in that time: hence more time is consumed in passing a given amount of trade through small locks. The Union Canal Company has been attacked with more acrimony for adopting small locks than is consistent with justice. The argument that their canal ought to be adapted for the passage of the boats and arks now used on the Susquehanna, is in our opinion untenable. But if any defence of the company be necessary, it may be safely based on the scarcity of water which was originally apprehended; the difficulty of procuring funds, and the uncertainty, in regard to the subsequent com mencement of the great Pennsylvania canal. It is however to be regretted that the ample and unexpected supply of water which has since been obtained, has not induced them to alter the size of their canals and locks. Some persons unacquainted with the capacity of this canal, entertain apprehensions that it will not be sufficient to pass the trade of the Susquehanna; but if we consider that the rafts on that river will probably always find a cheaper access to market by floating down the stream than by any artificial highway; a little calculation will convince us that little difficulty need be apprehended for many years. The rail way from Columbia to Philadelphia, will undoubtedly obtain a very large share of the trade of the Susquehanna; but this would be the result whatever might be the capacity of the canal. These rival works, will afford an excellent practical demonstration of the comparative advantages of rail ways and canals, leading from the same points to Philadelphia. We regret that we cannot give an official statement of the cost of this canal; the accounts have not yet been prepared for publication; they will at another time be submitted to the public. In the mean time we believe that we may safely state, that $1,600,000 has been expended on this work; including the sums raised by lottery, and excluding the sums expended on the old work, and the recent loan of $300,000. In concluding our remarks on the Union Canal we avail ourselves of the opportunity to state that several of the managers of this company have been distinguished for their zeal in promoting the general internal improvements of the state. Schuylkill Navigation Company. This series of canals and slack water navigation is connected with the eastern termination of the Union Canal near Reading. The works which were executed by the old Schuylkill and Delaware Canal Company, were first suspended and afterwards abandoned as we have previously stated. A few improvements were subsequently made on the rivers. A dam with a canal and locks were erected at the falls near Philadelphia, in 1814. On the 8th of March, 1815, a new company was incorporated to resume the works on this river, and to continue them from Philadelphia to Mill creek, one of the tributaries, or head waters of the Schuylkill; a distance of 108 miles. The legislature in their wisdom compelled the company to commence their operations near each end of the route simultaneously; thus rendering the works perfectly useless until their completion; which was effected in the year 1825. Some parts of the works are still incomplete, but the whole line is navigable. The canals extend 63, and the pools 45 miles. The steepness of the rocky banks of this river, &c. rendered the execution of a continuous canal impracticable: hence, canals and pools alternately have been substituted. Thirty-three dams, built in a solid, and we believe, durable manner, create pools, or supply canals, for the whole extent. A tow path sometimes on the right and sometimes on the left bank of the river is provided. The boats traverse the pools with great facility and rapidity, on account of the depth and expanse of water. The company now regret that the canals have been constructed on so large a portion of the route. This river furnishes one of the very few instances, where improving the bed of the river by dams, &c. has proved to be an efficient substitute for a canal. At Fair Mount, the extremity near the city, the city corporation have erected a dam 1,478 feet in length, together with a canal and locks, at an expense of $331,268, including the damages paid to individuals. The water power thus created is employed in pumping water to a reservoir which is 103 feet above the level of the river, thence it is distributed chiefly in cast in pipes throughout the city of Philadelphia and the adjoining districts. These works, notwithstanding some defects, are not equalled on this continent; and we believe, are not surpassed in Europe. When the additional wheels and machinery shall be erected, 10,000,000 of gallons of water will be raised every day; at present only four pumps have been finished; they can raise about 5,000,000 of gallons per diem. Two of the largest steam engines in the Union are provided to maintain the supply in case of accident occurring to the dam. The expenditures on the Philadelphia water works since their commencement have been enormous; but the health, cleanliness, and comfort, together with the preservation of the city from fire, which have been the results, have been cheaply purchased. We previously mentioned, that one of the objects to be effected by the old Schuylkill and Delaware canal company, was the supply of Philadelphia with water. On the dissolution of that company, the privilege was vested in the Union Canal company. The urgent necessity of introducing a copious supply of wholesome water, admitted of no delay; and, as no measures were adopted for this purpose by the canal company, the city corporation undertook, and have completed, this noble enterprize, which is now the pride of Philadelphia. The descent in the river Schuylkill is overcome by 129 locks-each 80 feet long and 17 broad; the canals connected with them are generally 36 feet wide and 34 deep; in some places they are wider and deeper. In a few difficult passes, the canals are not more than 30 feet wide for short distances. Hence, boats of only 12 or 13 feet, conveying 30 tons, are used on this river; a great waste of water and time in passing the locks is the result. Five of the new locks near Mill creek are only 13 feet 6 inches wide. These locks are near the coal mines; which, at present, partly supply Philadelphia with coal. The construction as well as the plan of this work may be mentioned as defective. The limited knowledge of engineering which was possessed in the Union at the time of its commencement, is a sufficient apology for its defects. It is the most arduous and expensive enterprize yet achieved by individual efforts in our country. The lockage is nearly equal to that on the New York canal; much rock 'excavation, embanking, and the first tunnel attempted in the Union were executed. Sums expended by the present com 2,190,176,39 tion on the dam and canal at Fair Do by and Delaware canal company, on the abandoned route, about Legislative appropriations and private expenditures on the river before 1815, not known; supposed not to exceed 210,000,00 20,000,00 to be expended by the present company, to complete the work Having now described the main line of the navigation, we will devote a few lines to a description of the branchSeveral companies have been incorporated, for the purpose of improving them, within two or three years. The most important company was authorized in 1827, to improve the little Schuylkill by dams, locks, &c. or by a canal. es. 413 only a portion of it: but they have not yet commenced active operations; much will depend on the result of the survey now in progress. In 1826, a company was authorised to make a railway from Pottsville, near the head of the Schuylkill to Danville on the north branch of the Susquehanna: a distance of about 41 miles by the survey. By a supplementary Act they are authorised to extend branches to Sunbury and to Catawissa; the length of these branches will not be less than 19 miles. Mr. Robinson, whom we have previously mentioned, is engaged in locating this rail road. The stock of these two companies is not yet taken. The present surveys are performed at the expense of the State. Several companies have been authorised to improve Mill creek, the West Branch, and Norwegian creek by canals, or slack water navigation. These plans have not yet been executed, and we have no doubt that railways will be substituted for them. A company has been authorised (1828) to make a railway from Mine hill to Pottsville; nothing has hitherto been done. Another company was incorporated 1828, to construct a canal from the Schuylkill to the Delaware, a distance of about 3 miles. A tide lock is to be placed at each end of the line; it will pass near the southern suburbs of the city of Philadelphia. Including the bridges and damages, it is supposed that it will cost about $300,000. It is contemplated to commence the work this season, ií the necessary funds can be procured; which, we think, extremely doubtful, as the work will probably be the least eligible investment for capital of all the projected works in this State. If this work should ever be made, it will probably meet with the same fate which befel the Tiber creek canal in Washington, which, after consuming the capital of the proprietors, and becoming the grave of the neighbouring inhabitants, was finally abated as a nuisance, by filling it up. The Lehigh Coal and Navigation Company. March 20, 1818, an act was passed authorising Messrs. White and Co. to improve the Navigation of the river Lehigh; they soon aftewards commenced operations, and were finally incorporated with others into a company with the above title, February 13th, 1822. The privileges bestowed by the charter were more ample and dangerous than our legislature were aware of at the time. More caution has been displayed in their subsequent legislation on the subject. The company continued operations by completing only a descending navigation. This was sufficient for the purpose of bringing their coal and lumber to market, the chief inducement which led to the formation of the company. The following plan was adopted; 13 dams and sluices of a peculiar and novel form were built, and the obsta cles in the bed of the river were removed. The dams effected a double purpose; they created pools of deep and navigable water, and acted as reservoirs. At certain fixed periods when the boats, or rather arks, were all in attendance at the dam, the sluices permitted the boats to pass with great rapidity; but they consumed a vast quantity of water and were only calculated for a descending trade; below the dam and sluice the sudden influx of water created an artificial freshet, which not only increased the depth, but also the rapidity of the river. On the arrival of the boats at the next dam below, the same process was repeated. On the Delaware By a supplementary Act of the session of the last le- river as far as Trenton, the natural channel of the river gislature, they obtained permission to substitute a rail was used; below Trenton to the city, a steam tow boat way. Mr. Robinson, an engineer of great abilities, is was employed to tow the arks in gangs of 18 or 20 toat present engaged in surveying the route, up to the gether. The planks, with which the arks were built, Broad Mountain, thence to Berwick on the Susquehan-are sold on their arrival in Philadelphia. na; a distance of about 52 miles. This presents the most eligible route to the north branch of the Susquehanna. We believe that this road will eventually be executed. The present company are authorised to make After the expenditure of large sums of money, the company resolved to alter their plans, and to make a lock navigation, on which steam boats might be employed. Accordingly a lock was built, measuring 135 feet |